JP6510991B2 - Vehicle air conditioner - Google Patents

Description

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

  BACKGROUND ART Conventionally, Patent Document 1 describes a vehicle air conditioner that promotes warm-up of an engine by blocking the flow of coolant to the heater core when the temperature of the engine coolant is low.

  The heater core is a heat exchanger that heats the air blown into the passenger compartment by heat exchange between the engine cooling water and the air blown into the passenger compartment.

  In this prior art, when the temperature of the engine cooling water is low, it is suppressed that the heat of the engine is dissipated to the outside by the heater core, so the temperature of the engine cooling water is raised early to promote the warm-up of the engine. be able to.

JP, 2012-188965, A

  However, in the above-mentioned prior art, when the temperature of the engine cooling water is low, the flow of the cooling water to the heater core is shut off, so the air blown into the vehicle interior is blown out into the vehicle interior without being heated by the heater core. There is a risk that the crew feels cold.

  SUMMARY OF THE INVENTION In view of the above-described points, the present invention aims to suppress a passenger from feeling cold when the engine is warmed up.

In order to achieve the above object, in the invention according to claim 1,
An air passage through which air is blown into the vehicle interior space, a face outlet (24) for blowing air from the air passage toward the upper body of the occupant, and an air passage for blowing air from the air passage toward the foot of the occupant A casing (31) in which a foot outlet (25) is formed;
A heating heat exchanger (36) disposed in the casing (31), which exchanges heat between the heat medium for cooling the engine (EG) and the air to heat the air;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume adjuster (32) for adjusting the air volume of air flowing through the air passage;
An outlet mode switching unit (24a,) which switches between a face mode in which the face outlet (24) is opened and a foot outlet (25) is closed, and a bi-level mode in which the face outlet (24) and the foot outlet (25) are opened. 25a),
In the case of the bi-level mode, the operation of the air volume adjuster (32) is controlled so that the air volume of the air flowing through the air passage decreases as the temperature of the heat medium decreases, and the target blowout temperature (TAO) falls below the threshold In the case where the face mode is set and the target blowout temperature (TAO) exceeds the threshold, the operation of the blowout mode switching unit (24a, 25a) is controlled to be the bi-level mode, and the heating heat exchanger ( And 36) a control unit (50) for correcting the threshold value on the decreasing side when the flow rate of the heat medium flowing in 36) is equal to or less than a predetermined value.

  According to this, when the flow rate of the heat medium flowing through the heating heat exchanger (36) is small, it can be made easy to enter the bi-level mode. In the bi-level mode, the lower the temperature of the heat transfer medium, the smaller the volume of air flowing through the air passage. Therefore, even if the flow rate of the heat medium flowing through the heating heat exchanger (36) is reduced to improve the fuel consumption at the time of warm-up of the engine (EG), it is possible to suppress that the occupant feels cold.

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

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment.

  Hereinafter, embodiments will be described based on the drawings. In the following embodiments, parts that are the same as or equivalent to each other are given the same reference numerals in the drawings.

First Embodiment
Hereinafter, embodiments will be described based on the drawings. FIG. 1 is an entire configuration diagram of a vehicle air conditioner 1 of the present embodiment, and FIG. 2 is a block diagram showing a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains a driving force for vehicle traveling from an internal combustion engine EG (in other words, an engine) and a traveling electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging the battery 81 mounted on the vehicle with electric power supplied from an external power supply (in other words, a commercial power supply) when the vehicle is stopped.

  The plug-in hybrid vehicle charges the battery 81 with the power supplied from the external power supply when the vehicle is stopped before the vehicle starts traveling, whereby the state of charge SOC of the battery 81 is predetermined as at the start of traveling. When it is equal to or higher than the traveling reference remaining amount, the operation mode is mainly to travel 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 storage residual amount SOC of the battery 81 is lower than the traveling reference residual amount while the vehicle is traveling, the operation mode is mainly to travel 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 caused to travel by the driving force output mainly by the traveling electric motor, but when the vehicle traveling load is high, the engine EG is operated. Assist the traveling electric motor. That is, the EV operation mode is an operation mode in which the driving power for driving output from the driving electric motor is larger than the driving power for driving output from the engine EG.

  In other words, the EV operation mode is an operation mode in which the drive power ratio of the motor drive power to the internal combustion engine drive power (ie, the motor drive power / internal combustion engine drive power) 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 by the engine EG. However, when the vehicle traveling load is high, the traveling electric motor is operated to operate the engine EG. Assist. That is, the HV operation mode is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, the HV operation mode is an operation mode in which the driving power ratio is smaller than at least 0.5.

  In the plug-in hybrid vehicle of the present embodiment, the fuel consumption of the engine EG is obtained with respect to a normal vehicle which obtains the driving force for traveling the vehicle only from the engine EG by thus switching between the EV operation mode and the HV operation mode. To improve vehicle fuel efficiency. Further, the switching between the EV operation mode and the HV operation mode and the control of the drive power ratio are controlled by the drive power control device 70.

  Furthermore, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. The electric power generated by the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81. The electric power stored in the battery 81 is not only the electric motor for traveling but also the air conditioner for a vehicle It can be supplied to various in-vehicle devices including the electric component devices that constitute 1).

  Next, the detailed configuration of the vehicle air conditioner 1 of the present embodiment will be described. In addition to the air conditioning of the vehicle compartment by the power supplied from the battery 81, the vehicle air conditioner 1 performs the air conditioning (for example, pre-air conditioning) of the vehicle compartment by the power supplied from the external power supply when the vehicle stops before traveling. It is configured to be executable.

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

  First, the indoor air conditioning unit 30 is disposed inside the instrument panel at the foremost part of the vehicle interior (in other words, the instrument panel), and the blower 32, the evaporator 15, the heater core 36, It accommodates the PTC heater 37 and the like.

  The casing 31 forms an air passage for blowing air blown into the vehicle compartment, and is molded of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. In the casing 31, an air passage through which air flows is formed.

  Inside / outside air switching box 20 as an inside / outside air switching unit for switching and introducing inside air (in other words, vehicle indoor air) and outside air (in other words, air outside the vehicle) is arranged on the most upstream side It is done.

  More specifically, an inside air introduction port 21 and an outside air introduction port 22 are formed in the inside / outside air switching box 20. 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, inside the inside / outside air switching box 20, an inside / outside air switching door 23 is disposed which changes 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. The inside / outside air switching door 23 is a suction port mode switching unit that switches the suction port mode, and continuously adjusts the opening area of the inside air introduction port 21 and the outside air introduction port 22.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing unit (in other words, an inside / outside air switching unit) that changes the 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 outside air rate adjustment unit that adjusts the ratio of outside air to inside air and outside air introduced into the air passage (hereinafter referred to as the outside air rate).

  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.

