WO2016048033A1

WO2016048033A1 - Air conditioning apparatus for hybrid vehicle

Info

Publication number: WO2016048033A1
Application number: PCT/KR2015/010017
Authority: WO
Inventors: 유상준; 백창현
Original assignee: 한온시스템 주식회사
Priority date: 2014-09-23
Filing date: 2015-09-23
Publication date: 2016-03-31

Abstract

The present invention relates to an air conditioning apparatus for a hybrid vehicle, the air conditioning apparatus enabling offsetting of the temperature inside a vehicle into an optimal state by correcting the opening position of a temp door to be in an optimal state during a "motor operation mode" as well as, while having an engine re-operate during the "motor operation mode" on the basis of the temperature of engine cooling water, preventing unnecessary re-operation of the engine by changing a re-operation point of the engine in accordance with a "target discharge temperature" and the "opening position of the temp door", thereby aiming fuel efficiency enhancement. In order to attain the purpose, an air conditioning apparatus for a hybrid vehicle comprises a control unit for, after entering into a motor operation mode, re-operating an engine if the temperature of engine cooling water decreases to a lower limit or lower and stopping the engine, which has been re-operated, if the temperature of the engine cooling water increases to an upper limit or higher, wherein the control unit changes the lower limit and the upper limit in accordance with a target discharge temperature, which has been calculated on the basis of a temperature condition of the air inside and outside and a user set temperature, and controls during the motor operation mode a re-operation point of the engine so as to actively vary in accordance with the target discharge temperature.

Description

Hybrid vehicle air conditioner

The present invention relates to an air conditioner for a hybrid vehicle, and more particularly, it is possible to compensate the temperature in the cabin to an optimal state by correcting the opening position of the temp door in an optimal state in the "motor driving mode". The engine is restarted according to the engine coolant temperature in the “motor drive mode”, but the engine restart time is changed according to the “target discharge temperature” and the “tempored door opening position” to prevent unnecessary restart of the engine. , Through this, it relates to a hybrid vehicle air conditioning apparatus that can achieve the effect of improved fuel economy.

A hybrid vehicle is a vehicle that uses an electric motor and an internal combustion engine in parallel, and when the driving load of the vehicle is large, for example, when the vehicle is driven at high speed or when driving uphill, the engine is switched to the “engine drive mode”. .

On the contrary, when the running load of the vehicle is small, for example, when driving at low speed or stopping, the electric motor is used while being switched to the "motor driving mode".

Such a hybrid vehicle minimizes the use of an engine, thereby reducing unnecessary fuel consumption and reducing exhaust gas emissions. Therefore, it increases fuel economy of the vehicle and reduces air pollution.

However, such a conventional hybrid vehicle has a disadvantage that the operation of the air conditioner for heating in the vehicle is limited because the engine is frequently stopped, and there is a problem in that the heating efficiency in the vehicle is drastically reduced.

That is, in the hybrid vehicle, as shown in FIG. 1, when the driving load is reduced and the mode is changed from the "engine drive mode" to the "motor drive mode", the engine stops (A). As a result, the cooling water temperature of the engine is also reduced (B).

As a result, cooling water having a lower temperature is supplied to the heater core of the air conditioner to lower the temperature of the heater core (C). Therefore, the temperature of the air discharged into the compartment becomes low (D). As a result, a problem has been pointed out that the heating efficiency in the vehicle interior is lowered, and as a result, the comfort in the vehicle interior is remarkably inferior.

On the other hand, in view of this, even if the engine stops and the temperature of a heater core falls, the technique which prevents the temperature fall in a vehicle interior is proposed.

As shown in Fig. 2, this technique is applied to the "engine coolant temperature reduction" caused by the engine stopping when the vehicle is switched from the "engine driving mode" to the "motor driving mode" (A). Therefore, the opening angle (E) of the temp door is corrected.

In particular, this technique is such that when the engine is stopped (A) and the engine coolant temperature is reduced (B), the opening direction of the temp door is further opened (E) in proportion to the “engine coolant decrease temperature”. Correct with

Therefore, in response to the “engine coolant temperature decrease” when the engine is stopped, the “in-vehicle discharge air temperature” can be further increased (F), thereby “engine coolant temperature decrease” and thus the “heater core temperature decrease” when the engine is stopped. Nevertheless, it is possible to compensate for the temperature drop in the vehicle interior, and as a result, the temperature inside the vehicle vehicle can be maintained in a comfortable state regardless of the engine condition.

On the other hand, as shown in FIG. 3, the technique restarts the engine when the temperature of the engine coolant drops excessively below the predetermined "lower limit value" during the "motor drive mode", and after restarting the engine. The engine is configured to stop the engine again when the temperature of the engine coolant rises above the predetermined upper limit.

Thus, the engine coolant temperature can be kept constant between the predetermined "lower limit" and "upper limit". The reason for this is to prevent excessive temperature drop of the engine coolant and to maintain constant heating performance in the cabin.

However, this conventional technique is a structure that corrects the opening angle of the temp door based only on the "engine cooling water reduction temperature" in the "motor drive mode", and therefore, the actual "in-vehicle discharge air in the" motor drive mode ". There is a disadvantage in that the opening angle of the temp door can not be precisely controlled in accordance with the change in temperature, and because of this disadvantage, the "indoor discharge air temperature" cannot be compensated more precisely in the "motor driving mode".

