WO2017033661A1

WO2017033661A1 - Vehicular air-conditioning system

Info

Publication number: WO2017033661A1
Application number: PCT/JP2016/072185
Authority: WO
Inventors: 将徳森川; 増田　貴文; 中島　洋; 好児藤井
Original assignee: 株式会社デンソー
Priority date: 2015-08-25
Filing date: 2016-07-28
Publication date: 2017-03-02
Also published as: JP2018167591A

Abstract

[Problem] To suppress the decrease in the comfort of occupants while suppressing the increase in the fuel consumption of an internal combustion engine in a vehicular air-conditioning system. [Solution] This vehicular air-conditioning system (1) is equipped with: an indoor air-conditioning unit (10); a seat air-conditioning unit (50); and a heating switching unit (115d) switching between seat heating operation and non seat heating operation. The vehicular air-conditioning system is also equipped with: a required heating value calculation unit (100a) that calculates a required heating value (Qr) of the internal combustion engine; and a necessary heating value determination unit (100b) that determines a necessary heating value (Qn) for the internal combustion engine which reflects the required heating value. Furthermore, the vehicular air-conditioning system is equipped with an operation control unit (100c) that controls the operation of the internal combustion engine so that the operating efficiency during the operation of the internal combustion engine decreases with an increase in the necessary heating value and increases with a decrease in the necessary heating value. The required heating value calculation unit is configured so as to reduce the required heating value during the seat heating operation relative to during the non seat heating operation.

Description

Air conditioning system for vehicles

Cross-reference to related applications

This application is based on Japanese Patent Application No. 2015-166100 filed on August 25, 2015, the contents of which are incorporated herein by reference.

The present disclosure relates to a vehicle air-conditioning system that air-conditions a vehicle interior using cooling water of an internal combustion engine that outputs driving force for vehicle travel as a heat source.

2. Description of the Related Art Conventionally, there is known a vehicle seat air conditioner that supplies conditioned air from a front air conditioning unit disposed in front of a passenger compartment to a seat through an air duct and blows conditioned air from the surface of the seat (see, for example, Patent Document 1). ). Some vehicle seat air-conditioners of this type are configured to heat the vehicle interior by using cooling water of an internal combustion engine that generates driving force for vehicle travel as a heat source.

JP-A-11-28928

By the way, in the vehicle seat air conditioner as described above, a heater that heats air blown out into the passenger compartment using cooling water of the internal combustion engine as a heat source is disposed inside the front air conditioning unit. And in the vehicle seat air conditioner, when heating the vehicle interior, the air heated by the heater is blown out from the opening provided on the instrument panel in front of the vehicle or the surface of the seat, and the vehicle interior is heated. It has become.

Here, the vehicle seat air conditioner can improve the comfort of passengers by blowing air from the surface of the seat, but it is necessary to blow air from the front air conditioning unit to the surface of the seat. The load of the blower that blows air increases. This is not preferable because it causes an increase in energy consumption in the vehicle and causes a deterioration in the fuel consumption rate of the internal combustion engine.

This disclosure is intended to provide a vehicle air conditioning system capable of suppressing a decrease in passenger comfort while suppressing an increase in fuel consumption of an internal combustion engine.

The present disclosure is directed to a vehicle air conditioning system that air-conditions a vehicle interior using cooling water of an internal combustion engine that outputs a driving force for vehicle travel as a heat source.

According to one aspect of the present disclosure, a vehicle air conditioning system includes:
An indoor air conditioner unit configured to include a heater that heats blown air blown by the indoor fan, using the cooling water of the internal combustion engine as a heat source, and blows air toward the vehicle interior;
Seat air conditioner including a sheet side blower for blowing air to a sheet ventilation path formed in the seat, and an air duct that guides at least a part of the air whose temperature is adjusted by the indoor air conditioning unit to the air suction side of the sheet side blower Unit,
Heating switching unit for switching between a seat heating operation for operating both the indoor fan and the seat fan to warm the vehicle interior, and a non-seat heating operation for operating the indoor fan with the seat fan stopped to warm the vehicle interior When,
A required calorific value calculation unit for calculating a required calorific value required for the internal combustion engine in order to compensate for the insufficient heating capacity of the blown air by the heater;
A required heat quantity determining unit that determines the required heat value of the internal combustion engine in consideration of the required heat value;
An operation control unit that controls the operation of the internal combustion engine so that the operation efficiency during operation of the internal combustion engine decreases with an increase in the required heat generation amount and the operation efficiency increases with a decrease in the required heat generation amount.

The required heat amount calculation unit is configured to reduce the required heat generation amount in the seat heating operation compared to the non-seat heating operation.

According to this, during the seat heating operation, the required heat generation amount is reduced as compared with the non-seat heating operation, so that the internal combustion engine operates in a state where the operation efficiency is good. For this reason, the fuel consumption of an internal combustion engine can be suppressed.

The seat air conditioning unit is located closer to the occupant than the indoor air conditioning unit and can directly warm the occupant, so even if the required heat generation is reduced during seat heating operation, the comfort of the occupant The impact on is small.

Therefore, in the vehicle air conditioning system, it is possible to suppress a decrease in passenger comfort while suppressing an increase in fuel consumption of the internal combustion engine.

