JP6287576B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  Patent Document 1 describes a vehicle air conditioner provided with a combustor for burning fuel to heat a vehicle interior. In this vehicle air conditioner, when the user operates the economy switch and selects the economy mode (eco mode), the air-conditioning operation in which the calorific value of the combustor is reduced is performed, thereby reducing the fuel consumption of the combustor. Reduction (combustor power saving).

JP 2004-224199 A

  As described in Patent Document 1 above, conventionally, when the user selects the eco mode so as to perform air-saving operation with power saving, the vehicle side performs air-conditioning operation with predetermined control contents. The user could not select the air conditioning control content.

  On the other hand, in order for the user to operate the air conditioning setting so that the air conditioning operation is performed with power saving, the user needs to understand the mechanism of the power saving operation of the air conditioning operation. Further, if the user himself / herself operates the air conditioning setting, there is a possibility that the air conditioning operation in which the power saving effect cannot be obtained.

  In view of the above points, the present invention provides a power saving effect by a user's operation even if the user does not understand the power saving mechanism of the air conditioning operation when the user desires a power saving air conditioning operation. It aims at providing the air-conditioner for vehicles which can be set as air-conditioning.

In order to achieve the above object, in the inventions according to claims 1 and 3 ,
When there is a request for power-saving air conditioning operation from the user, the current air-conditioning setting for executing the power-saving air-conditioning operation is selected from the plurality of power-saving settings stored in the storage unit in advance. based on the air conditioning setting, the proposed means to propose to the user the current than the air conditioning operation of the air conditioning set extracted one or more power-saving setting in the reduced power, the extracted power-saving setting,
Proposed one of the power saving setting when the user acknowledge, it is characterized in that it comprises a power-saving operation execution means for executing the air conditioning operation in the power saving setting by the user acknowledge.

  In the present invention, when the user desires the air conditioning operation with power saving, the power saving setting is obtained from the vehicle side so that the power saving effect can be obtained with respect to the current air conditioning setting. Even if the user does not understand the mechanism, the user can make the air-conditioning setting surely obtain the power-saving effect by a simple operation of accepting the power-saving setting proposed from the vehicle side.

  By the way, conventionally, when the user selects the eco mode so that the power-saving air-conditioning operation is performed, since the vehicle side performs the air-conditioning operation with predetermined control contents, the air-conditioning state such as the blown air temperature and the air volume The user may feel dissatisfied. For example, in the above-described Patent Document 1, air-conditioning operation in which the calorific value of the combustor is reduced without performing any notification to the user in the eco mode, the temperature of the blown-out air decreases, and some people get cold. This may cause the user to feel dissatisfied.

Therefore, in the invention described in claim 1 , the suggestion means (S102-1, S105-1, S112-1, S117-1) executed the air conditioning operation with the extracted power saving setting when making the proposal. In this case, the user is notified of an event about the air conditioning state that occurs as a contradiction.

According to this, when the user decides whether or not to accept the proposed power saving setting from the vehicle side, when the air conditioning operation is performed with the proposed power saving setting, the user is informed about the air conditioning state that occurs as a contradiction . It is possible to decide by selecting an event, that is, an event that the user must endure. For this reason, a user can be made not to be dissatisfied with the air-conditioning state at the time of power-saving air-conditioning operation.

Further, in the inventions according to claims 2 and 3, the power saving operation execution means (S402-1, S503, S503-2, S801-2, S803, S807-1, S1003-1) is used for the extracted power saving setting. In addition to notifying the user of an event regarding the air conditioning state that occurs as a contradiction when the air conditioning operation is performed, the air conditioning operation is performed with the power saving setting approved by the user.

According to this, when executing the air conditioning operation with the power saving setting approved by the user, the user is informed of the event regarding the air conditioning state that occurs as a contradiction, that is, the event that must be endured. It is possible to prevent the user from feeling dissatisfied with the air conditioning state during the air conditioning operation.

  According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the suggestion means (S105, S112, S117) is configured to select the extracted power saving setting when making the proposal. About each, it is characterized by alerting | reporting to a user the prediction effect of the power saving at the time of changing from the now air conditioning setting to a power saving setting.

  According to this, when deciding whether or not to accept the power saving setting proposed from the vehicle side, the user can determine the user's preference and the prediction effect on a balance. For this reason, it can be set as the air-conditioning setting which fully considered the user's intention.

  Further, in the invention according to claim 7, in the invention according to any one of claims 1 to 6, the power saving operation execution means accepts any one of the proposed power saving settings by the user. In this case, the user is notified of the prediction effect of the power saving when the current air conditioning setting is changed to the power saving setting approved by the user, and the air conditioning operation is executed with the power saving setting approved by the user. It is said.

  According to this, since the user can know the prediction effect of the approved power saving setting, when deciding whether to accept the power saving setting proposed by the vehicle side, the user's preference and the prediction effect are determined. It can be determined by putting it on a balance. For this reason, it can be set as the air-conditioning setting which fully considered the user's intention.

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

It is a figure which shows the whole structure of the vehicle air conditioner in 1st Embodiment. It is a block diagram which shows the structure of the electric control part of the vehicle air conditioner in 1st Embodiment. It is the flowchart which showed an example of the air-conditioning control process in 1st Embodiment. It is the flowchart which showed an example of the proposal process of the power saving setting in 1st Embodiment. 4B is a flowchart following step S102 of FIG. 4A. It is a flowchart following step S103 of FIG. 4B. 4 is a flowchart showing a target blowing temperature calculation process performed in step S4 of FIG. 3 in the first embodiment. 4 is a flowchart illustrating a blower voltage determination process performed in step S5 of FIG. 3 in the first embodiment. In 1st Embodiment, it is a flowchart which shows the suction inlet mode determination process performed by FIG.3 S6. In 1st Embodiment, it is a flowchart which shows the blower outlet mode determination process performed by step S7 of FIG. 4 is a flowchart illustrating compressor speed determination processing performed in step S8 of FIG. 3 in the first embodiment. In 1st Embodiment, it is a flowchart which shows the request | requirement water temperature determination process performed by FIG.3 S10. It is the flowchart which showed an example of the proposal process of the power saving setting in 2nd Embodiment. It is a flowchart following step S102-1 in FIG. 11A. It is a flowchart following step S103 in FIG. 11B. In 2nd Embodiment, it is a flowchart which shows the target blowing temperature calculation process performed by step S4 of FIG. In 2nd Embodiment, it is a flowchart which shows the blower voltage determination process performed by step S5 of FIG. In 2nd Embodiment, it is a flowchart which shows the compressor rotation speed determination process performed by step S8 of FIG. In 2nd Embodiment, it is a flowchart which shows the request | requirement water temperature determination process performed by step S10 of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 shows 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.

  First, the hybrid vehicle of this embodiment will be described. The hybrid vehicle of this embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 in FIG. 1 with electric power supplied from an external power source (commercial power source) when the vehicle is stopped. In this plug-in hybrid vehicle, the battery 81 is charged from an external power source when the vehicle is stopped before the vehicle starts running. When this is the case, 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 of power stored in the battery 81 is lower than the reference running remaining amount during vehicle travel, the vehicle travels mainly by the driving force of the engine EG (hereinafter, this operation mode is referred to as the HV operation mode). In this way, by switching between the EV operation mode and the HV operation mode, the fuel consumption of the engine EG is suppressed and the vehicle fuel consumption is improved with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG. I am letting.

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80 of FIG. 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 includes an indoor air conditioning unit 10 shown in FIG. 1 and an air conditioning control device 50 shown in FIG.

  As shown in FIG. 1, the indoor air conditioning unit 10 includes a casing 11, a blower 12, an evaporator (evaporator) 13, a heater core 14, a PTC heater 15, and the like, and is an instrument panel (instrument panel) at the forefront of the vehicle interior. Arranged inside. And the indoor air conditioning unit 10 accommodates the air blower 12, the evaporator 13, the heater core 14, the PTC heater 15, etc. in the casing 11 which forms the outer shell.

  The casing 11 forms an air passage for the blown air blown into the vehicle interior, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength. On the most upstream side of the blown air flow in the casing 11, an inside / outside air switching box 20 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is disposed.

  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 11 and an outside air introduction port 22 for introducing outside air. Furthermore, inside the inside / outside air switching box 20, the entire area of the air introduced into the casing 11 from the inside air introduction port 21 and the outside air introduction port 22 is adjusted by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22. An inside / outside air switching door 23 for changing the outside air introduction rate, which is the air volume ratio of outside air, is arranged. 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 the air conditioning controller 50.

  Therefore, the inside / outside air switching door 23 and the electric actuator 62 constitute a switching device that switches the inside / outside air mode by changing the outside air introduction rate. The inside air introduction port 21 and the outside air introduction port 22 are also called an inside air suction port for sucking in the inside air and an outside air suction port for sucking the outside air, and the inside / outside air mode is also called a suction port mode.

  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 11 (REC: outside air introduction rate = 0%), inside air introduction. The outside air mode (FRS: outside air introduction rate = 100%) in which the outside air is introduced into the casing 11 with the mouth 21 fully closed and the outside air inlet 22 fully opened, and the inside air inlet 21 and the outside air inlet 22 opening. There is an inside / outside air mixing mode (inside / outside air introduction mode) in which both the outside air and the inside air are introduced into the casing 11 with each area having a predetermined size.

  A blower 12 that blows 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 12 is an electric blower that includes a blower motor 121 and a centrifugal multiblade fan (sirocco fan) 122 and drives the centrifugal multiblade fan 122 by the blower motor 121. The blower 12 blows out temperature-conditioned air from the air outlets 24 to 26 formed in the casing 11. The number of rotations (air flow rate) of the blower 12 is controlled by the control voltage output from the air conditioning control device 50.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 constitutes a refrigeration cycle 30 together with a compressor (compressor) 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The vehicle air conditioner 1 also includes a compressor 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The evaporator 13 evaporates the refrigerant expanded by the expansion valve 34 after being compressed by the compressor 31 in the refrigeration cycle 30, and cools the blown air by exchanging heat between the refrigerant and the blown air.

