JPH1134649A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain large consumption of a car-mounted battery, by reducing power, consumed in an electric compressor when a cooling load in a refrigerating cycle is a specified value or more. SOLUTION: In this device, an air conditioner ECU 7 is constituted of: a target capacity operating means 44 for operating target cooling capacity in a refrigerating cycle 20 is accordance with the cooling condition of an air conditioning unit 6, that is, the air cooling degree of an evaporator 21 (target temperature after evaporation), a target capacity limiting means 45 for limiting target capacity to a specified value (e.g. the lower limit value for the target temperature) in accordance with the cooling condition of the air conditioning unit 6, and a rotation speed controlling means 43 for controlling the rotation speed of a compressor 23 from the output of the target capacity operating means 44 and that of the target capacity limiting means 45. Consequently, the rotation speed of the compressor 23 can be limited low when the cooling load is large, thereby saving power.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle in which a vehicle interior is cooled by a refrigeration cycle having an electric refrigerant compressor, and in particular, a cooling load such as an outside air temperature and an amount of solar radiation. The present invention relates to a vehicle air conditioner in which a lower limit is set for a target post-evaporation temperature when the value is larger.

[0002]

2. Description of the Related Art Conventionally, in a vehicle air conditioner, a refrigeration cycle including a refrigerant compressor, a refrigerant condenser, a decompression means, a refrigerant evaporator, and the like is operated by a vehicle running engine mounted on the vehicle. The interior of the vehicle is cooled by driving the belt. Normally, an electromagnetic clutch is interposed between the vehicle running engine and the refrigerant compressor, and when the post-evaporation temperature (TE) downstream of the refrigerant evaporator drops to the target post-evaporation temperature (TEO), the electromagnetic clutch is activated. By turning off, the post-evaporation temperature (TE) on the downstream side of the refrigerant evaporator is maintained at the target post-evaporation temperature (TEO).

Further, as a conventional technique, the outside air temperature is increased by +5.
If the temperature is higher than ℃, set the target post-evaporation temperature (TEO) to 3 ° C. If the outside air temperature is -5 ° C or lower, set the target post-evaporation temperature (TEO) to 0 ° C. -5
The target post-evaporation temperature (TEO) is set so as to continuously (linearly) decrease as the outside air temperature decreases until the temperature reaches the target post-evaporation temperature (TEO).
(E) A vehicle air conditioner that cools a vehicle interior by turning on and off an electromagnetic clutch so as to approach E) (Japanese Patent Laid-Open No. 6-2706).
No. 45) has also been proposed.

However, in the conventional vehicle air conditioner, when the engine rotation speed is low, such as when the vehicle is idling, or when the cooling load of the refrigeration cycle is high (for example, when the outside air temperature is 30 ° C. or higher). In this case, the ventilation load of the air sucked into the refrigerant evaporator is large. Therefore, the cooling capacity of the refrigeration cycle is insufficient to cool the air blown out from the refrigerant evaporator to the target post-evaporation temperature (TEO).
For this reason, the actual post-evaporation temperature downstream of the refrigerant evaporator (T
E) rises above the target post-evaporation temperature (TEO), causing a problem that the temperature in the vehicle interior does not drop to a comfortable temperature.

Therefore, it is conceivable to use an electrically driven refrigerant compressor instead of an engine driven refrigerant compressor as a vehicle air conditioner. The refrigeration cycle equipped with an electric refrigerant compressor can vary the rotation speed regardless of the engine rotation speed, and even when the cooling load is high, the rotation speed is increased to increase the cooling performance to achieve the target post-evaporation temperature. (TEO).

[0006]

However, an air conditioner for a vehicle equipped with an electric refrigerant compressor requires the most cooling capacity when cooling the interior of a vehicle to a comfortable temperature such as at the start of cooling. Therefore, there is a problem that the power and electric power consumed by the refrigerant compressor are large, and the onboard power supply is greatly consumed. Here, in the case of an electric vehicle equipped with an electric refrigerant compressor, electric power is also supplied from an in-vehicle power supply to a traveling motor, which causes a problem that the traveling distance of the electric vehicle is reduced.

