JP6630614B2 - Vehicle air conditioner - Google Patents

Description

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

  Conventionally, Patent Literature 1 discloses a vehicle for detecting a temperature of an engine cooling water with a water temperature sensor and, when the temperature of the engine cooling water is low, interrupting the flow of the cooling water to a heater core to promote warming of the engine. An air conditioner is described.

  The water temperature sensor detects the temperature of the engine cooling water near the engine. The heater core is a heat exchanger that exchanges heat between the engine cooling water and the air blown into the vehicle interior to heat the air blown into the vehicle interior.

  In this conventional technique, when the temperature of the engine cooling water is low, the heat of the engine is suppressed from being radiated to the outside by the heater core. Therefore, the temperature of the engine cooling water is raised early to promote the warm-up of the engine. be able to.

  Conventionally, in a general vehicle air conditioner, air cooled by an evaporator of a refrigeration cycle is heated by a heater core. The temperature of the air blown into the vehicle compartment is adjusted by the air mix door. The air mix door adjusts a flow rate of air flowing through the heater core and air flowing bypassing the heater core. The operation of the air mix door is controlled based on the temperature of the engine cooling water detected by the water temperature sensor.

  Specifically, the air mix door is controlled such that the lower the temperature of the engine cooling water detected by the water temperature sensor, the greater the proportion of the amount of air flowing through the heater core. This suppresses the temperature of the air blown into the vehicle interior from becoming lower than the target temperature.

JP 2012-188965 A

  In the above prior art, when the flow of the engine cooling water to the heater core is shut off, the engine cooling water inside the heater core is not heated by the heat of the engine, but is cooled by the cool air passing through the evaporator. Therefore, the temperature of the engine cooling water inside the heater core becomes lower than the temperature of the engine cooling water detected by the water temperature sensor.

  At this time, if the target opening of the air mix door is determined based on the temperature of the engine cooling water detected by the water temperature sensor in the same manner as usual, the temperature of the air blown into the vehicle interior becomes lower than the target temperature. And the occupants feel cold.

  That is, when the flow rate of the cooling water (in other words, the heat medium) flowing through the heater core (in other words, the heating heat exchanger) is small, the control of the air mix door (in other words, the air volume ratio adjusting unit) becomes inappropriate. There's a problem.

  In view of the above, it is an object of the present invention to appropriately control the air volume ratio adjustment unit even when the flow rate of a heat medium flowing through a heating heat exchanger is small.

In order to achieve the above object, in the vehicle air conditioner according to claim 1,
A cooling heat exchanger (15) for exchanging heat between the low-pressure refrigerant of the refrigeration cycle and air blown into the vehicle interior space to cool the air;
A heat exchanger (36) for heating the air by exchanging heat between the air and the heat medium that have passed through the heat exchanger for cooling;
A casing (31) that forms a heating passage (33) through which air to be heat-exchanged by the heating heat exchanger flows, and a bypass passage (34) through which air flows by bypassing the heating heat exchanger;
A flow rate adjusting unit (40c) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume ratio adjusting unit (39) for adjusting the air volume ratio of the air flowing through the heating passage;
The operation of the air volume ratio adjusting unit is controlled based on the temperature (TH) of the heating heat exchanger, and if it is determined that the flow rate of the heat medium flowing through the heating heat exchanger is less than a predetermined value, at least the cooling heat A control unit (50) for calculating the temperature of the heating heat exchanger based on the temperature (TE) of the exchanger ;
The control unit calculates the calculated value of the temperature of the heat exchanger for heating when the flow rate of the heat medium flowing through the heat exchanger for heating is determined to be less than the predetermined value, the temperature of the heat medium at the start of air conditioning, or the outside air temperature. And the calculated value of the temperature of the heating heat exchanger is made to approach the temperature of the cooling heat exchanger as time passes, and the flow rate of the heat medium flowing through the heating heat exchanger is less than a predetermined value. When a predetermined time or more has elapsed since the time of the heat exchanger, the calculated value of the temperature of the heating heat exchanger is set to be the same as the temperature of the cooling heat exchanger.

  According to this, since the air that has passed through the cooling heat exchanger flows through the heating heat exchanger, the temperature of the heating heat exchanger approaches the temperature of the cooling heat exchanger when the flow rate of the heat medium is small. It becomes.

  Therefore, when it is determined that the flow rate of the heat medium flowing through the heating heat exchanger is less than the predetermined value, the control unit calculates the temperature of the heating heat exchanger based on at least the temperature of the cooling heat exchanger. Therefore, the temperature of the heat exchanger for heating can be appropriately estimated, and the operation of the air volume ratio adjusting unit can be appropriately controlled.

  The symbols in parentheses of each means described in this section and in the claims indicate the correspondence with specific means described in the embodiments described later.

1 is an overall configuration diagram of a vehicle air conditioner of one embodiment. It is a block diagram showing the electric control part of the air conditioner for vehicles of one embodiment. It is a flowchart which shows the control processing of the air conditioner for vehicles of one Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of one Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(1st Embodiment)
Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 of the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains 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 according to the present embodiment is configured as a plug-in hybrid vehicle that can charge a 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.

  In this plug-in hybrid vehicle, the electric power supplied from the external power supply is charged to the battery 81 when the vehicle stops before the vehicle starts running, so that the state of charge SOC of the battery 81 is determined in advance as when the vehicle starts running. When the remaining amount is equal to or more than the traveling reference remaining amount, the operation mode is the traveling mode 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 state of charge SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the driving mode is such that the vehicle travels 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 driving mode is a driving mode in which the vehicle is driven mainly by the driving force output by the driving electric motor, but when the vehicle driving load becomes high, the engine EG is operated. Assist the traveling electric motor. That is, the EV driving mode is a driving mode in which the driving power for driving output from the electric motor for driving is larger than the driving power for driving output from the engine EG.

  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, and when the vehicle driving load becomes high, the driving electric motor is operated to start the engine EG. To 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 the plug-in hybrid vehicle of the present embodiment, by switching between the EV operation mode and the HV operation mode in this manner, the fuel consumption of the engine EG with respect to the normal vehicle that obtains the driving force for driving the vehicle only from the engine EG. To improve 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. 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, and the electric power stored in the battery 81 can be used not only for the traveling electric motor but also for the vehicle air conditioner. 1 can be supplied to various on-vehicle devices such as electric components.

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

  The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG. 2, and the like shown in FIG.

  First, the indoor air-conditioning unit 30 is disposed inside the instrument panel (in other words, an instrument panel) at the forefront of the vehicle interior, and a blower 32, an evaporator 15, a heater core 36, and a casing 31 forming an outer shell thereof. It accommodates a PTC heater 37 and the like.