  The compressor 31 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 30, compresses and discharges it, and drives the fixed capacity type compression mechanism 31a having a fixed discharge capacity by the electric motor 31b. It is configured as an electric compressor. The electric motor 31b is an AC motor whose operation (number of rotations) is controlled by an AC voltage output from the inverter 61 (see FIG. 2).

  In addition, as shown in FIG. 2, the air conditioning control device 50 outputs a control signal indicating the target rotational speed Nct of the compressor 31 to the inverter 61, and the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal. To do. And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control. On the other hand, the inverter 61 outputs a signal indicating the power consumption Wcp of the compressor 31 to the air conditioning control device 50.

  The condenser 32 shown in FIG. 1 is disposed in the engine room, and compresses by exchanging heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the blower fan 35 as an outdoor blower. The condensed refrigerant is liquefied. The blower fan 35 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 33 gas-liquid separates the condensed and liquefied refrigerant and flows only the liquid refrigerant downstream. The expansion valve 34 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 13 evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  Further, in the casing 11, on the downstream side of the air flow of the evaporator 13, an air passage such as a cooling cold air passage 16 and a cold air bypass passage 17 for flowing air after passing through the evaporator 13, and the heating cold air passage 16 and the cold air are provided. A mixing space 18 for mixing the air that has flowed out of the bypass passage 17 is formed.

  In the cooling air passage 16 for heating, a heater core 14 and a PTC heater 15 as heating devices for heating the blown air that has passed through the evaporator 13, that is, the blown air cooled by the evaporator 13, are arranged in this order toward the blown air flow direction. Is arranged in.

  The heater core 14 is a heat exchanger for heating that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the evaporator 13.

  Specifically, a cooling water flow path 41 is provided between the heater core 14 and the engine EG, and a cooling water circuit 40 in which the cooling water circulates between the heater core 14 and the engine EG is configured. The cooling water circuit 40 is provided with an electric water pump 42 for circulating the cooling water. The electric water pump 42 is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 15 has a PTC element (positive characteristic thermistor element), generates heat when electric power is supplied to the PTC element, and serves as an auxiliary heater that heats the air that has passed through the heater core 14. It is. The PTC heater 15 of this embodiment is composed of a plurality of PTC heaters. Specifically, it comprises a first PTC heater 15a, a second PTC heater 15b, and a third PTC heater 15c. The air conditioning control device 50 changes the number of PTC heaters 15 to be energized by switching or the like, thereby controlling the heating capacity of the plurality of PTC heaters 15 as a whole.

  A cold air bypass passage 17 in FIG. 1 is an air passage for guiding the air that has passed through the evaporator 13 to the mixing space 18 without passing through the heater core 14 and the PTC heater 15. Accordingly, the temperature of the blown air mixed in the mixing space 18 varies depending on the air volume ratio of the air passing through the heating cool air passage 16 and the air passing through the cold air bypass passage 17.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 16 and the cold air bypass passage 17 on the downstream side of the air flow of the evaporator 13 and on the inlet side of the heating cold air passage 16 and the cold air bypass passage 17. An air mix door 19 that continuously changes the ratio is disposed. The air mix door 19 is driven by an electric actuator for the air mix door, and the operation of this electric actuator is controlled by a control signal output from the air conditioning control device 50. The air mix door 19 constitutes temperature adjusting means for adjusting the air temperature in the mixing space 18 (the temperature of the blown air blown into the passenger compartment).

  Further, air blowout ports 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 18 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 11. Specifically, the air outlets 24 to 26 include a face outlet 24 that blows out conditioned air toward the passenger's upper body in the passenger compartment, a foot outlet 25 that blows out conditioned air toward the passenger's feet, and a vehicle. A defroster outlet 26 that blows out conditioned air toward the inner side surface 74 a of the front window glass 74 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 are connected to an electric actuator 64 for driving the air outlet mode door via a link mechanism (not shown) and are operated to rotate in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50. Thus, the face door 24a, the foot door 25a, the defroster door 26a, and the electric actuator 64 constitute an air outlet adjusting device that adjusts the opening area of each air outlet 24, 25, 26.

  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 passenger compartment (FACE), and both the face air outlet 24 and the foot air outlet 25 are provided. Bi-level mode (B / L) that opens and blows air toward the upper body and feet of passengers in the passenger compartment, fully opens the foot outlet 25, opens the defroster outlet 26 by a small opening degree, and opens the foot outlet 25 The foot mode (FOOT) for mainly blowing air from, the defroster mode (DEF) for blowing the air from the defroster outlet 26 by fully opening the defroster outlet 26, and the foot outlet 25 and the defroster outlet 26 being opened to the same extent. , Foot / defroster mode for blowing air from both the foot outlet 25 and the defroster outlet 26 ( / D) there is.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. Control the operation of various devices.

  On the output side of the air conditioning control device 50, the blower 12, the inverter 61 for the electric motor 31 b of the compressor 31, the blower fan 35 as an outdoor fan, the electric actuator 62 for the inside / outside air switching door (inside / outside air switching door damper) 23, Electric actuator 64 for outlet mode doors (air outlet dampers) 24a, 25a, 26a, electric actuator 65 for one-seat concentration switching door (one-seat air conditioning switching damper), each PTC heater 15a, 15b, 15c, and electric water pump 42 Etc. are connected.

  The one-seat concentration switching door switches between permitting and prohibiting the blowing of conditioned air from the air outlet provided corresponding to seats other than the driver's seat, and is operated by the electric actuator 65 for the one-seat concentration switching door. The single-seat concentration switching door prohibits the blowing of conditioned air from the air outlets corresponding to seats other than the driver's seat, thereby implementing a one-seat concentration mode in which air conditioned air is blown out only from the air outlets corresponding to the driver's seat. .

  In addition, the vehicle air conditioner 1 is seated on a driver seat, a steering heater 66 that heats the steering with an electric heater, a seat blower 68 that blows air from a seat skin that contacts the buttocks and back of the occupant in the vehicle seat, and A knee radiant heater 70 that emits radiant heat toward the driver's knee, and a seat heating device 72 that heats the vehicle seat with an electric heater. These devices 66, 68, 70, 72 are provided as air conditioning auxiliary equipment (in other words, auxiliary cooling / heating devices) for supplementing the feeling of air conditioning that the passenger feels about the air conditioning in the passenger compartment. The operations of the air conditioning auxiliary devices 66, 68, 70 and 72 are controlled by a control signal output from the air conditioning control device 50.

  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 and a sensor group such as a discharge pressure sensor 55 (discharge pressure detecting means) which is a refrigerant pressure sensor for detecting the discharge refrigerant pressure Pc of the compressor 31 are connected.

  Further, on the input side of the air conditioning control device 50, in addition to the sensor group shown in FIG. 2, a discharge temperature sensor (discharge temperature detecting means) that detects the discharge refrigerant temperature Tc of the compressor 31, An evaporator temperature sensor (evaporator temperature detection means) that detects the blown air temperature (evaporator temperature) TE, an intake temperature sensor that detects the temperature Tsi of the refrigerant sucked into the compressor 31, and an engine that has flowed out of the engine EG A sensor group (not shown) such as a cooling water temperature sensor (cooling water temperature detecting means) for detecting the cooling water temperature TW of the cooling water is also connected.

  The evaporator temperature sensor specifically detects the heat exchange fin temperature of the evaporator 13. Of course, the evaporator temperature sensor may detect the temperature of other parts of the evaporator 13 or may directly detect the temperature of the refrigerant itself flowing through the evaporator 13.

  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. As the various air conditioning operation switches, the operation panel 60 specifically switches the operation switch (not shown) of the vehicle air conditioner 1 and the on / off of the air conditioner (specifically, on / off of the compressor 31). Air conditioner switch 60a, auto switch 60b, eco mode switch 60c, operation mode changeover switch (not shown), intake port mode switch (not shown) for changing the intake port mode, and outlet mode switch for changing the outlet mode (figure (Not shown), an air volume setting switch (not shown) of the blower 12, and a vehicle interior temperature setting switch (not shown) for setting a target temperature Tset in the vehicle interior by an occupant's operation. The auto switch 60b is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger. The eco mode switch 60c outputs to the air conditioning control device 50 a power saving request signal for requesting power saving of the power required for air conditioning in the passenger compartment by the operation of the passenger.

  A microphone 76 is connected to the input side of the air conditioning control device 50, and a speaker 77 is connected to the output side of the air conditioning control device 50. Further, a touch panel 78 is connected to the input side and the output side of the air conditioning control device 50. The microphone 76 is a voice input device to which voice is input from the user, converts the voice input from the user into an electrical signal, and outputs the electrical signal to the air conditioning control device 50. The speaker 77 is an audio output device that outputs audio based on control from the air conditioning control device 50. The touch panel 78 constitutes a display device that displays information on the screen and an input device that is input by a user's contact with the display on the screen. In the present embodiment, the speaker 77 and the touch panel 78 constitute a notification device that notifies the user. In the present embodiment, the air conditioning control device 50 is configured to recognize the user's voice input from the microphone 76 using a known voice recognition technique.

  The air-conditioning control device 50 is electrically connected to an engine control device 90 that is an engine computer that controls the operation of the engine EG, and the air-conditioning control device 50 and the engine control device 90 are configured to be able to electrically communicate with each other. Has been. 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 engine EG can be operated by the air conditioning control device 50 outputting an operation request signal for the engine EG to the engine control device 90. Further, when the engine EG is operating for air conditioning, the engine EG can be stopped by the air conditioning control device 50 not outputting an operation request signal for the engine EG.

  The air-conditioning control device 50 and the engine control device 90 are configured such that control means for controlling various control target devices connected to the output side is integrally configured, but controls the operation of each control target device. The configuration (hardware and software) constitutes control means for controlling the operation of each control target device.

  Next, control by the air conditioning control device 50 will be described with reference to FIGS. 3 and 4A to 4C are flowcharts showing the air conditioning control process and the power saving setting proposal process executed by the air conditioning control device 50, respectively. Note that the steps shown in each figure correspond to means for realizing various functions.

