JP6630615B2 - 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 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.

JP 2012-188965 A

  In the above prior art, when the temperature of the cooling water is increased after the cooling water (in other words, the heat medium) is interrupted to the heater core (in other words, the heating heat exchanger), the interruption of the cooling water to the heater core is interrupted. The process is terminated and water is passed through the heater core.

  At this time, if the flow rate of the cooling water is too large, the heat of the engine (in other words, the heat generating element) is excessively taken by the cooling water, and the temperature of the engine is lowered. There is a problem that there is.

  The present invention has been made in view of the above, and has as its object to appropriately adjust the flow rate of a heat medium to be passed through a heating heat exchanger.

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 a heat medium for cooling the heating element (EG) and air passing 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 (40a) for adjusting the flow rate of the heat medium,
An air volume ratio adjusting unit (39) for adjusting the air volume ratio of the air flowing through the heating passage;
The larger the air volume of the air blown into the vehicle interior space or the larger the air volume ratio of the air flowing through the heating passage, the higher the flow rate of the heat medium flowing through the heat exchanger for heating is required of the flow rate adjustment unit. A control unit (50) ;
A seat heating unit (90) that is mounted on some of the plurality of seats on which the occupant sits and heats some of the seats;
When it is estimated that the occupant is seated in some of the seats and that the occupant is not seated in the remaining seats of the plurality of seats, the control unit (50) estimates that the occupant is seated in the remaining seats. The flow control unit (40a) is required to reduce the flow rate of the heat medium as compared with the case where the heat transfer is performed.

  According to this, when the amount of heat radiation to the air in the heating heat exchanger is large, a large flow rate of the heat medium is required, and when the amount of heat radiation to the air in the heating heat exchanger is small, the flow rate of the heat medium is reduced. Since a small amount is required, the flow rate of the heat medium can be appropriately required according to the amount of heat released to the air in the heating heat exchanger. Therefore, it is possible to prevent the heat of the heating element from being excessively taken by the cooling water.

  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 according to a first embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the air conditioner for vehicles of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment.

  Hereinafter, embodiments will be described 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)
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, in the present embodiment, the air flow rate of the cool air flowing into the heating passage 33 and the bypass passage 34 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. Is continuously arranged.

  The air mix door 39 is an air volume ratio adjustment unit that adjusts the air volume ratio of the air flowing through the heating passage 33. 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 60c of 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 heater 90 shown in FIG. The seat heater 90 is an auxiliary heating unit that increases the surface temperature of the seat on which the occupant sits. Specifically, the seat heater 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  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 heater 90 is controlled by a control signal output from the air conditioning controller 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.

  The seat heater 90 is mounted on only some of the plurality of seats (e.g., driver's seat) of the vehicle, and is mounted on the remaining seats (e.g., passenger seat and rear seat) of the plurality of seats. Absent.

  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 heater 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 coolant temperature sensor 58 is a coolant temperature detection unit that detects the coolant temperature Tw of the coolant flowing out of the engine EG.

  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.

  Various air-conditioning operation switches provided on the operation panel 60 include, specifically, an air conditioner switch 60a, an auto switch 60b, a switch for an inlet mode, a switch for an outlet mode, a defroster switch 60c, a seat heater switch 60d, and an air volume. A 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 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 60c is a defroster mode setting unit that sets a defroster mode by an occupant's operation.

  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 and the defroster switch 60c are an anti-fog operation unit for outputting a command to improve the anti-fog property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The seat heater switch 60d is a seat heating unit operation setting unit that switches between starting and stopping the seat heater 90.

  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.

  Further, the air-conditioning control device 50 is electrically connected to the body control device 72. The body control device 72 controls a drive mechanism of the vehicle body such as a power window and a door. The air-conditioning control device 50 and the body control device 72 are configured to be able to electrically communicate with each other. 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.

  In this example, a detection signal of the seating sensor 73 is input to an input side of the body control device 72. The seating sensor 73 is a seating detection unit that detects that an occupant is sitting on each seat of the vehicle. As the seat sensor 73, an infrared sensor or the like can be used in addition to a pressure sensor that detects a pressure received from the occupant when the occupant is seated on the seat.