[0007]

An object of the present invention is to provide a method for reducing the power of an electric refrigerant compressor, for example, when the capacity of a vehicle-mounted power supply is less than a predetermined value or when the cooling load of a refrigeration cycle is more than a predetermined value.
It is an object of the present invention to reduce power consumption and electric power consumed by a refrigerant compressor, thereby suppressing large consumption of a vehicle-mounted power supply.

[0008]

According to the first aspect of the present invention, when there is a request to reduce the power of the electric refrigerant compressor, the target capacity of the refrigeration cycle calculated by the target capacity calculator is calculated. By providing a limit and controlling the rotation speed of the refrigerant compressor so that the target capacity with the limit is obtained, the cooling capacity of the refrigeration cycle according to the target capacity can be sufficiently obtained. Therefore, the air passing through the cooling heat exchanger can be cooled to a temperature corresponding to the target capacity. In addition, since the target capacity of the refrigeration cycle is limited, the power and electric power consumed by the refrigerant compressor can be reduced, and the power consumption of the on-vehicle power supply can be suppressed from being greatly reduced.

According to the second or third aspect of the present invention, when the capacity of the vehicle-mounted power supply detected by the capacity detecting means is equal to or less than a predetermined value, or when the cooling load of the refrigeration cycle detected by the load detecting means is reduced. If the value is equal to or more than the predetermined value, the target capacity of the refrigeration cycle calculated by the target capacity calculating means is limited, and the rotation speed of the refrigerant compressor is controlled so as to obtain the target capacity with the limit. ing. Thereby, the same effect as the first aspect is obtained.

According to the fourth aspect of the present invention, the lower limit of the air cooling degree in the cooling heat exchanger is provided, and the rotation speed of the refrigerant compressor is controlled so as to obtain the lower limit of the air cooling degree. I am trying to do it. Thereby, the same effect as the first aspect is obtained. According to the fifth aspect of the present invention, the lower limit of the degree of air cooling is set to at least increase as the capacity of the vehicle-mounted power supply detected by the capacity detecting means decreases. Claim 6
According to the invention described in the above, the lower limit of the air cooling degree, the greater the cooling load detected by the load detection means,
It is set to be at least large.

According to the present invention, an upper limit value is provided for the rotation speed of the refrigerant compressor, and the rotation speed of the refrigerant compressor is controlled so as to obtain the upper limit value of the rotation speed. I have. Thereby, the same effect as the first aspect is obtained. According to the eighth aspect of the present invention, the upper limit value of the rotational speed of the refrigerant compressor is set to be at least smaller as the capacity of the vehicle-mounted power supply detected by the capacity detector is smaller. According to the ninth aspect of the present invention, the upper limit value of the rotational speed of the refrigerant compressor is set to be at least smaller as the cooling load detected by the load detecting means is larger.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION

1 to 4 show an embodiment in which the vehicle air conditioner of the present invention is applied to an air conditioner for a hybrid vehicle. FIG. 1 is a diagram showing a schematic structure of a hybrid vehicle. FIG. 2 is a diagram showing the overall configuration of the air conditioner for a hybrid vehicle.

In the air conditioner for a hybrid vehicle according to the present embodiment, each air conditioner (actuator) of an air conditioner unit 6 for cooling the passenger compartment of the hybrid vehicle 5 includes:
The automatic air conditioner is configured to be controlled by an air conditioning control device (hereinafter referred to as an air conditioner ECU) 7 so as to automatically control the temperature in the vehicle compartment to always maintain a set temperature.

The hybrid vehicle 5 includes, in addition to the air conditioner unit 6, for example, a traveling gasoline engine (hereinafter abbreviated as a traveling engine) 1, a traveling motor 2 including a motor generator, and a traveling engine 1. An engine starting device 3 including a starting motor and an ignition device for starting, and a vehicle-mounted battery 4 for supplying electric power to the traveling motor 2 and the engine starting device 3 are mounted. This vehicle-mounted battery 4 corresponds to the vehicle-mounted power supply of the present invention.
For example, a nickel-metal hydride battery is used.