  When the ignition switch is turned on and DC power is supplied to the air conditioning control device 50, control programs for air conditioning control processing and power saving setting proposal processing stored in advance in the memory are executed. When the ignition switch is turned on, it is a time when the vehicle enters a travelable state from a parked state by a user operation.

  First, the air conditioning control process of FIG. 3 will be described.

  In step S1, the contents stored in the data processing memory incorporated in the microcomputer inside the air conditioning control device 50 are initialized (initialized), and the process proceeds to step S2. In step S2, the operation signal (switch 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 setting signal set by a vehicle interior temperature setting switch, an operation signal for the auto switch 60b, and the like.

  Next, in step S3, sensor signals from various sensors are read, and the process proceeds to step S4. In steps S2 and S3, various data are read into the data processing memory. As sensor signals, for example, an inside air temperature (vehicle interior temperature) Tr detected by the inside air sensor 51, an outside air temperature Tam detected by the outside air sensor 52, an amount of solar radiation Ts detected by the solar radiation sensor 53, and a temperature sensor after the evaporator are detected. There are a post-evaporator temperature (Te) and an engine coolant temperature Tw detected by a coolant temperature sensor. In step S2 or step S3, various flags that are set to ON in the power saving setting proposal process in FIGS. 4A, 4B, and 4C described later are read from the memory.

  In step S4, the target blowing temperature TAO calculation process mentioned later is implemented, the target blowing temperature TAO is calculated, and it progresses to step S5.

  In step S5, a blower voltage determination process for determining the blower voltage is performed. The blower voltage is a voltage applied to the blower motor 121, and the amount of blown air is changed according to the blower voltage. In the blower voltage determination process, the blower voltage is determined based on the target blowing temperature TAO and signals from the various sensors and the operation panel 60. Details of the blower voltage determination process will be described later.

  Next, in step S6, a suction port mode determination process is performed. The suction port mode determination process is a process of determining the suction port mode based on the target outlet temperature TAO and signals from the various sensors and the operation panel 60. Details of the suction port mode determination process will be described later.

  Next, in step S7, an outlet mode determination process is performed. The air outlet mode determination process is a process of determining an air outlet that blows conditioned air into the vehicle interior based on the target air temperature TAO and a signal from the operation panel 60. Details of the air outlet mode determination process will be described later.

  Next, in step S8, compressor (compressor) rotation speed determination processing is performed. The compressor rotational speed determination process is a process for determining the rotational speed of the compressor based on the target evaporator temperature TEO or the like. Details of the compressor rotation speed determination process will be described later.

  Next, in step S9, a PTC operation number determination process is performed. The PTC operation number determination process is a process of determining the operation number of the PTC heater 15 (also simply referred to as PTC) constituting the electric heater. The number of operating PTC heaters 15 is determined according to a control map stored in advance, and is increased as the engine coolant temperature Tw is lower. In step S9, auxiliary device operation determination processing for determining whether to operate the air conditioning auxiliary devices 66, 68, 70, 72 such as the steering heater 66 is also performed.

  Next, in step S10, a required water temperature determination process is performed. In the required water temperature determination process, the engine coolant is used as a heat source for heating and anti-fogging, etc., so that the required water temperature of the engine cooling water is determined based on the target outlet temperature TAO and the like, and the required water temperature of the engine cooling water is determined. This is a process for determining whether or not an engine-on request for requesting the engine control device 90 to start the engine EG is required. Details of the required water temperature determination process will be described later.

  Next, in step S11, an electric water pump operation determination process is performed. The electric water pump operation determination process is a process for determining on / off of the electric water pump 42 (see FIG. 1) based on the engine coolant temperature Tw and the like. As the electric water pump operation determination process, for example, the same process as the electric water pump operation determination process described in JP 2014-28532 A can be performed.

  Next, in step S12, the target evaporator temperature TEO is determined. This target evaporator temperature TEO is a target temperature of the evaporator temperature TE. The target evaporator temperature TEO determination process is a process for determining the target evaporator temperature TEO based on the target outlet temperature TAO determined in step S4. As this process, for example, a process similar to the process described in JP 2014-28532 A can be performed.

  Next, in step S13, control signals are output to the various actuators, the engine control device 90, and the like so that the control states calculated or determined in the above steps S4 to S12 are obtained. At this time, a signal for outputting sound from the speaker 77 or displaying information on the touch panel 78 is output to the speaker 77 or the touch panel 78.

  Next, in step S14, the process waits for the control period T, and when it is determined that the control period T has elapsed, the process returns to step S2. In the present embodiment, the control cycle T 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.

  Next, the power saving setting proposal process of FIGS. 4A, 4B, and 4C will be described. The power saving setting proposal process proposes the content of the air conditioning setting (power saving setting) that is the air conditioning operation with power saving rather than the air conditioning operation with the current air conditioning setting from the vehicle side to the user. When the user approves, the power saving setting accepted by the user is reflected in the air conditioning control process of FIG. The air-saving operation with power saving is an air-conditioning operation in which the power required for air-conditioning in the passenger compartment is suppressed.

  In step S101, it is determined whether or not there is a request for power saving air conditioning operation (power saving request) from the user. This request is a request for changing the setting of the air conditioning operation to the power saving setting in which the operation state of the air conditioner is in the power saving operation state as compared with the current setting. The power saving request from the user is made, for example, when the user presses the eco mode switch 60 c or when the user inputs a voice such as “eco mode” via the microphone 76. Therefore, whether or not there is a request for power-saving air-conditioning operation from the user is whether or not the user manually inputs to the eco mode switch 60c, or whether or not the user inputs voice to the microphone 76. Based on the determination.

  If it is determined in step S101 that there is no power saving request from the user, no power saving setting is proposed. That is, the current power saving setting proposal process is terminated. On the other hand, if it is determined in step S101 that there is a power saving request from the user, the process proceeds to step S102.

  In step S102, a power-saving operation (power-saving setting) that can be currently proposed is temporarily selected based on the current air-conditioning setting state and thermal load state. At this time, one or more power saving settings that save power compared to the air conditioning operation in the current air conditioning setting are extracted and selected from a plurality of power saving settings stored in advance in the memory (storage unit). Specifically, as shown in the table described in step S102, the relationship between the current air conditioning setting state and the thermal load state and the specific content of the proposed power saving setting is stored in the memory in advance. Select one or more power saving settings that can be proposed using the relationship.

  The current air conditioning setting states are “set temperature” set by operating the passenger compartment temperature setting switch, “blower (blower voltage magnitude)” set by operating the air volume setting switch, and operating the air conditioner switch 60a. Examples include “compressor (compressor mode)” that is set, and “inside / outside air (suction port mode)” that is set by operating the suction port mode switch. The current heat load state includes “outside temperature”. The power saving settings to be proposed include “setting temperature 25 ° C.”, “one-seat concentration”, “moderate airflow”, “dehumidification OFF”, “inside / outside air switching”, “moderate blowout temperature” in descending order of priority. Can be mentioned. This priority order is determined based on the power-saving effect when the above-described power-saving settings are respectively measured in advance through experiments. In the table described in step S102, “◯” indicates what can be proposed, and “×” indicates that it cannot be proposed. For example, when the set temperature is 22.5 ° C or less, the blower is 5V or more, the compressor is in the ON mode, the outside air temperature is 23 ° C or more, and the inside / outside air is in the outside air mode (FRS), In the descending order, “set temperature 25 ° C.”, “one-seat concentration”, “moderate air volume”, “dehumidification OFF”, “inside / outside air switching”, and “moderate air temperature” are selected.

  Subsequently, in step S103, it is determined whether or not the vehicle is currently traveling. If it is determined in step S103 that the vehicle is not running (that is, the vehicle is stopped), the process proceeds to step S104.

  In step S104, the prediction effect of the power saving setting proposed from the vehicle side (air conditioning control device 50) is calculated. This prediction effect is a power saving effect compared with the air conditioning operation with the current air conditioning setting when the air conditioning operation is performed with the proposed power saving setting, for example, a predicted fuel efficiency effect indicating an improvement rate (%) of the fuel efficiency. . In the calculation of the prediction effect, the prediction effect for each power saving setting determined in advance from past experimental data or the like is stored in the memory, and the prediction effect of the temporarily selected power saving setting is read from the memory. At this time, the prediction effect may be measured in the past with this vehicle, and the prediction effect read from the memory may be corrected based on the measurement result. Further, the prediction effect read from the memory may be further corrected in accordance with the heat load to aim at accuracy improvement.

  Subsequently, in step S105, all the power saving operations temporarily selected in step S102 are displayed on the screen of the touch panel 78 in the descending order of priority together with the prediction effect derived in step S104. This suggests one or more power saving settings to the user. Thus, since it is safe even if it operates with the touch panel 78 at the time of a stop, it displays on the touch panel 78. FIG.

  Subsequently, in step S106, it is determined whether or not the user has selected any one of the proposed power saving settings. If it is determined in step S106 that the user has selected, the power saving setting flag selected by the user is turned on in step S107 in order to execute the power saving setting selected by the user. The flag that is turned on is turned off, for example, when an operation switch including the eco mode switch 60c is operated, or when supply to the DC power supply to the air conditioning control device 50 is stopped. On the other hand, if it is determined in step S106 that the user has not selected, it is determined in step S108 whether 30 seconds have elapsed. If it is determined in step S108 that 30 seconds have not elapsed, step S106 is executed again. If it is determined in step S108 that 30 seconds have elapsed, proposal (screen display) on the touch panel is terminated in step S109. This proposal process ends.

  In this way, the air conditioning control device 50 proposes one or more power saving settings to the user by executing steps S105 to S109, and the user makes any one of the proposed power saving settings within 30 seconds. When selected, the air-conditioning operation is executed with the selected power saving setting.

  If it is determined in step S103 that the vehicle is traveling, the process proceeds to step S110. In step S110, each prediction effect of the power saving setting temporarily selected in step S102 is calculated in the same manner as in step S104.

