JP6453673B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an air conditioner used in a vehicle.

  Conventionally, Patent Literature 1 describes a vehicle air conditioner that prevents condensed water from remaining attached to an evaporator during parking.

  In this prior art, when it is detected that the vehicle is parked, such as when the ignition switch of the vehicle is turned off by a vehicle occupant, the blower is operated for a certain time and air is sent to the evaporator for a certain time.

  As a result, the condensed water adhering to the evaporator can be quickly removed after parking, so that the condensed water adhering to the evaporator surface during parking is prevented from evaporating along with the odorous component adhering to the evaporator surface. it can. Therefore, it is possible to suppress the air containing unpleasant odors from being blown into the passenger compartment when the next passenger rides (at the start of air conditioning).

JP-A-7-156646

  In the above prior art, since the blower is operated for a certain period of time after the ignition switch is turned off, the battery power is consumed, and there is a risk that the power required to drive the engine starter cannot be secured when the ignition switch is turned on next time. There is.

  In view of the above, an object of the present invention is to suppress odor-containing air from being blown into a vehicle interior at the start of the next air conditioning while suppressing power consumption after turning off an ignition switch.

In order to achieve the above object, in the invention described in claim 1,
An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, and the air in the air passage A face outlet (24) that blows out toward the upper body of the vehicle, a foot outlet (25) that blows air out of the air passage toward the lower body of the occupant, and blows out air from the air passage toward the vehicle front window glass (W). A casing (31) forming a defroster outlet (26);
A blowing means (32) for blowing air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowout switching means (24a, 25a) for opening and closing the face blowout opening (24), the foot blowout opening (25) and the defroster blowout opening (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face air outlet (24) and the foot A control means (50) for performing parking ventilation control for controlling the operation of the blowout switching means (24a, 25a) so that the blowout opening (25) can be opened ,
The control means (50) performs the ventilation control at the time of parking when the predetermined condition for determining that the occupant got off is satisfied after the ignition switch is turned off, and performs the ventilation control at the time of parking when the predetermined condition is not satisfied. It is characterized by not performing.

  According to this, after the ignition switch of the vehicle is turned off, the opening degree of the outside air introduction port (22) becomes larger than 0%, so that outside air can be introduced into the air passage in the casing (31) and the face blowing is performed. Since the outlet (24) and the foot outlet (25) are opened, the pressure loss in the air passage is reduced. Therefore, the air passage can be well ventilated even when the air blowing amount of the air blowing means (32) is small or the air blowing means (32) is stopped, so that the odor from the evaporator (15) is removed from the casing (31). ) Can be prevented from trapping in the air passage.

Therefore, it is possible to suppress air containing odor from being blown out from the casing (31) into the vehicle interior space while suppressing power consumption after turning off the ignition switch.
In order to achieve the above object, in the invention according to claim 2,
An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, and the air in the air passage A face outlet (24) that blows out toward the upper body of the vehicle, a foot outlet (25) that blows air out of the air passage toward the lower body of the occupant, and blows out air from the air passage toward the vehicle front window glass (W). A casing (31) forming a defroster outlet (26);
A blowing means (32) for blowing air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowout switching means (24a, 25a) for opening and closing the face blowout opening (24), the foot blowout opening (25) and the defroster blowout opening (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face air outlet (24) and the foot Control means (50) for performing parking ventilation control for controlling the operation of the blowout switching means (24a, 25a) so that the blowout opening (25) can be opened;
An air heating means (36) for heating the air flowing through the air passage;
An air volume ratio adjusting means (39) for adjusting an air volume ratio between air heated by the air heating means (36) and air flowing by bypassing the air heating means (36);
The control means (50) controls the operation of the air volume ratio adjusting means (39) so that the air volume ratio of the air flowing bypassing the air heating means (36) becomes 100% in the ventilation control during parking.
Thus, the same effect as that attained by the 1st aspect can be attained.
In order to achieve the above object, in the invention according to claim 3,
An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, and the air in the air passage A face outlet (24) that blows out toward the upper body of the vehicle, a foot outlet (25) that blows air out of the air passage toward the lower body of the occupant, and blows out air from the air passage toward the vehicle front window glass (W). A casing (31) forming a defroster outlet (26);
A blowing means (32) for blowing air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowout switching means (24a, 25a) for opening and closing the face blowout opening (24), the foot blowout opening (25) and the defroster blowout opening (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face air outlet (24) and the foot A control means (50) for performing parking ventilation control for controlling the operation of the blowout switching means (24a, 25a) so that the blowout opening (25) can be opened,
The control means (50) may control the operation of the inside / outside air switching means (23) so that the opening degree of the outside air introduction port (22) before performing the parking ventilation control is maintained in the parking ventilation control. It is possible.
Thus, the same effect as that attained by the 1st aspect can be attained.

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

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is sectional drawing which shows the indoor air conditioning unit of the vehicle air conditioner of one Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of one Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a control characteristic figure used for control processing of an air-conditioner for vehicles of one embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a time chart which shows an example of the control result of the air-conditioner for vehicles of one embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. A vehicle air conditioner 1 shown in FIG. 1 is applied to a hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG and a travel electric motor.

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

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

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

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

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

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

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

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

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

  The vehicle air conditioner 1 of this embodiment includes a refrigeration cycle 10 shown in FIG. 1, an indoor air conditioning unit 30 shown in FIGS. 1 and 2, an air conditioning control device 50 shown in FIG.

  The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior. The indoor air conditioning unit 30 includes a blower 32, an evaporator 15, a heater core 36, a PTC heater 37, and the like in a casing 31 that forms an outer shell thereof.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An air passage through which air flows is formed in the casing 31.