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

  An inside / outside air switching unit 20 as an inside / outside air switching unit for switching and introducing between inside air (in other words, vehicle interior air) and outside air (in other words, vehicle interior outside air) is disposed on the most upstream side of the blown air flow in the casing 31. Have been.

  More specifically, the inside / outside air switching box 20 is provided with an inside air inlet 21 and an outside air inlet 22. The inside air inlet 21 allows inside air to be introduced into the casing 31. The outside air inlet 22 allows outside air to be introduced into the casing 31.

  Further, inside / outside air switching box 20 is provided with an inside / outside air switching door 23 that changes the ratio of the amount of inside air introduced into casing 31 to the amount of 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 areas of the inside air introduction port 21 and the outside air introduction port 22.

  Accordingly, 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 air volume ratio between the internal air volume introduced into the casing 31 and the external air volume. In other words, the inside / outside air switching door 23 is an outside air rate adjustment unit that adjusts a ratio of outside air to inside air and outside air introduced into the air passage (hereinafter, referred to as 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, the suction port mode includes 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 inlet 21 is fully opened and the outside air inlet 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 inlet 21 is fully closed and the outside air inlet 22 is fully opened to introduce outside air into the air passage in the casing 31.

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

  A blower 32 (in other words, a blower) that blows the air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed downstream of the inside / outside air switching box 20 in the air flow. The blower 32 is an air volume adjusting 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 with an electric motor, and the number of revolutions (in other words, the blowing capacity) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this 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 arranged 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.

  The evaporator 15 is arranged downstream of the blower 32 in the air flow. The evaporator 15 is arranged over the entire area of the air passage. The evaporator 15 functions as a cooling unit that exchanges heat between the refrigerant circulating therein and the blast air blown from the blower 32 to cool the blast air. 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 an engine room, and sucks, compresses, and discharges the refrigerant in the refrigeration cycle 10. The compressor is configured as an electric compressor that drives a fixed displacement compression mechanism 11a having a fixed displacement by an electric motor 11b. The electric motor 11b is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 61.

  Inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from air conditioning control device 50. Then, the refrigerant discharge capacity of the compressor 11 is changed by the rotation speed control. Therefore, the electric motor 11b forms 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 an outdoor blower, thereby radiating the refrigerant discharged from the compressor 11 to heat. This is an outdoor heat exchanger (in other words, a radiator) that condenses and condenses. The blower fan 12a is an electric blower whose operating rate, that is, the number of revolutions (in other words, 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 stores the surplus refrigerant by gas-liquid separation of the refrigerant condensed in the condenser 12 and allows only the liquid-phase refrigerant to flow downstream. The expansion valve 14 is a decompression 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 exerts an endothermic effect on the refrigerant. Thereby, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

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

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

  The heater core 36 is a heating heat exchanger (in other words, air) 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, which is a heating element, as a heat medium. Heating unit). The engine EG is a cooling water heating unit that heats the cooling water (in other words, a heating medium heating unit).

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe to form a cooling water circuit 40 in which cooling water circulates between the heater core 36 and the engine EG.

  In the cooling water circuit 40, a cooling water pump 40a for circulating cooling water is arranged. The cooling water pump 40a is an electric water pump whose rotation speed (in other words, cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  In the cooling water circuit 40, a bypass flow passage 40b through which the cooling water flows bypassing the heater core 36 is arranged. In the cooling water circuit 40, a heater core solenoid valve 40c for interrupting the flow of the cooling water to the heater core 36 is arranged. The heater core solenoid valve 40c is an on-off valve that opens and closes the cooling water flow path on the heater core 36 side.

  The cooling water pump 40a and the solenoid valve for heater core 40c are flow rate adjustment units that adjust the flow rate of cooling water flowing through the heater core 36.

  The cooling water in the cooling water circuit 40 is also used for cooling 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 electric heat as an auxiliary heating unit that heats air after passing through the heater core 36. It is. In addition, the power consumption required to operate the PTC heater 37 of the present embodiment is smaller than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  More specifically, the PTC heater 37 includes a plurality (three in this embodiment) of PTC elements 37a, 37b, and 37c. The positive electrode of each of the PTC elements 37a, 37b, 37c is connected to the battery 81, and the negative electrode is connected to the ground via a switch element. The switch element switches each PTC element between an energized state (in other words, an ON state) and a non-energized state (in other words, an OFF state). 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 of the PTC elements 37a, 37b, and 37c. To change the heating capacity of the PTC heater 37 as a whole.

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

  Therefore, an air mix door 39 is arranged on the downstream side of the air flow of the evaporator 15 in the air passage and on the inlet side of the heating passage 33 and the bypass passage 34.

  The air mix door 39 is an air volume ratio adjustment unit that continuously changes the air volume ratio of the cool air flowing into the heating passage 33 and the bypass passage 34. The air mix door 39 is a temperature adjustment unit that adjusts the temperature of the air in the mixing space 35 (in other words, the temperature of the air blown into the vehicle interior).

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

  Further, outlets 24 to 26 that blow out the blast air whose temperature has been adjusted from the mixing space 35 into the vehicle interior, which is the space to be air-conditioned, are arranged at the most downstream portion of the blast air flow of the casing 31.

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

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

  On the upstream side of the air flow of the face outlet 24, the foot outlet 25, and the defroster outlet 26, the face door 24a for adjusting the opening area of the face outlet 24 and the opening area of the foot outlet 25 are adjusted, respectively. A defroster door 26a for adjusting the opening area of the foot door 25a and the defroster outlet 26 is provided.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an air outlet mode door for switching the air outlet mode (in other words, an air outlet mode switching unit). The outlet mode is connected to an electric actuator 64 for driving a door and is rotated in conjunction with the electric actuator 64. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  The outlet mode includes 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 from the face outlet 24 toward the upper body of the occupant in the vehicle compartment. In the bi-level mode, both the face outlet 24 and the foot outlet 25 are opened to blow air toward the upper body and feet of the occupant in the vehicle. In the foot mode, the foot outlet 25 is fully opened, and the defroster outlet 26 is opened by a small opening degree, so that 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 extent, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  The defroster mode can be set by the occupant manually operating the defroster switch on the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened, and air is blown from the defroster outlet 26 to the inner surface of the vehicle windshield.

  The vehicle air conditioner 1 of the present embodiment includes an electric defogger (not shown). The electric heating 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 anti-fog or window fogging by heating the window glass. The operation of this electric 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 an auxiliary heating unit that increases the surface temperature of the seat on which the occupant sits. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in a seat surface and generates heat when supplied with electric power.