It is a schematic block diagram of the vehicle air conditioning system of 1st Embodiment. It is a schematic block diagram of the indoor air conditioning unit shown in FIG. It is a block diagram which shows the control apparatus of the vehicle air conditioner system of 1st Embodiment. It is a flowchart which shows the flow of the adjustment process of the heating capability of the indoor air conditioning unit which the control apparatus of the vehicle air conditioner system of 1st Embodiment performs. It is explanatory drawing explaining the determination method of the required emitted-heat amount by the control apparatus of the vehicle air conditioner system of 1st Embodiment. It is a figure which shows an example of the time change of the ignition advance in the internal combustion engine at the time of seat heating operation, non-seat heating operation, and heating stop. It is a figure which shows the time change of the temperature of the cooling water in the internal combustion engine at the time of seat heating operation, non-seat heating operation, and heating stop. It is a flowchart which shows the flow of the adjustment process of the heating capability of the indoor air conditioning unit which the control apparatus of the vehicle air conditioner system of 2nd Embodiment performs. It is explanatory drawing explaining the determination method of the required emitted-heat amount by the control apparatus of the vehicle air conditioner system of 2nd Embodiment. It is a schematic block diagram of the vehicle air conditioning system of 3rd Embodiment. It is a disassembled perspective view of the infrared sensor shown in FIG. It is a perspective view which shows the principal part of the infrared sensor shown in FIG. It is a flowchart which shows the flow of the adjustment process of the heating capability of the indoor air conditioning unit which the control apparatus of the vehicle air conditioner system of 3rd Embodiment performs. It is explanatory drawing explaining the determination method of the required emitted-heat amount by the control apparatus of the vehicle air conditioner system of 3rd Embodiment.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that, in each of the following embodiments, parts that are the same as or equivalent to the matters described in the preceding embodiment are denoted by the same reference numerals, and the description thereof may be omitted.

In addition, in each embodiment, when only a part of the constituent elements are described, the constituent elements described in the preceding embodiment can be applied to the other parts of the constituent elements.

The following embodiments can be partially combined with each other even if they are not clearly specified, as long as they do not cause any trouble in the combination.

(First embodiment)
This embodiment will be described with reference to FIGS. The vehicle air-conditioning system 1 is a system that is applied to a vehicle that obtains driving force for vehicle travel from the internal combustion engine EG, and that air-conditions the vehicle interior using cooling water of the internal combustion engine EG as a heat source. As shown in FIG. 1, the vehicle air conditioning system 1 includes an indoor air conditioning unit 10, a seat air conditioning unit 50, and a control device 100 as main components.

First, the indoor air conditioning unit 10 is disposed inside the instrument panel IP at the foremost part of the vehicle interior. As shown in FIG. 2, the indoor air conditioning unit 10 includes an indoor air blower 13, an evaporator 14, a heater core 18, and the like housed in an air conditioning case 11 that constitutes an outer shell thereof. On the most upstream side of the airflow case 11, an inside / outside air switching box 12 for switching and introducing vehicle interior air (hereinafter referred to as “inside air”) and vehicle exterior air (hereinafter referred to as “outside air”) is disposed. The inside / outside air switching box 12 is formed with an inside air introduction port 12 a for introducing inside air into the air conditioning case 11 and an outside air introduction port 12 b for introducing outside air into the air conditioning case 11. The inside / outside air switching box 12 is provided with an inside / outside air switching door 12c that adjusts the opening areas of the inside air introduction port 12a and the outside air introduction port 12b in accordance with a control signal from the control device 100.

An indoor fan 13 is disposed on the downstream side of the air flow in the inside / outside air switching box 12. The indoor-side blower 13 is a blower that blows air sucked through the inside / outside air switching box 12 toward the vehicle interior. The indoor blower 13 is an electric blower that can change the number of rotations in accordance with a control signal from the control device 100. Note that a centrifugal fan, an axial fan, a cross flow fan, or the like can be employed as the fan of the indoor fan 13.

The evaporator 14 is arrange | positioned in the air flow downstream of the indoor side air blower 13. As shown in FIG. The evaporator 14 is a cooling heat exchanger that exchanges heat between the refrigerant circulating in the interior and the blown air blown from the indoor fan 13 to cool the blown air. Specifically, the evaporator 14 constitutes a vapor compression refrigeration cycle 30 together with a compressor 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like.

The compressor 31 sucks in the refrigerant in the refrigeration cycle 30, compresses it, and discharges it. The compressor 31 of the present embodiment is configured to be driven by transmission of driving force from the internal combustion engine EG. The compressor 31 is changed into a driving state in which the driving force from the internal combustion engine EG is transmitted and a stopped state in which the driving force is not transmitted in accordance with a control signal from the control device 100. In addition, the compressor 31 may be comprised with the electric compressor.

The condenser 32 is an outdoor heat exchanger that condenses the refrigerant discharged from the compressor 31 by exchanging heat between the refrigerant circulating inside and the outside air. The gas-liquid separator 33 is a receiver that separates the gas-liquid of the refrigerant condensed by the condenser 32 and stores surplus refrigerant and flows the liquid-phase refrigerant downstream. The expansion valve 34 is a decompression mechanism that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 33. The evaporator 14 is a heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 34 and exerts an endothermic effect on the refrigerant.

Further, on the downstream side of the air flow of the evaporator 14 in the air conditioning case 11, the hot air passage 15, the cold air bypass passage 16, the hot air passage 15, and the cold air bypass passage 16 through which the air after passing through the evaporator 14 flows. A mixing space 17 is formed for mixing the air that has flowed out of the air.

A heater core 18 for heating the air after passing through the evaporator 14 is disposed in the hot air passage 15. The heater core 18 is a heater that heats the blown air by exchanging heat between the cooling water that cools the internal combustion engine EG and the blown air that has passed through the evaporator 14.

Specifically, the heater core 18 and the internal combustion engine EG are connected by a cooling water pipe 41. Thereby, the cooling water circuit 40 in which the cooling water circulates between the heater core 18 and the engine EG is configured. The cooling water circuit 40 is provided with a cooling water pump 40a for circulating the cooling water. The cooling water pump 40 a is configured by an electric pump whose rotation speed is controlled by a control signal output from the control device 100.

On the other hand, the cold air bypass passage 16 is an air passage for guiding the air after passing through the evaporator 14 to the mixing space 17 without passing through the heater core 18. Accordingly, the temperature of the blown air mixed in the mixing space 17 varies depending on the air volume ratio of the air passing through the hot air passage 15 and the air passing through the cold air bypass passage 16.

Therefore, in the present embodiment, the air volume ratio of the cool air flowing into the hot air passage 15 and the cold air bypass passage 16 on the downstream side of the air flow of the evaporator 14 and on the inlet side of the hot air passage 15 and the cold air bypass passage 16 is set as follows. An air mix door 19 to be changed is arranged. The air mix door 19 functions as a temperature adjusting member that adjusts the air temperature in the mixing space 17. The operation of the air mix door 19 is controlled by a control signal output from the control device 100.