  Further, 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 completely closed, to introduce 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, the opening area of the inside air inlet 21 and the outside air inlet 22 is continuously adjusted between the inside air mode and the outside air mode to introduce inside air and outside air into the air passage in the casing 31. Change the ratio continuously.

  A blower 32 (in other words, a blower) is disposed downstream of the air flow of the inside / outside air switching box 20 for directing air drawn in via the inside / outside air switching box 20 toward the vehicle interior. The blower 32 is an air volume adjustment unit that adjusts the air volume of the air flowing through the air passage in the casing 31.

  The blower 32 is an electric blower that drives a fan by an electric motor, and the number of rotations (in other words, the blowing capacity) is controlled by the control voltage output from the air conditioning controller 50. Therefore, the electric motor constitutes a blowing capacity changing unit of the blower 32.

  The fan of the blower 32 is a centrifugal multi-blade fan (for example, a sirocco fan). The fan is disposed in the air passage, and blows the inside air from the inside air inlet 21 and the outside air from the outside air inlet 22 to the air passage.

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

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is disposed in the engine room, sucks, compresses and discharges the refrigerant in the refrigeration cycle 10, and discharges it. It is configured as an electric compressor that drives the fixed displacement type compression mechanism 11a, whose capacity is fixed, by the electric motor 11b. The electric motor 11 b is an AC motor whose rotational speed is controlled by the AC voltage output from the inverter 61.

  In addition, the inverter 61 outputs an AC voltage of 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. Accordingly, the electric motor 11 b constitutes a discharge capacity changing unit of the compressor 11.

  The condenser 12 is disposed in the engine room, and exchanges heat between the refrigerant flowing inside and the outside air blown from the blower fan 12a as the outdoor blower, thereby radiating the refrigerant discharged from the compressor 11 It is an outdoor heat exchanger (in other words, a radiator) which is allowed to condense. The blower fan 12 a is an electric blower of which the operation rate, that is, the number of rotations (in other words, the amount of air to be blown) is controlled by the control voltage output from the air conditioning controller 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed by the condenser 12 to store excess refrigerant and allows only the liquid-phase refrigerant to flow downstream. The expansion valve 14 is a pressure reducing unit that decompresses and expands the liquid phase refrigerant flowing out of the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the low pressure refrigerant decompressed and expanded by the expansion valve 14 and causes the refrigerant to exhibit an endothermic effect. Thus, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

  The above is explanation of the main composition of refrigerating cycle 10 concerning this embodiment, and returns to explanation of indoor air conditioning unit 30 hereafter. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a heating passage 33 and a bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. In the heating passage 33, a heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are disposed in this order in the blowing air flow direction.

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

  The heater core 36 is a heating heat exchanger (in other words, an air heating unit) that heats the blown air after passing through the evaporator 15 using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. is there. The engine EG is a cooling water heating unit (in other words, a heating medium heating unit) that heats the cooling water.

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe, and a cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured. In the cooling water circuit 40, a cooling water pump 40a for circulating the cooling water is disposed.

  The cooling water pump 40 a is an electric water pump whose rotational speed (in other words, the cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning controller 50. The cooling water pump 40 a is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.

  The cooling water of the cooling water circuit 40 is also used to cool the automatic transmission fluid (ie, ATF).

  The PTC heater 37 has a PTC element (in other words, a positive temperature coefficient thermistor), generates heat when power is supplied to the PTC element, and generates an electric heater as an auxiliary heating unit that heats air after passing through the heater core 36 It is. 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, this PTC heater 37 is composed of a plurality of (three in the present embodiment) PTC elements 37a, 37b, 37c. The positive electrode side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative electrode side is connected to the ground side via the switch element. The switch element switches between the energized state (in other words, ON state) of each PTC element and the non-energized state (in other words, OFF state). The operation of the switch element is controlled by a control signal output from the air conditioning controller 50.

  The air conditioning controller 50 controls the operation of the switch elements so as to independently switch the energized state and the non-energized state of each of the PTC elements 37a, 37b, 37c, whereby the number of PTC elements are brought into the energized state to exhibit the heating capacity. To change the heating capacity of the PTC heater 37 as a whole.

  The bypass passage 34 is an air passage for introducing the air after passing through the evaporator 15 to the mixing space 35 without passing the heater core 36 and the PTC heater 37. Therefore, the temperature of the blowing air mixed in the mixing space 35 changes with the volume ratio of the air passing through the heating passage 33 and the air passing through the bypass passage 34.

  So, in this embodiment, it is an air flow downstream side of evaporator 15 in an air passage, and is an inlet side of heating passage 33 and bypass passage 34. The volume ratio of cold air made to flow into heating passage 33 and bypass passage 34 The air mix door 39 is arranged to change continuously.

  The air mix door 39 constitutes a temperature control unit that adjusts the air temperature in the mixing space 35 (in other words, the temperature of the blowing air blown into the vehicle compartment).

  More specifically, the air mix door 39 is configured to have a common rotation shaft driven by a common electric actuator 63 and a plate-like door main body coupled to the common rotation shaft. It is configured with a so-called cantilever door. In addition, the operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning control device 50.

  Furthermore, at the most downstream portion of the air flow of the casing 31, outlets 24 to 26 for blowing out the temperature-controlled air from the mixing space 35 into the vehicle compartment which is the air conditioning target space are disposed.

  Specifically, a face outlet 24, a foot outlet 25 and a defroster outlet 26 are provided as the outlets 24 to 26.

  The face air outlet 24 is an upper body side air outlet that blows conditioned air toward the upper body of the occupant in the vehicle compartment. The foot air outlet 25 is a foot side air outlet that blows conditioned air toward the feet of the occupant. The defroster outlet 26 is a window glass side outlet that blows conditioned air toward the inner side surface of the vehicle front window glass W.

  In addition, on the air flow upstream side of the face outlet 24, the foot outlet 25, and the defroster outlet 26, the opening area of the face outlet 24 is adjusted, and the opening area of the foot outlet 25 is adjusted. The foot door 25a is arranged, and the defroster door 26a for adjusting the opening area of the defroster outlet 26 is disposed.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode door (in other words, an outlet mode switching unit) for switching the outlet mode, and the blow mode is provided via a link mechanism (not shown). It is connected to an electric actuator 64 for driving the outlet mode door and interlocked to rotate. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As the air outlet mode, there are a face mode, a bi-level mode, a foot mode and a foot defroster mode. In the drawings, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, and the bi-level mode is abbreviated as B / L.

  In the face mode, the face outlet 24 is fully opened and air is blown out from the face outlet 24 toward the upper body of the passenger in the vehicle compartment. In the bi-level mode, both the face air outlet 24 and the foot air outlet 25 are opened to blow air toward the upper body and feet of the passenger in the vehicle compartment. In the foot mode, the foot outlet 25 is fully opened and the defroster outlet 26 is opened at a small opening degree, and air is mainly blown out from the foot outlet 25. In the foot defroster mode, the foot outlet 25 and the defroster outlet 26 are opened to the same degree, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  The occupant can set the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened to blow air from the defroster outlet 26 onto the inner surface of the vehicle front window glass.