The traveling engine 1 is removably connected to the axle of the hybrid vehicle 5 so as to be detachable. The traveling motor 2 is removably connected to the axle of the hybrid vehicle 5 so that the traveling motor 2 is connected to the axle when the traveling engine 1 is not connected to the axle. And
The traveling motor 2 is configured to be automatically controlled (for example, inverter controlled) by a hybrid control device (hereinafter, referred to as a hybrid ECU) 8. Note that the hybrid ECU 8 uses the traveling motor 2 alone when the hybrid vehicle 5 starts or runs at a low speed.
Is controlled so as to move the motor.

Further, the engine starting device 3 is configured to be automatically controlled by an engine control device (hereinafter referred to as an engine ECU) 9 so that the combustion efficiency of gasoline (fuel) is optimized. It should be noted that the engine ECU 9 controls the normal running of the hybrid vehicle 5 and the on-board battery 4.
When the battery needs to be charged, the engine starter 3 is energized and the traveling engine 1 is operated.

The air conditioning unit 6 includes an air conditioning duct 11,
The air-conditioning duct 11 includes a centrifugal blower 12 for generating an airflow toward the vehicle interior, an evaporator 21 for cooling the air flowing through the air-conditioning duct 11 to cool the vehicle interior, and the like. The air conditioning duct 11
It is disposed on the front side in the passenger compartment of the hybrid vehicle 5 and has conditioned air (cool air) in the passenger compartment of the hybrid vehicle 5 inside.
Is formed.

At the most upstream side of the air conditioning duct 11,
An inside air suction port (not shown) for taking in the vehicle interior air (hereinafter, referred to as inside air), an outside air suction port (not shown) for taking in outside air (hereinafter, referred to as outside air), and an inside / outside air switching door for switching a suction mode. (Not shown) is provided. Further, at the most downstream side of the air conditioning duct 11, a defroster outlet (not shown), a face outlet (not shown),
A foot outlet (not shown) and a mode switching door (not shown) for switching the outlet mode are provided.

The centrifugal blower 12 has a centrifugal fan 13 rotatably housed in a scroll case integrally formed with the air conditioning duct 11, and a blower motor 14 for driving the centrifugal fan 13 to rotate. . And
The blower motor 14 controls a blower air volume (a rotation speed of the centrifugal fan 14) based on a blower terminal voltage (hereinafter, referred to as a blower voltage) applied via a blower drive circuit (blower drive means) 15.

The evaporator 21 corresponds to the cooling heat exchanger of the present invention, and constitutes one component of the refrigeration cycle 20. The evaporator 21 is disposed so as to entirely cover the air passage in the air conditioning duct 11. The refrigeration cycle 20 is an electric compressor (corresponding to a refrigerant compressor of the present invention) 23 for compressing the gas refrigerant sucked from the evaporator 21 by the power of the electric motor (motor) 22, and compressed by the compressor 23. A condenser (refrigerant condenser) 24 for condensing and liquefying the refrigerant, a receiver (liquid receiver) 25 for separating the refrigerant condensed and liquefied by the condenser 24 into liquid and flowing only the liquid refrigerant downstream, An expansion valve (expansion valve) 26 serving as a decompression means for decompressing and expanding the liquid refrigerant flowing out; And a refrigerant pipe connected to the refrigerant pipe. Further, the refrigeration cycle 20 of the present embodiment has a cooling fan 2 for forcibly blowing outdoor air (cooling air) of the condenser 24.
7, and an electric motor (motor) 28 that rotationally drives the cooling fan 27.

In the refrigeration cycle 20 of this embodiment, when the electric motor 22 is energized, the power of the electric motor 22 is transmitted to the compressor 23 to perform the air cooling action by the evaporator 21 and the energization of the electric motor 22 is stopped. In such a case, the operation of the electric motor 22 is stopped and the air cooling action by the evaporator 21 is stopped. The rotation speed of the electric motor 22 is variably controlled by an air conditioner inverter (rotation speed control means) 29 by continuously or stepwise changing the power supplied from the vehicle-mounted battery 4. Therefore, by changing the rotation speed of the electric motor 22 due to the change in the supplied electric power, the refrigerant discharge capacity of the compressor 23 is changed to adjust the circulation amount (flow rate) of the refrigerant circulating in the refrigeration cycle 20, thereby cooling the evaporator 21. The capacity (the cooling capacity of the refrigeration cycle 20) is controlled.