Furthermore, first to third blowout openings 20 to 22 for blowing out the blown air whose temperature is adjusted in the mixing space 17 are provided in the most downstream portion of the blown air flow of the air conditioning case 11.

The first blowout opening 20 is an opening through which air is blown toward the upper body of the passenger in the passenger compartment. The 2nd blowing opening 21 is an opening which blows off air to a passenger | crew's step or the ventilation duct 52 mentioned later. Moreover, the 3rd blowing opening part 22 is an opening part which blows off air toward the inner side of the window glass W of the vehicle front.

Further, first to third mode doors 20a to 22a for adjusting the opening area are arranged on the upstream side of the air flow of the respective blowing openings 20 to 22. Each mode door 20a to 22a constitutes an outlet mode switching unit for switching an outlet mode. The operation of each mode door 20a to 22a is controlled by a control signal output from the control device 100.

Next, the seat air conditioning unit 50 will be described. As shown in FIG. 1, the seat air conditioning unit 50 is an air conditioning unit that imparts comfort to the passenger by blowing out the air whose temperature has been adjusted by the indoor air conditioning unit 10 from the surface of the seat 2. The seat air conditioning unit 50 is attached to the seat 2 arranged in front of the vehicle. The seat 2 includes a seat cushion portion 2a that supports the lower body of the occupant and a seat back portion 2b that supports the upper body of the occupant.

The sheet 2 is formed with a sheet ventilation path 3 that guides air supplied from the sheet air-conditioning unit 50 to an air blowing portion on the sheet surface (not shown). The seat ventilation path 3 of the present embodiment is branched inside the seat 2 so that air is blown from both the seat cushion portion 2a and the air blowing portion of the seat back portion 2b. A connection duct 5 connected to the seat air conditioning unit 50 is disposed at the most upstream part of the air flow in the seat ventilation path 3.

The connection duct 5 has one end connected to the air inlet side of the seat ventilation path 3 and the other end connected to the air outlet side of the seat side blower 51 of the seat air conditioning unit 50. The connection duct 5 is disposed between the seat 2 and the floor 6. The connection duct 5 is formed of a bellows-like duct so as to be able to cope with the movement of the seat position in the vertical direction and the front-rear direction. The connecting duct 5 may be a duct other than the bellows-shaped duct as long as it is a flexible duct.

The seat air-conditioning unit 50 includes a sheet-side blower 51 that blows air to the sheet ventilation path 3 formed in the seat 2, and at least a part of the air whose temperature is adjusted by the indoor air-conditioning unit 10 to the air suction side of the seat-side blower 51. The air duct 52 which guides is included.

The sheet-side blower 51 is disposed under the floor 6 facing the lower surface of the sheet 2. The sheet-side blower 51 blows out the air sucked from the blower duct 52 side to the sheet ventilation path 3 side via the connection duct 5.

The seat-side blower 51 of the present embodiment is configured by an electric blower that can change the rotation speed in accordance with a control signal from the control device 100. In addition, as a fan of the seat side blower 51, a centrifugal fan, an axial fan, a cross flow fan, or the like can be employed.

The air duct 52 is arranged below the floor 6 of the vehicle, like the seat side fan 51. One end side of the air duct 52 is connected to the second blow-out opening 21 provided in the indoor air conditioning unit 10, and the other end side is connected to the air suction side of the seat-side blower 51.

Next, with reference to FIG. 3, the control apparatus 100 which is an electric control part of this embodiment is demonstrated. The control device 100 includes an air conditioning control device 110 and a drive control device 120. The air conditioning control device 110 and the drive control device 120 are constituted by a microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 110 and the drive control device 120 perform various calculations and processes based on the control program stored in the ROM, and control the operation of various devices connected to the output side. Note that the storage units of the air-conditioning control device 110 and the drive control device 120 are configured by non-transitional physical storage media.

The air conditioning control device 110 is a device that controls the operation of the indoor air conditioning unit 10 and the seat air conditioning unit 50. The output side of the air conditioning control device 110 is connected to the indoor / outdoor air switching door 12c, the indoor air blower 13, the air mix door 19, the first to third mode doors 20a to 22a, etc., which are components of the indoor air conditioning unit 10. ing. Further, on the output side of the control device 110 for air conditioning, the compressor 31 that is a component device of the refrigeration cycle 30, the cooling water pump 40a that is a component device of the cooling water circuit 40, and the seat side that is a component device of the seat air conditioning unit 50 are provided. A blower 51 and the like are connected.

Connected to the input side of the air conditioning control device 110 are an inside air sensor 111 that detects the inside air temperature Tr, an outside air sensor 112 that detects the outside air temperature Tam, and a solar radiation sensor 113 that detects the amount of solar radiation Ts in the passenger compartment. Further, various air conditioning control sensor groups such as a cooling water temperature sensor 114 for detecting the temperature Tw of the cooling water flowing out from the internal combustion engine EG are connected to the input side of the air conditioning control device 110.

Furthermore, an operation panel 115 disposed near the instrument panel IP is connected to the input side of the air conditioning control device 110. The operation panel 115 is provided with various operation switches such as an air conditioning operation switch 115a, an operation mode switching switch 115b, a vehicle interior temperature setting switch 115c, a seat operation switch 115d of the seat air conditioning unit 50, and the like.

The air conditioning operation switch 115a is a switch that outputs a request signal for operating the indoor fan 13 to adjust the temperature of air blown into the vehicle interior by the indoor air conditioning unit 10 to the air conditioning control device 110.

The seat operation switch 115d activates the indoor fan 13 and the seat fan 51, and outputs a request signal for performing a seat air-conditioning operation in which the air whose temperature is adjusted in the indoor air-conditioning unit 10 is blown from the seat 2 is the air-conditioning control device 110. It is a switch that outputs to

For example, when the seat operation switch 115d is turned on during the heating operation for heating the vehicle interior, the air-conditioning control device 110 performs the seat heating operation for operating both the indoor fan 13 and the seat fan 51 to warm the vehicle interior. To do.