  Subsequently, in step S111, it is determined whether or not one or more of the power saving settings temporarily selected in step S102 have not been rejected within one month. Power saving settings that have not been rejected within one month are power saving settings that have not been approved (NO determination) by the user in Steps S113 and S118, which will be described later, within the past month. It is a power-saving setting that has been determined to be approved. If YES is determined in step S111, the process proceeds to step S112.

  In step S112, the power saving setting with the highest priority among the power saving settings that have not been rejected within one month is notified to the user by voice together with the prediction effect derived in step S110. This suggests one power saving setting to the user.

  Subsequently, in step S113, it is determined whether or not the user has accepted. For example, it is determined whether or not the user has accepted that the user has approved. If it is determined in step S113 that the user has approved, the process proceeds to step S114, and the power saving setting flag approved by the user is turned on as in step S107.

  On the other hand, if it is determined in step S113 that the user does not approve, the process returns to step S111. Note that after the proposal to the user in step S112, the power saving setting that is determined to be not approved by the user in step S113 is stored in the air-conditioning control device 50 as the proposal rejected. For this reason, when step S111 is executed again, the power saving setting that was previously rejected in step S113 does not correspond to the power saving setting that has not been rejected in one month. In this way, if the user's consent is not obtained, steps S111 to S113 are repeated until there is no power saving setting temporarily selected in step S102 that has not been rejected within one month.

  If it is determined in step S111 that none of the power saving settings temporarily selected in step S102 has been rejected within one month, the process proceeds to step S115.

  In step S115, it is determined whether there is a plan that has not been proposed this time. That is, it is determined whether or not the proposals rejected in the past remain among the power saving settings temporarily selected in step S102. If it is determined in step S115 that there is no plan that has not been proposed this time, the process proceeds to step S116 to notify the user by voice that there is no plan that can be proposed this time.

  On the other hand, if it is determined in step S115 that there is an unproposed plan, the process proceeds to step S117, and the power saving setting having the highest priority among the rejected proposals within one month is derived in step S110. Along with the prediction effect, the user is notified by voice. This suggests one power saving setting to the user.

  Subsequently, in step S118, as in step S113, it is determined whether or not the user has accepted. If it is determined in step S118 that the user has approved, the process proceeds to step S119, and the power saving setting flag approved by the user is turned on as in step S107. On the other hand, if it is determined in step S118 that the user does not approve, the process returns to step S115. Step S115 is repeated until the user approves or the proposal disappears. Note that after the proposal to the user in step S117, the power saving setting determined to have no user's approval in step S118 is stored in the air-conditioning control apparatus 50 as the proposal rejected.

  Thus, when the vehicle is traveling, the air conditioning control device 50 has rejected the proposal within one month among the temporarily selected one or more power saving settings by executing steps S111 to S114. The ones that do not exist are proposed by voice one by one in descending order of priority. And if a user shows the intention of consent, it will perform the air-conditioning driving | operation with the approved power-saving setting.

  Furthermore, the air-conditioning control device 50 executes steps S111 and S115 to S119, and when one or more temporarily selected power saving settings have not been rejected within one month (or If no proposal has been rejected), the power-saving settings rejected within one month are proposed by voice one by one in descending order of priority. And if a user shows the intention of consent, it will perform the air-conditioning driving | operation with the approved power-saving setting. When there is no power saving setting that can be proposed (or there is no power saving setting that can be proposed), the user is notified by voice that there is no power saving setting that can be proposed this time.

  Next, details of each step of the air conditioning control process shown in FIG. 3 will be described. First, the target blowing temperature TAO calculation process in step S4 will be described. Step S4 is executed according to FIG. In step S401, it is determined whether or not the user's power saving selection is “set temperature 25 ° C.”, that is, whether or not the user has selected “set temperature 25 ° C.” as the power saving setting. Specifically, if the flag for the set temperature 25 ° C. is on, it is determined that the user's power saving selection is “set temperature 25 ° C.”. If the flag is off, the user's power saving selection is “ It is determined that the set temperature is not 25 ° C.

  If it is determined in step S401 that the user's power saving selection is “set temperature 25 ° C.”, the process proceeds to step S402, the set temperature (vehicle interior target temperature) is changed to 25 ° C., and the process proceeds to step S404. On the other hand, if it is determined in step S401 that the user's power saving selection is not “set temperature 25 ° C.”, the process proceeds to step S403, and the process proceeds to step S404 without changing the set temperature.

Subsequently, in step S404, the input data is substituted into the following mathematical formula F1 stored in advance to calculate the target blowing temperature TAO, and the process proceeds to step S5. The formula F1 is an example of an arithmetic expression for the target outlet temperature TAO.
TAO [° C.] = 7 × Tset-3 × Tr-Tam-Ts / 60-40 (F1)
Here, Tset is the set temperature set by the temperature setting switch or changed in step 402, Tr is the inside air temperature, Tam is the outside air temperature, and Ts is the solar radiation amount [W / m ² ].

  When the user sets the set temperature to 22.5 ° C. or lower or 27.5 ° C. or higher, the current set temperature is contrary to the power-saving air-conditioning operation, so “set temperature 25 ° C.” is set as the power-saving setting. Proposed from the vehicle side (see steps S102 and S105). In this way, when the set temperature is outside the predetermined range (23 ° C. to 27 ° C.) by the user's operation, the content for correcting the user's operation so that the air-saving operation with power saving can be executed ( A power-saving setting of 25 ° C. is proposed. When the user selects (acknowledges) “set temperature 25 ° C.” proposed from the vehicle side in steps S401 and S402, the set temperature is changed to 25 ° C.

  Accordingly, excessive air conditioning such as being too cold or too hot can be avoided, and it is possible to prevent wasteful deterioration of fuel consumption and power consumption (power consumption) while ensuring comfort. Furthermore, the user can be informed that the preset temperature before being proposed by the vehicle is a temperature that does not save power.

  Thus, even if the user does not understand the reason why the air-conditioning operation saves power by setting the temperature, the user can easily propose the “set temperature 25 ° C.” by proposing the “set temperature 25 ° C.” from the vehicle side. Can be selected. For this reason, anyone can set the air conditioning setting to the power saving setting.

  Next, the blower voltage determination process in step S5 will be described. Step S5 is specifically executed according to FIG. In step S501, it is determined whether or not the air volume setting is auto (automatic). If auto, the process proceeds to step S503, and if not, the process proceeds to step S502. Whether or not the air volume setting is auto is determined based on the switch operation of the operation panel 60.

  In the case of auto, in step S503, based on the target blowing temperature TAO, a temporary temporary blower level f (TAO) d serving as a base is calculated from the map of FIG. At this time, the map (the relational expression between TAO and f (TAO) d) used differs depending on whether or not the user's power saving selection is “moderate air volume”.

  For this reason, it is determined whether or not the user's power saving selection is “moderate air volume”, that is, whether or not the air volume moderation flag is on. As a result, if the user's power saving selection is other than “moderate air volume”, that is, if the power saving setting “moderate air volume” is not selected (acknowledged), the blower level is output so that high air conditioning performance is achieved.

  On the other hand, when the user's power saving selection is “moderate air volume”, a lower blower level is output than in cases other than “moderate air volume”. As shown in the map of FIG. 6, the higher the air volume is, the more the air volume is reduced, and the lower air volume is reduced where the air volume is originally low. Thereby, the power consumption (power consumption) of a blower motor can be suppressed. Further, during cooling, the temperature rise of the evaporator 13 is delayed and the load on the compressor 31 is reduced, so that power consumption (power consumption) of the compressor 31 can be suppressed. Moreover, since the temperature drop of engine cooling water becomes late at the time of heating and the frequency of an engine-on request | requirement falls, the engine operation | movement (power) required for an air-conditioning driving | operation can be suppressed and a fuel consumption improves.

  In this way, even if the user does not understand the rationale that air-conditioning operation saves power by setting the air volume, the user can easily save power by conserving air volume by proposing “moderate air volume” from the vehicle side. The setting can be selected. For this reason, anyone can set the air conditioning setting to the power saving setting.

  Subsequently, in step S504, the warm-up air volume f (Tw) is calculated according to the water temperature of the heater core 14 and the number of PTC operations of the PTC heater 15. After step S504, the process proceeds to step S505.

  In step S505, it is determined whether the air outlet mode is any one of the foot mode (FOOT), the bi-level mode (B / L), and the foot differential mode (F / D). If it is determined as YES in step S505, the process proceeds to step S506. In step S506, the smaller one of the value of f (TAO) and the value of f (Tw) is selected as the blower level. In subsequent step S507, the blower level selected in step S506 is converted into a blower voltage using the map of FIG.

  When it is determined NO in step S505, that is, for example, when the air outlet mode is the face mode (FACE), the process proceeds to step S508, and f (TAO) is selected as the blower level. In the next step S509, the selected blower level f (TAO) is converted into a blower voltage using a map.

  If it is determined in step S501 that the air volume setting is not automatic (automatic) but manually operated, the process proceeds to step S502. In step S <b> 502, a blower voltage is designated from the map within a range of 4 to 12 volts, and the designated blower voltage is applied to the blower motor 121.

  Next, the suction port mode determination process in step S6 of FIG. 3 will be described. Step S6 is specifically executed according to FIG. In step S601, it is determined whether the suction port control is automatic. Whether or not the suction port control is automatic is determined based on the switch operation of the operation panel 60.

  If it is determined in step S601 that the suction port control is auto, in step S602, it is provisionally determined to be any one of the outside air introduction mode, the inside / outside air introduction mode, and the inside air circulation mode according to the target blowing temperature TAO. . After step S602, the process proceeds to step S603.

  In step S603, it is determined whether or not the user's power saving selection is “inside / outside air switching”, that is, whether or not the user has selected “inside / outside air switching” as the power saving setting. Whether it is “inside / outside air switching” is determined based on whether the inside / outside air switching flag is on. When it determines with NO by step S603, it progresses to step S604 and does not change the suction inlet mode temporarily determined by step S602. In other words, the suction port mode temporarily determined in step S602 is determined as the suction port mode.