Next, the configuration of a control system of the air conditioner unit 6 according to the present embodiment will be described with reference to FIGS. Here, FIG. 3 is a block diagram showing the configuration of the air conditioner ECU. A communication signal output from the engine ECU 9, a switch signal from each switch on a control panel (not shown) provided on the front surface of the vehicle compartment, and a sensor signal from each sensor are input to the air conditioner ECU 7.

Here, the switches on the control panel include a temperature setting switch 31 as a temperature setting means for setting the temperature in the vehicle interior to a desired temperature, and starting and stopping of the refrigeration cycle 20 (compressor 23). , An air volume switch (not shown) for switching the blower air volume of the centrifugal fan 13, a suction port switch (not shown) for switching the suction mode, Outlet switch for switching the air outlet mode (not shown)
Etc. In the air volume changeover switch, at least O
The blower air volume of the centrifugal fan 13 can be switched between FF, AUTO, LO, ME, and HI.

FIG. 2 shows a state detecting means for detecting the air-conditioning state (cooling state) in the vehicle compartment.
As shown in the figure, an inside air temperature sensor 32 as an inside air temperature detecting means for detecting an inside air temperature (inside air temperature), and an outside air temperature sensor as an outside air temperature detecting means for detecting an outside air temperature (outside air temperature) 33, a solar radiation sensor 34 as a solar radiation detecting means for detecting the amount of solar radiation radiated into the vehicle cabin, a post-evaporation temperature sensor 35 as an air cooling degree detecting means for detecting a degree of air cooling of the evaporator 21 and the like.

Of these, thermistors are used for the inside air temperature sensor 32, the outside air temperature sensor 33, and the post-evaporation temperature sensor 35. A photodiode is used for the solar radiation sensor 34. Here, the post-evaporation temperature sensor 35
Is a post-evaporation temperature detecting means for detecting the air temperature (post-evaporation temperature) immediately after passing through the evaporator 21.

As shown in FIG. 2, among the sensors, the state detecting means for detecting the operating state of the hybrid vehicle 5 includes a capacity detecting means for detecting the capacity (remaining amount) of the vehicle-mounted battery 4, as shown in FIG. The capacitance sensor 36 and the like.
As a method of measuring the capacity of the vehicle-mounted battery 4, the charge-discharge balance of the vehicle-mounted battery 4 is measured using a charge / discharge amount measuring device (for example, a battery charge counter or the like) capable of measuring the amount of discharge and the amount of charge of the vehicle-mounted battery 4. Thus, there is a method of detecting the capacity of the vehicle-mounted battery 4.

The capacity (AH) of the vehicle battery 4 is
It may be calculated from the magnitude of the discharge current, the discharge time, the temperature of the electrolytic solution or the specific gravity of the electrolytic solution, or may be calculated by combining them. In this embodiment, when the capacity of the vehicle-mounted battery 4 is reduced to 80% or less, the air conditioner ECU 7
An electric signal is output to the device.

Further, as state detecting means for detecting the operating state of the hybrid vehicle 5, an engine speed sensor (not shown) and a vehicle speed sensor (not shown) connected to the engine ECU 9 communicate the engine speed and vehicle speed. The information may be received by the air conditioner ECU 7 via a line.

The air conditioner ECU 7 has C
A microcomputer including a PU, a ROM, a RAM, and the like is provided, and sensor signals from the sensors 32 to 36 are:
A is set by an input circuit (not shown) in the air conditioner ECU 7.
It is configured to be input to the microcomputer after the / D conversion. When the key switch of the hybrid vehicle 5 is set to the IG position, the air conditioner ECU 7 is operated by supplying a direct current from the vehicle-mounted battery 4.

The microcomputer according to the present embodiment includes a state determination unit 41, a target capacity determination unit 42, a rotation speed control unit 43, and the like. State determination means 41
Is connected to the temperature setting switch 31 and the sensors 32 to 36 via an input circuit, and determines the cooling state (for example, cooling load) of the air conditioner unit 6 based on information from the temperature setting switch 31 and the sensors 32 to 36. Part.