In other words, in the "motor drive mode", "in-vehicle discharge air temperature change (reduction)" is not only "engine coolant temperature" but also "blower air flow", "evaporator temperature", "internal and external air temperature" and "insolation". It is influenced by various factors such as.

Therefore, the conventional technique of correcting and controlling the opening angle of the temp door based only on the "engine cooling water reduction temperature" has the disadvantage that the opening angle of the temp door cannot be precisely corrected in accordance with the "in-vehicle discharge air temperature change". have.

In addition, there is a problem in that the "in-vehicle discharge air temperature" cannot be compensated more precisely in the "motor drive mode" because of these disadvantages, and the temperature in the cabin can be maintained comfortably in the "motor drive mode". The flaw is pointed out.

In addition, the conventional technology is a structure in which the engine is unconditionally restarted when the engine coolant temperature is lower than or equal to a predetermined "lower limit value" in the "motor drive mode", and thus, "engine restart phenomenon" in the "motor drive mode". This is a disadvantage that occurs frequently.

In particular, regardless of the “target discharge temperature” set by the user, if the “engine coolant temperature” is below the “low limit”, the engine is unconditionally restarted. Therefore, the “target discharge temperature” is set low so that the engine is below the “low limit value”. Although it is possible to sufficiently compensate the "in-vehicle discharge air temperature" even at the coolant temperature, there is a disadvantage in that the engine of the vehicle is unnecessarily restarted.

In addition, regardless of the “temp door opening angle”, if the engine coolant temperature is lower than the “low limit”, the engine is unconditionally restarted. Temperature can be sufficiently compensated for, the disadvantage is that the engine of the vehicle is unnecessarily restarted.

And, because of these drawbacks, there is a problem that the "engine restart phenomenon" occurs frequently in the "motor drive mode", the drawback that the fuel economy of the vehicle is lowered due to this problem.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems. The object of the present invention is to precisely determine the opening angle of the temporal door based on the "actual discharge air temperature change" in the interior of the vehicle in the "motor driving mode". The present invention provides a hybrid vehicle air conditioner capable of correcting the opening angle of the temp door in an optimal state in accordance with the "change of the discharge air temperature in the vehicle interior" in the "motor driving mode".

Another object of the present invention is to configure the opening angle of the temp door in the "motor drive mode" so that it can be optimally corrected according to the "change of the discharge air temperature in the cabin," so that the "motor drive mode" The indoor discharge air temperature ”can be compensated more precisely, and through this, it is possible to provide a hybrid vehicle air conditioner capable of optimally controlling the temperature in the vehicle interior in the“ motor driving mode ”.

Still another object of the present invention is to control the engine re-start point in consideration of the "target discharge temperature" during the "motor drive mode", thereby to optimize the "in-vehicle discharge air temperature" in accordance with the "target discharge temperature". The present invention provides a hybrid vehicle air conditioner which can be controlled in a state and at the same time minimizes engine restart, thereby preventing unnecessary restart of the engine.

Still another object of the present invention is to control the engine restarting time in conjunction with the "temporal opening angle" in the "motor drive mode", so that the "temporal opening angle" control alone without the engine restarting is carried out. The present invention provides a hybrid vehicle air conditioner capable of sufficiently compensating the discharged air temperature, thereby preventing unnecessary restarting of the engine.

Still another object of the present invention is to provide an air conditioning apparatus for a hybrid vehicle, which is configured to prevent unnecessary restarting of the engine, thereby preventing frequent restarting of the engine and thereby improving fuel efficiency of the vehicle. .

In order to achieve this object, the hybrid vehicle air conditioner according to the present invention, after entering the motor driving mode, when the coolant temperature of the engine is lowered below the lower limit, restarts the engine, the engine coolant temperature is the upper limit value In the hybrid vehicle air conditioner comprising a control unit for stopping the engine restarted when it is raised above, the control unit, the lower limit value and the upper limit value to the target discharge temperature calculated by the internal and external air temperature conditions and the user set temperature According to the present invention, the engine restart mode may be controlled to be actively changed according to the target discharge temperature in the motor driving mode.

Preferably, the control unit calculates the lower limit value by calculating the target discharge temperature and the first predetermined compensation value below [Equation 1], and the upper limit value is below the target discharge temperature and the second predetermined compensation value. It is characterized by calculating by calculating in [Equation 2].

[Equation 1]

Lower limit value (L) = target discharge temperature (M) + first compensation value (α)

[Equation 2]

Upper limit value (U) = target discharge temperature (M) + second compensation value (β)

The first compensation value and the second compensation value are constant values for compensating for a measurement error of the engine coolant temperature, and the second compensation value has a larger size than the first compensation value.

In the motor driving mode, even if the engine coolant temperature is lowered below the lower limit, the control unit may be configured only when the temporal door for adjusting the discharge air temperature in the cabin is at the maximum warm air passage (Max Warm). And restarting the engine.