  The bi-level mode, the foot mode, the foot defroster mode and the defroster mode are non-face modes.

  The vehicle air conditioner 1 of the present embodiment is provided with an electric heat defogger (not shown). The electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and is a window glass heating unit that performs antifogging or window fogging removal by heating the window glass. The operation of the electric heat defogger can also 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 an auxiliary heating unit that raises the surface temperature of the seat on which the occupant sits. Specifically, the seat air conditioner 90 is a seat heating unit which is configured of a heating wire embedded in the seat surface and generates heat when power is supplied.

  The air conditioning air blown out from the air outlets 24 to 26 of the indoor air conditioning unit 10 is operated when heating of the vehicle interior may be insufficient, thereby performing a function of compensating the passenger's feeling of heating. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioning controller 50, and at the time of operation, the seat air conditioner 90 is controlled to raise the surface temperature of the seat to about 40 ° C.

  The vehicle air conditioner 1 may include a seat air blower, a steering heater, and a knee radiation heater. The sheet blower is a blower that blows air from the inside of the seat toward the occupant. The steering heater is a steering heating unit that heats the steering with an electric heater. The knee radiation heater is a heating unit that radiates heat source light, which is a heat source of radiation heat, toward the knees of the occupant. The operation of the seat air 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 the present embodiment will be described with reference to FIG. The air conditioning control device 50 (in other words, the air conditioning control unit), the driving force control device 70 (in other words, the driving force control unit) and the power control device 71 (in other words, the power control unit) include a CPU, a ROM, a RAM, etc. It comprises a known microcomputer and its peripheral circuits, performs various operations and processing based on a control program stored in its ROM, and controls the operation of various devices connected to the output side.

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

  Further, on the input side of the driving force control device 70, a voltmeter for detecting the inter-terminal voltage VB 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, the accelerator opening Acc Various sensor groups for engine control such as an accelerator opening sensor to be detected, an engine rotational speed sensor for detecting the engine rotational speed Ne, and a vehicle speed sensor (not shown) for detecting the vehicle speed Vv are connected.

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

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

  The inside air sensor 51 is a vehicle interior temperature detection unit that detects a vehicle interior temperature Tr. The outside air sensor 52 is an outside air temperature detection unit that detects the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts in the vehicle compartment.

  The discharge temperature sensor 54 is a discharge temperature detection unit that detects the discharge refrigerant temperature Td of the compressor 11. The discharge pressure sensor 55 is a discharge pressure detection unit that detects the discharge refrigerant pressure Pd of the compressor 11.

  The evaporator temperature sensor 56 is an evaporator temperature detection unit that detects a temperature TE (hereinafter, referred to as an evaporator temperature) of the air blown from the evaporator 15. The coolant temperature sensor 58 is a coolant temperature detection unit that detects the coolant temperature Tw of the coolant flowing out of the engine EG.

  Specifically, the evaporator temperature sensor 56 of the present embodiment detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, a temperature detection unit that detects the temperature of the other part of the evaporator 15 may be adopted, or a temperature detection unit that directly detects the temperature of the refrigerant itself flowing through the evaporator 15 It may be adopted.

  The window surface humidity sensor 59 is a humidity detection unit that detects the humidity near the window. The humidity near the window is the relative humidity of the air in the vehicle room near the window glass in the vehicle room.

  To the input side of the air conditioning control device 50, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front of the vehicle interior are inputted. The various air conditioning operation switches provided on the operation panel 60 are manual operation units for manually setting the operation of the air conditioning unit 30.

  As various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a, an auto switch, an inlet mode switch, an outlet mode switch 60b, a defroster switch 60c, an air volume setting switch 60d, a car A room temperature setting switch 60e, an economy switch 60f, a display 60g for displaying the current operation state of the vehicle air conditioner 1, and the like are provided.

  The air conditioner switch 60a is a compressor operation setting unit that switches the start and stop of the compressor 11 by the operation of the occupant. The air conditioner switch 60a is provided with an air conditioner indicator which is turned on / off in accordance with the operating condition of the air conditioner switch 60a.

  The auto switch is an automatic control setting unit that sets or cancels the automatic control of the vehicle air conditioner 1 by the operation of the occupant.

  The blowout mode switching switch 60b is a blowout mode switching unit that switches between the face mode, the bi-level mode, the foot mode, and the foot defroster mode. The defroster switch 60c is a defroster mode setting unit that sets the defroster mode by the operation of the occupant.

  In the foot defroster mode and the defroster mode, the anti-fogging property of the window is higher than that in the remaining outlet mode. The outlet mode switching switch 60 b and the defroster switch 60 c are an anti-fogging operation unit for outputting a command for improving the anti-fogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The air volume setting switch 60 d is an air volume setting unit for manually setting the air volume of the blower 32. The passenger compartment temperature setting switch 60e is a target temperature setting unit that sets a passenger compartment target temperature Tset by an operation of the passenger.

  The economy switch 60 f is a switch that gives priority to reducing the load on the environment. By turning on the economy switch 60f, the operation mode of the vehicle air conditioner 1 is set to the economy mode in which power saving of the air conditioning is prioritized. The economy switch 60f is a power saving priority mode setting unit.

  Further, by turning on the economy switch 60f, a signal for decreasing the frequency of operation of the engine EG operated to assist the traveling electric motor is output to the driving force control device 70 in the EV operation mode.

  The air conditioning control device 50 and the driving force control device 70 are electrically connected and configured to be communicable. Thus, based on the detection signal or the operation signal input to one of the control devices, the operation of various devices connected to the output side of the other control device can also be controlled. For example, when the air conditioning control device 50 outputs a request signal of the engine EG to the driving force control device 70, it is possible to request the operation of the engine EG. When the driving force control device 70 receives a 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 operation of the engine EG is necessary, and operates the engine EG according to the determination result. Control.

  Furthermore, according to the power supplied from the power supply external to the vehicle and the power stored in the battery 81, the air conditioning control device 50 is electrically operated by the power control device 71 for determining the power to be distributed to various electric devices in the vehicle. It is connected to the. An output signal (for example, data indicating an air conditioning use permission electric power permitted to be used for air conditioning, etc.) output from the power control device 71 is input to the air conditioning control device 50 of the present embodiment.

  Here, although the air conditioning control device 50 and the driving force control device 70 are integrally configured with a control unit that controls various control target devices connected to the output side, the operation of each control target device is performed. The configuration to be controlled (for example, hardware and software) constitutes a control unit that controls the operation of each control target device.