  The air-conditioning control device 50 determines whether the occupant is seated on each of the seat on which the seat heater 90 is mounted and the seat on which the seat heater 90 is not mounted, based on the detection signal of the seat sensor 73. can do.

  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, the flow control unit controls the operation of the cooling water pump 40a and the heater core solenoid valve 40c to control the flow rate of the cooling water flowing through the heater core 36.

  The configuration for transmitting and receiving the control signal to and from the driving force control device 70 in the air conditioning control device 50 constitutes the 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 for determining whether or not to operate the engine EG in accordance with an output signal from a request signal output unit or the like (in other words, for determining whether or not to operate) ) Constitute a signal communication unit.

  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. Note that each control step in FIGS. 3 to 11 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 a suction mode switch, 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 S14, control states of various devices connected to the air conditioning control device 50 are determined.

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

  Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, based on the heater core flow rate, a correction parameter PW is determined with reference to a control map stored in the air conditioning control device 50 in advance, and the process proceeds to step S52.

  The heater core flow rate is a flow rate of the cooling water flowing through the heater core 36. The correction parameter PW is a parameter used for correcting the air mix opening degree SW according to the heater core flow rate.

  Specifically, when the heater core flow rate is small, the value of the correction parameter PW is increased, and when the heater core flow rate is large, the value of the correction parameter PW is decreased. In the example of FIG. 4, if the heater core flow rate ≦ 1.0 L / min, the value of the correction parameter PW is set to 7, and if the heater core flow rate ≧ 3.0 L / min, the value of the correction parameter PW is set to 0, and 1.0 L / min. If min <heater core flow rate <3.0 L / min, the value of the correction parameter PW is reduced in the range of 7 to 0 as the heater core flow rate increases.

  That is, if the heater core flow rate is small, the necessity of correcting the air mix opening degree SW in accordance with the heater core flow rate increases, so the correction parameter PW is set to 7.0. When the heater core flow rate is large, the correction parameter PW is set to 1.0 because the necessity of correcting the air mix opening degree SW in accordance with the heater core flow rate is low.

  In the following step S52, the heater core passage ratio is determined based on the cooling water temperature Tw with reference to a control map stored in the air conditioning controller 50 in advance, and the process proceeds to step S53.

  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. 4, 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 S53, based on the blower voltage determined in the previous step S6 and the heater core passage ratio determined in step S52, the heater core airflow coefficient CH is determined with reference to a control map stored in the air conditioning control device 50 in advance. Then, the process proceeds to step S53.

  The blower voltage is a voltage applied to the electric motor of the blower 32. The heater core airflow coefficient CH is a coefficient used for correcting the air mix opening degree SW according to the heater core airflow.

  Specifically, when the value of the product of the blower voltage and the heater core passage ratio is small, the value of the heater core airflow coefficient CH is reduced, and when the value of the product of the blower voltage and the heater core passage ratio is large, the value of the heater core airflow coefficient CH is reduced. Increase the value.

  The product value of the blower voltage and the heater core passage ratio indicates the degree of the heater core air volume. That is, it can be considered that the larger the value of the product of the blower voltage and the heater core passage ratio, the larger the heater core air volume.

  In the example of FIG. 4, if the value of the product of the blower voltage and the heater core passage ratio is 4 V or less, the value of the heater core airflow coefficient CH is set to 1.0, and if the value of the product of the blower voltage and the heater core passage ratio is 12 V or more. If there is, the value of the heater core air volume coefficient CH is set to 3.0, and if the value of the product of the blower voltage and the heater core passage ratio is 4 or more and 12 or less, the larger the value of the product of the blower voltage and the heater core passage ratio is, the larger the heater core is. The value of the air volume coefficient CH is increased in the range of 1.0 to 3.0.

  Thereby, when the heater core air volume is large, the heater core air volume coefficient CH becomes large. In other words, if the heater core airflow is small, the heater core airflow coefficient CH is set to 1.0 because it is not necessary to correct the air mix opening degree SW according to the airflow. If the heater core air volume is large, the necessity of correcting the air mix opening degree SW in accordance with the air volume increases, so the heater core air volume coefficient CH is set to 3.0.