  The air conditioning unit 10 is activated when the conditioned air blown out from each of the air outlets 24 to 26 of the indoor air conditioning unit 10 may cause insufficient heating of the passenger compartment, thereby fulfilling the function of supplementing the occupant's feeling of heating. The operation of the seat air-conditioning device 90 is controlled by a control signal output from the air-conditioning control device 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 inside a seat toward an 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 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 the present embodiment will be described with reference to FIG. The air conditioning controller 50 (in other words, the air conditioning controller), the driving force controller 70 (in other words, the driving force controller), and the power controller 71 (in other words, the power controller) include a CPU, a ROM, a RAM, and the like. It comprises a well-known microcomputer and its peripheral circuits, performs various calculations and processes based on a control program stored in its ROM, and controls the operation of various devices connected to the output side.

  An output side of the driving force control device 70 is connected to various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. As various engine components, a starter for starting the engine EG, a drive circuit (not shown) for a fuel injection valve (in other words, an injector) for supplying fuel to the engine EG, and the like are specifically 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, a current meter for detecting the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81, and an accelerator opening Acc are provided. Various engine control sensors, such as an accelerator opening sensor for detecting, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (both not shown) for detecting the vehicle speed Vv, are connected.

  On the output side of the air conditioning control device 50, a blower 32, an inverter 61 for an electric motor 11b of the compressor 11, a blower fan 12a, various electric actuators 62, 63, 64, a PTC heater 37, a cooling water pump 40a, and a heater core electromagnetic The valve 40c, the seat air conditioner 90, and the like are 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 , Etc., are connected.

  The inside air sensor 51 is an inside air temperature detection unit that detects the 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 detecting unit that detects the solar radiation amount Ts in the vehicle compartment.

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

  The evaporator temperature sensor 56 is an evaporator temperature detection unit that detects the temperature TE of air blown from the evaporator 15 (hereinafter, referred to as evaporator temperature). The cooling water temperature sensor 58 is a cooling water temperature detecting unit (in other words, a heat medium temperature detecting unit) that detects a cooling water temperature Tw of the cooling water flowing 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, a temperature detector that detects the temperature of other parts of the evaporator 15 may be employed, or a temperature detector that directly detects the temperature of the refrigerant itself flowing through the evaporator 15 may be used. May be adopted.

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

  To the input side of the air conditioning control device 50, operation signals from various air conditioning operation switches provided on an operation panel 60 arranged near the instrument panel in the front of the vehicle compartment are input. 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 the various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a, an auto switch 60b, a changeover switch 60c for an inlet mode, a changeover switch 60d for an outlet mode, a defroster switch, an air volume setting switch 60e, An economy switch, a vehicle interior temperature setting switch 60f, a display unit 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 an operation of a passenger. The air conditioner switch 60a is provided with an air conditioner indicator that is turned on / off in accordance with the operation state of the air conditioner switch 60a.

  The auto switch 60b is an automatic control setting unit that sets or cancels automatic control of the vehicle air conditioner 1 by operation of a passenger.

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

  In the foot defroster mode and the defroster mode, the antifogging property of the window is higher than in the other outlet modes. The air outlet mode changeover switch 60d and the defroster switch are an anti-fog operation unit for outputting a command for improving the anti-fog property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The air volume setting switch 60e is an air volume setting unit for manually setting the air volume of the blower 32. The vehicle interior temperature setting switch 60f is a target temperature setting unit that sets the vehicle interior target temperature Tset by the operation of the occupant.

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

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

  The air-conditioning control device 50 and the driving force control device 70 are configured to be electrically connected and communicable. Thereby, based on the detection signal or the operation signal input to one of the control devices, the other control device can also control the operation of various devices connected to the output side. For example, it is possible for the air conditioning control device 50 to request the operation of the engine EG by 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 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 determines the operation of the engine EG according to the determination result. Control.

  Further, the air-conditioning control device 50 has an electric power control device 71 that determines the electric power to be distributed to various electric devices in the vehicle according to the electric power supplied from the power supply outside the vehicle and the electric power stored in the battery 81. It is connected to the. An output signal output from the power control device 71 (for example, data indicating air-conditioning use permission power to permit use for air-conditioning) is input to the air-conditioning control device 50 of the present embodiment.

  Here, 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 their output sides. The configuration to be controlled (for example, hardware and software) constitutes a control unit that controls the operation of each device to be controlled.

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

  The configuration of the air-conditioning control device 50 that controls switching of the suction port mode is a suction port mode switching unit 50c. The configuration of the air-conditioning control device 50 that controls switching of the outlet mode is the outlet mode switching unit 50d.

  In the air-conditioning control device 50, a configuration that controls the operation of the cooling water pump 40a and the solenoid valve 40c for the heater core to control the flow rate of the cooling water flowing through the heater core 36 is a flow control unit 50e.

  A configuration for transmitting and receiving control signals to and from the driving force control device 70 in the air conditioning control device 50 is a request signal output unit. A configuration for transmitting and receiving control signals to and from the air-conditioning control device 50 in the driving force control device 70 and determining whether or not to operate the engine EG according to an output signal from a request signal output unit or the like (in other words, determining whether or not to operate the engine EG) Section) is a signal communication section.

  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 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 electric power is supplied from the battery 81 or an external power supply to various on-vehicle devices including the electric components constituting the vehicle air conditioner 1. Start when done. Each control step in FIGS. 3 to 12 constitutes various function realizing units of the air-conditioning control device 50.

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

  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 the vehicle interior temperature setting switch 60f, a setting signal of the suction port mode switch 60c, and the like.

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

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

  Next, in step S4, the target blow-off temperature TAO of the blow-out air in the vehicle compartment is calculated. Therefore, step S4 constitutes a target outlet temperature determination unit.

The target outlet 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 target temperature set by the vehicle interior temperature setting switch 60f, Tr is the vehicle interior temperature detected by the inside air sensor 51 (in other words, the internal air temperature), and Tam is the outside air detected by the outside air sensor 52. The temperature and Ts are the amounts of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  Note that the target outlet temperature TAO corresponds to the amount of heat that needs to be generated by the vehicle air conditioner 1 in order to maintain the interior of the vehicle at a desired temperature, and the air conditioning load (air conditioning heat) required for the vehicle air conditioner 1. Load).

  In the following steps S5 to S13, the 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 outlet temperature TAO calculated in step S4, the evaporator temperature TE detected by the evaporator temperature sensor 56, and the heater core temperature TH. I do. Details of step S5 will be described with reference to the flowchart of FIG.

  As shown in FIG. 4, first, in step S51, it is determined whether or not the heater core solenoid valve 40c is closed. When it is determined that the heater core solenoid valve 40c is not closed, it is determined that the flow rate of the cooling water flowing through the heater core 36 is equal to or higher than a predetermined value, and the process proceeds to step S52, where the value of the heater core temperature TH is determined by the cooling water temperature sensor 58. Is determined to be the same value as the cooling water temperature Tw detected in step S5, and the process proceeds to step S54.