The target capacity determining means 42 calculates the target cooling capacity of the refrigeration cycle 20 according to the cooling state of the air conditioner unit 6, and the target capacity calculating means 44, and the refrigeration cycle 20 according to the cooling state of the air conditioner unit 6.
Capacity limiting means 4 for limiting the target cooling capacity to a predetermined value
5, which determines the target cooling capacity from the outputs of these means 44 and 45. The rotation speed control means 4
Reference numeral 3 denotes a portion for controlling the rotation speed of the electric motor 22 of the compressor 23 so that the rotation speed corresponds to the output of the target capacity determination means 42, and outputs a control signal corresponding to the target cooling capacity to the air conditioner inverter 29. . In the present embodiment, the degree of air cooling of the evaporator 21 is used as the target cooling capacity. That is, the air cooling degree of the evaporator 21 is set to the target value (target post-evaporation temperature).
The rotation speed of the compressor 23 is controlled.

[Operation of Embodiment] Next, the operation of the air conditioner 1 for a hybrid vehicle according to the present embodiment will be briefly described with reference to FIGS. Here, FIG. 4 shows the cooling capacity control (electrically driven compressor 2) by the air conditioner ECU.
3 is a flowchart illustrating the rotation speed control of FIG.

First, when the key switch is operated to the IG position and DC power is supplied to the air conditioner ECU 7, FIG.
Is started, and initialization and initial setting are performed (step S1). Next, the temperature setting switch 3
A switch signal is read from each switch such as the switch 1 and the air volume changeover switch (state detecting means: step S2).

Next, the inside air temperature sensor 32 and the outside air temperature sensor 3
3. From the sensors such as the solar radiation sensor 34, the post-evaporation temperature sensor 35, and the rotational speed sensor, read a sensor signal relating to the cooling state in the vehicle interior (state detecting means: step S
3). Next, while receiving a communication signal from the engine ECU 9, the hybrid vehicle 5 receives signals from the capacity sensor 36, the engine rotation speed sensor, the vehicle speed sensor, and other sensors.
The sensor signal relating to the operating state of the vehicle is read (state detecting means: step S4).

Next, the following equation 1 previously stored in the ROM:
(TAO) of the air to be blown into the vehicle cabin based on the equation
5).

## EQU1 ## TAO = Kset × Tset−KR × TR−K
AM × TAM−KS × TS + C where Tset is the set temperature set by the temperature setting switch 31, TR is the inside air temperature detected by the inside air temperature sensor 32, TAM is the outside air temperature detected by the outside air temperature sensor 33,
TS is the amount of solar radiation detected by the solar radiation sensor 34. Kset, KR, KAM and KS are gains and C
Is a correction constant.

Next, the outside air temperature (TAM), the target outlet temperature (TAO), the inside air temperature (TR), and the set temperature (Tset)
The upper limit (TEO1, TEO2, TEO3... TEOn) of the target post-evaporation temperature optimum for each purpose such as the temperature difference from the sun, the amount of solar radiation (TS), anti-fogging, power saving and power saving, etc. Calculation is performed based on the stored characteristic diagram of FIG. 5 and the following equations (2) to (4) (target capacity calculating means: step S6).

## EQU2 ## Here, the solid line shown in FIG. 5 is a characteristic diagram showing the upper limit of the target post-evaporation temperature (TEO1) with respect to the outside air temperature (TAM). Note that this upper limit value indicates a limit temperature at which the humidity in the vehicle compartment increases. Also, the target post-evaporation temperature (TEO1)
Varies from the upper limit to the lowest value (for example, 0 ° C. to 5 ° C.) according to the cooling state (for example, TAO, TR, TS) in the vehicle compartment.

## EQU3 ## TEO2 = f (TAO)

## EQU4 ## TEO3 = f (Tset-TR)

Next, in order to match all the purposes of step S6, the upper limit value (TEO1, TEO1) of the target post-evaporation temperature is set.
Minimum value (TEO0) of EO2, TEO3 ... TEOn)
Is obtained (step S7). Next, the air conditioner unit 6
The cooling state (cooling load) is detected, and the lower limit value (TEOLim) of the target post-evaporation temperature corresponding to the cooling load is set (step S8). In this step S8, for example, the higher the outside air temperature (TAM), the lower the target post-evaporation temperature (TEOLim) as shown by the broken line in the characteristic diagram of FIG.
) Is set continuously (linear) or stepwise higher.