In the following step S54, the air mix opening degree SW is calculated by the following equation F2, and the process proceeds to step S6.
SW = [{TAO-TE} / {(Tw−PW × CH) −TE}] × 100 (%) ... F2
Then, the opening of the air mix door 39 is changed according to the determined air mix opening SW. Specifically, when the air mix opening degree SW is set to 0%, the air mix door 39 is controlled so that the entire amount of air after passing through the evaporator 15 flows through the bypass passage 34 in the casing 31 of the indoor air conditioning unit 30. The opening is controlled. When the air mix opening degree SW is set to 100% or more, the opening degree of the air mix door 39 is adjusted so that the entire amount of air after passing through the evaporator 15 flows through the heating passage 33 in the casing 31 of the indoor air conditioning unit 30. Controlled. When the air mix opening degree SW is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the air after passing through the evaporator 15 flows through the bypass passage 34 and the heating passage 33. .

  The product PW × CH of the correction parameter PW and the heater core airflow coefficient CH is a correction value used to correct the air mix opening degree SW. The larger the correction value PW × CH, the smaller the denominator of the formula F2, so that the air mix opening SW is corrected to a larger side.

  Accordingly, when the heater core flow rate is small, the air mix opening degree SW is increased and the ratio of the heater core air volume is increased, so that the heat exchange amount in the heater core 36 is increased. Therefore, when the heater core flow rate is small, the average outlet air temperature of the heater core 36 can be increased.

  The average outlet air temperature of the heater core 36 is an average value of the outlet air temperature of the heater core 36 at the cooling water inlet side and the outlet air temperature of the heater core 36 at the cooling water outlet side.

  Also, when the heater core air volume is large, the air exchange opening SW is increased and the ratio of the heater core air volume is increased, so that the heat exchange amount in the heater core 36 is increased. Therefore, when the air volume of the heater core is large, the average outlet air temperature of the heater core 36 can be increased.

  The ratio of the heater core air volume changes according to the air mix opening degree SW. However, in step S52, the heater core passage ratio is not calculated based on the air mix opening degree SW, but is calculated in a pseudo manner based on the cooling water temperature Tw.

  The reason is that the air mix opening degree SW is corrected based on the ratio of the heater core air flow rate in step S54. Therefore, when the ratio of the heater core air flow rate is calculated based on the air mix opening degree SW in step S52, the circulation is referred to and the control is performed. This is because it does not converge.

  Assuming that the target blowing temperature is around 50 ° C., in a steady state, if the cooling water temperature Tw is 50 ° C., the ratio of the heater core air volume becomes 100%, and if the cooling water temperature Tw is 100 ° C., the heater core air volume ratio becomes 100%. The ratio becomes 50%. Therefore, the heater core passage ratio calculated in a pseudo manner based on the cooling water temperature Tw in step S52 is a substantially correct value.

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

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

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

  On the other hand, if it is determined in step S61 that the auto switch has been turned on, then in step S63, based on the TAO determined in step S4 and the coolant temperature Tw detected by the coolant temperature sensor 58. The provisional 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 control device 50 in advance.

  The temporary blower voltage f (TAO) is determined according to the air conditioning heat load. The temporary 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 temporary blower voltage f (TAO) in the present embodiment is configured such that the value of the temporary 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 temporary 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 temporary 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 provisional blower voltage f (TAO) is reduced so that the air volume of the blower 32 decreases in accordance with the decrease in the TAO.

  When the TAO enters a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the provisional 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 temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on a value determined based on the vehicle interior set temperature Tset, the internal temperature Tr, the external temperature Tam, and the amount of solar radiation Ts.

  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, 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.