  On the other hand, when it is determined in step S603 that the user's power saving selection is “inside / outside air switching”, the process proceeds to step S605, and the suction port mode (current suction port mode) temporarily determined in step S602 is the outside air mode. It is determined whether it is (FRS). If the current inlet mode is the outside air mode, the inlet mode is changed (determined) to the inside air mode (REC) in step S606. If the current inlet mode is other than the outside air mode, the inlet mode is changed (determined) to the outside air mode (FRS) in step S607.

  If it is determined in step S601 that the suction port control is not auto, that is, in the case of manual, in step S603, an outside air introduction mode (REC) in which the outside air introduction rate is 0%, outside air introduction, according to the manual setting. It is temporarily determined to be one of the outside air introduction modes (FRS) whose rate is 100%. Thereafter, steps S609 to S613 are performed. Steps S609 to S613 correspond to steps S603 to S607, respectively.

  In this way, in the suction port mode determination process, when the power control setting “inside / outside air switching” is selected, “inside / outside air switching” is selected regardless of whether the suction port control is auto or manual. In other words, the suction port mode is changed to the current suction port mode (inside / outside air mode) as in the outside air mode → the inside air mode, other than the outside air mode → the outside air mode.

  Here, in step S102 of FIG. 4A, the air conditioning control device 50 saves power by executing “inside / outside air switching” based on the current set temperature, outside temperature, and inside / outside air mode. Proposed by temporarily selecting “inside / outside air switching” as the setting. For example, as described in the table of step S102, when the current temperature is set temperature 23 ° C. to 27 ° C., outside air temperature 23 ° C. or more, and outside air mode (FRS), if the outside air temperature is high, the evaporator 13 Since the previous suction load increases, “inside / outside air switching” is proposed to change the outside air mode to the inside air mode.

  As a result, when the user selects “inside / outside air switching” in the power saving setting, the inside air and the outside air that are close to the target air temperature TAO are sucked, and the suction load before the evaporator 13 is reduced. Since the work amount of the compressor 31 is reduced, the power consumption (power consumption) of the compressor 31 can be suppressed.

  Thus, even if the user does not understand the reason why the air-conditioning operation saves power by setting the suction port mode (inside / outside air mode), the user can propose “inside / outside air switching” from the vehicle side. It becomes possible to easily select the power saving setting of “inside / outside air switching”. For this reason, anyone can set the air conditioning setting to the power saving setting.

  Next, the air outlet mode determination process in step S7 of FIG. 3 will be described. Specifically, step S7 is executed according to FIG. In step S701, it is determined whether or not the user's power saving selection is “one seat concentration”, that is, whether or not the user has selected “one seat concentration” as the power saving setting. Whether or not “one-seat concentration” is selected is determined based on whether or not the one-seat concentration flag is on. If the user has not selected (acknowledged) “one-seat concentration”, the process proceeds to step S703 without determining the one-seat concentration mode.

  On the other hand, if the user selects (accepts) “one-seat concentration”, in step S702, the one-seat concentration mode is determined, and the process proceeds to step S703. Thereby, the air outlets other than the air outlets corresponding to the driver's seat are closed, and the one-seat concentration mode in which the conditioned air is blown out only from the air outlet corresponding to the driver's seat is executed. For this reason, compared with the case where an air-conditioning wind is blown with respect to the whole vehicle interior space, the motive power required for an air-conditioning driving | operation can be reduced. During cooling, an operation in which the rotation speed of the compressor 31 and the air volume of the blower 12 are suppressed can be performed as compared with the case where the entire vehicle interior space is cooled. During heating, the amount of heat used for heating can be reduced as compared with the case where the entire vehicle interior space is warmed. Therefore, the temperature drop of the engine cooling water is delayed and the frequency of the engine-on request is reduced, so that the engine operation (power) necessary for the air-conditioning operation can be suppressed, and the fuel efficiency is improved.

  In this way, even if the user does not understand the theory that air-conditioning operation saves power by setting the single-seat concentration mode, the user can easily make “one-seat concentration” by proposing “single-seat concentration” from the vehicle side. The power saving setting of “Concentration” can be selected. For this reason, anyone can set the air conditioning setting to the power saving setting.

  In step S <b> 703, it is determined whether or not the user's power saving selection is any one of “moderate air volume”, “dehumidification OFF”, and “moderate air temperature”. That is, it is determined whether or not any one of the flag for conserving air volume, the flag for dehumidifying OFF, and the flag for conserving blowing temperature is on.

  If it is determined in step S703 that none of the above three power saving settings has been selected, the process proceeds to step S704. In step S704, based on the target outlet temperature TAO, the outlet mode is determined to be one of the face mode (FACE), the bi-level mode (B / L), and the foot mode (FOOT) from the map of FIG. When it is determined that there is a possibility of window fogging of the vehicle window glass based on the detection signals from the sensors, the outlet mode is determined to be the foot differential mode (F / D). For example, when the vehicle is heated during traveling in a cold region where the outside air temperature Tam is extremely low, it is determined that there is a possibility that the vehicle window glass is fogged.

  On the other hand, if it is determined in step S703 that any one of the above three power saving settings has been selected, the process proceeds to step S705. In step S705, it is determined whether or not the air outlet mode when none of the above three power saving settings is selected is the foot mode (FOOT). The air outlet mode when none of the above three power saving settings is selected is the air outlet mode determined immediately before any one of the above three power saving settings is selected. When it is not a foot mode, it progresses to step S706 and does not change a blower outlet mode. That is, the blower outlet mode is determined as the blower outlet mode determined in step S704 when none of the above three power saving settings is selected. On the other hand, if it is in the foot mode, it is determined that there is a possibility that the vehicle window glass is fogged, and the process proceeds to step S707 to change (determine) the outlet mode to the foot differential mode (F / D).

  Here, when any one of “moderate air volume”, “dehumidification OFF”, and “moderate blowout temperature” is selected and executed as the power saving setting, the anti-fogging property of the vehicle window glass is lowered as compared with before the selection. Therefore, in the foot mode executed in winter when window fogging is likely to occur, changing the outlet mode to the foot differential mode can increase the volume of the blown air blown to the vehicle window glass, thus preventing fogging. Can be improved.

  Next, the compressor (compressor) rotation speed determination process in step S8 of FIG. 3 will be described. Step S8 is specifically executed according to FIG. In step S801, the compressor mode is determined. This determines whether the compressor (compressor) 31 is in an operating state (ON mode) or a stopped state (OFF mode). When the battery (power supply) is turned on for the first time, it is determined to be in the OFF mode. After the power is turned on, each time the user operates and inputs an air conditioner switch (A / C switch) 60b, the mode is switched between the ON mode and the OFF mode. Here, when the power saving selection of the user is “dehumidification OFF”, that is, when the dehumidification OFF flag is on, the compressor mode is determined to be the OFF mode regardless of the operation of the air conditioner switch 60a.

  Subsequently, in step S802, it is determined whether or not the compressor mode is the ON mode. At this time, if it is in the OFF mode, NO is determined in step S802, and in step S803, the current compressor speed is determined to be zero. For this reason, when the user turns on the air conditioner switch 60a and the desired air conditioning is possible even when the compressor 31 is stopped, “dehumidification OFF” is proposed from the vehicle side as the power saving setting. Further, when the user selects (acknowledges) “dehumidification OFF” proposed by the vehicle side, the compressor 31 is stopped in steps S801 and S802. Thereby, since the power required for the compressor 31 becomes 0, the air conditioning operation is performed with power saving.

  Thus, even if the user does not understand the reason why the air conditioning operation saves power by the stopped state of the compressor 31, the user can easily propose “dehumidification OFF” by proposing “dehumidification OFF” from the vehicle side. Can be selected. For this reason, anyone can set the air conditioning setting to the power saving setting.

  On the other hand, if YES is determined in the step S802, the process proceeds to a step S804. In step S804, a rotational speed change amount Δf_c in the cooling mode (COOL cycle) is obtained. Step S804 in FIG. 9 describes a fuzzy rule table used as a rule. In this rule table, the previous calculation is performed from the deviation En (En = TEO−TE) between the target evaporator temperature TEO and the evaporator temperature TE determined in the previous step S12 (see FIG. 3) and the deviation En calculated this time. Δf_c is determined so as to prevent frosting of the evaporator 13 based on the deviation change rate EDOT (EDOT = En− (En−1)) obtained by subtracting the deviation En−1.

  In the subsequent step S805, it is determined whether or not the user's power saving selection is “moderate blowout temperature”, that is, whether or not the user has selected “moderate blowout temperature” as the power saving setting. Whether or not “Blowout temperature moderation” is selected is determined based on whether or not the “Blowout temperature moderation” flag is ON.

  If it is determined in step S805 that the user's power saving selection is “moderate blowout temperature”, the MAX rotational speed is determined to be 7000 rpm in step S807, and the process proceeds to step S808. On the other hand, if it is determined that the user's power saving selection is not “moderate blowout temperature”, the MAX rotational speed is determined to be 10,000 rpm in step S806, and the process proceeds to step S808. The MAX rotation speed is an upper limit value of the compressor rotation speed. By executing steps S805 and S807, when the user selects (acknowledges) “moderate blowout temperature” as the power saving setting, the maximum number of revolutions of the compressor 31 is reduced, so the work amount of the compressor 31 is reduced. The power required for the operation of the compressor 31 can be suppressed. Thereby, the power consumption of the compressor 31 can be suppressed. Furthermore, since the intake air temperature of the heater core 14 rises, the temperature drop of the engine cooling water slows down, and the frequency of the engine-on request decreases, so that the engine operation (power) required for the air-conditioning operation can be suppressed and fuel efficiency is improved To do.

  Thus, even if the user does not understand the reason why the air-conditioning operation saves power depending on the number of rotations of the compressor 31, the user can easily “ It becomes possible to select the power saving setting of “Temperature conservative”. For this reason, anyone can set the air conditioning setting to the power saving setting.