Next, it is determined whether there is a request to reduce the power of the compressor 23. That is, the air conditioner unit 6
It is determined whether or not the cooling capacity of the evaporator 21 satisfies the capacity limiting condition that requires the air cooling degree of the evaporator 21 to be limited (state determining means: step S9). This step S
In 9, when the cooling load of the refrigeration cycle 20 detected by the load detecting means for detecting the cooling load of the refrigeration cycle 20 is equal to or more than a predetermined value, it is determined that the condition is the capacity limiting condition. Specifically, when the outside air temperature (TAM) detected by the outside air temperature sensor (corresponding to the load detecting means of the present invention) 33 is equal to or higher than a predetermined value (for example, 30 ° C.), it is determined that the capacity limiting condition is satisfied.

If the result of the determination in step S9 is NO, that is, if the ability limiting condition is not satisfied,
TEO0 determined in step S7 is set as TEO (step S10). Next, a target rotation speed is calculated from the target post-evaporation temperature (TEO) as the target cooling capacity (rotation speed calculation means: step S11). Next, the air conditioner inverter 29 is controlled so that the motor 22 of the compressor 23 is inverter-controlled so that the post-evaporation temperature sensor (TE) detected by the post-evaporation temperature sensor 35 matches the target post-evaporation temperature (TEO). A signal is output (rotation speed control means: step S12). Then, step S13
, Which is the control cycle time (for example, 0.5 seconds to
After waiting for 2.5 seconds, the process returns to the control process of step S2.

If the result of the determination in step S9 is YES, that is, if the ability restriction condition is satisfied, TEO0 determined in step S7 is compared with TEOLim determined in step S8, and the larger one is determined. Is set as TEO (target capacity limiting means: step S14). Next, the procedure moves to the control processing of step S11. Accordingly, when the capacity limitation condition is satisfied, that is, when the cooling load of the refrigeration cycle 20 is equal to or more than a predetermined value.
0 ° C.) or more, the rotational speed of the compressor 23 is limited to a low speed corresponding to the cooling capacity, as compared with the conventional technology in which the rotational speed of the compressor 23 is controlled with TEO0 as the target value. Saves power.

[Effects of the Embodiment] As described above, the air conditioner for a hybrid vehicle of the present embodiment is used when the cooling capacity is required most, for example, at a high outside air temperature, that is, when the cooling load of the refrigeration cycle 20 is reduced. When the value is equal to or more than the predetermined value, a lower limit value is provided for the degree of air cooling of the evaporator 21. Thus, even if the cooling load of the refrigeration cycle 20 is large, the rotation speed of the compressor 23 is limited to a low speed so that the cooling capacity of a belt-driven compressor can be obtained. Power and electric power are suppressed, and consumption of the vehicle-mounted battery 4 is suppressed. Here, when the present invention is mounted on an electric vehicle, even if power is supplied from a vehicle-mounted battery to a traveling motor, power consumption and power consumption are reduced, so that the traveling distance of the electric vehicle is increased. .

[Other Embodiments] In the present embodiment, the present invention is applied to an air conditioner (automatic air conditioner) for a hybrid vehicle mounted on the hybrid vehicle 5, but the present invention is applied to an electric vehicle mounted on the electric vehicle The present invention may be applied to an air conditioner (air conditioner) for a vehicle, or may be applied to an air conditioner (air conditioner) for a vehicle mounted on a vehicle such as an automobile having only an engine. In addition, evaporator 2
A heating heat exchanger (heater core or condenser) may be provided in the air-conditioning duct 11 on the downstream side of 1 to perform not only the cooling operation but also the heating operation or the dehumidifying operation.