  For example, in the air conditioning control device 50, a configuration for controlling the air blowing capacity of the air blower 32 by controlling the operation of the air blower 32, which is the air blowing unit, constitutes the air blowing capacity control unit 50a. The configuration that controls the refrigerant discharge capacity of the compressor 11 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 in the air conditioning control device 50 is the compressor control unit 50b. Are configured.

  Of the air conditioning control device 50, the configuration for controlling the switching of the suction port mode constitutes the suction port mode switching unit 50c. In the air conditioning control device 50, the configuration for controlling the switching of the air outlet mode constitutes the air outlet mode switching unit 50d.

  The configuration for performing transmission and reception of the control signal with the driving force control device 70 in the air conditioning control device 50 constitutes a request signal output unit. A configuration that transmits and receives control signals to and from the air conditioning control device 50 in the driving force control device 70, and determines the necessity of operation of the engine EG according to the output signal from the request signal output unit etc. Part) constitutes the signal communication part.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing control processing 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 in a state where electric 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. It will start when it is done. Each control step in FIGS. 3 to 10 constitutes various function realizing units included in the air conditioning control device 50.

  First, in step S1, initialization of a flag, a timer, and the like, and initialization of an initial alignment of a stepping motor constituting the above-described electric actuator is performed. In this initialization, among the flags and the calculated values, the values stored at the end of the previous operation of the vehicle air conditioner 1 may be maintained.

  Next, in step S2, an operation signal or the like 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 setting signal of a suction port mode switch, and the like.

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

  Further, in this step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70, the control signal output from the driving force control device 70, etc. is also read from the driving force control device 70. It is.

  Next, in step S4, a target blowout temperature TAO of the air blown out from the passenger compartment is calculated. Therefore, step S4 constitutes a target outlet temperature determination unit.

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

  The target air temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to produce 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 the 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 mixing 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. Specifically, first, the provisional air mix opening degree SWdd is calculated by the following formula F2.
SWdd = {(TAO−TE) / (Tw−TE)} × 100 (%) (F2)
Next, the air mix opening degree SW is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the temporary air mix opening degree SWdd. In this control map, the air mix opening degree SW is determined so as to be approximately proportional to the temporary air mix opening degree SWdd.

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

  As shown in FIG. 4, first, in step S601, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, at step S602, a blower voltage to be a desired air volume of the occupant manually set by the air volume setting switch 60d of the operation panel 60 is determined. Go to

  Specifically, the air volume setting switch 60d of the present embodiment can set five air volume volumes of Lo → M1 → M2 → M3 → Hi, and the blower voltage in the order of 4V → 6V → 8V → 10V → 12V, respectively. Is determined to be high.

  On the other hand, when it is determined in step S601 that the auto switch is turned on, in step S603, the control map stored in advance in air conditioning control device 50 is referred to based on the TAO determined in step S4. The temporary blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined.

  The provisional blower voltage f (TAO) is determined in accordance with the air conditioning heat load. The provisional blower voltage f (TAO) is used as a candidate value of the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

  The control map for determining the provisional blower voltage f (TAO) in the present embodiment is configured such that the value of the provisional blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S603 of FIG. 4, the air volume of the blower 32 is maximum in the very low temperature range (less than -20.degree. C. in this embodiment) and the very high temperature range (80.degree. C. or more in this embodiment) of TAO. The provisional blower voltage f (TAO) is raised to a high level so as to be close to the air flow.

  In addition, when the TAO rises from the cryogenic temperature region to the intermediate temperature region, the provisional blower voltage f (TAO) is decreased so that the air blowing amount of the blower 32 decreases according to the increase of the TAO. Furthermore, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is reduced so that the air volume of the blower 32 decreases in accordance with the decrease in TAO.

  Then, when the TAO falls within a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the temporary blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes low. Thereby, the basic blower voltage according to the air conditioning heat load is calculated.

  That is, temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on a value determined based on the vehicle interior set temperature Tset, the inside air temperature Tr, the outside air temperature Tam, and the solar radiation amount Ts.

  The provisional blower voltage f (TAO) is determined to a value (specifically, 4 to 12) corresponding to the air volume in the normal use area.

  The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage at the time of warm-up of the engine EG (that is, when the coolant temperature Tw is low). The blower voltage correction value f (humidity near the window) is a correction value of the blower voltage according to the possibility of fogging of the window glass.

  Specifically, as shown in step S603 in FIG. 4, the warm-up upper limit blower voltage f (water temperature) is set to 0 in a low temperature range (40 ° C. or less in this embodiment) of the cooling water temperature Tw. The warm-up upper limit blower voltage f (water temperature) is set to 11 in a very high temperature region (in the present embodiment, 65 ° C. or higher) of the cooling water temperature Tw. As the coolant temperature Tw rises from the low temperature region to the high temperature region, the warm-up upper limit blower voltage f (water temperature) is raised in the range of 0 or more and 11 or less.

  As a result, when the cooling water temperature Tw is not sufficiently raised and the air can not be sufficiently heated by the heater core 36, the blowout air amount becomes high, and it is possible to prevent the occupant from feeling cold.

  In the following step S604, it is determined whether the air outlet mode determined in the previous step S8 is the face mode, the foot mode, or the bi-level mode.

If it is determined that the air outlet mode is the foot mode or the bi-level mode, the process proceeds to step S605, and the blower voltage is calculated by the following formula F3.
Blower voltage = MIN {f (TAO), f (water temperature)} ... F3
Note that MIN {f (TAO), f (water temperature)} in the formula F3 means the smaller value of f (TAO) and f (water temperature).

  Thus, when the air outlet mode is the foot mode or the bi-level mode, the air blowing capacity of the air blower 32 is appropriately adjusted in accordance with the target air outlet temperature TAO and the coolant temperature Tw. When the air outlet mode is the foot mode or the bi-level mode, the blower 32 is stopped in the low temperature range of the cooling water temperature Tw (in the present embodiment, 40 ° C. or less).

  On the other hand, if it is determined that the air outlet mode is the face mode, the process proceeds to step S606, and the blower voltage is determined to be the temporary blower voltage f (TAO).

  Thus, when the air outlet mode is the face mode, the air blowing capacity of the air blower 32 is appropriately adjusted in accordance with the target air temperature TAO. That is, when the air outlet mode is the face mode, the air flow control according to the cooling water temperature Tw is not performed. When the blowout mode is the face mode, the blower 32 is not stopped even in the low temperature range (40 ° C. or less in the present embodiment) of the cooling water temperature Tw.

  In the next step S7, the suction port mode, that is, the switching state of the inside / outside air switching box 20 is determined. The details of this step S7 will be described using the flowchart of FIG. As shown in FIG. 5, first, in step S701, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, the outside air introduction rate according to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

  Specifically, when the manual suction port mode is the full indoor air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual suction port mode is the full outdoor air mode (in other words, the FRS mode) In the case of, the outside air rate is determined to be 100% in step S704. The outside air rate is a ratio of outside air to introduced air (that is, outside air and inside air) introduced from the inside / outside air switching box 20 into the casing 31.