  An inside / outside air switching box 20 as an inside / outside air switching means for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 31.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 and an outside air introduction port 22. The inside air introduction port 21 introduces inside air into the casing 31. The outside air inlet 22 introduces outside air into the casing 31.

  Further, an inside / outside air switching door 23 is disposed inside the inside / outside air switching box 20 for changing the air volume ratio between the volume of the inside air introduced into the casing 31 and the volume of the outside air. The inside / outside air switching door 23 is suction port mode switching means for switching the suction port mode, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.

  Accordingly, the inside / outside air switching door 23 constitutes air volume ratio changing means (inside / outside air switching means) for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. In other words, the inside / outside air switching door 23 is an inside / outside air ratio adjusting means for adjusting the ratio between the inside air and the outside air introduced into the air passage.

  More specifically, the inside / outside air switching door 23 is driven by the electric actuator 62. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  In addition, as the suction port mode, there are an all-inside air mode, an all-outside air mode, and an inside / outside air mixing mode.

  In the inside air 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 air passage in the casing 31. In the outside air mode, the inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the air passage in the casing 31.

  In the inside / outside air mixing mode, by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22 between the inside air mode and the outside air mode, the inside air and the outside air are introduced into the air passage in the casing 31. Change the ratio continuously.

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

  The fan of the blower 32 is a centrifugal multiblade fan (sirocco fan). The fan is disposed in the air passage, and blows the inside air from the inside air introduction port 21 and the outside air from the outside air introduction port 22 to the air passage.

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

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

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

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

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

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a cooling cold air passage 33 and a cold air bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. A heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the cooling air passage 33 for heating in the direction of air flow. In FIG. 2, the illustration of the PTC heater 37 is omitted.

  In the air passage, on the downstream side of the air flow of the heating cold air passage 33 and the cold air bypass passage 34, a mixing space 35 for mixing the air flowing out of the heating cold air passage 33 and the cold air bypass passage 34 is formed.

  The heater core 36 is a heat exchanger (air heating means) for heating the blown air that has passed through the evaporator 15 using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. The engine EG is cooling water heating means (heat medium heating means) for heating the cooling water.

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

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

  More specifically, the PTC heater 37 is composed of a plurality of (in this embodiment, three) PTC elements 37a, 37b, and 37c. The positive side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to the ground side via a switch element. The switch element switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element. The operation of the switch element is controlled by a control signal output from the air conditioning control device 50.

  The air-conditioning control device 50 controls the operation of the switch element so as to independently switch between the energized state and the non-energized state of each PTC element 37a, 37b, 37c. And the heating capacity of the PTC heater 37 as a whole can be changed.

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

  Therefore, in the present embodiment, an air mix door 39 is disposed on the downstream side of the air flow of the evaporator 15 in the air passage and on the inlet side of the cold air passage 33 for heating and the cold air bypass passage 34. The air mix door 39 is an air volume ratio adjusting unit that continuously changes the air volume ratio of the cold air flowing into the heating cold air passage 33 and the cold air bypass passage 34. In other words, the air mix door 39 is a temperature adjusting unit that adjusts the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 39 is configured by a so-called cantilever door configured to include a rotating shaft driven by the electric actuator 63 and a plate-shaped door main body connected to the rotating shaft. Has been. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Air outlets 24, 25, 26 A, and 26 B that blow out the air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the air flow of the casing 31.

  Specifically, as the air outlets 24, 25, 26A, and 26B, a face air outlet 24, a front foot air outlet 25A, a rear foot air outlet 25B, and a defroster air outlet 26 are provided.

  The face air outlet 24 is an upper body side air outlet that blows air-conditioned air toward the upper body of the front seat occupant in the passenger compartment. The front foot air outlet 25A is a foot side air outlet (lower body side air outlet) that blows air-conditioned air toward the feet (lower body) of the front seat occupant. The rear foot air outlet 25B is a foot side air outlet (lower body side air outlet) that blows air-conditioned air toward the feet (lower body) of the rear seat occupant. The defroster air outlet 26 is a window glass side air outlet that blows conditioned air toward the inner surface of the front window glass W of the vehicle.

  The face outlet 24 and the defroster outlet 26 are disposed adjacent to each other. A face defroster door 24 a for adjusting the opening area of the face outlet 24 and the defroster outlet 26 is arranged on the upstream side of the air flow of the face outlet 24 and the defroster outlet 26.

  A foot door 25a for adjusting the opening area of the front foot outlet 25A and the rear foot outlet 25B is disposed on the upstream side of the air flow of the front foot outlet 25A and the rear foot outlet 25B.

  The face defroster door 24a and the foot door 25a constitute an air outlet mode door (air outlet mode switching means, air outlet switching means) for switching the air outlet mode, and are connected to the electric actuators 64 and 65 for driving the air outlet mode door. It is connected and rotated. The operation of the electric actuators 64 and 65 is also controlled by a control signal output from the air conditioning controller 50.

  The face defroster door 24 a is a sliding door that slides from the face blowout port 24 to the defroster blowout port 26. The face defroster door 24a has a plate-like door main body and a rack.

  As shown in FIG. 2, the side end of the door main body (the end in the direction perpendicular to the plane of FIG. 2) is inserted into a guide groove 31 a formed on the inner surface of the casing 31. The rack is configured to mesh with a pinion 24 b that is rotatably supported with respect to the casing 31.

  When the pinion 24b is driven by the electric actuator 64, the face defroster door 24a slides along the guide groove 31a.

  The outlet mode includes a face mode (FACE), a bi-level mode (B / L), a foot mode (FOOT), and a foot defroster mode (F / D).