  On the other hand, when it is determined that the outlet mode is the face mode, the process proceeds to step S66, and the blower voltage is determined to be the temporary 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 of the operation panel 60 is turned on. As a result, when it is determined that the auto switch has not been turned on, in steps S702 to S704, the outside air introduction rate according to the manual mode is determined, 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 has been turned on, the process proceeds to step S705, and based on the target outlet temperature TAO calculated in step S4, determines whether the air conditioning operation state is the cooling operation or the heating operation. judge. 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 of the operation panel 60 is turned on. As a result, when it is determined that the auto switch has not been turned on, in step S82, the outlet mode according to the manual 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, when it is determined in step S81 that the auto switch has been turned on, the process proceeds to step S83, and the threshold correction amount α is calculated by the following equation F4 based on the correction parameter PW calculated in step S5.
Threshold correction amount α = correction parameter PW × 1.0... F4
In the following step S84, the outlet mode is determined with reference to the control map stored in the air conditioning controller 50 in advance based on the target outlet temperature TAO calculated in step S4.

  In the present embodiment, as shown in step S84 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 S84 in FIG. 7, a hysteresis width for preventing control hunting is set.

  The threshold for switching between the bi-level mode and the foot mode is reduced and corrected by the threshold correction amount α calculated in step S83. Thus, the smaller the heater core flow rate, the smaller the threshold value for switching between the bi-level mode and the foot mode. In other words, the smaller the heater core flow rate, the narrower the bi-level mode temperature range and the wider the foot mode temperature range. Therefore, the smaller the heater core flow rate, the easier it is to switch from the bi-level mode to the foot mode.

  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 determined in step S4, the anti-fog target outlet temperature f (window vicinity humidity) is calculated with reference to a control map stored in the air conditioning controller 50 in advance.

  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. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the air mix opening SW determined in step S51, and the cooling water temperature Tw. decide.

  Specifically, when it is determined that the outside air temperature is higher than 26 ° C., it is determined that the blowout temperature assist by the PTC heater 37 is not necessary, and the number of operating PTC heaters 37 is determined to be zero. On the other hand, when it is determined that the outside air temperature is lower than 26 ° C., the necessity of the operation of the PTC heater 37 is determined based on the air mix opening degree SW.

  In other words, a smaller air mix opening SW means that the necessity of heating the blast air in the heating passage 33 is reduced, so that the PTC is reduced as the air mix opening SW becomes smaller. The need to operate the heater 37 is also reduced.

  Therefore, the air mix opening SW is compared with a predetermined reference opening. If the air mix opening SW is equal to or less than the first reference opening (100% in the present embodiment), the PTC heater 37 is operated. As it is unnecessary, the number of operating PTC heaters 37 is determined to be zero.

  On the other hand, if the air mix opening SW is equal to or more than the second reference opening (110% in the present embodiment), it is determined that the PTC heater 37 needs to be operated, and the PTC heater 37 is operated in accordance with the cooling water temperature Tw. Determine the number of operation.

  Specifically, if the cooling water temperature Tw is high enough to sufficiently heat the air with the heater core 36, the number of operating PTC heaters 37 is determined to be zero, and the lower the cooling water temperature Tw, the more the number of operating PTC heaters 37 Increase.

  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 it is determined whether the outlet mode determined in step S8 is other than the defroster mode. If it is determined that the air outlet mode is the defroster mode, the process proceeds to step S124, and the required air conditioning flow rate is determined to be 20 L / min. The air conditioning required flow rate is a minimum required cooling water flow rate for air conditioning.

  On the other hand, if it is determined in step S123 that the air outlet mode is not the defroster mode, the process proceeds to step S125, and air conditioning control is performed in advance based on the blower voltage determined in step S6 and the air mix opening SW determined in step S5. With reference to the control map stored in the device 50, the basic required flow rate is determined.

  Specifically, as shown in step S125 of FIG. 10, in the maximum heating state in which the air mix opening degree SW is 100% or more (in other words, the MAX HOT state), if the blower voltage is less than 2V, the basic required flow rate Is set to 0 L / min. If the blower voltage is 2 V or more and less than 12 V, the larger the blower voltage, the larger the basic required flow rate in the range of 5 to 20 L / min. If the blower voltage is 12 V or more, the basic required flow rate is 20 L. / Min.