  In subsequent step S808, based on a value obtained by subtracting compressor power consumption (also referred to as electric compressor power consumption) from air conditioning use permission power, that is, a value of “air conditioning use permission power−compressor power consumption”, the air conditioning control device 50 Referring to the control map of FIG. 9 stored in FIG. 9, the upper limit f of the amount of change in the rotational speed (air conditioning use permission power-compressor power consumption) is determined.

  The air-conditioning use permission power is “power that is permitted to be used for air-conditioning out of the power that can be used in the entire vehicle” and is output from the power control device (not shown) to the air-conditioning control device 50. The power control device is communicably connected to the air conditioning control device 50, and the power to be distributed to various electrical devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. Make a decision.

  In the present embodiment, the air-conditioning use permission power is calculated as follows. First, provisional air conditioning use permission power and air conditioning usable power are calculated, and the smaller value of the provisional air conditioning use permission power and the air conditioning use permission power is set as the air conditioning use permission power.

  Temporary air-conditioning use permission electric power is calculated as follows. When the user's power saving selection is not “moderate blow-off temperature” and the remaining power SOC of the battery 81 is not less than 20%, the provisional air-conditioning use permission power is determined to be 8000 W. When the user's power saving selection is “moderate blowout temperature” or when the remaining power SOC of the battery 81 is less than 20%, the provisional air-conditioning use permission power is determined to be 4000 W.

The air conditioning usable power is calculated by the following formula F2.
Air conditioning usable power = Maximum supply power-Power consumption other than air conditioning (F2)
The maximum power supply is the maximum power that can be supplied by the battery 81, and the power consumption other than air conditioning is the power consumed in applications other than air conditioning.

  In step S808, specifically, the upper limit f of the amount of change in rotation speed (air-conditioning use permission power-compressor power consumption) is determined as follows. As shown in step S808 of FIG. 9, in the minimum region of air conditioning use permission power-compressor power consumption (in this embodiment, -1000 W or less), the upper limit f of the rotation speed change amount (air conditioning use permission power-compressor). (Power consumption) is determined to be a negative value (-300 rpm in the present embodiment).

  Further, in the maximum region of air conditioning use permission power-compressor power consumption (1000 W or more in the present embodiment), the upper limit f of the amount of change in rotation speed (air conditioning use permission power-compressor power consumption) is a positive value (this In the embodiment, it is determined to be +300 rpm.

  Further, in the intermediate range of air conditioning use permission power-compressor power consumption (in this embodiment, -1000 W or more and 1000 W or less), the upper limit value of the rotation speed change amount according to the increase in air conditioning use permission power-compressor power consumption. f (Air-conditioning use permission power-compressor power consumption) is increased.

In the subsequent step S809, the rotational speed change amount Δf of the compressor 31 is calculated by the following mathematical formula F3, and the process proceeds to step S810.
Δf = MIN (Δf_c, f (air-conditioning use permission power-compressor power consumption)) (F3)
Note that MIN (Δf_c, f (air-conditioning use permission power-compressor power consumption)) in Formula F3 means a smaller value of Δf_c and f (air-conditioning use permission power-compressor power consumption). Yes.

In the subsequent step S810, the current compressor speed (compressor speed) is calculated by the following formula F4.
Current compressor speed = MIN {(last compressor speed + Δf), MAX speed} (F4)
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F4 means a smaller value of the previous compressor rotation speed + Δf and the MAX rotation speed.

  By executing steps S805 to S810, the refrigerant discharge capacity of the compressor 31 is reduced when the user selects (acknowledges) “moderate blowout temperature” as the power saving setting or when the power consumption of the compressor is large. The power consumption of the compressor can be reduced, and consequently the power for air conditioning can be reduced.

  Next, the required water temperature determination process in step S10 of FIG. 3 will be described. Step S10 is specifically executed according to FIG. In step S1001, it is determined whether or not the user's power saving selection is “moderate blowout temperature”, that is, whether or not the user has selected “moderate blowout temperature” as the power saving setting. Whether or not it is “moderate blowout temperature” is determined based on whether or not the flag for “moderate blowout temperature” is on.

  If it is determined in step S1001 that the user's power-saving selection is not “moderate blowout temperature”, the process proceeds to step S1002, and determination is made to determine whether or not a temporary engine-on request is required based on the engine coolant temperature (see step S1004). The engine off water temperature and the engine on water temperature, which are threshold values, are calculated. The engine off water temperature is an engine cooling water temperature that is a criterion for stopping the engine EG, and the engine on water temperature is an engine cooling water temperature that is a criterion for operating the engine EG.

As shown in Formula F5, the engine off water temperature is determined to be the smaller of the reference engine coolant temperature TwO calculated by Formula F6 and 70 ° C. On the other hand, the engine-on water temperature is set lower than the engine-off water temperature by a predetermined temperature (5 ° C. in this example) in order to prevent frequent turning on / off of the engine EG.
Engine off water temperature = MIN (TwO, 70) (F5)
TwO = {TAO− (TE × 0.2)} / 0.8 (F6)
The reference engine coolant temperature TwO is an engine coolant temperature that is required when it is assumed that the hot air temperature before the air mix becomes the target blow temperature TAO. TE is the post-evaporation temperature. After step S1002, the process proceeds to step S1004.

If it is determined in step S1001 that the user's power saving selection is “moderate blowout temperature”, the process proceeds to step S1003, and the engine off water temperature and the engine on water temperature are calculated. At this time, in the calculation of the engine-off water temperature, the maximum value of the engine-off water temperature used for the calculation is lowered as compared with step S1002 in the case where the “blow-off temperature is not conservative”. Specifically, in this embodiment, the engine off water temperature is determined to be the smaller of the reference engine cooling water temperature TwO and 60 ° C., as shown in Formula F7. The calculation formula for the reference engine coolant temperature TwO is the same as that in step S1002. The engine-on water temperature is set lower than the engine-off water temperature by a predetermined temperature (5 ° C. in this example).
Engine off water temperature = MIN (TwO, 60) ... (F7)
After step S1003, the process proceeds to step S1004.

  In step S1004, it is determined whether or not a temporary engine-on request is necessary based on the engine coolant temperature. Specifically, the actual engine coolant temperature Tw is compared with the engine-off (OFF) water temperature and the engine-on (ON) water temperature obtained in steps S1002 and S1003. If the engine cooling water temperature is lower than the engine on water temperature, the operation of the engine EG is provisionally determined as f (Tw) = on. If the engine cooling water temperature is higher than the engine off water temperature, f (Tw) = off is set as the engine EG. Temporarily decide to stop.

  Next, in step S1005, the presence / absence of a final engine-on (engine-on) request from the air conditioning control device 50 is calculated. At this time, as shown in the table described in step S1005 of FIG. 10, the presence or absence of an engine-on request is determined based on the outlet mode, the vehicle mode, the target outlet temperature TAO, f (TW), and the outside air temperature. For example, in the case of DEF mode + HV driving mode + target blowing temperature TAO = 20 ° C. or higher, when f (TW) = on (ON), the engine is allowed to turn on regardless of the outside air temperature, and f (TW) = off When (OFF), the engine is not allowed to turn on regardless of the outside temperature.

  Here, in this embodiment, in step S1003, when the user's power saving selection is “moderate blowout temperature”, the determination in step S1004 is compared to the case where the user's power saving selection is not “moderate blowout temperature”. The maximum temperature of the engine off water temperature used is lowered. Thereby, since the frequency of an engine-on request | requirement falls, the engine operation | movement (power) required for an air-conditioning driving | operation can be suppressed, and a fuel consumption improves.

  In this way, even if the user does not understand the reason why air-conditioning operation saves power by setting the engine off water temperature, the user can easily “ It becomes possible to select the power saving setting of “Reserved”. For this reason, anyone can set the air conditioning setting to the power saving setting.

  As described above, in the present embodiment, when there is a power saving request from the user, the air conditioning control device 50 performs a plurality of pre-stored savings based on the current air conditioning setting state and thermal load state. One or more power-saving settings are selected (extracted) from the power settings, which are air-conditioning operations with lower power consumption than the air-conditioning operation with the current air-conditioning settings. To suggest (steps S102, S105, S112, S117). Then, when the user approves any one of the proposed power saving settings, the air conditioning operation is executed with the power saving settings approved by the user (steps S107, S114, S119, S402, S503, S803, S807, S1003).

  According to this, when the user wants to set the air conditioning setting to the power saving setting, even if the user does not understand the power saving mechanism (theoretically) of the air conditioning operation, the user has proposed the power saving setting proposed by the air conditioning control device 50. The air conditioning setting can be changed to the power saving setting by a simple operation of accepting the above. Furthermore, since the air-conditioning control device 50 proposes the power-saving setting that can obtain the power-saving effect with respect to the current air-conditioning setting, the air-conditioning setting that can reliably obtain the power-saving effect can be achieved.

  In addition, as described in steps S401 to S404 in FIG. 5, the air conditioning control device 50 proposes an air conditioning setting that saves power with respect to the current air conditioning setting. In other words, the user is informed that the current air conditioning setting is an air conditioning setting that does not save power. Therefore, according to this embodiment, the user can be taught air conditioning settings that do not save power, and the user can study future air conditioning operations.

  In addition, as described in step S707 in FIG. 8, the power saving setting approved by the user is less defogging than the current air conditioning setting, for example, “moderate air volume”, “dehumidification OFF”, “blowout” In the case where the current air-conditioning operation state is highly likely to cause window fogging, for example, in the foot mode, the air-conditioning control device 50 changes the foot mode to the foot differential mode. Thereby, since it changes to the air-conditioning operation state which improves anti-fogging property rather than the present air-conditioning operation state, high anti-fogging property is securable.

  In addition, as described in steps S105, S112, and S117 in FIGS. 4A to 4C, the air conditioning control device 50 notifies the user of the power saving settings that can be currently proposed along with the prediction effect. For this reason, since the user knows in advance the prediction effect of the proposed power saving setting, when determining whether to accept the proposed power saving setting from the vehicle side, It is possible to determine whether or not to approve the effect by weighing the effect, and it is possible to make the air conditioning setting that fully complies with the user's intention.