  That is, when the heater core solenoid valve 40c is not closed, the coolant circulates between the heater core 36 and the engine EG, and the temperature of the coolant flowing through the heater core 36 and the coolant detected by the coolant temperature sensor 58 Since the temperature Tw is substantially the same, the value of the heater core temperature TH is determined to be the same value as the coolant temperature Tw detected by the coolant temperature sensor 58.

  On the other hand, if it is determined that the heater core solenoid valve 40c is closed, it is determined that the flow rate of the cooling water flowing through the heater core 36 is less than a predetermined value, and the process proceeds to step S53, where the control map shown in step S53 of FIG. To determine the heater core temperature TH.

  That is, when the heater core solenoid valve 40c is closed, the cooling water does not circulate between the heater core 36 and the engine EG, and the temperature of the cooling water flowing through the heater core 36 is detected by the cooling water temperature sensor 58. Since the temperature is lower than the water temperature Tw, the value of the heater core temperature TH is estimated without determining the value of the heater core temperature TH to the same value as the cooling water temperature Tw detected by the cooling water temperature sensor 58.

  The air-conditioning control device 50 creates a control map shown in step S53 of FIG. 4 every time step S53 is executed. The air conditioning control device 50 creates a control map shown in step S53 in FIG. 4 based on the elapsed time, the initial water temperature, the evaporator temperature TE, and the blower voltage.

The elapsed time is a time that has elapsed since the heater core solenoid valve 40c closed the cooling water flow path on the heater core 36 side. The initial water temperature is the cooling water temperature Tw detected by the cooling water temperature sensor 58 when the air conditioning starts (that is, when the operation switch of the vehicle air conditioner 1 is turned on). The blower voltage is a voltage applied to the electric motor of the blower 32, and is determined in step S6. In step S53, a control map is created based on the blower voltage determined in the previous step S6.

  Specifically, as shown in step S53 of FIG. 4, the shorter the elapsed time, the larger the heater core temperature TH is determined. In the example of FIG. 4, when the elapsed time is 0 second, the heater core temperature TH is determined to be the same value as the initial water temperature.

  That is, at the start of air conditioning, the heater core solenoid valve 40c closes the cooling water flow path on the heater core 36 side, and the temperature of the cooling water in the heater core 36 is detected by the cooling water temperature sensor 58 before the operation of the engine EG. Therefore, the heater core temperature TH is determined to be the same value as the initial water temperature.

  When the blower voltage is 12 V, if the elapsed time is 0 to 30 seconds, the heater core temperature TH is reduced in the range from the initial water temperature to the evaporator temperature TE as the elapsed time becomes longer, and if the elapsed time is 30 seconds or more, The heater core temperature TH is determined to be the same value as the evaporator temperature TE.

  When the blower voltage is 4 V, if the elapsed time is 0 to 120 seconds, the heater core temperature TH is reduced in the range from the initial water temperature to the evaporator temperature TE as the elapsed time becomes longer. The heater core temperature TH is determined to be the same value as the evaporator temperature TE.

  When the blower voltage is more than 4 V and less than 12 V, the heater core temperature TH is determined by performing linear interpolation according to the blower voltage.

  That is, since the cool air cooled by the evaporator 15 hits the heater core 36, when the cooling water flow path on the heater core 36 side is closed, the temperature of the cooling water in the heater core 36 approaches the evaporator temperature TE over time. Therefore, as the elapsed time after the heater core solenoid valve 40c closes the cooling water flow path on the side of the heater core 36 becomes longer, the heater core temperature TH is reduced to approach the evaporator temperature TE.

  At this time, the temperature of the cooling water in the heater core 36 decreases rapidly as the air flow rate of the air passing through the heater core 36 increases. Therefore, as the air flow rate of the blower 32 increases, the heater core temperature TH approaches the evaporator temperature TE earlier.

In step S54, the air mix opening degree SW is calculated by the following equation F2.
SW = {(TAO-TE) / (TH-TE)} × 100 (%) ... F2
Here, TH is the heater core temperature determined in steps S52 and S53.

  When the air mix opening SW = 0%, the air mix door 39 fully closes the heating passage 33 and fully opens the bypass passage 34. As the air mix opening SW increases, the opening of the heating passage 33 is increased and the opening of the bypass passage 34 is decreased. When the air mix opening degree SW ≧ 100%, the air mix door 39 fully opens the heating passage 33 and completely closes the bypass passage 34.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined. In other words, in step S6, the amount of air flowing through the air passage in the casing 31 is determined. Details of step S6 will be described with reference to the flowchart of FIG.

  As shown in FIG. 5, first, in a step S61, it is determined whether or not the auto switch 60b of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60b has not been turned on, the blower voltage which is the air volume desired by the occupant manually set by the air volume setting switch 60e of the operation panel 60 is determined in step S62. Proceed to S7.

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

  On the other hand, if it is determined in step S61 that the auto switch 60b has been turned on, then in step S63, based on the TAO determined in step S4 and the cooling water temperature Tw detected by the cooling water temperature sensor 58. Then, the basic blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined with reference to a control map stored in the air conditioning controller 50 in advance.

  The basic blower voltage f (TAO) is determined according to the air conditioning heat load. The basic 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 basic blower voltage f (TAO) in the present embodiment is configured so that the value of the basic blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S63 of FIG. 5, in the extremely low temperature range of TAO (−20 ° C. or less in the present embodiment) and the extremely high temperature range (80 ° C. or more in the present embodiment), the air volume of the blower 32 is maximum. The basic blower voltage f (TAO) is raised to a high level so as to be near the air volume.

  When the TAO rises from the extremely low temperature range to the intermediate temperature range, the basic blower voltage f (TAO) is reduced so that the amount of air blown by the blower 32 decreases in accordance with the rise in the TAO. Further, when the TAO decreases from the extremely high temperature range to the intermediate temperature range, the basic blower voltage f (TAO) is reduced so that the air volume of the blower 32 decreases in accordance with the decrease in TAO.

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

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

  The basic 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 when the engine EG is warmed up (that is, when the cooling water temperature Tw is low).

  Specifically, as shown in step S63 of FIG. 5, in the low temperature region of the cooling water temperature Tw (40 ° C. or less in the present embodiment), the warm-up upper limit blower voltage f (water temperature) is set to 0. In the extremely high temperature region of the cooling water temperature Tw (65 ° C. or more in the present embodiment), the warm-up upper limit blower voltage f (water temperature) is set to 11. As the cooling water temperature Tw rises from a low temperature range to a high temperature range, the warm-up upper limit blower voltage f (water temperature) is raised in a range of 0 or more and 11 or less.