  In the face mode (FACE), 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. In the bi-level mode (B / L), both the face air outlet 24 and the foot air outlets 25A and 25B are opened, and air is blown out toward the upper body and feet of the passengers in the passenger compartment.

  In the foot mode (FOOT), the foot air outlets 25A and 25B are fully opened, the defroster air outlet 26 is opened by a small opening, and air is mainly blown out from the foot air outlets 25A and 25B.

  In the foot defroster mode (F / D), the foot air outlets 25A and 25B and the defroster air outlet 26 are opened to the same extent, and air is blown out from both the foot air outlets 25A and 25B and the defroster air outlet 26.

  The occupant can manually enter the defroster mode (DEF) by manually operating the defroster switch of the operation panel 60 shown in FIG. In the defroster mode (DEF), the defroster outlet 26 is fully opened, and air is blown from the defroster outlet 26 to the inner surface of the vehicle front window glass.

  The vehicle air conditioner 1 of this embodiment includes an electric heat defogger (not shown). The electric heat defogger is a heating wire arranged inside or on the surface of the vehicle interior window glass, and is a window glass heating means for preventing fogging or eliminating window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  The vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is auxiliary heating means for increasing the surface temperature of a seat on which a passenger is seated. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  Then, the air conditioning air blown from the air outlets 24, 25, 26A, 26B of the indoor air conditioning unit 10 is activated when the heating of the vehicle interior can be insufficient, thereby fulfilling the function of supplementing the passenger's feeling of heating. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioner control apparatus 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.

  The vehicle air conditioner 1 may include a seat blower, a steering heater, and a knee radiation heater. The seat blower is a blower that blows air from the inside of the seat toward the passenger. The steering heater is a steering heating means for heating the steering with an electric heater. The knee radiation heater is a heating means that radiates heat source light, which is a heat source of radiant heat, toward an occupant's knee. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of this embodiment will be described with reference to FIG. The air-conditioning control device 50 (air-conditioning control means), the driving force control device 70 (driving force control means), and the power control device 71 (power control means) are composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits. It is configured and performs various calculations and processing based on a control program stored in the ROM, and controls the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as various engine components, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  On the input side of the driving force control device 70, a voltmeter for detecting the voltage VB between the terminals of the battery 81, an ammeter for detecting the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81, and the accelerator opening Acc are detected. Various engine control sensor groups such as an accelerator opening sensor, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (all not shown) for detecting the vehicle speed Vv are connected.

  On the output side of the air-conditioning control device 50, the blower 32, the inverter 61 for the electric motor 11b of the compressor 11, the blower fan 12a, various electric actuators 62, 63, 64, 65, the PTC heater 37, the cooling water pump 40a, the seat An air conditioner 90 or the like is connected.

  On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52 (outside air temperature detecting means), a solar radiation sensor 53, a discharge temperature sensor 54 (discharge temperature detecting means), a discharge pressure sensor 55 (discharge pressure detecting means), Various sensor groups for air conditioning control such as an evaporator temperature sensor 56 (evaporator temperature detecting means), a cooling water temperature sensor 58, and a window surface humidity sensor 59 (humidity detecting means) are connected.

  The inside air sensor 51 detects a vehicle interior temperature Tr. The outside air sensor 52 detects the outside air temperature Tam. The solar radiation sensor 53 detects the solar radiation amount Ts in the passenger compartment. The discharge temperature sensor 54 detects the temperature Td of the refrigerant discharged from the compressor 11 (compressor discharge refrigerant temperature). The discharge pressure sensor 55 detects the pressure Pd (compressor discharge refrigerant pressure) of the refrigerant discharged from the compressor 11.

  The evaporator temperature sensor 56 detects the temperature of the air blown from the evaporator 15 (evaporator temperature) TE. The cooling water temperature sensor 58 detects the cooling water temperature Tw of the cooling water that has flowed out of the engine EG.

  The evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted.

  The window surface humidity sensor 59 includes a window vicinity humidity sensor, a window glass vicinity air temperature sensor, and a window glass surface temperature sensor.

  The near window humidity sensor detects the relative humidity of the vehicle interior air in the vicinity of the window glass in the vehicle interior (hereinafter referred to as the near window relative humidity). The window glass vicinity air temperature sensor detects the temperature of the passenger compartment air near the window glass. The window glass surface temperature sensor detects the window glass surface temperature.

  The air conditioning control device 50 determines the relative humidity RHW (hereinafter referred to as window surface relative humidity) of the window glass on the vehicle interior side based on the detection values of the window vicinity humidity sensor, the window glass vicinity air temperature sensor, and the window glass surface temperature sensor. Say).

  The window surface relative humidity RHW is an index representing the possibility of the window glass becoming cloudy. Specifically, the larger the value of the window surface relative humidity RHW, the higher the possibility that the window glass will be fogged.

  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 various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch, an auto switch 60a, a suction port mode switch 60b, a blower outlet mode switch 60c, a defroster switch, and an air volume setting switch of the blower 32 A vehicle interior temperature setting switch, an economy switch, a parking ventilation cancel switch 60d, a display unit for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

  The air conditioner switch is compressor operation setting means for switching between starting and stopping of the compressor 11 by the operation of the passenger. The air conditioner switch is provided with an air conditioner indicator that is turned on / off according to the operation status of the air conditioner switch.

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

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

  By turning on the economy switch, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the driving force control device 70 in the EV operation mode.

  The parking ventilation cancel switch 60d is parking ventilation cancellation setting means for setting or canceling parking ventilation cancellation. If the parking ventilation cancellation is set, the parking ventilation control is not executed. The ventilation control during parking is control for introducing outside air into the air passage in the casing 31 for ventilation during parking. By performing the ventilation control during parking, it is possible to suppress the odor from the evaporator 15 from being trapped in the air passage in the casing 31 during parking.