According to the hybrid vehicle air conditioner according to the present invention, in the "motor drive mode", the opening position of the temp door is corrected in response to the "change of the discharge air temperature" in the cabin, but the influence of the "actual discharge air temperature change" is affected. Since the state is corrected in consideration of various factors, there is an effect that the opening position of the temp door can be corrected in an optimal state according to the "actual discharge air temperature change".

In addition, since the opening angle of the temp door can be corrected optimally in accordance with the "actual discharge air temperature change" in the "motor drive mode", the "in-vehicle discharge air temperature" is more precisely adjusted in the "motor drive mode". In this case, the temperature inside the vehicle can be optimally controlled in the “motor driving mode”.

In addition, since the engine is restarted according to the engine coolant temperature in the "motor driving mode", the engine restart time is variably controlled according to the "target discharge temperature". Discharge temperature can be compensated in an optimal state while at the same time minimizing the restart of the engine, thereby preventing unnecessary restart of the engine.

In addition, since the engine is restarted according to the engine coolant temperature in the "motor driving mode", the engine restarting time is controlled in connection with the "tempdoor opening angle", so that the "tempdoor opening" is performed without restarting the engine. Even with each control, it is possible to sufficiently compensate the "in-vehicle discharge air temperature", and as a result, it is possible to prevent unnecessary restarting of the engine.

In addition, since it is possible to prevent unnecessary restarting of the engine, it is possible to prevent frequent restarting of the engine, thereby improving the fuel economy of the vehicle.

1 is a graph showing the state of the engine coolant temperature, the air conditioner and the discharge air temperature inside the vehicle when the conventional hybrid vehicle is controlled from the "engine drive mode" to the "motor drive mode".

FIG. 2 is a graph illustrating another example of a conventional hybrid vehicle in which the engine coolant temperature, the air conditioner, and the discharge air temperature in the cabin are controlled when the engine is driven from the engine driving mode to the motor driving mode.

3 is a graph illustrating a state in which an engine is controlled on and off according to an engine coolant temperature when a conventional hybrid vehicle is controlled in a “motor driving mode”;

4 is a view showing the configuration of an air conditioning apparatus for a hybrid vehicle according to the present invention;

5 is a graph showing a state in which the engine is turned on (ON), off (OFF) control according to the engine coolant temperature when the hybrid vehicle according to the present invention is controlled in the "motor drive mode",

FIG. 6 is a graph illustrating a state in which an engine is controlled on and off according to an engine coolant temperature and an opening angle of a temp door when a hybrid vehicle is controlled in a “motor driving mode” according to the present invention;

7 is a flowchart showing an operation example of the air conditioner for a hybrid vehicle according to the present invention, which shows an operation example of compensating the opening position of the temporal door in the "motor driving mode";

Fig. 8 is a flowchart showing an example of the operation of the hybrid vehicle air conditioner according to the present invention, and is a diagram showing an example of the operation of controlling the engine restart in the “motor driving mode”.

Best Mode for Carrying Out the Invention Hereinafter, a preferred embodiment of a hybrid vehicle air conditioner according to the present invention will be described in detail with reference to the accompanying drawings (the same components will be described with the same reference numerals).

First, before considering the features of the hybrid vehicle air conditioner according to the present invention, a brief description of the air conditioner of the hybrid vehicle with reference to FIG.

The air conditioner of the hybrid vehicle includes an air conditioner case 1, and the air conditioner case 1 is provided with a blower 3, an evaporator 5, and a heater core 7.

The blower 3 sucks internal and external air and blows it into the inner passage 1a of the air conditioning case 1, and the evaporator 5 cools the air blown into the inner passage 1a, and the heater core 7 The air blown into the inner passage 1a is heated.

In particular, the heater core 7 receives the high temperature cooling water from the engine 8. Accordingly, the supplied high temperature cooling water is exchanged with the surrounding air. This heats the air blown into a vehicle interior.

The air conditioner includes a temporal door (Temp. Door) 9 provided in the inner passage 1a of the air conditioner case 1.

The temp door 9 is installed at the branch point of the cold air passage 1b and the hot air passage 1c, and rotates between the cold air passage 1b and the hot air passage 1c, and the cold air passage 1b and the hot air passage ( Adjust the opening amount of 1c). Therefore, the amount of cold air and the amount of warm air supplied into the vehicle cabin are adjusted.

On the other hand, the air conditioner of such a hybrid vehicle, as shown in Figure 2, when the vehicle is switched from the "engine drive mode" to the "motor drive mode" and the engine 8 is stopped (A), the engine 8 The cooling water temperature is lowered (B).

In addition, the temperature of the heater core 7 also drops due to the lowered coolant temperature (C). Therefore, the temperature of the air discharged into the compartment becomes low (D). As a result, the heating efficiency in the vehicle interior is lowered.

Next, the features of the hybrid vehicle air conditioner according to the present invention will be described in detail with reference to FIGS. 4 to 8.

First, referring to Figure 4, the air conditioner of the present invention, the discharge air temperature detecting means 10 for detecting the actual air temperature discharged into the vehicle cabin.

The discharge air temperature sensing means 10 includes a temperature sensor installed in specific vents among the air discharge vents in the vehicle compartment.