In the present embodiment, the outside air temperature (TAM) is used as a criterion for judging whether or not the capacity limiting condition is satisfied. Temperature (TR), solar radiation (TS), temperature after evaporation (TE), pressure or temperature on the suction side of compressor 23,
The same effect can be obtained by replacing with at least one physical quantity that can detect a cooling load such as the discharge side pressure or temperature of the compressor 23, the blower air volume, or the target blowing temperature (TAO). In addition, the cooling load of the refrigeration cycle 20 is set to the temperature difference (TEO-T) between the target post-evaporation temperature and the actual post-evaporation temperature.
It may be calculated from E).

[Table 1]

The lower limit value of the target post-evaporation temperature (TEO) is set such that the larger the cooling load of each air conditioner unit 6 (refrigeration cycle 20), the larger the predetermined value increases continuously (linearly) or stepwise. Should be provided. Also,
In the present embodiment, it is determined that the capacity limitation condition is satisfied when the capacity of the vehicle-mounted battery 4 is equal to or more than a predetermined value (for example, 80%). However, when the vehicle speed is, for example, 0 km / h, or when an electric load mounted on the vehicle is used. May be determined to satisfy the capability limitation condition when is greater than or equal to a predetermined value. Further, in step S9 in FIG. 4, when the capacity of the vehicle-mounted battery 4 detected by the capacity sensor 36 has decreased to a predetermined value (for example, 80%) or less, it may be determined that the capacity limiting condition is satisfied. .

In this embodiment, as the cooling load of the refrigeration cycle 20 is larger, for example, as the outside air temperature (TAM) detected by the outside air temperature sensor 33 is higher, the temperature is continuously (linearly) or stepwise. The target post-evaporation temperature (T) is set so that the lower limit value (TEOLim) of the target post-evaporation temperature becomes higher.
EO), but as the capacity of the vehicle-mounted battery 4 detected by the capacity sensor 36 is smaller, the lower limit (T) of the target post-evaporation temperature is continuously (linearly) or stepwise.
EOLim) is increased so that the target post-evaporation temperature (TE)
O) may be limited.

In the present embodiment, TEO0 is compared with TEOLim in step S14 of FIG. 4, and a large value is set as TEO. However, when the capability limitation condition is satisfied, TEO0 is invalidated and TEOLim is set as TEO. Obtainable. Further, as a method of controlling the cooling capacity, the lower limit is set to the target post-evaporation temperature (TEO), but the same effect can be obtained by setting the upper limit to the rotation speed (Nc) of the compressor 23.

In this embodiment, when controlling the cooling capacity, the air conditioner inverter 29 is energized so that the target post-evaporation temperature (TEO) matches the post-evaporation temperature (TE) detected by the post-evaporation temperature sensor 35. However, when controlling the cooling capacity, the air conditioner inverter 29 may be energized so that the target rotation speed of the compressor 23 matches the rotation speed of the compressor 23 detected by the rotation speed sensor. The rotation speed sensor directly detects the rotation speed of the compressor 23 or the electric motor 22. In addition, air conditioner EC
U7 may be used to calculate the rotation speed of the compressor 23 from an output signal output from the air conditioner ECU 7 to the air conditioner inverter 29.

The control of the present invention may be canceled in order to make it possible to select between comfort and power saving of the occupant. For example, at the time of cool down such as when riding after long parking in summer, that is, when the inside air temperature is 40 ° C.
Or when the target outlet temperature is -100 ° C or higher,
The control of the present invention may be canceled.
Furthermore, power saving command means for commanding power saving, such as a power saving button, and comfort command means for emphasizing passenger comfort are provided, and when a power saving signal is output from the power saving command means, the control of the present invention is performed. Alternatively, when a comfort signal is output from the comfort command means, the control itself of the present invention may be canceled.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle (an embodiment).

FIG. 2 is a configuration diagram showing an overall configuration of an air conditioner for a hybrid vehicle (embodiment).

FIG. 3 is a block diagram showing a configuration of an air conditioner ECU (Embodiment).

FIG. 4 is a flowchart showing cooling capacity control by an air conditioner ECU (embodiment).