On the other hand, when the seat operation switch 115d is turned off during the heating operation for heating the vehicle interior, the air-conditioning control device 110 operates the indoor air blower 13 with the seat air blower 51 stopped to warm the vehicle interior. The seat heating operation is executed. In the present embodiment, the seat operation switch 115d functions as a heating switching unit that switches between a seat heating operation and a non-seat heating operation.

Subsequently, the drive control device 120 is a device that controls the operation of the internal combustion engine EG. Connected to the output side of the drive control device 120 are a starter 121 for starting the internal combustion engine EG, which is a component for driving the internal combustion engine EG, a drive circuit 122 for a fuel injection valve for supplying fuel to the internal combustion engine EG, and the like. ing.

On the input side of the drive control device 120, there are various types such as a throttle opening sensor 123 that detects the throttle opening degree Sw that is the depression amount of the accelerator pedal, and an engine speed sensor 124 that detects the rotation speed Ne of the internal combustion engine EG. Sensor groups are connected.

In the control device 100 of the present embodiment, the air conditioning control device 110 and the drive control device 120 are connected so as to be capable of bidirectional communication. Accordingly, the control device 100 operates various devices connected to the output side of the other device based on the detection signal or the operation signal input to one of the air conditioning control device 110 and the drive control device 120. Can be controlled.

For example, the operation efficiency of the internal combustion engine EG can be changed by the air conditioning control device 110 outputting a request signal for requesting the drive control device 120 to increase or decrease the operation efficiency of the internal combustion engine EG. Yes.

Describing this point, at the time of starting the internal combustion engine EG, the temperature of the cooling water of the internal combustion engine EG is low, and the heating capacity of the blown air by the indoor air conditioning unit 10 may be insufficient. For this reason, the control device 100 can control the internal combustion engine EG so that the operating efficiency during the operation of the internal combustion engine EG is lowered in order to compensate for the insufficient heating capacity of the blown air by the indoor air conditioning unit 10. .

Here, the control device 100 of the present embodiment is configured such that a control unit that controls various devices to be controlled connected to the output side is integrally configured. In the control device 100, hardware or software that controls the operation of each component device to be controlled functions as a control unit that controls the operation of each component device.

For example, the control device 100 according to the present embodiment requests the internal combustion engine EG to compensate for the insufficient heating capacity of the blown air by the heater core 18 during heating operation, at least one of the air conditioning control device 110 and the drive control device 120. The required heat generation amount Qr is calculated. In the present embodiment, hardware or software for calculating the required heat generation amount Qr in the control device 100 constitutes the required heat amount calculation unit 100a.

In addition, the control device 100 of the present embodiment includes at least one of the air-conditioning control device 110 and the drive control device 120, taking into account the required heat value Qr calculated by the required heat value calculation unit 100a, and the required heat value in the internal combustion engine EG. Qn is determined. In the present embodiment, hardware and software for determining the required heat generation amount Qn in the control device 100 constitute the required heat amount determination unit 100b.

Further, the control device 100 of the present embodiment increases the operation efficiency when the internal combustion engine EG is operated as the required heat generation amount Qn increases, and decreases the operation efficiency as the required heat generation amount Qn decreases. The drive control device 120 is configured to control the operation of the internal combustion engine EG. In the present embodiment, hardware and software for controlling the operation of the internal combustion engine EG in the control device 100 constitute the operation control unit 100c.

Next, the operation of the vehicle air conditioning system 1 of this embodiment will be described. In the vehicular air conditioning system 1, when the air conditioning operation switch 115 a is turned on after the internal combustion engine EG is started, the control device 100 controls various components to start the air conditioning operation in the vehicle interior.

In the vehicle air conditioning system 1 according to the present embodiment, when the operation mode changeover switch 115b is set to the cooling mode, the control device 100 controls the various components to perform the cooling operation for cooling the vehicle interior.

Hereinafter, basic control modes of various components in the cooling mode executed by the control device 100 will be described. First, the control device 100 controls the compressor 31 of the refrigeration cycle 30 to a driving state in which the driving force from the internal combustion engine EG is transmitted.

Further, the control device 100 calculates the target blowing temperature TAO based on the detection signals of various sensor groups and the operation signals of the operation panel 115. TAO is a blown air temperature necessary to bring the vehicle interior temperature close to the set temperature Tset set by the setting switch 115c of the operation panel 115. Specifically, the control device 100 calculates TAO using the following formula F1 based on the set temperature Tset, the internal air temperature Tr, the external air temperature Tam, and the solar radiation amount Ts set by the setting switch 115c.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Note that Kset, Kr, Kam, and Ks shown in Formula F1 are control gains, and C is a correction constant.

Then, the control device 100 determines the rotational speed of the indoor blower 13, the inside / outside air switching door 12c, the mode doors 20a to 22a, the opening degree of the air mix door 19 and the like based on TAO, and the determined control state is Control signals are output to various devices so as to be obtained. The control device 100 repeats a routine of reading an operation signal and a detection signal → calculating TAO → determining a new control state → outputting a control signal.

Thereby, during the cooling operation, the air blown from the indoor side blower 13 is cooled by the evaporator 14 in the indoor air conditioning unit 10. And the cooling of the vehicle interior is realized by the air cooled by the indoor air conditioning unit 10.

Specifically, when the seat operation switch 115d is in an OFF state, the air cooled by the indoor air conditioning unit 10 is blown into the vehicle interior, so that cold air is indirectly supplied to the passenger.

On the other hand, when the seat operation switch 115d is in the on state during the cooling operation, the air cooled by the indoor air conditioning unit 10 is blown out from the seat 2 by the seat air conditioning unit 50, as indicated by the white arrow in FIG. Thus, the cool air is directly supplied to the occupant.

Subsequently, when the operation mode changeover switch 115b is set to the heating mode, the vehicle air conditioning system 1 performs a heating operation in which the control device 100 controls various components to warm the vehicle interior.

Hereinafter, basic control modes of various components in the heating mode executed by the control device 100 will be described. First, the control device 100 operates the cooling water pump 40 a so that the cooling water of the internal combustion engine EG flows into the heater core 18.