For example, among the air vents in the cabin, a center vent temperature sensor installed in the center vent of the center part of the cabin, or a floor vent installed in the floor vent of the floor surface of the cabin. It consists of a temperature sensor.

The discharge air temperature detecting means 10 directly detects the actual air temperature discharged into the vehicle compartment, and then inputs the detected “discharge air temperature” data to the controller 20 to be described later.

The air conditioner of the present invention includes a control unit 20. The control unit 20 includes a microprocessor and includes a calculation unit 22.

The calculation unit 22, when the vehicle is switched from the "engine drive mode" to the "motor drive mode" while the "in-vehicle discharge air temperature" data is input from the discharge air temperature sensing means 10, the "motor drive mode". At a predetermined time interval, for example, a second interval from the time of the conversion to "", the "temperature deviation (E_now)" between the "target discharge temperature" and "in-vehicle discharge air temperature" at the present time and The temperature difference (E_prev) between the "target discharge temperature" and the "in-vehicle discharge air temperature" 5 seconds ago is calculated.

For reference, the "target discharge temperature" is a value calculated for automatically controlling the evaporator 5, the PTC heater 7a, the various doors D, and the like in an optimal state, and includes the "user set temperature" and the "evaporator." Temperature ”,“ outside temperature ”,“ betting temperature ”,“ insolation ”, and so on,“ target discharge temperature ”includes“ factor value ”that causes“ in-vehicle discharge air temperature change ”. For example, "user set temperature", "evaporator temperature", "outside temperature" "betting temperature" and "insolation" are indirectly included.

On the other hand, the control unit 20, after entering the "motor drive mode", the "between the target discharge temperature" and "in-vehicle discharge air temperature" at the present time at a time interval (5 seconds interval) preset in the calculation unit 22; When the temperature deviation (E_now) and the "temperature deviation (E_prev)" between the "target discharge temperature" and "in-vehicle discharge air temperature" of the previous point are calculated, the two calculated "temperature deviations (E_now), (E_prev) "And, the" Temp door opening position (T_prev) "of the previous time point (5 seconds ago) is processed by [Equation 1] below and the temp door for cold and hot air passages (1b, 1c) (9) Finally, the open position correction value T-_now is calculated.

[Equation 1]

T-_now = T_prev + Cp ××-E_prev) + Gi × E_now]

(T-_now is the temporal opening position correction value (V), T_prev is the temporal door opening position (V), Cp is the proportional gain, Gp is the constant value for the temperature deviation, E_now is the target discharge temperature at the current time) And temperature deviation between discharge air temperature (℃), E_prev is the temperature deviation between target discharge temperature and discharge air temperature (℃), Gi is integral gain)

Here, Cp, Gp, Gi, a constant value, which is built in the control unit 20 in advance, is determined based on the results of several tests.

[Equation 1] is a value calculated by considering both the "target discharge temperature", "in-vehicle discharge air temperature", and "temperature deviation" between them for the present time and the previous time. After entering the “Motor Drive Mode”, the actual “in-vehicle discharge air temperature change” generated by the “discharge air temperature change factor” can be measured, thereby compensating for the “in-vehicle discharge air temperature change”. It is possible to calculate the "opening position correction value (T-_now)" of the optimal tempored door (9).

Here, [Expression 1] represents the opening position correction value T-_now of the temporal door 9 as the applied voltage value V of the temporal door 9 to the cold and

hot air passages

1b and 1c. Is calculated.

On the other hand, when the opening position correction value T-_now of the temporal door 9 is calculated, the control unit 20 determines the position of the temporal door 9 according to the calculated "tempor door opening position correction value T-_now". Calibrate and control the opening position.

Therefore, in the "motor drive mode", the opening position of the temporal door 9 can be corrected in consideration of all "discharge air temperature change factors". In particular, the “blower air flow” and “evaporator temperature” and “user set temperature”, “internal and outdoor air temperature” and “insolation”, which have a direct influence on the “discharge air temperature change”, can be corrected to the considered values. .

This makes it possible to correct the opening position of the temporal door 9 in the "motor drive mode" to an optimal state in accordance with the actual "change in the interior discharge air temperature". As a result, the "in-vehicle discharge air temperature" in the "motor drive mode" can be compensated more precisely. As a result, the temperature in the vehicle interior can be optimally controlled in the "motor drive mode".

Referring back to FIG. 4, the control unit 20 calculates the “tempdoor opening position” even if the opening position correction value T-_now of the temp door 9 is calculated in real time after entering the “motor driving mode”. The opening position of the temp door 9 is not unconditionally corrected according to the "correction value T-_now."

However, only when the preset "entry conditions" are satisfied, the opening position of the temporal door 9 is corrected.

The “entry conditions” include conditions in which the engine coolant temperature is equal to or less than the “target discharge temperature”, conditions in which the temporal door 9 is controlled to the maximum warm position, and the hot air passage 1c is opened to the maximum. In-vehicle discharge air temperature is below the "target discharge temperature".

Therefore, the control unit 20 has a condition in which the engine coolant temperature is equal to or less than the "target discharge temperature", a condition in which the temp door 9 is controlled to the maximum heating position, and "in-vehicle discharge air temperature" is equal to or less than the "target discharge temperature". Only when the conditions are satisfied, it is configured to correct the opening position of the temp door 9 according to the "temp door opening position correction value T-_now" calculated by the [Equation 1].