  Thereby, when the cooling water temperature Tw has not risen sufficiently and the air cannot be sufficiently heated by the heater core 36, the amount of blown air increases and the occupant can be prevented from feeling cold.

  In a succeeding step S64, it is determined whether or not the outlet mode determined in the previous step S8 is a face mode, a foot mode, or a bi-level mode.

When it is determined that the outlet mode is the foot mode or the bi-level mode (in other words, when the outlet mode is other than the face mode), the process proceeds to step S65, and the blower voltage is calculated by the following equation F3.
Blower voltage = MIN {f (TAO), f (water temperature)} ... F3
Note that MIN {f (TAO), f (water temperature)} in Expression F3 means the smaller value of f (TAO) and f (water temperature).

  Thus, when the outlet mode is the foot mode or the bi-level mode, the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw. That is, when the cooling water temperature Tw is low, the blowing capacity of the blower 32 is reduced, so that the cold air that is not sufficiently heated by the heater core 36 is blown out to the occupant, so that the occupant is prevented from feeling cold.

  On the other hand, when it is determined in step S64 that the outlet mode is the face mode, the process proceeds to step S66, and the blower voltage is determined to be the basic blower voltage f (TAO).

  Accordingly, when the outlet mode is the face mode, the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO. That is, when the outlet mode is the face mode, the air volume control according to the cooling water temperature Tw is not performed.

  In the next step S7, the suction port 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. 6, first, in step S701, it is determined whether or not the auto switch 60b of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60b has not been 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 mode is the whole inside air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual suction mode is set to the whole outside air mode (in other words, the FRS mode). In step S704, the outside air rate is determined to be 100% in step S704. The outside air ratio is the ratio of outside air to the air introduced into the casing 31 from the inside / outside air switching box 20 (that is, outside air and inside air).

  On the other hand, if it is determined in step S701 that the auto switch 60b has been turned on, the process proceeds to step S705, and based on the target outlet temperature TAO calculated in step S4, whether the air conditioning operation state is the cooling operation or the heating operation. Is determined. In the example of FIG. 6, when the target outlet temperature TAO is higher than 25 ° C., it is determined that the heating operation is performed, and otherwise, it is determined that the cooling operation is performed.

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

  Specifically, when the TAO is low, the outside air rate is reduced, and when the TAO is high, the outside air rate is increased. In the example of FIG. 6, the external air rate is set to 0% when TAO ≦ 0 ° C., the external air rate is set to 100% when TAO ≧ 15 ° C., and the external air rate increases as TAO increases when 0 ° <TAO <15 ° C. 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 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 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 such that the suction port mode becomes the inside / outside air mixing mode.

  Thus, the higher the cooling load, the higher the inside air introduction rate and the higher the cooling efficiency.

  On the other hand, if it is determined in step S705 that the heating operation is to be performed, the process proceeds to step S707, and based on the window vicinity humidity detected by the window surface humidity sensor 59, with reference to a control map stored in the air conditioning control device 50 in advance, The outside air rate is determined, and the process proceeds to step S8.

  Specifically, when the humidity near the window is low, the outside air rate is reduced, and when the humidity near the window is high, the outside air rate is increased. In the example of FIG. 6, the outside air rate is set to 50% if the humidity near the window is ≦ 70%, the outside air rate is set to 100% if the humidity near the window is 85%, and if 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 in the vicinity of the window, the higher the rate of introduction of outside air to lower the humidity in the interior space of the vehicle, thereby suppressing 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. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 7, first, in a step S81, it is determined whether or not the auto switch 60b of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60b is not turned on, in step S82, the air outlet according to the manual air outlet mode set by operating the suction port mode changeover switch 60c and the defroster switch of the operation panel 60. The mode is determined, and the process proceeds to step S9.

  Specifically, if the manual outlet mode is the face mode, the face mode is determined.If the manual outlet mode is the bilevel mode, the mode is determined to be bilevel.If the manual outlet mode is the foot mode, the foot mode is set. If the manual outlet mode is the foot defroster mode, the foot defroster mode is determined, and if the manual suction mode is the defroster mode, the defroster mode is determined.

  On the other hand, if it is determined in step S81 that the auto switch 60b has been turned on, the process proceeds to step S83, and the control map stored in the air-conditioning control device 50 in advance based on the target outlet temperature TAO calculated in step S4. To determine the outlet mode.

  In the present embodiment, as shown in step S83 of FIG. 7, as the TAO rises from the low temperature range to the high temperature range, the outlet mode is sequentially switched from the face mode to the bilevel mode to the foot mode. Therefore, it is easy to select the face mode mainly in the summer, the bi-level mode mainly in the spring and fall, and the foot mode mainly in the winter. In the control map shown in step S83 of FIG. 7, a hysteresis width for preventing control hunting is set.

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

  Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 8, first, in step S91, a target blowing temperature TEO of the blowing air temperature TE from the indoor evaporator 26 is determined.

  Details of step S91 will be described with reference to the flowchart in FIG. First, in step S911, based on the TAO determined in step S4, a provisional target outlet temperature f (TAO) is calculated with reference to a control map stored in advance in the air conditioning controller 50.

  In the example of FIG. 9, if TAO ≦ 4 ° C., the temporary target blowing temperature f (TAO) is set to 1 ° C., and if TAO ≧ 12 ° C., the temporary target blowing temperature f (TAO) is set to 10 ° C., and 4 ° C. If <TAO <12 ° C., the provisional target blowing temperature f (TAO) is increased in the range of 1 to 10 ° C. as the TAO increases.

  In the following step S912, based on the window vicinity humidity detected by the window surface humidity sensor 59, a control map stored in advance in the air-conditioning control device 50 is referred to to calculate an anti-fog target outlet temperature f (window vicinity humidity). I do.

  In the example of FIG. 9, if the humidity near the window is less than or equal to 85%, the anti-fog target blowing temperature f (humidity near the window) is set to 10 ° C. If the humidity near the window is more than 95%, the anti-fog target blowing temperature f (humidity near the window) ) Is set to 1 ° C., and when 85% <humidity near the window <95%, the higher the humidity near the window, the smaller the antifogging target blowing temperature f (humidity near the window) in the range of 10 to 1 ° C.