  Further, as described in steps S105 to S109, S112 to S114, and S117 to S119 in FIGS. 4B and 4C, when the vehicle is stopped, the air conditioning control device 50 proposes the power saving setting by displaying the screen on the touch panel 78. At the same time, when the power saving setting proposed by the user's manual operation by touching the screen of the touch panel 78 is selected, the air-conditioning operation is executed with the selected power saving setting. On the other hand, when the vehicle is traveling, the air conditioning control device 50 proposes the power saving setting by voice through the speaker 77 and the power saving setting proposed by the user's voice operation through the microphone 76 is approved. Sometimes, the air-conditioning operation is executed with the approved power-saving setting. Thereby, the user's operation for setting the air-conditioning setting to the power-saving setting can be performed without lowering the safety during traveling of the vehicle.

  Further, in order to further improve safety during vehicle travel, it is necessary to simplify the procedure until the air conditioning setting is set to the power saving setting. Therefore, in the present embodiment, when a power saving setting proposal is made by voice while the vehicle is running, among the plurality of power saving settings temporarily selected by the air conditioning control device 50, the proposal rejected within the past month. However, the proposals that have not been rejected within the past month are preferentially proposed (steps S111 and S112). As described above, in the present embodiment, it is difficult for the power saving setting that is rejected to be proposed within a certain period in the past when the power saving setting voice is proposed. That is, for the power saving setting that the user refuses to propose within a certain period of time in the past, the frequency of proposals from the next time is reduced. As a result, power saving settings that are likely to be accepted by the user are preferentially proposed, so that the air conditioning settings desired by the user can be achieved with less interaction between the user and the vehicle. Therefore, the procedure until the air conditioning setting is set to the power saving setting is simplified, and the operability can be improved. In the present embodiment, the past fixed period is within the past month, but this period can be arbitrarily changed.

  The correspondence relationship between the present embodiment and the claims will be described. Steps S102, S105, S112, and S117 correspond to the proposing means, and steps S107, S114, S119, S402, S503, S803, S807, and S1003 are power saving. It corresponds to the operation execution means.

(Second Embodiment)
In the present embodiment, a part of the air conditioning control process executed by the air conditioning control device 50 and the power saving setting proposal process is changed with respect to the first embodiment. Only this change will be described below.

  The power saving setting proposal process of the present embodiment is executed according to FIGS. 11A, 11B, and 11C. 11A to 11C are steps S102, S104, S105, S110, S112, and S117, and steps S102-1, S104-1, and S105-1, respectively, with respect to the control processes shown in FIGS. 4A to 4C. , S110-1, S112-1, and S117-1.

  In step S102-1, a power saving setting that can be currently proposed is temporarily selected based on the current air conditioning setting state and thermal load state. In the present embodiment, as described in the table of step S102-1, as one of the current air conditioning setting states, ON / OFF of “one-seat concentration mode” instead of “inside / outside air (suction port mode)” is determined. Are listed.

  Further, in a plurality of power saving settings as proposal candidates, “setting temperature 25 ° C.” and “air flow moderation” have priority levels 1 and 2 and are higher in priority than other power saving settings. . For this reason, when at least one of “set temperature 25 ° C.” and “moderate air volume” and at least one of “dehumidification OFF”, “one-seat concentration” and “moderate air temperature” are temporarily selected in step S102-1. In steps S105-1, S112-1, and S117-1, "setting temperature 25 ° C" and "moderate air volume" are proposed with priority over other power saving settings.

  Here, the power saving setting of “set temperature 25 ° C.” executes air-conditioning operation with power saving when the set temperature is outside the predetermined range (23 ° C. to 27 ° C.) by the user's operation. It corrects the user's operation so that it can. Similarly, the power saving setting “moderate air volume” is a setting where the air volume setting is out of a predetermined range (less than 5V) by the user's operation, and the air volume operation is performed by reducing the air volume setting. It corrects the user's operation so that it can. Therefore, “setting temperature 25 ° C.” and “moderate air flow” correspond to the first power saving setting that corrects the user's operation outside the predetermined setting range, and “dehumidification OFF”, “one-seat concentration” "," Moderate blowout temperature "corresponds to the second power saving setting of other contents.

  As described above, when the air conditioning control device 50 extracts at least one of “setting temperature 25 ° C.” and “moderate air flow” and other power saving setting contents from the plurality of power saving settings, “setting temperature 25 "Centigrade" and "Airflow moderation" are proposed with priority over other power saving settings. As a result, the user can be informed of air-conditioning settings that save power.

  Step S104-1 in FIG. 11B is executed when the vehicle is stopped. In step S104-1, the contradiction of the power saving setting (proposal) temporarily selected in step S102-1 is set. This contradiction is an event that occurs as a contradiction when the air-conditioning operation is executed with the temporarily selected power saving setting. Specifically, the contradiction of “set temperature 25 ° C.” is that the air conditioning setting temperature becomes the standard for the current air conditioning setting (lower temperature, higher temperature). The contradiction of “moderate air volume” is that the user's feeling of wind speed decreases. The contradiction of “dehumidification OFF” is that there is a possibility of odor generation from the evaporator 13. The contradiction of “concentration of one ship” is that there is a temperature distribution in the passenger compartment (the temperature differs between the driver's seat and other seats). The contradiction of “moderate blowout temperature” is that the blown air temperature is warm during cooling, and the blown air temperature is cool during heating. This contradiction setting is set based on the relationship between the contents of each power saving setting stored in the memory in advance and the contradiction and the current air conditioning operation state (cooling, heating, etc.).

  Subsequently, in step S105-1, all of the power saving operations temporarily selected in step S102-1 are displayed on the screen of the touch panel 78 in descending order of priority together with the contradiction set in step S104-1.

  The case where the vehicle is running is the same as the case where the vehicle is stopped. That is, in step S110-1, the contradiction of the power saving setting (proposition) temporarily selected in step S102-1 is set in the same manner as in step S104-1. In step S112-1, the power saving setting with the highest priority among the power saving settings that have not been rejected within one month is notified to the user by voice together with the contradiction set in step S110-1. Further, in step S117-1, the power saving setting having the highest priority among the power saving settings rejected within one month is notified to the user by voice together with the contradiction set in step S110-1. .

  As described above, in this embodiment, when the extracted power saving setting is proposed, the user is notified of an event that occurs as a contradiction when the air conditioning operation is performed with the extracted power saving setting. Thereby, when the user decides whether or not to select (acknowledge) the power saving setting proposed from the vehicle side, when the air conditioning operation is performed with the proposed power saving setting, an event that occurs as a contradiction, That is, it is possible to make a decision while selecting an event that the user must endure. For this reason, a user can be made not to be dissatisfied with the air-conditioning state at the time of power-saving air-conditioning operation.

  In the present embodiment, step S4 in FIG. 3 is executed according to FIG. FIG. 12 is obtained by changing step S402 to step S402-1 with respect to FIG.

  In step S402-1, as in step S402, the set temperature is changed to 25 ° C., and the user is notified that the standard air conditioning setting is set. At this time, if the vehicle is stopped, the information is displayed on the touch panel 78, and if the vehicle is traveling, the sound is notified through the speaker 77. Thus, the user can be informed that the set temperature becomes the standard set temperature as a point to be endured during the air conditioning operation at the “set temperature 25 ° C.”.

  In the present embodiment, step S5 in FIG. 3 is executed according to FIG. FIG. 13 is the same as FIG. 6 except that steps S503-1 and S503-2 are added between steps S503 and S504 with respect to FIG.

  In step S503-1, it is determined whether or not the user's power saving selection is “moderate air volume”. If YES, in step S503-2, the user is informed that the feeling of wind speed is reduced. At this time, if the vehicle is stopped, the information is displayed on the touch panel 78, and if the vehicle is traveling, the sound is notified through the speaker 77. Thereby, it is possible to teach the user that the feeling of wind speed of the user is lowered as a point to be endured during the air-conditioning operation with “moderate air volume”.

  In the present embodiment, step S8 in FIG. 3 is executed according to FIG. FIG. 14 is obtained by adding step S801-1 and step S801-2 between step S801 and step S802 to FIG. 9, and changing step S807 to step S807-1.

  In step S801-1, it is determined whether or not the user's power saving selection is “dehumidification OFF”. If YES, in step S801-2, the user is informed that there is a possibility of odor generation. At this time, if the vehicle is stopped, the information is displayed on the touch panel 78, and if the vehicle is traveling, the sound is notified through the speaker 77. Thereby, at the time of air conditioning operation with “dehumidification OFF”, it is possible to teach the user about the generation of odor from the evaporator 13 as a point to be endured.

  If it is determined in step S805 that the user's power-saving selection is “moderate blowout temperature”, the MAX rotational speed is determined to be 7000 rpm in step S807-1, and the user is notified that warming control is to be performed. To do. At this time, if the vehicle is stopped, the information is displayed on the touch panel 78, and if the vehicle is traveling, the sound is notified through the speaker 77. As a result, the user can be informed that the air temperature during cooling is warm as a point to be endured during the air-conditioning operation with “moderate air temperature”.

  In the present embodiment, step S10 in FIG. 3 is executed according to FIG. FIG. 15 is obtained by changing step S1003 to step S1003-1 with respect to FIG.

  Step S1003-1 is executed when it is determined in step S1001 that the user's power saving selection is “moderate blowout temperature”. In step S1003-1, the engine off water temperature and the engine on water temperature are calculated, and the user is informed that the control is cool. At this time, if the vehicle is stopped, the information is displayed on the touch panel 78, and if the vehicle is traveling, the sound is notified through the speaker 77. As a result, the user can be informed that the temperature of the blown air during heating becomes cool as a point to be endured during air-conditioning operation with “moderate blowout temperature”.