  In the maximum cooling state where the air mix opening degree SW is 0% (in other words, in the MAX COOL state), the basic required flow rate is 0 L / min regardless of the blower voltage.

  In the intermediate opening state where the air mix opening degree SW is more than 0% and less than 100%, the basic required flow rate is 0 L / min if the blower voltage is less than 2 V, and if the blower voltage is 2 V or more and less than 12 V. The larger the blower voltage is, the larger the basic required flow rate is in the range of 3 to 15 L / min. If the blower voltage is 12 V or more, the basic required flow rate is set to 15 L / min.

  The higher the blower voltage, the larger the air volume of the heater core and the greater the amount of heat released from the cooling water to the air in the heater core 36, so that the temperature difference between the upstream portion and the downstream portion of the flow of the cooling water in the heater core 36 tends to occur. However, the temperature difference is prevented from being increased by increasing the required air conditioning flow rate.

  In addition, since the required air-conditioning flow rate is increased as the heating state is closer to the maximum heating state where high heating capacity is required, a high blow-out air temperature can be obtained even in the portion of the heater core 36 downstream of the cooling water flow, and the heating performance can be maintained. .

  In the following step S126, the required flow rate maximum value is determined based on the outside air temperature Tam and the operating state of the seat heater 90 with reference to a control map stored in the air conditioning control device 50 in advance.

  Specifically, the lower the outside air temperature Tam, the larger the required flow rate maximum value is determined. For example, in the example of FIG. 10, when it is determined based on the detection signal of the seating sensor 73 that the occupant is seated only on the seat on which the seat heater 90 is installed, the outside temperature Tam may be equal to or lower than −10 ° C. If the outside air temperature Tam is −10 ° C. or more and 25 ° C. or below, the required flow rate maximum value is reduced in the range of 15 to 5 L / min as the outside air temperature Tam increases. If the temperature Tam is 25 ° C. or higher, the required flow rate maximum value is determined to be 5 L / min.

  When it is determined based on the detection signal of the seating sensor 73 that the occupant is seated in a seat other than the seat to which the seat heater 90 is attached, the required flow rate maximum value if the outside temperature Tam is −10 ° C. or less. Is determined to be 20 L / min, and if the outside air temperature Tam is −10 ° C. or more and 25 ° C. or below, the maximum required flow rate is reduced in the range of 20 to 5 L / min as the outside air temperature Tam increases, and the outside air temperature Tam becomes 25 ° C. If so, the required flow rate maximum value is determined to be 5 L / min.

  When the outside air temperature Tam is high, the heating load is reduced and the heat exchange capacity required for the heater core 36 is also reduced. Therefore, the required flow rate maximum value is reduced to prevent the cooling water flow rate from becoming too large.

  When the occupant is seated only on the seat to which the seat heater 90 is attached, the sensation of the occupant can be maintained to some extent by the seat heater 90. Therefore, by decreasing the maximum required flow rate, the cooling water flow rate increases. Not too much.

In a succeeding step S127, the required air-conditioning flow rate is calculated by the following equation F6.
Air conditioning required flow rate = MIN (basic required flow rate, required flow rate maximum value) ... F6
Note that the MIN (basic required flow rate, required flow rate maximum value) in Equation F6 means the smaller of the basic required flow rate and the required flow rate maximum value.

  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 necessary for cooling the engine EG is larger than the required flow rate of the air conditioning, the air conditioning control device 50 sets the flow rate of the cooling water discharged from the cooling water pump 40a to be larger than the required flow rate of the air conditioning. .

  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 the occupant manually operating the defroster switch 60c of the operation panel 60.

  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 the operation of the seat heater 90 is necessary. The operation state of the seat heater 90 is based on the target air temperature TAO determined in step S5, the provisional air mix opening Sdd, and the outside air temperature Tam read in step S2. Is determined with reference to FIG.

  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.

  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.

  Since the flow rate of the cooling water discharged from the cooling water pump 40a is adjusted according to the blower voltage and the air mix opening SW, it is possible to suppress the cooling water from flowing more than necessary and lowering the temperature of the cooling water. Therefore, the temperatures of the engine EG and the transmission can be kept high, so that friction loss can be reduced, fuel efficiency can be improved, and deterioration of occupant comfort can be minimized.