Subsequently, the control device 100 calculates TAO in the same manner as in the cooling operation. Then, the control device 100 determines the rotational speed of the indoor blower 13, the inside / outside air switching door 12c, the mode doors 20a to 22a, the opening degree of the air mix door 19 and the like based on TAO, and the determined control state is Control signals are output to various devices so as to be obtained. The control device 100 repeats a routine of reading an operation signal and a detection signal → calculating TAO → determining a new control state → outputting a control signal.

Thus, during the heating operation, the air blown from the indoor fan 13 is heated by the heater core 18 in the indoor air conditioning unit 10. And the heating of the vehicle interior is realized by the air heated by the indoor air conditioning unit 10.

Specifically, during the non-seat heating operation, the air heated by the indoor air conditioning unit 10 is blown into the passenger compartment, so that warm air is indirectly supplied to the passenger. On the other hand, during the seat heating operation, the air heated by the indoor air-conditioning unit 10 is blown out of the seat 2 by the seat air-conditioning unit 50 as shown by the white arrows in FIG. Wind is supplied.

By the way, at the time of seat heating operation, it is necessary to operate the seat side blower 51 to blow the air warmed by the indoor air conditioning unit 10 to the surface of the seat 2, and the energy consumption in the vehicle is increased as compared with the non-seat heating operation. Resulting in. This causes a deterioration in the fuel consumption rate of the internal combustion engine EG, which is not preferable.

On the other hand, in this embodiment, the heating capacity of the blown air by the heater core 18 during the seat heating operation and the non-seat heating operation, that is, the heating capacity of the indoor air conditioning unit 10 is changed by the control processing of the control device 100. It is configured.

Hereinafter, the adjustment process for adjusting the heating capacity of the indoor air conditioning unit 10 executed by the control device 100 of the present embodiment will be described with reference to the flowchart of FIG. FIG. 4 shows a flow of processing executed by the control device 100 when the operation mode selector switch 115b is set to the heating mode.

As shown in FIG. 4, the control device 100 first detects the coolant temperature Two when the internal combustion engine EG is started by the coolant temperature sensor 114 and stores it in the storage unit of the control device 100 (S10). Then, the control device 100 detects the current coolant temperature Tw of the internal combustion engine EG with the coolant temperature sensor 114 (S11). Hereinafter, for convenience of explanation, the coolant temperature at the start of the internal combustion engine EG is referred to as a start-up water temperature Two, and the current coolant temperature of the internal combustion engine EG is referred to as a current coolant temperature Tw.

Subsequently, the control device 100 determines whether or not the current heating operation is the seat heating operation (S12). In this determination process, the determination is made based on whether the seat operation switch 115d is on or off. That is, the control device 100 determines that the seat heating operation is performed when the seat operation switch 115d is turned on, and determines that the seat heating operation is not performed when the seat operation switch 115d is turned on.

If it is determined that the seat heating operation is not performed as a result of the determination process in step S12, that is, if the current heating operation is a non-seat heating operation, the control device 100 calculates the reference required heat generation amount Qc (S13). The reference required heat generation amount Qc is the amount of heat required to compensate for the insufficient heating capacity of the blown air by the heater core 18, and is based on a physical quantity that correlates with the insufficient heating capacity of the blown air by the heater core 18. Is calculated.

The control device 100 determines that the reference required heat generation amount Qc decreases as the cooling water temperature of the internal combustion engine EG increases, and increases as the cooling water temperature decreases. The required heat generation amount Qc is calculated.

More specifically, the control device 100 refers to a reference required heat generation amount map that predetermines the relationship among the start time water temperature Two, the current water temperature Tw, and the reference required heat generation amount Qc, and the start time detected in steps S10 and S11. A reference required heat generation amount Qc is calculated based on the water temperature Two and the current water temperature Tw.

On the other hand, when it is determined that the seat heating operation is performed as a result of the determination process in step S12, the control device 100 calculates the reference required heat generation amount Qc in the same manner as in step S13 (S14). Note that the calculation method of the reference required heat generation amount Qc in step S14 is the same as the content of step S13, and thus the description thereof is omitted.

Subsequently, the control device 100 calculates a reduced heat generation amount ΔQ, which is a heat amount that decreases the required heat generation amount Qr required for the internal combustion engine EG during the seat heating operation (S15). This reduced calorific value ΔQ is calculated by the control device 100 on the basis of a physical quantity having a correlation with insufficient heating capacity of the blown air by the heater core 18.

The control device 100 reduces the heat generation amount so that the reduced heat generation amount ΔQ increases as the temperature of the cooling water of the internal combustion engine EG increases, and the heat generation decrease ΔQ decreases as the temperature of the cooling water decreases. ΔQ is calculated.

More specifically, the control device 100 refers to a reduced heat generation amount map that predetermines the relationship between the starting water temperature Two, the current water temperature Tw, and the reduced heat generation amount ΔQ, and the starting water temperature detected in steps S10 and S11. A reduced heat generation amount ΔQ is calculated based on Two and the current water temperature Tw. The control device 100 calculates the upper limit value of the reduced heat generation amount ΔQ to be the reference required heat generation amount Qc (ΔQ ≦ Qc).

The control device 100 reads the rotational speed Ne of the internal combustion engine EG detected by the engine rotational speed sensor 124 after the control processing of steps S13 to S15 (S16). Further, the control device 100 reads the throttle opening degree Sw detected by the throttle opening degree sensor 123 (S17).

Then, based on the rotational speed Ne of the internal combustion engine EG and the throttle opening degree Sw, the control device 100 calculates a drive heat generation amount Qd that is a heat generation amount of the internal combustion engine EG required for driving the internal combustion engine EG (S18). ). Specifically, the control device 100 refers to a driving heat generation amount map in which the relationship among the rotational speed Ne, the throttle opening degree Sw, and the driving heat generation amount Qd is defined in advance, and the rotation speed detected in steps S16 and S17. A driving heat generation amount Qd is calculated based on Ne and the throttle opening degree Sw.

Subsequently, the control device 100 determines the required heat generation amount Qn required for the internal combustion engine EG when the vehicle is traveling and when the vehicle is air-conditioned (S19). The control device 100 determines the required heat generation amount Qn in consideration of not only the drive heat generation amount Qd required for the operation of the internal combustion engine EG but also the required heat generation amount Qr required for vehicle interior air conditioning.