  If there is an odor source near the vehicle and the ventilation control during parking is executed, the odor outside the vehicle is introduced into the air passage in the casing 31 together with the outside air. In such a case, if the parking ventilation cancel switch 60d is turned on, the parking ventilation control is canceled and odor outside the vehicle is prevented from being introduced into the air passage in the casing 31.

  The parking ventilation cancellation can be set or canceled not only by the parking ventilation cancellation switch 60d but also by an operation switch of a car navigation device, a touch panel type input device, an operation of a failure diagnosis tool, or the like.

  The air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the driving force control device 70.

  When the driving force control device 70 receives a request signal (operation request signal) requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the engine EG needs to be operated, and the engine EG according to the determination result. Control the operation of

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

  The air-conditioning control device 50 and the driving force control device 70 are configured such that control means for controlling various control target devices connected to the output side thereof are integrally configured, and the configuration for controlling the operation of each control target device. (Hardware and software) constitutes a control means for controlling the operation of each control target device.

  For example, in the air-conditioning control device 50, the configuration that controls the operation of the blower 32, which is a blowing unit, and controls the blowing capability of the blower 32 constitutes the blowing capability control unit 50a. The structure which controls the refrigerant | coolant discharge capability of the compressor 11 by controlling the frequency of the alternating voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 comprises the compressor control means.

  The structure of controlling the operation of the electric actuator 62 for the inside / outside air switching door 23 to control the switching of the suction port mode constitutes the suction port mode switching means 50b.

  The air flow rate control means 50c is configured to control the air flow rate ratio between the air heated by the heater core 36 and the air flowing through the heater core 36 by controlling the operation of the electric actuator 63 for the air mix door 39. ing.

  The structure which controls the action | operation of the electric actuators 64 and 65 for the blower outlet mode doors 24a and 25a, and controls switching of a blower outlet mode comprises the blower outlet mode switching means 50d.

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

  The structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output means. A configuration (operation necessity determination means) that performs transmission / reception of control signals with the air conditioning control device 50 in the driving force control device 70 and determines whether or not the engine EG needs to be operated according to an output signal from the request signal output means or the like Constitutes the signal communication means.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. FIG. 4 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start. Each of the control steps in FIGS. 4 to 10 constitutes various function realizing means of the air conditioning control device 50.

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

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

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

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

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

  The target blowout temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and the air conditioning load required for the vehicle air conditioner 1 (air conditioning heat). Load).

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined.

  First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

  Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, it is determined whether or not 60 seconds have elapsed since the ignition switch of the vehicle is turned off (IG OFF) and the ignition switch is turned off.

If it is determined that the ignition switch of the vehicle has not been turned off or that 60 seconds have not elapsed since the ignition switch was turned off, it is determined that the occupant has not left the vehicle, and the process proceeds to step S52. A temporary air mix opening degree SWdd is calculated from F2.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F2)
Note that {MAX (10, Tw− (TE + 2))} in Formula F2 means the larger value of 10 and Tw− (TE + 2).

  In subsequent step S53, the air mix opening degree SW is determined based on the temporary air mix opening degree SWdd calculated in step S52 with reference to a control map stored in the air conditioning controller 50 in advance. Proceed to S6. In this control map, as shown in step S53 of FIG. 5, the value of the air mix opening SW with respect to the temporary air mix opening SWdd is determined nonlinearly.

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

  On the other hand, if it is determined in step S51 that the ignition switch of the vehicle is turned off and 60 seconds have passed since the ignition switch is turned off, it is determined that the occupant has already got off, and the process proceeds to step S54. Provide ventilation control. Specifically, the air mix opening degree SW is determined to be 0%.

  By determining the air mix opening SW to 0%, the heating cold air passage 33 is fully closed and the cold air bypass passage 34 is fully opened. This prevents air from flowing through the heater core 36 having a large pressure loss (ventilation resistance) in the air passage in the casing 31, thereby reducing the pressure loss (ventilation resistance) in the air passage. Therefore, the air passage in the casing 31 is easily ventilated.

  In addition, since the heating cool air passage 33 between the evaporator 15 and the heater core 36 is shielded by the air mix door 39, the heat of the heater core 36 is hardly transmitted to the evaporator 15. For this reason, the condensed water on the surface of the evaporator 15 is less likely to evaporate, so that the odor is less likely to be generated from the evaporator 15.

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

  As shown in FIG. 6, first, in step S610, it is determined whether or not the ignition switch of the vehicle is turned off (IG OFF) and 60 seconds have passed since the ignition switch was turned off.

  If it is determined that the ignition switch of the vehicle has not been turned off or that 60 seconds have not elapsed since the ignition switch was turned off, it is determined that the occupant has not left the vehicle, and the process proceeds to step S611.

  In step S611, it is determined whether or not the auto switch 60a of the operation panel 60 is turned on. As a result, if it is determined that the auto switch 60a is not turned on, in step S612, the blower motor voltage that determines the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined, and step S7 is performed. Proceed to

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

  On the other hand, if it is determined in step S611 that the auto switch 60a is turned on, in step S613, the control map stored in the air conditioning controller 50 in advance based on the TAO determined in step S4 is referred to. The temporary blower level f1A (TAO) is then determined.

  As the temporary blower level f1A (TAO), a basic blower level corresponding to the air conditioning heat load is calculated. The temporary blower level f1A (TAO) is used as a blower level candidate value finally determined in step S6. The blower level is a value corresponding to the blower voltage applied to the electric motor in order to determine the blowing capacity of the blower 32.