The reason for this configuration is that, when the engine coolant temperature exceeds the "target discharge temperature", since the engine coolant temperature is sufficiently high, it is not necessary to compensate and control the opening position of the tempdoor 9.

In addition, when the "in-vehicle discharge air temperature" exceeds the "target discharge temperature", since the "in-vehicle discharge air temperature" is sufficiently high, it is not necessary to compensate and control the opening position of the temp door 9. .

In addition, when the temp door 9 is not a condition controlled to the maximum heating position, it is possible to control the opening angle of the temp door 9 with respect to the warm air passage 1c without using [Calculation Formula 1]. This is because the discharge air temperature can be sufficiently compensated.

As another example of the above "entry conditions", the engine coolant temperature is equal to or less than the "first entry reference temperature" plus the preset "first temperature compensation value" in addition to the "target discharge temperature", and the temp door 9 is the maximum heating. There is a condition controlled by the position and a condition in which the "in-vehicle discharge air temperature" is equal to or less than the "second entry reference temperature" minus the "second temperature compensation value" preset in the "target discharge temperature".

Therefore, the control unit 20 controls the condition that the engine coolant temperature is equal to or lower than the "first entry reference temperature" in which the "target discharge temperature" is added to the "first temperature compensation value" and the temp door 9 is controlled to the maximum heating position. Calculated by [Equation 1] only when both conditions and “in-vehicle discharge air temperature” are equal to or less than “target entry temperature” minus “second entry reference temperature” minus “second temperature compensation value” It is configured to correct the opening position of the temp door 9 according to the "temp door opening position correction value T-_now".

Here, the "first temperature compensation value" is a temperature in consideration of the measurement error of the engine coolant temperature, and is set to 5 ° C, and the "second temperature compensation value" is a measurement error of "in-vehicle discharge air temperature". As temperature which considered, it is preferable to set at 2 degreeC.

On the other hand, the control unit 20, after entering the "motor drive mode", in the state of compensating control of the opening position of the temp door 9, the "motor drive mode" is released (OFF), or the predetermined "release condition" If, for example, the engine coolant temperature satisfies the condition above the "releasing reference temperature" plus the "third temperature compensation value" preset to the "target discharge temperature", the temp door according to [Equation 1] (9) is configured to stop the opening position compensation control. Here, the "third temperature compensation value" is preferably set to 10 ° C.

4, 5 and 6, the controller 20, when entering the "motor drive mode", the engine 8 when the temperature of the engine coolant is lowered below the "lower limit value (L)" The engine 8 is restarted, and the engine 8 is stopped again when the temperature of the engine coolant rises above the "upper limit U" after the engine 8 is restarted.

At this time, the "lower limit value (L)" for restarting the engine 8 is the sum of the "current target discharge temperature (M)" and the "first compensation value (α)" as shown in [Calculation 2] below. The "upper limit value U" calculated by (g) and for stopping the re-operation of the engine 8 is equal to the "current target discharge temperature M" and the "second" as in [Calculation 3] below. It is calculated by the sum of the compensation values β, and these [Calculation Formula 2] and [Calculation Formula 3] are built in the control unit 20.

After entering the "motor drive mode", the control unit 20 calculates the "current target discharge temperature (M)", "the first compensation value (α)" and the "second compensation value (β)" in advance. Equation 2] and [Calculation Equation 3] are checked in real time to calculate the "lower limit value (L)" and "upper limit value (U)" in real time, and then the calculated "lower limit value (L)" and "upper limit value (U)". Is compared to the “engine coolant temperature” in real time to control the restart and shutdown of the engine 8 in real time.

[Equation 2]

Lower limit value (L) = current target discharge temperature (M) + first compensation value (α)

[Equation 3]

Upper limit value (U) = current target discharge temperature (M) + second compensation value (β)

Here, the first compensation value α and the second compensation value β are for compensating for the measurement error of the engine coolant temperature, and the second compensation value β is larger than the first compensation value α. It is determined based on several test results.

According to the present invention having such a configuration, after entering the "motor drive mode", the engine 8 is restarted according to the temperature of the engine coolant, but as shown in FIGS. 5 and 6, the engine 8 is restarted. The lower limit value (L) and the upper limit value (U), which are reference values, are changed on the basis of the "current target discharge temperature (M)" to restart the engine 8 in the "motor drive mode". It can be actively changed according to this "target discharge temperature".

Therefore, unlike the prior art in which the restart point of the engine 8 is controlled based on only one "lower limit value L" and "upper limit value U", the restart point of the engine 8 is actively Variable control.

Thus, when the "target discharge temperature" is set low so that the "in-vehicle discharge air temperature" can be sufficiently compensated even at a relatively low engine coolant temperature, the engine 8 is restarted in response to the low "target discharge temperature". Can be delayed.

As a result, it is possible to control the "in-vehicle discharge air temperature" to an optimum state in accordance with the "target discharge temperature" while minimizing the restart of the engine 8 at the same time. Accordingly, unnecessary and frequent restarts of the engine 8 can be prevented as much as possible, thereby significantly improving the fuel economy of the vehicle.