  On the other hand, when it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705, and based on the target blowout temperature TAO calculated in step S4, whether the air conditioning operation state is cooling operation or heating operation judge. In the example of FIG. 5, when the target blowing temperature TAO exceeds 25 ° C., it is determined that the heating operation is performed, and in other cases, it is determined that the cooling operation is performed.

  If it is determined in step S705 that the cooling operation is performed, the process proceeds to step S706, the outside air rate is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO, and the process proceeds to step S8. .

  Specifically, the outside air rate is decreased when the TAO is low, and the outside air rate is increased when the TAO is high. In the example of FIG. 5, if TAO ≦ 0 ° C, the outside air rate is 0%, if TAO 15 15 ° C, the outside air rate is 100%, and if 0 ° C <TAO <15 ° C, the higher the TAO, the outside air rate Is increased in the range of 0 to 100%.

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

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

  On the other hand, when it is determined in step S705 that the heating operation is performed, the process proceeds to step S707, referring to the control map stored in advance in the air conditioning control device 50 based on the humidity near the window detected by the window surface humidity sensor 59. After the outside air rate is determined, the process proceeds to step S8.

  Specifically, the outdoor air ratio is decreased when the humidity near the window is low, and the outdoor air ratio is increased when the humidity near the window is high. In the example of FIG. 5, the outdoor air ratio is 50% if the humidity near the window ≦ 70%, and the outdoor air ratio is 100% if the humidity near the window ≧ 85%, and 50% <the humidity near the window <85%. As the humidity near the window is higher, the outside air rate is increased in the range of 50 to 100%.

  As a result, the higher the humidity near the window, the higher the introduction rate of the outside air, and the lower the humidity of the vehicle interior space, which in turn suppresses the fogging of the window.

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

  As shown in FIG. 6, first, in step S81, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S82, the air outlet mode according to the manual mode is determined, and the process proceeds to step S9.

  Specifically, when the manual outlet mode is the face mode, the face mode is selected, and when the manual outlet mode is the bi-level mode, the bi level mode is determined, the foot is the manual outlet mode is the foot mode The mode is determined, and when the manual blower outlet mode is the foot defroster mode, the foot defroster mode is determined, and when the manual suction port mode is the defroster mode, the defroster mode is determined.

  On the other hand, when it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and it is determined whether the water flow to the heater core 36 is stopped. In other words, it is determined whether the flow rate of the cooling water flowing through the heater core 36 is equal to or less than a predetermined value.

  Specifically, it is determined whether the cooling water pump 40a is stopped. It may be determined whether the water flow to the heater core 36 has stopped by determining whether the cooling water valve provided in the cooling water circuit 40 is closed.

  If it is determined that the water flow to the heater core 36 is not stopped, the process proceeds to step S84, the threshold correction amount α is determined to be 0, and the process proceeds to step S86.

  The threshold correction amount α is used to correct the switching threshold between the face mode and the bi-level mode. The threshold correction amount α is set between the face mode and the bi-level mode so that the bi-level mode is easily set when the water flow to the heater core 36 is stopped and the temperature of the air blown into the vehicle compartment is lowered. Correct the switching threshold.

  Since the threshold correction amount α is determined to be 0 in step S84, when the water is supplied to the heater core 36, the air outlet mode is appropriately adjusted in accordance with the target air temperature TAO. That is, when water is supplied to the heater core 36, the switching threshold between the face mode and the bi-level mode is not corrected.

  On the other hand, if it is determined in step S83 that the water flow to the heater core 36 is stopped, the process proceeds to step S85, and the amount Ts of solar radiation detected by the solar radiation sensor 53 and the temperature Tr inside the vehicle cabin detected by the inside air sensor 51; The threshold correction amount α is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the outside air temperature Tam detected by the outside air sensor 52.

  Specifically, as shown in step S85 of FIG. 6, the threshold correction amount α is determined to be a larger value as the amount of solar radiation Ts is larger and the difference Tr-Tam obtained by subtracting the outside temperature Tam from the vehicle interior temperature Tr is smaller. .

  When Tr−Tam> 10 ° C., the threshold correction amount α is determined to be 0 regardless of the solar radiation amount Ts. When 5 ° C. <Tr-Tam ≦ 10 ° C., the threshold value correction amount α is determined to be 5 if Ts ≦ 300 W / m 2, and the solar radiation amount Ts increases as 300 W / m 2 ≦ Ts ≦ 1000 W / m 2 The threshold correction amount α is decreased in the range of 5 to 0, and if Tss1000 W / m 2, the threshold correction amount α is determined to be zero. When Tr-Tam ≦ 5 ° C., the threshold correction amount α is determined to be 10 if Ts ≦ 300 W / m 2, and the threshold correction amount as the solar radiation amount Ts increases if 300 W / m 2 ≦ Ts ≦ 1000 W / m 2 α is decreased in the range of 10 to 0, and if Ts ≧ 1000 W / m 2, the threshold correction amount α is determined to be 0.

  In the following step S86, the outlet mode is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowout temperature TAO calculated in step S4 and the threshold correction amount α calculated in steps S84 and S85. Do.

  In the present embodiment, as shown in step S83 of FIG. 6, as the TAO rises from the low temperature range to the high temperature range, the air outlet mode is sequentially switched from face mode to bi-level mode to foot mode. Therefore, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S84 of FIG. 6, a hysteresis width for preventing control hunting is set.

  For switching between the face mode and the bi-level mode, the threshold correction amount α is subtracted from a preset threshold (25 ° C. and 28 ° C. in the example of FIG. 6).

  As a result, when the water flow to the heater core 36 is stopped and the temperature of the air blown into the vehicle compartment is lowered, the switching threshold between the face mode and the bi-level mode is corrected to the lower side, so the target Even if the blowout temperature TAO is low, the bi-level mode is likely to be established. As described in step S6, in the bi-level mode, when the cooling water temperature Tw is low, the air blowing amount of the blower 32 is reduced, and therefore the occupant is compared to the face mode not performing air flow control according to the cooling water temperature Tw. It becomes difficult to feel cold.

  In the next step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the number of rotations of the compressor 11) is determined. The determination of the compressor rotational speed in step S9 is not performed for each control cycle τ in which the main routine of FIG. 3 is repeated, but is performed for each predetermined control interval (one second in the present embodiment).

  Details of the step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 7, first, in step S91, the target blowout temperature TEO of the blowout air temperature TE from the indoor evaporator 26 is determined.