  Further, the power consumption of the cooling water pump 40a can be reduced, and the operating noise of the cooling water pump 40a can be reduced.

  When the occupant is seated only on the seat to which the seat heater 90 is attached, the occupant can be warmed by the seat heater 90, so that the flow rate of the cooling water is further reduced. As a result, fuel efficiency can be improved while minimizing dissatisfaction with the feeling of heating of the occupants.

  When the outside temperature Tam is high, the occupant's feeling of heating does not significantly decrease even if the maximum heating capacity is low, so the upper limit of the cooling water flow rate is reduced. As a result, fuel efficiency can be improved while minimizing dissatisfaction with the feeling of heating of the occupants. At this time, not only simply reduce the cooling water flow rate, but also regulate the upper limit of the cooling water flow rate, so limit the cooling water flow rate only when the occupant is unnecessarily increasing the air flow rate, and if the chill is really cold and the air flow is high, Heating performance can be secured by increasing the flow rate of cooling water.

  In the present embodiment, as described in step S12, the air-conditioning control device 50 controls the heater core 36 as the air volume of the air blown into the vehicle interior space increases or the air volume ratio of the air flowing through the heating passage 33 increases. The cooling water pump 40a is required to increase the flow rate of the cooling water flowing through the cooling water pump 40a.

  According to this, when the amount of heat radiation to the air in the heater core 36 is large, a large flow rate of the cooling water is required, and when the amount of heat radiation to the air in the heater core 36 is small, a small flow rate of the cooling water is required. The flow rate of the cooling water can be appropriately requested according to the amount of heat released to the air at 36. Therefore, it is possible to suppress deterioration of fuel efficiency due to heat of the engine EG being excessively taken by the cooling water.

  In the present embodiment, as described in step S125, the air-conditioning control device 50 determines that the occupant is seated on the seat on which the seat heater 90 is mounted and that the occupant is not seated on a seat on which the seat heater 90 is not mounted. If it is estimated, the cooling water pump 40a is required to reduce the flow rate of the cooling water as compared with the case where it is estimated that the occupant is seated on a seat where the seat heater 90 is not mounted.

  According to this, when only the seat to which the seat heater 90 is attached is seated, the deterioration of fuel efficiency can be suppressed by reducing the flow rate of the cooling water, and the occupant can obtain a feeling of heating by the seat heater 90. Therefore, it is possible to suppress deterioration of the air conditioning comfort of the occupant.

  In the present embodiment, as described in step S125, the air conditioning control device 50 lowers the upper limit of the flow rate of the cooling water required for the cooling water pump 40a as the outside air temperature Tam increases.

  According to this, when the temperature Tam of the outside air is high, the deterioration of fuel efficiency can be suppressed by reducing the flow rate of the cooling water, and at the same time, the occupant lacks a feeling of heating and the comfort of the air conditioning of the occupant is suppressed from being deteriorated. it can.

  Instead of simply reducing the flow rate of the cooling water, the upper limit of the cooling water flow rate is regulated low, so the cooling water flow rate is limited only when the occupant is raising the air flow unnecessarily, and it is really cold and the air volume is high In some cases, the cooling water flow rate can be increased to ensure the heating performance.

(2nd Embodiment)
In the above embodiment, in step S126, when the occupant is seated only on the seat to which the seat heater 90 is attached, the request is smaller than when the occupant is seated in a seat to which the seat heater 90 is not attached. Although the maximum value of the flow rate is reduced, in the present embodiment, as shown in FIG. 12, in step S126, when the seat heater 90 is operating, the required flow rate maximum is smaller than when the seat heater 90 is not operating. Decrease the value.

  Specifically, when the seat heater 90 is operating, if the outside air temperature Tam is −10 ° C. or lower, the required flow rate maximum value is determined to be 15 L / min, and if the outside air temperature Tam is −10 ° C. or higher and 25 ° C. or lower. If there is, the required flow rate maximum value is reduced in the range of 15 to 5 L / min as the outside air temperature Tam increases, and if the outside air temperature Tam is 25 ° C. or more, the required flow rate maximum value is determined to be 5 L / min.