4 and 6 again, the control unit 20, when entering the "motor drive mode", when the temperature of the engine coolant drops (X) below the "lower limit value L", the engine 8 Do not restart it unconditionally.

However, after determining whether the temp door 9 is controlled to the maximum warm position and opening the hot air passage 1c to the maximum, the temp door 9 opens the hot air passage 1c to the maximum (Y Is configured to restart the engine 8 only.

The reason for this configuration is that, even when the temperature of the engine coolant drops (X) below the "lower limit value (L)", the "in-vehicle discharge air temperature is controlled through the opening angle control of the temper door 9 with respect to the warm air passage 1c. Because they can fully compensate.

Therefore, after completion of the "discharge air temperature compensation" through the opening angle control of the temper door 9, the engine 8 is then restarted to control the "discharge air temperature" so that the engine 8 can be restarted. While delaying the operation as much as possible, the "indoor discharge air temperature" can be compensated sufficiently.

As a result, unnecessary restarts and frequent restarts of the engine 8 can be prevented, thereby significantly improving the fuel economy of the vehicle.

Further, the controller 20 does not unconditionally restart the engine 8 even after the engine coolant temperature is lowered (X) below the lower limit L after entering the motor drive mode.

However, the engine 8 is configured to be restarted only when the target discharge temperature is equal to or less than the value obtained by adding the preset temperature compensation value to the interior discharge air temperature. Here, it is preferable that a temperature compensation value is set to 2 degreeC.

On the other hand, after entering the "motor drive mode", the control unit 20 variably controls the "lower limit value L" and "upper limit value U", which are the criteria for restarting the engine 8, but the "motor drive mode". Is turned off or the above "release conditions" are met, for example, the engine coolant temperature is above the "release reference temperature" plus the "third temperature compensation value" preset to the "target discharge temperature". Is satisfied, it is configured to stop the variable control of the "lower limit value L" and "upper limit value U" and return to the original state.

Next, an operation example of the present invention having such a configuration will be described with reference to FIGS. 4, 7 and 8.

First, an operation example for compensating the opening position of the temporal door 9 in the "motor drive mode" will be described.

4 and 7, in the heating mode state (S101), it is determined whether the vehicle is switched from the “engine driving mode” to the “motor driving mode” (S103).

As a result of the determination, if it is switched to the "motor driving mode", the control unit 20 determines again whether both the engine coolant temperature and the state of the air conditioning apparatus satisfies the predetermined "entry conditions" (S104).

That is, the condition where the engine coolant temperature is equal to or less than the "first entry reference temperature" plus the preset "first temperature compensation value" and the "target discharge temperature", the condition under which the temp door 9 is controlled to the maximum heating position, It is determined whether all of the conditions in which the interior discharge air temperature "is less than or equal to the" second entry reference temperature "subtracted by the" second temperature compensation value "preset to the" target discharge temperature "are satisfied.

As a result of the determination, when all of these "entry conditions" are satisfied, the control unit 20 has a predetermined time interval from the entry point of the "motor driving mode", for example, a second interval, and the "target" of the present time point. "Temperature deviation (E_now)" between "discharge temperature" and "in-vehicle discharge air temperature" and the "temperature deviation (E_prev)" between "target discharge temperature" and "in-vehicle discharge air temperature" at the previous point ( S105).

When the calculation of the "temperature deviations E_now and E_prev" is completed, the control unit 20 includes two "temperature deviations E_now and E_prev" and the "temp door opening position T_prev" at the previous point. ”Is computed by [Calculation Formula 1] (S107), and the opening position correction value T-_now of the tempored door 9 with respect to the cold and

hot air passages

1b and 1c is calculated (S109).

When the open position correction value T-_now of the temp door 9 is calculated, the open position of the temp door 9 is real-time based on the calculated open position correction value T-_now of the temp door 9. Correct with (S111).

Then, the opening position of the temp door 9 is corrected in consideration of the "target discharge temperature" and the "discharge air temperature change factor". As a result, the opening position of the temp door 9 is corrected to the optimum state in accordance with the "actual cabin discharge air temperature change" caused by the "target discharge temperature" and the "discharge air temperature change factor".

As a result, the "in-vehicle discharge air temperature" can be compensated more precisely in the "motor drive mode", and accordingly, the temperature in the cabin can be controlled to the optimum state in the "motor drive mode". .

On the other hand, the control unit 20, after entering the "motor drive mode", in the state of compensating control of the opening position of the temp door 9, the "motor drive mode" is released (OFF), or the predetermined "release condition" It is determined again to satisfy (S113).

In other words, it is determined whether the engine coolant temperature satisfies the condition of "releasing reference temperature" equal to "target discharge temperature" plus a preset "third temperature compensation value".

As a result of the determination, when the "motor driving mode" is released (OFF) or the "release condition" is satisfied, the control unit 20 performs control of the opening position compensation control of the temporal door 9 by [Equation 1]. Release (S115).

Next, an example of operation of controlling the reactivation of the engine 8 in the "motor drive mode" will be described with reference to FIGS. 4 and 8.