  The control map for determining the temporary blower level f1A (TAO) in the present embodiment is configured such that the value of the temporary blower level f1A (TAO) for TAO draws a bathtub-like curve.

  That is, as shown in step S613 of FIG. 6, the airflow of the blower 32 is maximum in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and the extremely high temperature region (in this embodiment, 80 ° C. or higher). The temporary blower level f1A (TAO) is raised to a high level so that the air volume is near.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower level f1A (TAO) is reduced so that the blown amount of the blower 32 is reduced as the TAO rises. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower level f1A (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in the present embodiment), the temporary blower level f1A (TAO) is lowered to a low level so that the air volume of the blower 32 becomes a low air volume. Thereby, the basic blower level corresponding to the air conditioning heat load is calculated.

  That is, the temporary blower level f1A (TAO) is a value determined based on TAO. In other words, the temporary blower level f1A (TAO) is determined based on values determined based on the vehicle interior set temperature Tset, the internal air temperature Tr, the external air temperature Tam, and the solar radiation amount Ts.

  In the subsequent step S614, the warm-up upper limit blower level f2A (TW) is determined with reference to a control map stored in the air conditioning control device 50 in advance based on the cooling water temperature Tw (water temperature) detected by the cooling water temperature sensor 58. To do. The warm-up upper limit blower level f2A (TW) is an upper limit value of the blower level when the engine EG is warmed up (when the coolant temperature Tw is low).

  That is, as shown in step S614 of FIG. 6, the warm-up upper limit blower level f2A (TW) is raised in the range of 0 to 30 as the coolant temperature Tw rises from the low temperature range to the high temperature range. In the control map shown in step S614 of FIG. 6, a hysteresis width for preventing control hunting is set.

  Thus, it is possible to prevent the occupant from feeling cold due to an increase in the amount of blown air when the cooling water temperature Tw is not sufficiently increased and the heater core 36 cannot sufficiently heat the air.

In subsequent step S615, the blower level is calculated by the following mathematical formula F3, and the process proceeds to step S616.
Blower level = MIN (f1A (TAO), f2A (TW)) (F3)
Note that MIN (f1A (TAO), f2A (TW)) in Formula F3 means the smaller value of f1A (TAO) and f2A (TW).

  In step S616, the blower voltage (blower motor voltage) is determined based on the determined blower level with reference to the control map stored in the air conditioning control device 50 in advance. That is, as shown in step S616 of FIG. 6, the blower voltage (blower motor voltage) is decreased as the blower level value is smaller.

  Thereby, the ventilation capability of the air blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw.

  On the other hand, if it is determined in step S610 that the ignition switch of the vehicle has been turned off and 60 seconds have elapsed since the ignition switch was turned off, it is determined that the occupant has already got off, and the process proceeds to step S617. The voltage is determined to be 0V.

  Thereby, since the air blower 32 is stopped when performing the ventilation control at the time of parking, power consumption is suppressed.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 7, first, in step S701, it is determined whether or not the ignition switch of the vehicle is turned off (IG OFF) and 60 seconds have passed since the ignition switch was turned off.

  If it is determined that the ignition switch of the vehicle has not been turned off or that 60 seconds have not elapsed since the ignition switch was turned off, it is determined that the occupant has not left the vehicle, and the process proceeds to step S702. It is determined whether or not the auto switch 60a is turned on. As a result, if it is determined that the auto switch 60a is not turned on, the outside air introduction rate corresponding to the manual mode is determined in steps S703 to S705, and the process proceeds to step S8.

  Specifically, when the manual inlet mode is the all-in-air mode (REC mode), the outside air rate is determined to be 0% (step S704), and when the manual inlet mode is the all-outside air mode (FRS mode), the outside air rate is determined. Is determined to be 100% (step S705). The outside air rate is a ratio of outside air in the introduced air (outside air and inside air) introduced into the casing 31 from the inside / outside air switching box 20.

  On the other hand, if it is determined in step S702 that the auto switch 60a is turned on, the process proceeds to step S706, and based on the target blowout temperature TAO calculated in step S4, whether the air conditioning operation state is the cooling operation or the heating operation. Determine. In the example of FIG. 7, when the target blowing temperature TAO exceeds 25 ° C., it is determined that the heating operation is performed, and in other cases, the cooling operation is determined.

  When it determines with air_conditionaing | cooling operation, it progresses to step S707, determines the external air rate with reference to the control map previously memorize | stored in the air-conditioning control apparatus 50 based on the target blowing temperature TAO, and progresses to step S8.

  Specifically, the outside air rate is reduced when TAO is low, and the outside air rate is increased when TAO is high. In the example of FIG. 7, if TAO ≦ 0 ° C., the outside air rate is 0%, if TAO ≧ 15 ° C., the outside air rate is 100%, and if 0 ° C. <TAO <15 ° C., the outside air rate is higher as TAO is higher. Is increased in the range of 0 to 100%.

  The opening degree of the inside / outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air rate is set to 0%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all outside air mode. When the outside air rate is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the inside / outside air mixing mode.

  As a result, the higher the cooling load, the higher the inside air introduction rate and the higher the cooling efficiency.

  On the other hand, when it determines with heating operation in step S706, it progresses to step S708, determines an external air rate to 100%, and progresses to step S8. As a result, outside air having a humidity lower than that of the inside air is introduced to reduce the humidity of the vehicle interior space, thereby suppressing window fogging.

  On the other hand, if it is determined in step S701 that the ignition switch of the vehicle has been turned off and 60 seconds have elapsed since the ignition switch was turned off, it is determined that the occupant has already got off, and the process proceeds to step S709. It is determined whether or not hour ventilation cancellation is set.