Here, the control device 100 reduces the required calorific value Qr during the seat heating operation compared to the non-seat heating operation. Specifically, the control device 100 of the present embodiment sets the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc) and adds the required heat generation amount Qr and the drive heat generation amount Qd during non-seat heating operation. The determined value is determined as the required calorific value Qn (Qn = Qd + Qr).

On the other hand, as shown in FIG. 5, the control device 100 according to the present embodiment sets a value obtained by subtracting the reduced heat generation amount ΔQ from the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc−ΔQ), as shown in FIG. ). Then, the control device 100 determines a value obtained by adding the required heat generation amount Qr and the drive heat generation amount Qd as the required heat generation amount Qn (Qn = Qd + Qr).

Here, the control device 100 of the present embodiment increases the decreased heat generation amount ΔQ as the temperature of the cooling water of the internal combustion engine EG increases during the seat heating operation. For this reason, during the seat heating operation, the required heat generation amount Qr decreases as the temperature of the cooling water of the internal combustion engine EG increases.

Returning to FIG. 4, the control device 100 calculates the ignition timing of the fuel having a great influence on the operation efficiency when the internal combustion engine EG is operated based on the necessary heat generation amount Qn calculated in step S19 (S20). The control device 100 according to the present embodiment defines the ignition timing of the internal combustion engine EG so that the operation efficiency decreases as the required heat generation amount Qn increases, and the operation efficiency increases as the required heat generation amount Qn decreases. Calculate the ignition advance.

Here, in the internal combustion engine EG, when the ignition advance angle is advanced to some extent, the operation efficiency is improved and the heat generation amount is reduced. On the other hand, in the internal combustion engine EG, when the ignition advance angle is set to the retard angle side, the operation efficiency is deteriorated and the heat generation amount is increased. For this reason, in the control device 100 of the present embodiment, the ignition advance angle becomes the retard side as the required heat generation amount Qn increases, and the ignition advance angle becomes the advance side as the required heat generation amount Qn decreases. The ignition advance angle is calculated.

Subsequently, the control device 100 outputs a control signal to the fuel injection valve drive circuit 122 of the internal combustion engine EG so that the internal combustion engine EG operates at the ignition timing calculated in step S20 (S21).

Here, FIG. 6 shows an example of the time change of the ignition advance in the internal combustion engine EG during the seat heating operation, during the non-seat heating operation, and when the heating is stopped. FIG. 7 shows an example of the time change of the temperature of the cooling water in the internal combustion engine EG during the seat heating operation, the non-seat heating operation, and the heating stop. In FIGS. 6 and 7, the solid line indicates the change during the seat heating operation, the one-dot chain line indicates the change when the heating is stopped, and the two-dot chain line indicates the change during the non-seat heating operation.

In the present embodiment, the required heat generation amount is reduced during the seat heating operation compared to the non-seat heating operation. For this reason, at the time of seat heating operation, the required heat generation amount is reduced compared to that at the time of non-seat heating operation, and as shown in FIG. 6, the ignition advance approaches the ignition advance at the time of heating stop. As a result, at the time of seat heating operation, the internal combustion engine EG can be operated with better operating efficiency than at the time of non-seat heating operation.

By the way, as shown in FIG. 7, the temperature of the cooling water of the internal combustion engine EG is slightly lower during the seat heating operation than during the non-seat heating operation. Since warm air is supplied, the impact on passenger comfort is small.

The vehicle air-conditioning system 1 of the present embodiment described above is configured to reduce the required heat generation amount Qr required for the internal combustion engine EG during the seat heating operation compared to during the non-seat heating operation. According to this, at the time of seat heating operation, the internal combustion engine EG can be operated in a state where the operation efficiency is better than that at the time of non-seat heating operation. For this reason, the fuel consumption of the internal combustion engine EG can be suppressed.

The seat air conditioning unit 50 is located closer to the occupant than the indoor air conditioning unit 10 and can directly warm the occupant. Therefore, even if the required heat generation amount Qr is reduced during the seat heating operation, the occupant The impact on comfort is small.

Therefore, in the vehicle air conditioning system 1 of the present embodiment, it is possible to suppress a decrease in passenger comfort while suppressing an increase in fuel consumption of the internal combustion engine EG.

Here, if the required heat generation amount Qr is excessively reduced compared with the non-seat heating operation during the seat heating operation, the fuel consumption of the inner edge engine EG can be significantly reduced, but the passenger comfort is greatly affected. There is a concern that

On the other hand, in the present embodiment, the reduced heat generation amount ΔQ is calculated based on the cooling water having a correlation with the insufficient heating capacity of the blown air by the heater core 18. According to this, even when the required heat generation amount Qr is reduced during the seat heating operation as compared with the non-seat heating operation, it is possible to appropriately maintain the passenger comfort.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS. The present embodiment is different from the first embodiment in that the amount of heat for reducing the required heat generation amount Qr is calculated based on the target blowing temperature TAO during the seat heating operation.

FIG. 8 is a flowchart showing a flow of adjustment processing for adjusting the heating capacity of the indoor air conditioning unit 10 executed by the control device 100 of the present embodiment. FIG. 8 shows the flow of processing executed by the control device 100 when the operation mode selector switch 115b is set to the heating mode.

As shown in FIG. 8, the control device 100 first reads detection signals of various sensor groups and operation signals of the operation panel 115 (S30). Then, the control device 100 calculates the target blowing temperature TAO based on the detection signals of the various sensor groups and the operation signal of the operation panel 115 (S31). Since the TAO calculation method is the same as that in the first embodiment, a description thereof will be omitted.

Subsequently, the control device 100 determines whether or not the heating operation is the seat heating operation (S32). As a result, when it is determined that the seat heating operation is not performed, the control device 100 calculates a reference required heat generation amount Qc (S33).

Here, TAO increases as the temperature difference between the set temperature Tset and the internal temperature Tr increases, as shown in Formula F1. The state in which the temperature difference between the set temperature Tset and the internal temperature Tr is greatly deviated is also a state in which the air blowing capacity by the heater core 18 is insufficient.