First, in the heating mode state (S201), it is determined whether the vehicle is switched from the "engine drive mode" to the "motor drive mode" (S203).

As a result of the determination, when it is switched to the "motor driving mode", the control unit 20 determines again whether both the engine coolant temperature and the state of the air conditioning apparatus satisfies the predetermined "entry conditions" (S204).

As a result of the determination, when all of these "entry conditions" are satisfied, the control unit 20 calculates the "current target discharge temperature M" and the "first compensation value α" from the entry point of the "motor drive mode". Formula 2] calculates the "lower limit value L" in real time (S205).

When the real-time calculation of the "lower limit value L" is completed, the control unit 20 compares and determines whether the "engine cooling water temperature" is reduced to "lower limit value L" below (S209).

As a result of the determination, if it is reduced below the "lower limit value L", the control unit 20 restarts the engine 8 (S211).

Then, when the engine 8 is restarted, the " engine cooling water temperature " is raised, and as a result, the discharge air temperature in the vehicle compartment is raised, thereby increasing heating performance in the vehicle compartment.

On the other hand, in the state where the engine 8 is restarted, the control unit 20 calculates and processes "current target discharge temperature M" and "second compensation value β" by [Calculation Formula 3] (S213). ), The "upper limit value U" is calculated in real time (S215).

When the real-time calculation of the "upper limit value U" is completed, the control unit 20 compares and determines whether the "engine cooling water temperature" has risen above the "upper limit value U" (S217).

As a result of the determination, if it is raised above the "upper limit value U", the control unit 20 stops the engine 8 (S219). Then, while the engine 8 is stopped, the consumption of fuel is limited, thereby improving fuel economy of the vehicle.

On the other hand, the control unit 20, after entering the "motor drive mode", the "motor drive mode" is released (OFF) in the state of variably controlling the "lower limit value L" and "upper limit value U", or It is determined again whether the "release condition" is satisfied (S221).

As a result of the determination, when the "motor driving mode" is released (OFF) or when the "release condition" is satisfied, the control unit 20 stops the variable control of the "lower limit value L" and the "upper limit value U". (S223).

According to the present invention having such a configuration, in the "motor driving mode", the opening position of the tempored door 9 is corrected in response to the "change of discharge air temperature" in the vehicle compartment, but the influence on the "actual discharge air temperature change" is affected. Since it is a structure for correcting in consideration of various factors that give, the opening position of the temporal door 9 can be corrected to an optimal state in accordance with the "actual discharge air temperature change".

In addition, since the opening angle of the temp door 9 can be corrected in an optimum state according to the "actual discharge air temperature change" in the "motor drive mode", the "in-vehicle discharge air temperature" in the "motor drive mode". Can be compensated more precisely, so that the temperature inside the vehicle can be optimally controlled in the "motor drive mode".

In addition, in the "motor drive mode", the engine 8 is restarted according to the engine coolant temperature, but the engine 8 is restarted in a variable manner according to the "target discharge temperature". The air temperature ”can be compensated in an optimal state in accordance with the“ target discharge temperature ”while at the same time minimizing the restart of the engine 8, thereby preventing unnecessary restart of the engine 8.

Further, in the "motor drive mode", the engine 8 is restarted according to the engine coolant temperature, and the engine 8 is restarted so as to control the restart time of the engine 8 in conjunction with the "tempdoor opening angle". It is possible to sufficiently compensate the "in-vehicle discharge air temperature" only by controlling the "tempored door opening angle" without restarting the vehicle, and as a result, unnecessary restarting of the engine 8 can be prevented.

In addition, since it is possible to prevent unnecessary restart of the engine 8, it is possible to prevent frequent restart of the engine 8, thereby improving the fuel economy of the vehicle.

Although the preferred embodiments of the present invention have been described above by way of example, the scope of the present invention is not limited to these specific embodiments, and may be appropriately changed within the scope of the claims.

Claims

After entering the motor drive mode, when the coolant temperature of the engine 8 falls below the lower limit L, the engine 8 is restarted, and the coolant temperature of the engine 8 exceeds the upper limit U. In the air conditioner for a hybrid vehicle comprising a control unit 20 for stopping the engine 8 restarted when the lift,

The control unit 20,

The lower limit value L and the upper limit value U are varied according to the target discharge temperature calculated by the internal and external air temperature conditions and the user set temperature, so that the re-starting time of the engine 8 in the motor driving mode is the target discharge. An air conditioning apparatus for a hybrid vehicle, characterized in that it is controlled to be actively changed according to temperature.
The method of claim 1,

The control unit 20,

The lower limit value (L) is calculated by calculating the target discharge temperature (M) and a predetermined first compensation value (α) by the following [Equation 1],

The upper limit value (U) is calculated by calculating the target discharge temperature (M) and the predetermined second compensation value (β) below [Equation 2], characterized in that for calculating the hybrid vehicle air conditioner.