  In the following step S913, the smaller of the provisional target blowing temperature f (TAO) and the anti-fog target blowing temperature f (humidity near the window) is determined as the target blowing temperature TEO. Thus, when the humidity near the window is high, the target blowing temperature TEO is determined to be a small value, and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In a succeeding step S92, a rotation speed change amount Δf with respect to the previous compressor rotation speed is obtained. Specifically, a deviation between the target outlet temperature TEO and the outlet air temperature TE is calculated, a deviation change rate obtained by subtracting the previously calculated deviation from the currently calculated deviation is calculated, and the deviation and the deviation change rate are used. Then, based on fuzzy inference based on membership functions and rules stored in advance in the air-conditioning control device 50, the rotational speed change amount Δf with respect to the previous compressor rotational speed is determined.

In a succeeding step S93, the current compressor rotational speed is calculated by the following formula F5.
Current compressor rotation speed = MIN ｛(previous compressor rotation speed + Δf), MAX rotation speed｝ ... F5
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Expression F5 means the smaller value of the previous compressor rotation speed + Δf and MAX rotation speed. In this example, the MAX rotation speed is 10000 rpm.

  Accordingly, when the humidity near the window is high, the rotation speed of the compressor is increased, and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electrothermal defogger are determined. Details of step S10 will be described with reference to the flowchart of FIG.

  As shown in FIG. 10, first, in step S101, it is determined whether or not the air mix opening SW determined in step S5 is the maximum heating opening (so-called MAX HOT).

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

  On the other hand, if it is determined in step S101 that the air mix opening SW is not the maximum heating opening, the process proceeds to step S103, where the target blowing temperature TAO determined in step S4 and the evaporation detected by the evaporator temperature sensor 56. The operation of the PTC heater 37 with reference to a control map stored in the air-conditioning control device 50 in advance based on the container temperature TE, the vehicle interior 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, as the difference obtained by subtracting the evaporator temperature TE from the target outlet temperature TAO and the difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr becomes larger, the number of operating PTC heaters 37 becomes 0 to 3 Is determined to be a large number.

  That is, the fact that the air mix opening SW is not the maximum heating opening means that the necessity of heating the blown air in the heating passage 33 is small, and therefore the necessity of operating the number of operating PTC heaters 37 is also high. Less.

  On the other hand, the occupant is more likely to feel cold as the difference obtained by subtracting the evaporator temperature TE from the target outlet temperature TAO and the difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr becomes larger.

  Therefore, even if the air mix opening degree SW is not the maximum heating opening degree, the difference between the target outlet temperature TAO and the evaporator temperature TE subtracted from the target outlet temperature TAO is large, and the difference between the vehicle interior temperature Tr and the outside air temperature Tam is large. 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. When 5 ° C <Tr-Tam ≦ 10 ° C, if TAO-TE ≦ 10 ° C, the number of operating PTC heaters 37 is determined to be zero, and if 10 ° C ≦ TAO-TE ≦ 30 ° C, TAO-TE Increases, the number of operating PTC heaters 37 is increased in the range of 0 to 2 and if TAO-TE ≧ 30 ° C., the number of operating PTC heaters 37 is determined to be two. When Tr-Tam ≦ 5 ° C., if TAO-TE ≦ 10 ° C., the number of operating PTC heaters 37 is determined to be zero, and if 10 ° C. ≦ TAO-TE ≦ 30 ° C., TAO-TE increases. Accordingly, the number of operating PTC heaters 37 is increased in the range of 0 to 3 and if TAO-TE ≧ 30 ° C., the number of operating PTC heaters 37 is determined to be three.

  As for the electric heat defogger, the electric heat defogger is operated when there is a high possibility of fogging of the window glass due to the humidity and temperature in the vehicle interior, or when fogging occurs in the window glass.

  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. The request signal includes an operation request signal for the engine EG (in other words, an engine ON request signal), a request signal for an EV / HV operation mode, and the like.

  Here, in a normal vehicle in which the driving force for vehicle travel is obtained only from the engine EG, the coolant is always at a high temperature because the engine is constantly operated during traveling. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by flowing the cooling water through the heater core 36.

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

  Therefore, the vehicle air conditioner 1 according to the present embodiment, even when the running condition does not require the operation of the engine EG to output the driving force for running, if the predetermined condition is satisfied, the engine EG A request signal for requesting the operation of the engine EG is output to the driving force control device 70 for controlling the driving force, so that the temperature of the cooling water is increased until the temperature of the cooling water becomes sufficient as a heat source for heating.

  Next, in step S12, the cooling water discharge capacity required for the cooling water pump 40a (specifically, the rotation speed of the cooling water pump 40a) is determined. That is, the required flow rate of the cooling water circulating between the heater core 36 and the engine EG in the cooling water circuit 40 is determined.

  Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether the blower 32 is operating. If it is determined in step S121 that the blower 32 is not operating, the process proceeds to step S122, and a request is made to stop the cooling water pump 40a for power saving.

  On the other hand, when it is determined in step S121 that the blower 32 is operating, the process proceeds to step S123, and is stored in the air-conditioning control device 50 in advance based on the cooling water temperature Tw detected by the cooling water temperature sensor 58. With reference to the control map, the heater core passage ratio is determined.

  The heater core passage ratio is a value obtained by artificially calculating a ratio of an air flow passing through the heater core 36 (hereinafter, referred to as a heater core air flow) in an air flow passing through the air passage in the casing 31 of the indoor air conditioning unit 30.

  Specifically, when the cooling water temperature Tw is low, the value of the heater core passage ratio is increased, and when the cooling water temperature Tw is high, the value of the heater core passage ratio is decreased. In the example of FIG. 11, if Tw ≦ 50 ° C., the value of the heater core passage ratio is set to 1.0, if Tw ≧ 100 ° C., the value of the heater core passage ratio is set to 0.5, and if 50 <Tw <100, The higher the cooling water temperature Tw, the smaller the value of the heater core passage ratio in the range of 1.0 to 0.5.

  In the following step S124, based on the value of the product of the blower voltage determined in step S6 and the heater core passage ratio determined in step S123, referring to a control map stored in advance in the air-conditioning control device 50, the air-conditioning required flow rate is determined. To determine. The air conditioning required flow rate is a minimum required cooling water flow rate for air conditioning.

  Specifically, when the product value of the blower voltage and the heater core passage ratio is small, the required air conditioning flow rate is increased, and when the product value of the blower voltage and the heater core passage ratio is large, the air conditioning required flow rate is increased. That is, when the heater core airflow is small, the required air conditioning flow rate is increased, and when the heater core airflow is large, the air conditioning required flow rate is increased.

  In the example of FIG. 11, if the value of the product of the blower voltage and the heater core passage ratio is 6 V or less, the required air-conditioning flow rate is set to 1.0 L / min, and the value of the product of the blower voltage and the heater core passage ratio is 12 V or more. If the required flow rate of the air conditioner is 10.0, and if the product value of the blower voltage and the passing rate of the heater core is 6 V or more and 12 V or less, the required flow rate of the air conditioning becomes 1. Increase in the range of 0 to 10.0 L / min.