  When the seat heater 90 is not operating, the required flow rate maximum value is determined to be 20 L / min if the outside temperature Tam is -10 ° C or lower, and if the outside temperature Tam is -10 ° C or more and 25 ° C or less, the outside temperature Tam is set. As the temperature rises, the required flow rate maximum value is reduced in the range of 20 to 5 L / min, and if the outside air temperature Tam is 25 ° C. or higher, the required flow rate maximum value is determined to be 5 L / min.

  When the outside temperature Tam is high, the heating load is small, and the heat exchange capacity required for the heater core 36 is reduced. Therefore, the required flow rate maximum value is reduced so that the cooling water flow rate does not become too large.

  When the seat heater 90 is operating, the occupant's feeling of warmth can be maintained to some extent by the seat heater 90. Therefore, the required flow rate maximum value is reduced so that the cooling water flow rate does not become too large.

  In the present embodiment, the air-conditioning control device 50 requests the cooling water pump 40a to reduce the flow rate of the cooling water when the seat heater 90 is operating, compared to when the seat heater 90 is not operating. I do.

  According to this, when the seat heater 90 is in operation, deterioration of fuel efficiency can be suppressed by reducing the flow rate of the cooling water, and the occupant can obtain a feeling of heating by the seat heater 90, so that the occupant can comfortably control the air conditioning. Can be prevented from worsening.

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

  (1) In the above embodiment, the required flow rate maximum value is increased as the outside air temperature Tam is lower. However, since the target outlet temperature TAO is correlated with the outer air temperature Tam, the required flow rate maximum value is increased as the target outlet temperature TAO is higher. The same operation and effect can be obtained.

  (2) In the above embodiment, the driving force for traveling of the hybrid vehicle is not described in detail, but a so-called parallel type hybrid that can travel by directly receiving driving force from both the engine EG and the traveling electric motor. 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.

  (3) In the above embodiment, the heater core 36 heats the blast 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)
31 casing 32 blower (air volume adjustment unit)
33 heating passage 34 bypass passage 36 heater core (heat exchanger for heating)
39 Air mix door (air volume ratio adjustment unit)
40a Cooling water pump (flow rate adjustment unit)
40c Solenoid valve for heater core (flow rate adjustment unit)
50 control unit (control unit)

Claims (3)

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 heating heat exchanger (36) for exchanging heat between a heat medium for cooling a heating element (EG) and air passing through the cooling heat exchanger (15) to heat the air;
A heating passage (33) through which the air to be heat-exchanged in the heating heat exchanger (36) flows, and a bypass passage (34) through which the air flows by bypassing the heating heat exchanger (36). A casing (31) to be formed;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium,
An air volume ratio adjustment unit (39) for adjusting the air volume ratio of the air flowing through the heating passage (33);
The flow rate of the heat medium flowing through the heating heat exchanger (36) increases as the air flow rate of the air blown into the vehicle interior space increases or as the air flow rate of the air flowing through the heating passage (33) increases. A control unit (50) for requesting the flow rate adjusting unit (40a) to increase the flow rate ;
A seat heating unit (90) that is mounted on some of the plurality of seats on which the occupant sits and heats the some of the seats;
The control unit (50) is configured to, when it is estimated that the occupant is seated in the partial seats and that no occupant is seated in the remaining seats of the plurality of seats, the occupant be seated in the remaining seats. An air conditioner for a vehicle, which requests the flow rate adjusting unit (40a) to reduce the flow rate of the heat medium as compared with a case where the seat is estimated to be seated . Before SL control section, when the seat heating unit is operating, it requires that the seat heating portion is less flow of the heat medium as compared with the case of not operating the flow rate adjusting unit (40a) The vehicle air conditioner according to claim 1. The vehicle air conditioner according to claim 1 or 2 , wherein the control unit (50) lowers the upper limit of the flow rate of the heat medium required for the flow rate adjustment unit (40a) as the outside air temperature (Tam) increases. .

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