[Equation 1]

Lower limit value (L) = target discharge temperature (M) + first compensation value (α)

[Equation 2]

Upper limit value (U) = target discharge temperature (M) + second compensation value (β)
The method of claim 2,

The first compensation value α and the second compensation value β are constant values for compensating for a measurement error in the engine coolant temperature, and the second compensation value β is smaller than the first compensation value α. An air conditioning apparatus for a hybrid vehicle, characterized by having a larger size.
The method according to any one of claims 1 to 3,

The control unit 20,

In the motor drive mode, the hybrid vehicle air conditioner, characterized in that for restarting the engine (8) in accordance with the opening position of the tempdoor (9).
The method of claim 4, wherein

The control unit 20,

In the motor driving mode, even when the engine coolant temperature is lowered (X) below the lower limit value (L), the engine 8 is restarted only when the tempdoor 9 is at the maximum warm position. Hybrid vehicle air conditioning apparatus, characterized in that.
The method of claim 4, wherein

The control unit 20,

In the motor driving mode, even if the engine coolant temperature is lowered (X) below the lower limit value (L), only when the target discharge temperature is equal to or less than a preset temperature compensation value added to the interior discharge air temperature, the engine 8 A) hybrid vehicle air conditioner, characterized in that for reactivation.
The method of claim 4, wherein

Discharge air temperature sensing means (10) for sensing the actual air temperature discharged into the vehicle interior;

When entering the motor drive mode, the temperature deviation (E_now) between the target discharge temperature at the present time and the discharge air temperature in the vehicle interior of the discharge air temperature sensing means 10 at a predetermined time interval from the entry point of the motor drive mode. And an arithmetic unit 22 for calculating and processing " temperature deviation E_prev " between the target discharge temperature of the previous time point and the discharge air temperature in the vehicle compartment of the discharge air temperature sensing means 10;

The control unit 20,

After entering the motor driving mode, the two temperature deviations E_now and E_prev calculated at predetermined time intervals in the calculation unit 22 and the temporal opening position T_prev of the previous time point are pre-built below [ Equation 3] calculates the opening position correction value T-_now of the temp door 9 for the cold and hot air passages 1b and 1c, and calculates the opening position correction value of the calculated temp door 9 ( And an opening position of the temporal door (9) on the basis of T-now.

[Equation 3]

T-_now = T_prev + Cp ××-E_prev) + Gi × E_now]

(T-_now is the temporal opening position correction value (V), T_prev is the temporal door opening position (V), Cp is the proportional gain, Gp is the constant value for the temperature deviation, E_now is the target discharge temperature at the current time) And temperature deviation between discharge air temperature (℃), E_prev is the temperature deviation between target discharge temperature and discharge air temperature (℃), Gi is integral gain)
The method of claim 7, wherein

The control unit 20,

Even when the motor driving mode is entered, the variable of the lower limit L and the upper limit U according to [Equation 1], [Equation 2] and [Equation 3] is limited only when all preset entry conditions are satisfied. And controlling the opening degree of the temporal door 9 to be corrected.
The method of claim 8,

The entry conditions built into the control unit 20 may include a condition in which the engine coolant temperature is equal to or lower than a target discharge temperature, a condition in which the temporal door 9 is at a maximum warm position, and an in-vehicle discharge air temperature. It is a condition below target discharge temperature;

The control unit 20, after entering the motor drive mode, the engine coolant temperature is below the target discharge temperature, the condition that the temper door 9 is the maximum heating position, and the discharge air temperature in the vehicle interior is the target discharge temperature Only when all of the following conditions are satisfied, the variable control of the lower limit L and the upper limit U according to the above [Equation 1], [Equation 2] and [Equation 3], and the opening position of the temporal door 9 A hybrid vehicle air conditioning apparatus, characterized in that correction control is possible.
The method of claim 8,

The entry conditions built into the control unit 20 are conditions in which the engine coolant temperature is equal to or less than a first entry reference temperature plus a preset first temperature compensation value to a target discharge temperature, and the temporal door 9 is a maximum heating position. Condition and the vehicle discharge air temperature is equal to or less than a second entry reference temperature minus the target discharge temperature by a preset second temperature compensation value;

The control unit 20, after entering the motor driving mode, the condition that the engine coolant temperature is less than the first entry reference temperature, the condition that the temper door 9 is the maximum heating position, and the discharge air temperature in the vehicle Variable control of the lower limit L and the upper limit U according to [Equation 1], [Equation 2] and [Equation 3] only when all the conditions below the second entry reference temperature are satisfied, and the temp door An air conditioning apparatus for a hybrid vehicle, characterized in that the opening position correction control of (9) is possible.
The method of claim 8,

The control unit 20,

After entering the motor driving mode, the motor driving mode is released (OFF) in a state in which the lower limit value L and the upper limit value U are variably controlled and the opening position of the temporal door 9 is corrected and controlled. And if the predetermined release condition is satisfied, the variable control of the lower limit value (L) and the upper limit value (U) and the opening position correction control of the temporal door (9) are released.
The method of claim 11,

The release condition built into the control unit 20 is a condition in which the engine coolant temperature is equal to or higher than the release reference temperature obtained by adding a preset third temperature compensation value to a target discharge temperature;

When the engine coolant temperature satisfies a condition equal to or greater than the release reference temperature, the control unit 20 cancels the variable control of the lower limit value L and the upper limit value U and the opening position correction control of the temporal door 9. Hybrid vehicle air conditioning apparatus, characterized in that.