  The details of this step S91 will be described using the flowchart of FIG. First, in step S911, based on the TAO determined in step S4, the temporary target blowing temperature f (TAO) is calculated with reference to the control map stored in advance in the air conditioning control device 50.

  In the example of FIG. 8, if TAO ≦ 4 ° C., the tentative target blowing temperature f (TAO) is 1 ° C., and if TAO ≧ 12 ° C., the tentative target blowing temperature f (TAO) is 10 ° C., 4 ° C. If <TAO <12 ° C., the temporary target blowout temperature f (TAO) is increased in the range of 1 to 10 ° C. as the TAO increases.

  In the following step S912, the antifogging target blowing temperature f (near window humidity) is calculated with reference to the control map stored in advance in the air conditioning control device 50 based on the humidity in the vicinity of the window determined in step S4.

  In the example of FIG. 8, if the humidity near the window ≦ 85%, the antifogging target blowing temperature f (the humidity near the window) is 10 ° C., and if the humidity near the window ≧ 95%, the antifogging target blowing temperature f (the humidity near the window) If the humidity near the window is higher, the antifogging target blowing temperature f (the humidity near the window) is reduced in the range of 10 to 1 ° C.

  In the subsequent step S913, the smaller one of the temporary target blowing temperature f (TAO) and the antifogging target blowing temperature f (humidity near the window) is determined as the target blowing temperature TEO. As a result, when the humidity near the window is high, the target blowing temperature TEO can be determined to a small value, and the dehumidifying ability of the indoor evaporator 26 can be enhanced.

  In the following step S92, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn-1 is determined. Specifically, a deviation change rate Edot (EnT) obtained by calculating a deviation En (TEO-TE) between the target blowout temperature TEO and the blowout air temperature TE and subtracting the deviation En-1 calculated previously from the deviation En calculated this time − (En−1)) is calculated, and using the deviation En and the deviation change rate Edot, based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50, the previous compression The rotational speed change amount Δf with respect to the machine rotational speed fn−1 is determined.

In the following step S93, the present compressor rotation speed is calculated by the following formula F4.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed} ... F4
Note that MIN {(previous compressor rotational speed + Δf), MAX rotational speed} in Formula F4 means the smaller value of the previous compressor rotational speed + Δf and the MAX rotational speed. In this example, the MAX rotational speed is 10000 rpm.

  As a result, when the humidity near the window is high, the compressor rotation number can be increased to enhance the dehumidifying ability of the indoor evaporator 26.

  In the next step S10, the number of PTC heaters 37 operated and the operating state of the electric heat deformer are determined. The details of step S10 will be described with reference to the flowchart of FIG.

  As shown in FIG. 9, first, in step S101, it is determined whether the air mix opening degree SW determined in step S5 is the maximum heating opening degree (so-called MAX HOT).

  If it is determined that the air mix opening degree SW is the maximum heating opening degree, the process proceeds to step S102, and the number of operating PTC heaters 37 is determined to be three.

  On the other hand, when it is determined in step S101 that the air mix opening degree SW is not the maximum heating opening degree, the process proceeds to step S103, and the target blowing temperature TAO determined in step S4 and the evaporation detected by the evaporator temperature sensor 56 Operation of the PTC heater 37 with reference to a control map stored in advance in the air-conditioning control device 50 based on the internal temperature TE, the indoor temperature Tr detected by the inside air sensor 51, and the outside air temperature Tam detected by the outside air sensor 52 Determine the number.

  Specifically, the larger the difference between the target outlet temperature TAO minus the evaporator temperature TE and the difference between the vehicle interior temperature Tr and the outside air temperature Tam, the larger the operating number of the PTC heaters 37 is in the range of 0 to 3 The number is determined to be large.

  That is, the fact that the air mix opening degree SW is not the maximum heating opening degree means that there is little need to heat the blowing air in the heating passage 33, so it is also necessary to operate the number of operating PTC heaters 37. Less.

  On the other hand, the larger the difference between subtracting the evaporator temperature TE from the target air outlet temperature TAO and the difference between the vehicle interior temperature Tr and the outside air temperature Tam, the greater the occupant feels cold.

  Therefore, even if the air mix opening degree SW is not the maximum heating opening degree, the larger the difference between the target outlet temperature TAO minus the evaporator temperature TE and the inside temperature Tr minus the outside temperature Tam, the larger the difference. The number of operating PTC heaters 37 is increased.

  Specifically, when Tr-Tam> 10 ° C., the number of operating PTC heaters 37 is determined to be zero regardless of the value of the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO. If 5 ° C. <Tr-Tam ≦ 10 ° C., then if TAO-TE ≦ 10 ° C., determine the number of PTC heaters 37 to be 0, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C. TAO-TE The number of activations of the PTC heaters 37 is increased in the range of 0 to 2 as the value of .beta. Increases, and the number of operation of the PTC heaters 37 is determined to be 2 if TAO-TE.gtoreq.30.degree. When Tr-Tam ≦ 5 ° C., if TAO-TE ≦ 10 ° C., the number of PTC heaters 37 activated is determined to be 0, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C. TAO-TE becomes large In accordance with this, the number of activations of the PTC heater 37 is increased in the range of 0 to 3. If TAO-TE ≧ 30 ° C., the number of operation of the PTC heaters 37 is determined to be three.

  With regard to the electric heat defogger, the electric heat defogger is operated when there is a high possibility that the window glass will be fogged or the window glass is fogged due to the humidity and temperature of the vehicle interior.

  In the next step S11, a request signal to be output from the air conditioning controller 50 to the driving force controller 70 is determined. The request signal includes an operation request signal of the engine EG (in other words, an engine ON request signal), a request signal of the EV / HV operation mode, and the like.

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

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

  Therefore, the vehicle air conditioner 1 according to the present embodiment is configured such that the engine EG is not required to operate even if it is not necessary to operate the engine EG in order to output the driving force for traveling. A 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 temperature of the cooling water is raised to a sufficient temperature as a heating heat source.

  Next, in step S12, it is determined whether the cooling water pump 40a of the cooling water circuit 40 is to be operated. The details of this step S12 will be described using the flowchart of FIG. First, in step S121, it is determined whether the coolant temperature Tw is higher than the air temperature TE blown out of the evaporator 15.

  In step S121, when the coolant temperature Tw is equal to or lower than the blowout air temperature TE, the process proceeds to step S124, and it is determined to stop the coolant pump 40a. The reason is that the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15 when the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blowout air temperature TE. Therefore, the temperature of the air blown out from the outlet is lowered. In addition, by reducing the amount of heat released by the heater core 36, the coolant temperature Tw can be raised promptly to warm up the engine EG at an early stage, thereby improving the fuel consumption.

  In step S124, the flow rate of the cooling water discharged from the cooling water pump 40a may be reduced more than usual. In other words, the flow rate of the cooling water discharged from the cooling water pump 40a may be set to a predetermined value or less.