Therefore, in the control device 100 of the present embodiment, the reference required heat generation amount Qc increases so that the reference required heat generation amount Qc increases as TAO increases, and the reference required heat generation amount Qc decreases as TAO decreases. Is calculated. More specifically, the control device 100 refers to the reference required heat generation amount map that predefines the relationship between TAO and the reference required heat generation amount Qc, and sets the reference required heat generation amount Qc based on the TAO calculated in step S31. calculate.

On the other hand, when it is determined that the seat heating operation is performed as a result of the determination process in step S32, the control device 100 calculates the reference required heat generation amount Qc as in step S33 (S34). Note that the calculation method of the reference required heat generation amount Qc in step S34 is the same as the content of step S33, and thus the description thereof is omitted.

Subsequently, the control device 100 calculates a reduced calorific value ΔQ during the seat heating operation (S35). The control device 100 according to the present embodiment calculates the reduced heat generation amount ΔQ so that the reduced heat generation amount ΔQ decreases as TAO increases and the decrease heat generation amount ΔQ increases as TAO decreases. More specifically, the control device 100 refers to a reduced calorific value map that predefines the relationship between TAO and the reduced calorific value ΔQ, and calculates the reduced calorific value ΔQ based on the TAO calculated in step S31. The control device 100 calculates the upper limit value of the reduced heat generation amount ΔQ to be the reference required heat generation amount Qc (ΔQ ≦ Qc).

Subsequently, the control device 100 reads the rotational speed Ne of the internal combustion engine EG (S36). Further, the control device 100 reads the throttle opening degree Sw detected by the throttle opening degree sensor 123 (S37). Then, the control device 100 calculates the driving heat generation amount Qd based on the rotational speed Ne of the internal combustion engine EG and the throttle opening degree Sw (S38). Note that the control processing of steps S36 to S38 shown in FIG. 8 is the same as the control processing of steps S16 to S18 of FIG. 4 described in the first embodiment, and thus detailed description thereof is omitted.

Subsequently, the control device 100 determines a necessary heat generation amount Qn required for the internal combustion engine EG when the vehicle is traveling and when the vehicle is air-conditioned (S39). Specifically, the control device 100 of the present embodiment sets the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc) and adds the required heat generation amount Qr and the drive heat generation amount Qd during non-seat heating operation. The determined value is determined as the required calorific value Qn (Qn = Qd + Qr).

On the other hand, as shown in FIG. 9, the control device 100 of the present embodiment sets the value obtained by subtracting the reduced heat generation amount ΔQ from the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc−ΔQ), as shown in FIG. ). Then, a value obtained by adding the required heat generation amount Qr and the drive heat generation amount Qd is determined as the required heat generation amount Qn (Qn = Qd + Qr).

Here, the control device 100 of the present embodiment increases the decreased heat generation amount ΔQ as the TAO decreases during the seat heating operation. For this reason, during seat heating operation, the required heat generation amount Qr decreases as TAO decreases.

Referring back to FIG. 8, the control device 100 calculates the ignition timing of the fuel that has a great influence on the operating efficiency during the operation of the internal combustion engine EG, based on the required calorific value Qn calculated in step S39 (S40). Then, the control device 100 outputs a control signal to the drive circuit 122 for the fuel injection valve of the internal combustion engine EG so that the internal combustion engine EG operates at the ignition timing calculated in step S20 (S41).

Other configurations and operations are the same as those in the first embodiment. In the vehicle air conditioning system 1 according to the present embodiment, as in the first embodiment, it is possible to suppress a decrease in passenger comfort while suppressing an increase in fuel consumption of the internal combustion engine EG.

Further, in the present embodiment, the reduced heat generation amount ΔQ is calculated based on TAO having a correlation with insufficient heating capacity of the blown air by the heater core 18. According to this, even when the required heat generation amount Qr is reduced during the seat heating operation as compared with the non-seat heating operation, it is possible to appropriately maintain the passenger comfort.

(Third embodiment)
Next, a third embodiment will be described with reference to FIGS. The present embodiment is different from the first embodiment in that the amount of heat for reducing the required heat generation amount Qr is calculated based on the detection value of the infrared sensor 130 during the seat heating operation.

As shown in FIG. 10, in this embodiment, an infrared sensor 130 is provided on the instrument panel IP. The infrared sensor 130 is a non-contact temperature sensor and constitutes a temperature detection unit that detects the temperature near the surface of the sheet 2. The infrared sensor 130 is sometimes referred to as an IR sensor.

As shown in FIG. 11, the infrared sensor 130 of this embodiment includes a thermopile detection element 131 that outputs a change in electromotive force corresponding to a change in the amount of input infrared light as a temperature change.

Specifically, in the infrared sensor 130, the detection element 131 is disposed on the pedestal 131c and is covered with a cup-shaped case 131b. A through hole 131d is formed at the bottom of the case 131b, and a lens 131e is fitted in the through hole 131d.

Further, as shown in FIG. 12, the detection element 131 includes a sensor chip 132 installed on the substrate 131a and an infrared absorption film 133 disposed so as to cover the sensor chip 132. The infrared absorption film 133 plays a role of absorbing infrared rays incident from the vicinity of the sheet 2 serving as a temperature detection region through the lens 131e and converting the infrared rays into heat.

The infrared sensor 130 configured in this way is connected to the input side of the control device 100. In other words, the infrared sensor 130 is connected to the input side of the control device 100.

Next, an adjustment process for adjusting the heating capacity of the indoor air conditioning unit 10 executed by the control device 100 of the present embodiment will be described with reference to FIG. FIG. 13 shows a flow of processing executed by the control device 100 when the operation mode changeover switch 115b is set to the heating mode.

As shown in FIG. 13, the control device 100 first reads the detected temperature Tir of the infrared sensor 130, that is, the temperature near the sheet 2 (S51). Then, the control device 100 determines whether or not the heating operation is the seat heating operation (S52). As a result, when it is determined that the seat heating operation is not performed, the control device 100 calculates the reference required heat generation amount Qc (S53).