FIG. 5 is a characteristic diagram illustrating an upper limit value of a target post-evaporation temperature with respect to an outside air temperature (embodiment);

[Explanation of symbols]

Reference Signs List 4 vehicle battery (vehicle power supply) 5 hybrid vehicle (vehicle) 6 air conditioner unit 7 air conditioner ECU 11 air conditioning duct 12 centrifugal blower 20 refrigeration cycle 21 evaporator (cooling heat exchanger) 22 electric motor 23 electric compressor (refrigerant compressor) 29 air conditioner inverter (rotation speed control means) 31 temperature setting switch 32 inside air temperature sensor (state detection means, load detection means) 33 outside air temperature sensor (state detection means, load detection means) 34 solar radiation sensor (state detection means, load detection) Means) 35 post-evaporation temperature sensor (state detecting means, load detecting means) 36 capacity sensor (state detecting means, capacity detecting means) 41 state determining means 42 target capacity determining means 43 rotation speed control means 44 target capacity calculating means 45 target capacity Limiting means

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Hiroshi Kinoshita 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Inside Denso Corporation (72) Inventor Takamasa Kawai 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture (72) Inventor Takamitsu Matsuno 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (9)

[Claims] (1) A cooling heat exchanger for cooling air inside a vehicle by cooling air, and an electric type for compressing refrigerant sucked from the cooling heat exchanger when electric power is supplied from a vehicle-mounted power supply. A refrigeration cycle having a refrigerant compressor; (b) state detection means for detecting a state of the vehicle or a cooling state in the vehicle interior; and (c) a state of the vehicle or a cooling state in the vehicle interior detected by the state detection means. (D) target capacity limiting means for limiting the target capacity of the refrigeration cycle when there is a power reduction request for the refrigerant compressor; e) A vehicle air conditioner comprising: a rotation speed control unit that controls a rotation speed of the refrigerant compressor based on an output of the target capacity calculation unit and an output of the target capacity restriction unit. 2. The air conditioner for a vehicle according to claim 1, wherein the state detecting means is a capacity detecting means for detecting a capacity of the on-vehicle power supply, and when there is a power reduction request for the refrigerant compressor. Is a time when the capacity of the vehicle-mounted power supply detected by the capacity detection means is equal to or less than a predetermined value. 3. The air conditioner for a vehicle according to claim 1, wherein said state detecting means is load detecting means for detecting a cooling load of said refrigeration cycle, and when there is a power reduction request of said refrigerant compressor. Means that the cooling load of the refrigeration cycle detected by the load detecting means is equal to or greater than a predetermined value. 4. The air conditioner for a vehicle according to claim 1, wherein the restriction on the target capacity of the refrigeration cycle means that a degree of air cooling in the cooling heat exchanger. An air conditioner for a vehicle, characterized in that a lower limit value is provided for the vehicle. 5. The air conditioner for a vehicle according to claim 4, wherein the state detecting means is a capacity detecting means for detecting a capacity of the vehicle-mounted power supply, and a lower limit of an air cooling degree in the cooling heat exchanger. The provision of the value means that the smaller the capacity of the vehicle-mounted power supply detected by the capacity detection means, the larger the value is set at least. 6. The air conditioner for a vehicle according to claim 4, wherein the state detecting means is a load detecting means for detecting a cooling load of the refrigeration cycle. The provision of the lower limit value for the degree of air cooling means that the larger the cooling load of the refrigeration cycle detected by the load detecting means, the larger the cooling load is. 7. The vehicle air conditioner according to claim 1, wherein the restriction on the target capacity of the refrigeration cycle means that the rotation speed of the refrigerant compressor has an upper limit. An air conditioner for a vehicle, characterized by comprising: 8. The air conditioner for a vehicle according to claim 7, wherein the state detecting means is a capacity detecting means for detecting a capacity of the vehicle-mounted power supply, and sets an upper limit value for a rotation speed of the refrigerant compressor. The air conditioner for a vehicle is characterized in that the smaller the capacity of the vehicle-mounted power supply detected by the capacity detecting means, the smaller the capacity is. 9. The vehicle air conditioner according to claim 7, wherein the state detecting means is a load detecting means for detecting a cooling load of the refrigeration cycle, and a rotational speed of the refrigerant compressor. Providing an upper limit value to the vehicle air conditioner, wherein the larger the cooling load of the refrigeration cycle detected by the load detecting means is, the smaller the cooling load is.