  As described above, the parking ventilation cancellation is set by the parking ventilation cancel switch 60d provided on the operation panel 60, the operation switch of the car navigation device, the touch panel type input device, the operation of the failure diagnosis tool, or the like.

  If it is determined in step S709 that parking ventilation cancellation has been set, the process proceeds to step S702, and normal outside air rate determination processing is performed.

  On the other hand, if it is determined in step S709 that the parking ventilation cancellation is not set, the process proceeds to step S710 to perform parking ventilation control. Specifically, the outside air rate is determined to be 100%. Thereby, since external air is introduced into the air passage in the casing 31, the air passage in the casing 31 is ventilated.

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

  As shown in FIG. 8, first, in step S801, it is determined whether or not the ignition switch of the vehicle is turned off (IG OFF) and 60 seconds have passed since the ignition switch was turned off.

  If it is determined that the ignition switch of the vehicle has not been turned off or that 60 seconds have not elapsed since the ignition switch was turned off, it is determined that the occupant has not left the vehicle, and the operation proceeds to step S802. It is determined whether or not the auto switch 60b is turned on. As a result, if it is determined that the auto switch 60b is not turned on, the process proceeds to step S803, the air outlet mode corresponding to the manual mode is determined, and the process proceeds to step S9.

  Specifically, one of the face mode, the bi-level mode, the foot mode, and the foot defroster mode is determined according to the operation of the air outlet mode changeover switch 60c by the occupant.

  On the other hand, if it is determined in step S802 that the auto switch 60b has been turned on, the process proceeds to step S804, the air outlet mode is determined based on the target air temperature TAO calculated in step S4, and the process proceeds to step S9. .

  In the example of FIG. 8, the base outlet mode is determined to be the face mode in the low temperature range of the target outlet temperature TAO, the base outlet mode is determined to be the bi-level mode in the middle temperature range of the target outlet temperature TAO, and the target outlet temperature TAO In high temperature range, base outlet mode is determined to be foot mode. In the control map shown in step S804 of FIG. 8, a hysteresis width for preventing control hunting is set.

  On the other hand, if it is determined in step S801 that the ignition switch of the vehicle has been turned off and 60 seconds have elapsed since the ignition switch was turned off, it is determined that the occupant has already got off the vehicle, and the process proceeds to step S805. Ventilation control is performed. Specifically, the air outlet mode is determined as the bi-level mode.

  Thereby, since the face outlet 24 and the foot outlets 25A and 25B are opened, the pressure loss (ventilation resistance) of the air passage in the casing 31 is reduced, and the air passage in the casing 31 is easily ventilated.

  In the next step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. The determination of the compressor speed in step S9 is not performed every control cycle τ in which the main routine of FIG. 4 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  Here, a basic method for determining the rotational speed of the compressor 11 will be described. First, based on the TAO determined in step S4 and the like, with reference to a control map (for example, FIG. 9) stored in advance in the air conditioning control device 50, the target blow temperature TEO of the blown air temperature TE from the indoor evaporator 26 is determined. To decide.

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

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the provisional air mix opening SWdd determined in step S5, and the cooling water temperature Tw. To decide.

  Specifically, when it is determined that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, when it is determined that the outside air temperature is lower than 26 ° C., it is determined whether or not the PTC heater 37 needs to be operated based on the temporary air mix opening degree SWdd.

  That is, since the provisional air mix opening SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, the air mix opening SW becomes small. Accordingly, the necessity of operating the PTC heater 37 is reduced.

  Therefore, when the temporary air mix opening degree SWdd is compared with a predetermined reference opening degree and the temporary air mix opening degree SWdd is equal to or less than the first reference opening degree (100% in the present embodiment), the PTC heater Assuming that there is no need to operate 37, the number of operating PTC heaters 37 is determined to be zero.

  On the other hand, if the temporary air mix opening degree SWdd is equal to or larger than the second reference opening degree (110% in the present embodiment), it is necessary to operate the PTC heater 37 and the PTC heater according to the cooling water temperature Tw. The operation number of 37 is determined.

  Specifically, when the cooling water temperature Tw is high enough to sufficiently heat the air with the heater core 36, the number of operation of the PTC heater 37 is determined to be 0, and the number of operation of the PTC heater 37 is decreased as the cooling water temperature Tw is lower. Increase.

  As for the electric heat defogger, the electric heat defogger is operated when the window glass is highly likely to be fogged due to the humidity and temperature in the passenger compartment or when the window glass is fogged.

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

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

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

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

  Next, in Step S12, it is determined whether or not to operate the cooling water pump 40a for circulating the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it is determined in step S122 that the blower 32 is not operating, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a (ON). As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S14, various devices 32, 12a, 61, 62, 63, 64, 65, 12a, 37, 37 are provided from the air conditioning control device 50 so that the control state determined in steps S5 to S13 described above is obtained. Control signals and control voltages are output to 40a and 80. Further, the request signal determined in step S11 is transmitted from the request signal output means 50c to the driving force control apparatus 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 32 is cooled by the evaporator 15. The cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.

  When the inside air temperature Tr in the passenger compartment is cooled below the outside air temperature Tam by the conditioned air blown into the inside of the passenger compartment, cooling of the inside of the passenger compartment is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  An example of the operation according to this embodiment is shown in FIG. Until 60 seconds have elapsed after the ignition switch of the vehicle is turned off (IG OFF), it is determined that the occupant has not got off and normal air conditioning control is performed. In the example of FIG. 11, the air mix door opening, the blower voltage, the inlet mode, and the outlet mode before the ignition switch of the vehicle is turned off are maintained (steps S51 to S53, S610 to S616, S701 to S708, S801). ~ S804).