  Then, the cooling water discharge capacity of the cooling water pump 40a (specifically, the number of revolutions of the cooling water pump 40a) is determined so that the flow rate of the cooling water discharged from the cooling water pump 40a is equal to or more than the required air conditioning flow rate.

  As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling water flowing through the heater core 36 and the air passing through the heater core 36 exchange heat to heat the blown air. .

  When the flow rate of the cooling water flowing through the heater core 36 (hereinafter, referred to as a heater core flow rate) is small, the temperature distribution of the air blown out of the heater core 36 increases. At this time, if the air volume of the heater core is too large, the temperature distribution of the air blown out of the heater core 36 is further increased to a level where the occupant feels uncomfortable.

  In view of this point, the required air-conditioning flow rate is increased as the heater core air flow rate increases in step S124, so that the heater core flow rate can be increased when the heater core air flow rate is high. Therefore, it is possible to suppress the temperature distribution of the air blown from the heater core 36 from increasing as the occupant feels uncomfortable.

  Next, in step S13, the operating state of the heater core solenoid valve 40c, that is, the open / close state of the heater core solenoid valve 40c is determined. Details of step S13 will be described with reference to the flowchart of FIG.

  First, in step S131, it is determined whether the cooling water temperature Tw is lower than 70 ° C. When it is determined that the cooling water temperature Tw is lower than 70 ° C., the process proceeds to step S132, and it is determined whether the outlet mode determined in step S8 is the manual defroster mode. That is, it is determined whether or not the defroster mode is set by manually operating the defroster switch on the operation panel 60 by the occupant.

  If it is determined that the air outlet mode is not the manual defroster mode, the process proceeds to step S133, and it is determined whether or not the elapsed time from turning on the ignition switch of the vehicle is less than the maximum closing time Tmax. The maximum closing time Tmax is an upper limit value of the time for closing the heater core electromagnetic valve 40c, and is stored in the air conditioning control device 50 in advance.

  If it is determined that the elapsed time since turning on the ignition switch of the vehicle is less than the maximum closing time Tmax, the process proceeds to step S134, and the heater core solenoid valve 40c is closed. That is, the cooling water flow path on the side of the heater core 36 is closed so that the cooling water does not flow through the heater core 36.

  Thus, when the cooling water temperature Tw is low, the cooling water can be prevented from being radiated by the heater core 36, and the rise of the cooling water temperature Tw can be promoted. As a result, the warm-up of the engine EG can be promoted.

  On the other hand, if it is determined in step S131 that the cooling water temperature Tw is equal to or higher than 70 ° C., it is determined that the warm-up of the engine EG has been completed, and the process proceeds to step S135 to open the heater core solenoid valve 40c. That is, the cooling water flow path on the side of the heater core 36 is opened so that the cooling water flows through the heater core 36.

  If it is determined in step S132 that the air outlet mode is the manual defroster mode, it is determined that the occupant strongly desires anti-fog of the window, and the process proceeds to step S135 to open the heater core solenoid valve 40c. This allows the cooling water to flow through the heater core 36 even during the warm-up of the engine EG so that the temperature of the window glass increases even slightly.

  If it is determined in step S133 that the elapsed time since the turning on of the ignition switch of the vehicle is equal to or longer than the maximum closing time Tmax, the process proceeds to step S135 to open the heater core solenoid valve 40c. Thus, it is possible to prevent the heating of the air in the heater core 36 from being stopped for a long time.

  Next, in step S14, it is determined whether or not the operation of the seat air conditioner 90 is necessary. The operation state of the seat air-conditioning device 90 is controlled based on the target blow-out temperature TAO determined in step S5, the provisional air mix opening Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S15, the various devices 12a, 32, 37, 40a, 40c, 61, 62, 63, 64, and 64 are controlled by the air conditioning controller 50 so that the control states determined in steps S5 to S14 described above are obtained. A control signal and a control voltage are output to 90. 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 S16, the process waits for the control cycle τ, and returns to step S2 when the elapse of the control cycle τ is determined. In the present embodiment, the control cycle τ is set to 250 ms. This is because the air conditioning control in the vehicle compartment does not adversely affect the controllability even in a control cycle that is slower than engine control or the like. Thus, the communication amount for air conditioning control in the vehicle can be suppressed, and the communication amount of a control system that needs to perform high-speed control such as engine control can be sufficiently ensured.

  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 cool air cooled by the evaporator 15 flows into the heating passage 33 and the bypass passage 34 according to the opening of the air mix door 39.

  The cool air that has flowed into the heating passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cool air that has passed through the 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 of the mixing space 35 into the vehicle interior through the respective outlets.

  When the inside temperature Tr in the vehicle compartment is cooled below the outside temperature Tam by the air-conditioning wind blown into the vehicle compartment, the inside of the vehicle compartment is cooled, while the inside temperature Tr is heated above the outside temperature Tam. In this case, heating of the vehicle interior is realized.

  The temperature of the conditioned air blown into the vehicle interior is adjusted by the air mix door 39. The target opening degree SW of the air mix door 39 is calculated based on the target outlet temperature TAO, the evaporator temperature TE, and the heater core temperature TH.

  When the heater core solenoid valve 40c is opened and the coolant circulates between the heater core 36 and the engine EG, the temperature of the coolant flowing through the heater core 36 is determined by the coolant temperature detected by the coolant temperature sensor 58. Since the value is almost the same as Tw, the value of the heater core temperature TH is determined to be the same value as the cooling water temperature Tw.

  When the cooling water temperature Tw is low, the solenoid valve 40c for the heater core is closed and the cooling water does not flow to the heater core 36, so that the cooling water is prevented from radiating heat at the heater core 36, and the cooling water temperature Tw increases. Therefore, the warm-up of the engine EG is promoted.

  When the heater core solenoid valve 40c is closed, the cooling water does not flow through the heater core 36. Therefore, the temperature of the cooling water in the heater core 36 is reduced by cooling the heater core 36 with the cool air cooled by the evaporator 15. It becomes lower than the cooling water temperature Tw detected at 58.

  Immediately after the heater core solenoid valve 40 c closes the cooling water flow path on the heater core 36 side, the temperature of the cooling water in the heater core 36 is the cooling water temperature Tw detected by the cooling water temperature sensor 58 or the outside temperature detected by the outside air sensor 52. Since it is considered that the temperature is substantially the same as the temperature Tam, the estimated value of the heater core temperature TH is set to the same value as the initial water temperature or the outside temperature Tam.

  Since the temperature of the cooling water in the heater core 36 approaches the evaporator temperature TE as the elapsed time after the heater core solenoid valve 40c closes the cooling water flow path on the heater core 36 side, the estimated value of the heater core temperature TH is reduced. To evaporator temperature TE.