  On the other hand, when the coolant temperature Tw is higher than the blowout air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. If 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 the cooling water pump 40a for power saving.

  On the other hand, when it is determined in step S122 that the blower 32 is operating, the process proceeds to step S123, and it is determined to operate the cooling water pump 40a. As a result, the coolant pump 40a operates and the coolant circulates in the coolant circuit, so that the coolant flowing through the heater core 36 and the air passing through the heater core 36 are subjected to heat exchange to heat the blowing air. it can.

  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 advance in the air conditioning controller 50 based on the target blowout temperature TAO determined in step S5, the temporary air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, at step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, 90 are obtained from the air conditioning controller 50 so that the control states determined at the above-mentioned steps S5 to S13 can be obtained. Control signals and control voltages are output. Further, the request signal determined in step S11 is transmitted from the request signal output unit 50c to the driving force control device 70.

  Next, in step S15, the process waits for the control period τ, and when it is determined that the control period τ has elapsed, the process returns to step S2. In the present embodiment, the control period τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even at a control cycle that is slower than engine control or the like. As a result, the amount of communication for air conditioning control in the vehicle can be suppressed, and a sufficient amount of communication for a control system that requires high-speed control such as engine control can be secured.

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

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

  In the case where the inside air temperature Tr in the car interior is cooled lower than the outside air temperature Tam by the air-conditioned air blown into the car interior, cooling of the car interior is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. If so, heating of the passenger compartment will be realized.

  When the water flow to the heater core 36 is stopped when the engine EG is warmed up, the temperature of the heater core 36 decreases with time, and the difference between the target blowout temperature TAO and the actual blowout temperature becomes large. The actual blowout temperature will be approximately the same as the evaporator temperature TE.

  At this time, if the air outlet mode is the bi-level mode or the foot mode, the blower voltage is determined according to the cooling water temperature Tw in steps S603 to S605, and the blower 32 is stopped when the cooling water temperature Tw is low, The blowout air having a temperature lower than the target blowout temperature TAO is not blown toward the passenger, and the passenger does not feel cold.

  On the other hand, when the air outlet mode is the face mode, the blower 32 is not stopped even if the cooling water temperature Tw is low. Therefore, since the blowout air whose temperature is lower than the target blowout temperature TAO is blown out toward the occupant, the occupant is cold. It is easy to feel.

  Therefore, in step S8, when the water flow to the heater core 36 is stopped, the bi-level mode is easily set. Specifically, in step S8, when water flow to the heater core 36 is stopped, the target blowing temperature TAO is low by correcting the switching threshold between the face mode and the bilevel mode with the threshold correction amount α. It becomes easy to be in the bi-level mode.

  As a result, when the coolant temperature Tw is low in the blower control of step S6, the blower 32 is stopped, so it is possible to suppress the occupant from feeling cold. In addition, when the blower 32 stops, the temperature of the cooling water rises quickly, and the temperatures of the engine EG and the automatic transmission fluid (i.e., ATF) can be raised early.

  Furthermore, since the blower power consumption can be reduced by correcting the blower voltage to be low, fuel consumption can be improved.

  In step S8, when the water flow to the heater core 36 is stopped, the threshold correction amount α is calculated according to the solar radiation amount Ts. As the amount of solar radiation Ts increases, it is more difficult for the occupant to feel cold against the blow of cold air, so the threshold correction amount α is reduced.

  Moreover, since it can be estimated that it was left long in the solar radiation environment when the vehicle interior temperature Tr is higher than the outside temperature Tam at the initial stage of air conditioning, it can be estimated that the temperature of the instrument panel is also rising. Since the air conditioning duct (hereinafter referred to as face duct) connected to the face outlet 24 is inside the instrument panel, it can be estimated that the temperature of the face duct is also rising when the temperature of the instrument panel is rising. If the temperature of the face duct rises, even if the temperature of the indoor air conditioning unit 30 is low, the conditioned air is warmed while passing through the face duct, and the temperature of the conditioned air reaching the occupant rises, so the face blows. Even if the conditioned air is blown from the outlet 24 toward the upper body of the occupant, the occupant hardly feels cold. On the contrary, when the blower 32 is stopped in the bi-level mode, it feels rather hot. In view of this point, in step S8, the threshold correction amount α is reduced as the difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr becomes larger to make it difficult to be in the bi-level mode. Accordingly, the comfort of the occupant can be maintained when the internal temperature Tr at the start of the air conditioning is high.

  Since the inside air sensor 51 is inside the instrument panel, the temperature of the air conditioning duct can be accurately estimated from the temperature Tr in the passenger compartment detected by the inside air sensor 51.

  In the present embodiment, as described in step S6, when the controller 50 is in the bi-level mode, the controller 50 operates the air volume adjusting unit 32 so that the air volume of the air flowing through the air passage decreases as the temperature of the cooling water decreases. Control. Further, as described in step S8, the control device 50 is in the face mode when the target blowing temperature TAO is below the threshold, and is in the bi-level mode when the target blowing temperature TAO is above the threshold. The operation of the blowout mode switching units 24a and 25a is controlled. Then, when the flow rate of the cooling water flowing through the heater core 36 is equal to or less than a predetermined value, the control device 50 corrects the threshold value to the decrease side.

  According to this, when the flow rate of the cooling water flowing through the heater core 36 is small, the bi-level mode can be easily made. In the bi-level mode, the amount of air flowing through the air passage decreases as the temperature of the cooling water decreases, so it is possible to suppress the occupant from feeling cold when the engine EG is warmed up.

  Specifically, the control device 50 increases the correction amount to the decrease side of the threshold as the amount of solar radiation Ts decreases. In view of the fact that the smaller the amount of solar radiation Ts, the smaller the amount of solar radiation Ts, the easier it is for the bi-level mode to be set.

  In the present embodiment, the control device 50 reduces the correction amount to the decrease side of the threshold as the vehicle interior temperature Tr is higher than the outside air temperature Tam.

  Thereby, when the flow rate of the cooling water which flows through heater core 36 is below a predetermined value, it can control that it becomes easy to become a bi-level mode more than necessary.

  That is, the cabin temperature Tr at the start of the air conditioning becomes higher as the amount of solar radiation Ts becomes stronger and the solar radiation is exposed to solar radiation for a long time. At this time, although the temperature of the dashboard also rises, the temperature of the face duct also rises because the face duct is inside the dashboard. Therefore, even if the temperature of the air discharged from the indoor air conditioning unit 30 is low, the air is warmed by the temperature of the face duct, and the occupant does not feel so cold. On the contrary, when the blower 32 is stopped, it feels rather hot.

  In view of this point, when the vehicle interior temperature Tr is high, it is difficult to be in the bi-level mode, so that the blower 32 can not be stopped even if the flow rate of the cooling water flowing through the heater core 36 is less than a predetermined value. . Therefore, the comfort of the occupant can be maintained.