  As described above in steps S402-1, S503, S503-2, S801-2, S803, S807-1, and S1003-1, in this embodiment, the air conditioning control device 50 performs air conditioning with the extracted power saving setting. In addition to notifying the user of an event that occurs as a contradiction when the operation is executed, the air-conditioning operation is executed with the power saving setting approved by the user. As a result, the user is informed of an event that must be endured when executing the air conditioning operation with the power saving setting approved by the user. Can make you feel no dissatisfaction.

  The correspondence relationship between the present embodiment and the claims will be described. Steps S102-1, S105-1, S112-1, and S117-1 correspond to the proposing means, and steps S107, S114, S119, and S402-. 1, S503, S503-2, S801-2, S803, S807-1, and S1003-1 correspond to the power saving operation execution means.

  In this embodiment, in step S102-1, the power saving setting is provisionally selected based on the current air conditioning setting state and the thermal load state. However, only the air conditioning setting state among the current air conditioning setting state and the thermal load state is selected. Based on the above, the power saving setting may be temporarily selected.

  In the present embodiment, the user is notified of the contradiction both when the power saving setting is proposed and when the air conditioning operation is performed with the power saving setting approved by the user. The user may be notified of the contradiction only when either the power setting proposal or the air-conditioning operation with the power saving setting approved by the user is executed.

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

  (1) In the first embodiment, as described in steps S110, S112, and S117, while the vehicle is running, the proposed power saving setting is reported with the prediction effect, but the prediction effect is not reported, and the power saving setting is not notified. You may make it alert | report only. Similarly, in the second embodiment, as described in steps S110-1, S112-1, and S117-1, while the vehicle is running, the proposed power saving setting is reported with voice, but the contradiction is not reported. Only the power saving setting may be notified.

  (2) In the first embodiment, as described in step S105, when the air conditioning control device 50 proposes the power saving setting, the prediction effect is notified. However, the air conditioning operation with the power saving setting approved by the user is performed. When executing, the prediction effect may be notified. Further, when the air conditioning control device 50 proposes the power saving setting, the prediction effect may not be notified, but the prediction effect may be notified when the air conditioning operation is performed with the power saving setting approved by the user. .

  (3) In each above-mentioned embodiment, although the refrigerating cycle 30 was a structure which is not provided with the indoor condenser arrange | positioned in the casing 11, it is provided with the indoor condenser which functions as a heat exchanger for heating at the time of heating. It is good also as a structure. That is, the refrigeration cycle 30 may function as a heat pump cycle during heating. Also in this case, in step S503 of FIG. 6 of the first embodiment, when the user's power saving selection is “moderate air volume”, a lower blower level is output than in cases other than “moderate air volume”. Sometimes, the temperature drop of the indoor condenser is reduced and the work amount of the compressor 31 is reduced, so that the power consumption (power consumption) of the compressor 31 can be suppressed. Similarly, in S805 and 807 of FIG. 9 of the first embodiment, when the user selects (acknowledges) “moderate blowout temperature” as the power saving setting, the maximum rotation speed of the compressor 31 is reduced to reduce the heating. Sometimes, the temperature drop of the indoor condenser is reduced and the work amount of the compressor 31 is reduced, so that the power consumption (power consumption) of the compressor 31 can be suppressed. Similarly, by performing step S1003 of FIG. 10, it is not necessary to keep the temperature of the indoor condenser high, so the work of the compressor 31 is reduced, and the power consumption (power consumption) of the compressor 31 can be suppressed. .

  (4) In the first to fourth embodiments, the vehicle on which the vehicle air conditioner 1 is mounted is a hybrid vehicle, but may be a simple engine vehicle that does not include an electric motor for traveling. If the vehicle on which the vehicle air conditioner 1 is mounted is an engine vehicle, the compressor 31 does not have to be electrically driven and may be driven by the engine EG.

  (5) In each embodiment described above, the air conditioning control device 50 and the engine control device 90 are configured as separate control devices, but the air conditioning control device 50 and the engine control device 90 are integrated into one control device. Can be configured.

  (6) In each of the above-described embodiments, the process of each step shown in the flowchart constitutes a means for realizing each function. Further, in each of the above-described embodiments, the processing of each step shown in the flowchart is realized by a computer program, but may be configured by hardware logic.

  (7) The above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. For example, the first embodiment and the second embodiment can be combined. That is, when the air-conditioning control device 50 proposes the power saving setting, the user may be notified of both the prediction effect and the contradiction of the power saving for each of the extracted power saving settings. Moreover, when executing the air-conditioning operation with the power saving setting approved by the user, both the prediction effect and the contradiction of the power saving may be notified to the user.

  Thus, at least one of the proposal and the air-conditioning operation with the power saving setting approved by the user is notified to the user of both the prediction effect and the contradiction of the power saving. When deciding whether or not to select (acknowledge) the power setting, it is possible to determine the contradiction and effect by weighing. Thereby, since the user is convinced and can accept the proposal by the side of a vehicle, it can prevent a user feeling dissatisfied at the time of air-conditioning driving | operation with power saving.

  (8) In each of the above-described embodiments, elements constituting the embodiment are not necessarily essential unless clearly indicated as essential and clearly considered essential in principle. Needless to say. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. In each of the above embodiments, when referring to the material, shape, positional relationship, etc. of the constituent elements, etc., unless otherwise specified, or in principle limited to a specific material, shape, positional relationship, etc. The material, shape, positional relationship, etc. are not limited.

10 indoor air conditioning unit 50 air conditioning controller 76 microphone (voice input device)
77 Speaker (Audio output device)
78 Touch panel

Claims (10)

When there is a request for power-saving air conditioning operation from the user, the current air-conditioning setting for executing the power-saving air-conditioning operation is selected from the plurality of power-saving settings stored in the storage unit in advance. Based on the air conditioning setting, one or more of the power saving settings that save power compared to the air conditioning operation with the current air conditioning settings are extracted, and a suggestion unit (S102-1) that proposes to the user the extracted power saving settings. , S105-1, S112-1, S117-1) ,
Power saving operation execution means (S107, S114, S119, S402, S402) that executes an air conditioning operation with the power saving setting approved by the user when the user approves any one of the proposed power saving settings. -1, S503, S503-2, S801-2, S803, S807, S807-1, S1003, S1003-1) ,
The proposed means, when performing the proposal extracted air conditioning system, characterized that you notify the user events for air conditioning state occurring as a contradiction in the case of executing the air conditioning operation at the Ministry force setting . The power saving operation execution means (S402-1, S503, S503-2, S801-2, S803, S807-1, S1003-1) is a contradiction when the air conditioning operation is executed with the extracted power saving setting. The vehicle air conditioner according to claim 1 , wherein an event about the air conditioning state that occurs is notified to a user and an air conditioning operation is performed with the power saving setting approved by the user. When there is a request for power-saving air conditioning operation from the user, the current air-conditioning setting for executing the power-saving air-conditioning operation is selected from the plurality of power-saving settings stored in the storage unit in advance. Based on the air conditioning settings, one or more of the power saving settings that save power compared to the air conditioning operation with the current air conditioning settings are extracted, and proposal means (S102, S102) that makes suggestions to the user of the extracted power saving settings -1, S105, S105-1, S112, S112-1, S117, S117-1),
When the user approves any one of the proposed power saving settings, the power saving operation execution means (S107, S114, S119 , S402-1) executes the air conditioning operation with the power saving setting approved by the user. S503, S503-2, S801-2, S803 , S807-1 , S1003-1) ,
The power saving operation execution means notifies the user of an event about an air conditioning state that occurs as a contradiction when the air conditioning operation is performed with the extracted power saving setting, and the air conditioning operation with the power saving setting approved by the user is performed. air conditioning system, characterized that you run a.   The proposing means (S102-1) includes a first power saving setting for correcting a user's operation out of a predetermined set range from the plurality of power saving settings, and other contents. The first power-saving setting is preferentially proposed over the second power-saving setting when the second power-saving setting is extracted. The vehicle air conditioner described in 1.   The power-saving operation execution means is such that the power-saving setting approved by the user is less anti-fogging than the current air-conditioning setting, and the current air-conditioning operation state is highly likely to cause window fogging. The air-conditioning operation at the power-saving setting approved by the user is executed while changing to an air-conditioning operation state that improves the anti-fogging property than the current air-conditioning operation state. The vehicle air conditioner according to any one of 4.   The proposal means (S105, S112, S117), when making the proposal, for each of the extracted power saving settings, the prediction effect of power saving when the current air conditioning setting is changed to the power saving setting is obtained. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is notified to a user.   The power saving operation execution means is configured to save power when the user approves any one of the proposed power saving settings and changes the current air conditioning setting to the power saving setting approved by the user. The vehicle air conditioner according to any one of claims 1 to 6, wherein the prediction effect is notified to the user, and the air conditioning operation is performed with the power saving setting approved by the user. When the vehicle is stopped, the suggestion means (S105) makes the proposal by a screen display of a touch panel, and the power saving operation execution means (S107) is performed manually by a user by touching the screen of the touch panel. When the power saving setting is selected, the air conditioning operation is executed with the selected power saving setting.
When the vehicle is running, the suggestion means (S112, S117) makes the proposal by voice through a voice output device that outputs voice to the user, and the power saving operation execution means (S114, S119) The air-conditioning operation with the approved power-saving setting is executed when the power-saving setting is approved by a user's voice operation through a voice input device through which voice is input from the system. The vehicle air conditioner as described in any one of thru | or 7.   The proposing means (S112) is a case where a plurality of the power saving settings are extracted, and while the vehicle is running, the extracted power saving settings are proposed by voice one by one, and the plurality of the extracted power saving settings In the case where the proposal is rejected by the user within the past certain period and the proposal is not rejected by the user within the past certain period, the proposal is rejected within the past certain period. The vehicle air conditioner according to claim 8, wherein the proposal is performed with priority given to a device that is not. An indoor air conditioning unit (10) that performs air conditioning in the vehicle interior by air conditioning operation with a predetermined air conditioning setting;
A touch panel (78) for performing screen display and input operation by a user's contact with the screen;
An audio output device (77) for outputting audio to the user;
The vehicle air conditioner according to claim 8 or 9, further comprising a voice input device (76) for inputting voice from a user.

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