  When 60 seconds have elapsed since the ignition switch of the vehicle was turned off, it is determined that the occupant has already got off the vehicle, and parking ventilation control is started. Specifically, the air mix door opening is changed to 0%, the inlet mode is switched to the all-outside air mode (outside air rate = 100%), and the outlet mode is switched to the bi-level mode (B / L) (step) S54, S710, S805).

  As a result, air does not flow to the heater core 36 having a large pressure loss (ventilation resistance) and the face air outlet 24 and the foot air outlet 25 are opened, so that the pressure loss (air resistance) in the air passage in the casing 31 is reduced. In addition, outside air can be introduced into the air passage in the casing 31.

  Therefore, even if the blower 32 is stopped when 60 seconds have passed after the ignition switch of the vehicle is turned off (steps S610 and S617), the air passage in the casing 31 can be well ventilated, and consequently from the evaporator 15. It is possible to suppress the odor from being trapped in the air passage in the casing 31.

  Therefore, it is possible to suppress air containing odor from being blown out of the casing 31 into the vehicle interior space while suppressing power consumption after turning off the ignition switch.

  At this time, since the defroster outlet 26 is closed, it is possible to suppress the air in the casing 31 from flowing out toward the vehicle front window glass W, and consequently to prevent the vehicle front window glass W from being fogged. .

  Thereafter, when the ignition switch of the vehicle is turned on, the parking ventilation control is terminated and normal air conditioning control is performed.

  In the present embodiment, as described in steps S7 and S8, the air-conditioning control device 50 performs parking ventilation control after the ignition switch of the vehicle is turned off. In the parking ventilation control, the operation of the inside / outside air switching door 23 is controlled so that the opening degree of the outside air inlet 22 is larger than 0% (steps S701 and S710), and the face outlet 24 and the foot outlet 25 are The operation of the air outlet mode doors 24a and 25a is controlled so as to be opened (steps S801 and S805).

  According to this, after the ignition switch of the vehicle is turned off, the opening degree of the outside air inlet 22 becomes larger than 0%, so that outside air can be introduced into the air passage in the casing 31, and the face outlet 24 and the foot Since the air outlet 25 is opened, the pressure loss (ventilation resistance) of the air passage is reduced. Therefore, the air passage can be well ventilated even when the blower 32 has a small amount of air flow or the blower 32 is stopped, and as a result, odors from the evaporator 15 are trapped in the air passage in the casing 31. Can be suppressed.

  Therefore, it is possible to suppress air containing odor from being blown out of the casing 31 into the vehicle interior space while suppressing power consumption after turning off the ignition switch.

  In the present embodiment, as described in steps S7 and S8, the air-conditioning control device 50 performs the ventilation control during parking when the predetermined condition for determining that the occupant got off is satisfied after the ignition switch is turned off. If the predetermined condition is not satisfied, the parking ventilation control is not performed (steps S701 and S801).

  According to this, when the occupant has not yet got off, the inside / outside air switching door 23 and the outlet mode doors 24a and 25a can be prevented from operating and the occupant feeling uncomfortable.

  For example, the predetermined condition is that an elapsed time after the ignition switch of the vehicle is turned off exceeds a predetermined time.

  In the present embodiment, as described in step S5, the air conditioning control device 50 operates the air mix door 39 so that the air volume ratio of the air flowing by bypassing the heater core 36 is 100% in the parking ventilation control. Control is performed (steps S51 and S54).

  According to this, since the air volume ratio of the air flowing bypassing the heater core 36 becomes 100%, the air does not flow to the heater core 36 having a large pressure loss (ventilation resistance), and the pressure loss (ventilation resistance) of the air passage in the casing 31 is prevented. ) Becomes even smaller. Therefore, the air passage in the casing 31 can be ventilated even better.

  Further, since the air passage between the evaporator 15 and the heater core 36 is shielded by the air mix door 39, it is possible to suppress the heat of the heater core 36 from being transmitted to the evaporator 15. Therefore, since it is possible to suppress the condensed water on the surface of the evaporator 15 from evaporating, it is possible to suppress the generation of odor from the evaporator 15.

  In the present embodiment, as described in step S7, the air conditioning control device 50 performs the inside / outside air switching door so that the opening degree of the outside air introduction port 22 before performing the ventilation control during parking is maintained in the ventilation control during parking. 23 can be controlled (steps S701 and S709).

  According to this, when there is an odor generation source near the parking place, it is possible to suppress the odor from entering the vehicle compartment or being trapped in the air passage in the casing 31.

  In the present embodiment, as described in step S6, the air-conditioning control device 50 controls the air flow rate of the blower 32 to a predetermined amount or less in the parking ventilation control (steps S610 and S617). Thereby, the power consumption after turning off the ignition switch can be reliably suppressed.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

  (1) In the present embodiment, the heater core 36 heats the blown air after passing through the evaporator 15 using engine cooling water as a heat source. However, the refrigeration cycle 10 is configured as a heat pump device that pumps heat from the outside air. The refrigeration cycle 10 may heat the blown air after passing through the evaporator 15 using the heat pumped up from the outside air.

  (2) Two air passages parallel to each other are formed in the casing 31 of the indoor air-conditioning unit 30 and can be switched between the inside / outside air mixing mode and the inside / outside air two-layer flow mode. A similar effect can be obtained even in an indoor air conditioning unit in which the air passage is not partitioned and the inside / outside air two-layer flow mode is not set.

  (3) In the above embodiment, when the compressor 11 does not operate in the stroke (trip) from when the vehicle ignition switch is turned on to when it is turned off, the parking ventilation control is not performed after that stroke. It may be.