  The inside air sensor 51 is preferably in the instrument panel. This is because the temperature of the face duct can be accurately estimated from the temperature Tr in the passenger compartment detected by the inside air sensor 51.

Second Embodiment
In the first embodiment, the threshold correction amount α is determined on the basis of the solar radiation amount Ts, the vehicle interior temperature Tr, and the outside air temperature Tam in step S85, but in the present embodiment, as shown in FIG. The threshold correction amount α is determined based on the blowout temperature TAO, the evaporator temperature TE, the vehicle interior temperature Tr, and the outside air temperature Tam.

  Specifically, as shown in step S85 of FIG. 11, the larger the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO and the smaller the difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr, The threshold correction amount α is determined to be a large value.

  Specifically, when Tr-Tam> 10 ° C., the threshold correction amount α is determined to be 0 regardless of the value of TAO-TE. When 5 ° C. <Tr-Tam ≦ 10 ° C., if TAO-TE ≦ 10 ° C., the threshold correction amount α is determined to be 0, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C., the value of TAO-TE is The threshold value correction amount α is increased in the range of 0 to 5 as it becomes larger, and if TAO-TETE30 ° C., the threshold value correction amount α is determined to be 5. When Tr-Tam ≦ 5 ° C., if TAO-TE ≦ 10 ° C., the threshold correction amount α is determined to be 0, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C., the value of TAO-TE becomes larger The threshold correction amount α is increased in the range of 0 to 10, and if TAO-TETE30 ° C., the threshold correction amount α is determined to be 10.

  The occupant is most comfortable when air of the target blowing temperature TAO is blown out, but when the water flow to the heater core 36 is shut off, the temperature of the blowing air approaches the evaporator temperature TE with the passage of time. Therefore, it can be estimated that the passenger is more likely to feel cold as the value of the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO is larger.

  Therefore, when the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowout temperature TAO is large, the blower 32 is stopped by facilitating the bi-level mode, thereby reducing the degree to which the occupant feels cold. .

  If the target blowing temperature TAO becomes very low, even if low temperature air is blown out, it is as the occupant's request and the occupant does not feel cold, so the correction by the threshold correction amount α is not necessary.

  In the present embodiment, the control device 50 increases the correction amount to the decrease side of the threshold value for switching between the face mode and the bi-level mode as the difference between the target blowing temperature TAO and the temperature TE of the evaporator 15 decreases. . As a result, the bi-level mode can be more easily made as the occupant feels cold easily, so it is possible to suppress the passenger from feeling cold due to the blowing of cold air.

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

  (1) In the above embodiment, the air conditioning control device 50 linearly reduces the value of the threshold correction amount α in step S8 according to the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO and the solar radiation amount Ts. The threshold value of switching between the face mode and the bi-level mode is corrected by changing it, but the value of the threshold correction amount α is nonlinear according to the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO and the solar radiation amount Ts. It may be changed

  (2) In the above embodiment, the heater core flow rate FW is adjusted by adjusting the rotational speed of the cooling water pump 40a in step S12, but the opening degree of the cooling water valve provided in the cooling water circuit 40 is adjusted. The heater core flow rate FW may be adjusted by The cooling water valve is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.

  (3) The above embodiment does not describe in detail the driving force for traveling the hybrid vehicle, but a so-called parallel type hybrid capable of traveling by obtaining the driving force directly from both the engine EG and the traveling electric motor. The vehicle air conditioner 1 may be applied to a 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 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 driving force from a traveling electric motor that operates as a result.

  In addition, the vehicle air conditioner 1 may be applied to an electric vehicle that obtains the driving force for traveling the vehicle only from the traveling electric motor without providing the engine EG. In this case, an electric heater such as a PTC heater can be used as a cooling water heating unit for heating the cooling water.

  In addition, the vehicle air conditioner 1 may be applied to an automobile that obtains the driving force for traveling the vehicle only from the engine EG without including the traveling electric motor. In this case, as the compressor 11, a belt drive type compressor driven by an engine belt by the driving force of the engine EG can be used.

24 face air outlet 24a face door (air outlet mode switching part)
25 foot air outlet 25a foot door (air outlet mode switching part)
31 Casing 32 Blower (Air Volume Adjustment Unit)
36 heater core (heat exchanger for heating)
40a Cooling water pump (flow control part)
50 control unit (control unit)

Claims (4)

An air passage through which the air blown into the vehicle interior space flows, a face outlet (24) for blowing the air from the air passage toward the upper body of the occupant, and the air passage from the air passage toward the foot of the occupant A casing (31) in which a foot outlet (25) for blowing out air is formed;
A heating heat exchanger (36) disposed in the casing (31), which exchanges heat between the heat medium for cooling the engine (EG) and the air to heat the air;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume adjuster (32) for adjusting the air volume of the air flowing through the air passage;
An outlet mode switching that switches between the face mode in which the face outlet (24) is opened and the foot outlet (25) is closed and the bi-level mode in which the face outlet (24) and the foot outlet (25) are opened Parts (24a, 25a),
In the case of the bi-level mode, the operation of the air volume adjustment unit (32) is controlled so that the air volume of the air flowing in the air passage decreases as the temperature of the heat medium decreases, and the target blowout temperature (TAO) When it is lower than the threshold, the face mode is set, and when the target blowout temperature (TAO) exceeds the threshold, the air outlet mode switching unit (24a, 25a) is operated so that the bi-level mode is set. And a control unit (50) for correcting the threshold value to a decreasing side when the flow rate of the heat medium flowing through the heating heat exchanger (36) is equal to or less than a predetermined value. A solar radiation amount detecting unit (53) for detecting the solar radiation amount (Ts);
The vehicle air conditioner according to claim 1, wherein the control unit (50) increases the correction amount to the decrease side of the threshold as the amount of solar radiation (Ts) decreases. A vehicle interior temperature detection unit (51) that detects a vehicle interior temperature (Tr);
And an outside air temperature detection unit (52) for detecting the outside air temperature (Tam),
The air conditioning system for a vehicle according to claim 1 or 2, wherein the control unit (50) reduces the correction amount to the decrease side of the threshold as the vehicle interior temperature (Tr) is higher than the outside air temperature (Tam). apparatus. A cooling heat exchanger (15) disposed in the casing (31), which exchanges heat between the low-pressure refrigerant of the refrigeration cycle and the air to cool the air;
The heating heat exchanger (36) is disposed in the casing (31) on the downstream side of the air flow of the cooling heat exchanger (15),
The control unit (50) increases the correction amount to the decrease side of the threshold value as the difference obtained by subtracting the temperature (TE) of the cooling heat exchanger (15) from the target blowing temperature (TAO) is larger. The vehicle air conditioner according to any one of claims 1 to 3.

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