  At this time, since the temperature of the cooling water in the heater core 36 decreases rapidly as the air volume of the blower 32 increases, the estimated value of the heater core temperature TH is reduced quickly to approach the evaporator temperature TE earlier.

  Accordingly, even when the heater core electromagnetic valve 40c is closed and the temperature of the cooling water in the heater core 36 becomes lower than the cooling water temperature Tw detected by the cooling water temperature sensor 58, the heater core temperature TH can be appropriately estimated. Therefore, the target opening degree SW of the air mix door 39 can be appropriately determined, and the comfort of the occupant can be ensured.

  In the present embodiment, as described in step S5, when it is determined that the flow rate of the cooling water flowing through the heater core 36 is less than the predetermined value, the air conditioning control device 50 determines the heater core based on at least the temperature TE of the evaporator 15. The temperature TH of 36 is calculated.

  Thus, the temperature TH of the heater core 36 can be appropriately estimated, and thus the operation of the air mix door 39 can be appropriately controlled.

In the present embodiment, as described in step S53, the air-conditioning control device 50 starts the air-conditioning based on the calculated value of the temperature TH of the heater core 36 when the flow rate of the cooling water flowing through the heater core 36 is determined to be less than the predetermined value. The temperature TH of the cooling water is made equal to the temperature Tw of the cooling water at the time, and the temperature TH of the heater core 36 is made closer to the temperature TE of the evaporator 15 as time passes.

  Thus, the temperature TH of the heater core 36 can be accurately estimated in accordance with the actual temperature change of the heater core 36.

In the present embodiment, as described in step S53, the air-conditioning control device 50 brings the calculated value of the temperature TH of the heater core 36 closer to the temperature TE of the evaporator 15 as the airflow of the air passing through the heater core 36 increases.

  Thus, the temperature TH of the heater core 36 can be accurately estimated in accordance with the actual temperature change of the heater core 36.

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

  (1) In the above embodiment, the heater core temperature TH is determined based on the blower voltage. Instead of the blower voltage, the value of (blower voltage × air mix opening) (ie, the product of the blower voltage and the air mix opening) is used. ) May be used to determine the heater core temperature TH.

  The value of the blower voltage corresponds to the total air volume of the air volume flowing through the heater core 36 and the air volume flowing bypassing the heater core 36, but the value of blower voltage × air mix opening corresponds to the air volume flowing through the heater core 36. The accuracy of estimating the heater core temperature TH can be improved.

  That is, when the heater core temperature TH is determined based on the value of the blower voltage × the air mix opening, an error due to the amount of air flowing bypassing the heater core 36 can be eliminated, so that the accuracy of estimating the heater core temperature TH can be improved.

  (2) In the above embodiment, the heater core temperature TH immediately after the cooling water flow path on the heater core 36 side is closed is determined to be the same value as the initial water temperature, but the heater core temperature TH immediately after the cooling water flow path on the heater core 36 side is closed. TH may be determined to be the same value as the outside temperature Tam.

  That is, if the temperature in the engine room is stable before the operation of the engine EG, the initial water temperature is considered to be substantially the same as the outside air temperature Tam.

  That is, the air-conditioning control device 50 sets the temperature TH of the heater core 36 when the flow rate of the cooling water flowing through the heater core 36 is determined to be less than the predetermined value to be the same as the temperature Tam of the outside air. The temperature TH may be made to approach the temperature TE of the evaporator 15.

  According to this, similarly to the above embodiment, the temperature TH of the heater core 36 can be accurately estimated in accordance with the actual temperature change of the heater core 36.

  (3) In the above-described embodiment, the heater core solenoid valve 40c is an opening / closing valve that opens and closes the cooling water passage on the heater core 36 side. However, the heater core solenoid valve 40c sets the degree of opening of the cooling water passage on the heater core 36 side to an arbitrary value. It may be an opening adjustment valve that can be adjusted to a predetermined value.

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

  Further, the vehicle air conditioner 1 may be applied to an electric vehicle that obtains a driving force for running the vehicle only from the running electric motor without including 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.

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

  (5) In the above embodiment, the heater core 36 heats the blown air after passing through the evaporator 15 using the cooling water for cooling the engine EG as a heat medium, but the heater core 36 cools various heating elements such as a fuel cell. The blown air after passing through the evaporator 15 may be heated by using the cooling water to be heated as a heat medium.

15 Evaporator (heat exchanger for cooling)
33 heating passage 34 bypass passage 36 heater core (heat exchanger for heating)
39 Air mix door (air volume ratio adjustment unit)
40c Solenoid valve for heater core (flow rate adjustment unit)
50 air conditioning control device (control unit)

Claims (3)

A cooling heat exchanger (15) for cooling air blown into the vehicle interior space;
A heating heat exchanger (36) for heating the air by exchanging heat between the air passing through the cooling heat exchanger and a heat medium;
A casing (31) forming a heating passage (33) through which the air to be heat-exchanged by the heating heat exchanger flows, and a bypass passage (34) through which the air flows by bypassing the heating heat exchanger; When,
A flow rate adjusting unit (40c) for adjusting a flow rate of the heat medium flowing through the heating heat exchanger;
An air volume ratio adjustment unit (39) for adjusting the air volume ratio of the air flowing through the heating passage;
Controlling the operation of the air volume ratio adjusting unit based on the temperature (TH) of the heating heat exchanger, and determining that the flow rate of the heat medium flowing through the heating heat exchanger is less than a predetermined value; A control unit (50) for calculating a temperature of the heating heat exchanger based on at least a temperature (TE) of the cooling heat exchanger ,
The control unit calculates a calculated value of the temperature of the heating heat exchanger when it is determined that the flow rate of the heating medium flowing through the heating heat exchanger is less than a predetermined value, the heating medium at the start of air conditioning. Or the same as the outside air temperature (Tam), and as time passes, the calculated value of the temperature of the heating heat exchanger approaches the temperature of the cooling heat exchanger, and flows through the heating heat exchanger. An air conditioner for a vehicle , wherein a calculated value of a temperature of the heating heat exchanger is equal to a temperature of the cooling heat exchanger when a predetermined time or more has elapsed since the flow rate of the heat medium became less than a predetermined value . 2. The control unit according to claim 1, wherein, as the amount of air passing through the heating heat exchanger increases , the calculated value of the temperature of the heating heat exchanger approaches the temperature of the cooling heat exchanger earlier. 3. Vehicle air conditioner. The vehicle air conditioner according to claim 1, wherein the control unit shortens the predetermined time as the air flow rate of the air passing through the heating heat exchanger increases .

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