  This is because when the compressor 11 does not operate, condensed water is not generated on the surface of the evaporator 15 and no odor is generated from the evaporator 15, so there is no need to ventilate the casing 31.

  (4) In the above embodiment, when 60 seconds have elapsed since the ignition switch of the vehicle was turned off, it is determined that a predetermined condition for determining that the occupant got off is satisfied, and the ventilation control during parking is performed. Based on detection signals from the sensor, seat belt buckle sensor, door sensor, infrared sensor, and the like, it may be determined whether the occupant gets out of the vehicle and determine whether to perform ventilation control during parking.

  The seat load sensor is disposed on each seat of the vehicle and detects the weight of an occupant seated on the seat. When the load detected by the seat load sensor is equal to or greater than a predetermined value, it can be estimated that an occupant is seated in the seat and not getting off.

  The seat belt buckle sensor is disposed on the seat belt buckle and detects whether or not a seat belt tongue (T-shaped fitting) is inserted into the seat belt buckle. When a tongue is inserted into the buckle, it can be estimated that an occupant is seated in the seat and not getting off.

  The door sensor detects the open / closed state of each door. When the door is opened and closed, it can be estimated that the passenger has exited from the door.

  A seat load sensor, a seat belt buckle sensor, a door sensor, and an infrared sensor are getting-off detection means for detecting whether or not an occupant has got off.

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

  Moreover, you may apply the vehicle air conditioner 1 to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG. In this case, for example, an electric heater such as a PTC heater can be used as the cooling water heating means for heating the cooling water.

  Moreover, you may apply the vehicle air conditioner 1 to the motor vehicle which obtains the driving force for vehicle travel only from the engine EG, without providing the travel electric motor. In this case, the compressor 11 can be a belt-driven compressor that is driven by an engine belt by the driving force of the engine EG.

11 Compressor 12 Condenser (radiator)
14 Expansion valve (pressure reduction means)
15 Evaporator 23 Inside / outside air switching door (inside / outside air switching means)
24a Face defroster door (outlet switching means)
25a Foot door (outlet switching means)
31 Casing 32 Blower (Blower unit)
36 Heater core (air heating means)
39 Air mix door (Air volume ratio adjusting means)
50 Air-conditioning control device (control means)

Claims (4)

An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, A face air outlet (24) that blows out the air toward the upper half of the occupant, a foot air outlet (25) that blows out the air in the air passage toward the lower half of the occupant, and the air in the air passage that passes through the front window of the vehicle A casing (31) that forms a defroster outlet (26) that blows out toward the glass (W);
A blowing means (32) for blowing the air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowing switching means (24a, 25a) for opening and closing the face blowing port (24), the foot blowing port (25) and the defroster blowing port (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face outlet (24 ) And control means (50) for performing ventilation control during parking for controlling the operation of the blowing switching means (24a, 25a) so that the foot outlet (25) can be opened ,
The control means (50) performs the parking ventilation control when satisfying a predetermined condition for determining that an occupant got off after the ignition switch is turned off, and when the predetermined condition is not satisfied, A vehicle air conditioner that does not perform ventilation control during parking . An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, A face air outlet (24) that blows out the air toward the upper half of the occupant, a foot air outlet (25) that blows out the air in the air passage toward the lower half of the occupant, and the air in the air passage that passes through the front window of the vehicle A casing (31) that forms a defroster outlet (26) that blows out toward the glass (W);
A blowing means (32) for blowing the air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowing switching means (24a, 25a) for opening and closing the face blowing port (24), the foot blowing port (25) and the defroster blowing port (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face outlet (24 ) And control means (50) for performing ventilation control during parking for controlling the operation of the blowing switching means (24a, 25a) so that the foot outlet (25) can be opened ,
Air heating means (36) for heating the air flowing through the air passage;
An air volume ratio adjusting means (39) for adjusting an air volume ratio between the air heated by the air heating means (36) and the air flowing bypassing the air heating means (36);
The control means (50) operates the air volume ratio adjusting means (39) so that the air volume ratio of the air flowing bypassing the air heating means (36) is 100% in the parking ventilation control. A vehicle air conditioner that is controlled . An air passage through which air blown into the vehicle interior space flows, an inside air introduction port (21) for introducing inside air into the air passage, an outside air introduction port (22) for introducing outside air into the air passage, A face air outlet (24) that blows out the air toward the upper half of the occupant, a foot air outlet (25) that blows out the air in the air passage toward the lower half of the occupant, and the air in the air passage that passes through the front window of the vehicle A casing (31) that forms a defroster outlet (26) that blows out toward the glass (W);
A blowing means (32) for blowing the air into the air passage;
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage;
Inside / outside air switching means (23) for opening and closing the inside air introduction port (21) and the outside air introduction port (22);
Blowing switching means (24a, 25a) for opening and closing the face blowing port (24), the foot blowing port (25) and the defroster blowing port (26);
After the ignition switch of the vehicle is turned off, the operation of the inside / outside air switching means (23) is controlled so that the opening degree of the outside air introduction port (22) becomes larger than 0%, and the face outlet (24 ) And control means (50) for performing ventilation control during parking for controlling the operation of the blowing switching means (24a, 25a) so that the foot outlet (25) can be opened ,
The control means (50) operates the inside / outside air switching means (23) so that the opening degree of the outside air inlet (22) before the parking ventilation control is maintained in the parking ventilation control. It is possible to control the vehicle air conditioner. The vehicle according to any one of claims 1 to 3 , wherein the control means (50) controls the air blowing amount of the air blowing means (32) to a predetermined amount or less in the parking ventilation control. Air conditioner.

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