Here, when an occupant is seated on the seat 2, the infrared sensor 130 detects the surface temperature of the body of the occupant seated on the seat 2. The state where the surface temperature of the occupant's body is low is considered to be a state where the heating capacity of the blown air by the heater core 18 is insufficient.

Therefore, in the control device 100 of the present embodiment, the reference required heat generation amount Qc decreases as the detection temperature Tir of the infrared sensor 130 increases, and the reference required heat generation amount as the detection temperature Tir of the infrared sensor 130 decreases. The reference required heat generation amount Qc is calculated so that Qc increases. More specifically, the control device 100 refers to the reference required heat generation amount map in which the relationship between the detected temperature Tir of the infrared sensor 130 and the reference required heat generation amount Qc is defined in advance, and the infrared sensor 130 read in step S51. A reference required heat generation amount Qc is calculated based on the detected value.

On the other hand, when it is determined that the seat heating operation is performed as a result of the determination process in step S52, the control device 100 calculates the reference required heat generation amount Qc in the same manner as in step S53 (S54). Note that the calculation method of the reference required heat generation amount Qc in step S54 is the same as the content of step S53, and thus the description thereof is omitted.

Subsequently, the control device 100 calculates a reduced calorific value ΔQ during the seat heating operation (S55). In the control device 100 of the present embodiment, the reduced heat generation amount ΔQ increases as the detection temperature Tir of the infrared sensor 130 increases, and the decrease heat generation amount ΔQ decreases as the detection temperature Tir of the infrared sensor 130 decreases. In this way, the reduced heat generation amount ΔQ is calculated. More specifically, the control device 100 refers to the reduced heat generation amount map that predefines the relationship between the detected temperature Tir of the infrared sensor 130 and the reduced heat generation amount ΔQ, and the detected value of the infrared sensor 130 detected in step S51. Based on the above, a reduced heat generation amount ΔQ is calculated. The control device 100 calculates the upper limit value of the reduced heat generation amount ΔQ to be the reference required heat generation amount Qc (ΔQ ≦ Qc).

Subsequently, the control device 100 reads the rotational speed Ne of the internal combustion engine EG (S56). Further, the control device 100 reads the throttle opening degree Sw detected by the throttle opening degree sensor 123 (S57). Then, the control device 100 calculates the driving heat generation amount Qd based on the rotational speed Ne of the internal combustion engine EG and the throttle opening degree Sw (S58). Note that the control processing of steps S56 to S58 shown in FIG. 13 is the same as the control processing of steps S16 to S18 of FIG. 4 described in the first embodiment, and therefore detailed description thereof is omitted.

Subsequently, the control device 100 determines the necessary heat generation amount Qn required for the internal combustion engine EG when the vehicle is traveling and when the vehicle is air-conditioned (S59). Specifically, the control device 100 of the present embodiment sets the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc) and adds the required heat generation amount Qr and the drive heat generation amount Qd during non-seat heating operation. The determined value is determined as the required calorific value Qn (Qn = Qd + Qr).

On the other hand, in the seat heating operation, as shown in FIG. 14, the control device 100 of the present embodiment sets a value obtained by subtracting the reduced heat generation amount ΔQ from the reference required heat generation amount Qc as the required heat generation amount Qr (Qr = Qc−ΔQ ). Then, the control device 100 determines a value obtained by adding the required heat generation amount Qr and the drive heat generation amount Qd as the required heat generation amount Qn (Qn = Qd + Qr).

Here, the control device 100 of the present embodiment increases the decreased heat generation amount ΔQ as the detection temperature Tir of the infrared sensor 130 increases during the seat heating operation. For this reason, during the seat heating operation, the required heat generation amount Qr decreases as the detection temperature Tir of the infrared sensor 130 increases.

Referring back to FIG. 13, the control device 100 calculates the ignition timing of the fuel having a great influence on the operation efficiency when the internal combustion engine EG is operated based on the necessary heat generation amount Qn calculated in step S59 (S60). The control device 100 then outputs a control signal to the fuel injection valve drive circuit 122 of the internal combustion engine EG so that the internal combustion engine EG operates at the ignition timing calculated in step S60 (S61).

Further, in the vehicle air conditioning system 1 of the present embodiment, the reduced heat generation amount ΔQ is calculated based on the detected temperature Tir of the infrared sensor 130 that has a correlation with the insufficient heating capacity of the blown air by the heater core 18. According to this, even when the required heat generation amount Qr is reduced during the seat heating operation as compared with the non-seat heating operation, it is possible to appropriately maintain the passenger comfort.

In particular, the infrared sensor 130 can detect the surface temperature of the body of the occupant seated on the seat 2, which is advantageous in that the required calorific value Qr can be adjusted in response to the lack of heating felt by the occupant. is there.

Here, in this embodiment, the example in which the temperature near the sheet 2 is detected by the infrared sensor 130 has been described. However, the present invention is not limited to this. For example, a temperature sensor is provided for the sheet 2 and the sheet 2 is detected by the temperature sensor. It may be configured to detect the temperature in the vicinity.

(Other embodiments)
As mentioned above, although embodiment of this indication was described, this indication is not limited to the above-mentioned embodiment, and can change suitably. For example, various modifications are possible as follows.

As in each of the above-described embodiments, it is desirable to calculate the reference required heat generation amount Qc based on a physical quantity that has a correlation with a shortage of the heating capacity of the blown air by the heater core 18, but the invention is not limited to this. The reference required heat generation amount Qc may be a constant amount, for example, regardless of a physical quantity that has a correlation with insufficient heating capability of the blown air by the heater core 18.

As in each of the above-described embodiments, it is desirable to calculate the reduced heat generation amount ΔQ based on a physical quantity that has a correlation with insufficient heating capacity of the blown air by the heater core 18, but the present invention is not limited to this. For example, the reduced heat generation amount ΔQ may be a constant amount regardless of the physical quantity correlated with the insufficient heating capacity of the blown air by the heater core 18.

In the above-described embodiment, it is needless to say that elements constituting the embodiment are not necessarily indispensable except for the case where it is clearly indicated that the element is essential and the case where the element is clearly considered to be essential in principle.

In the above-described embodiment, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is particularly limited to a specific number when clearly indicated as essential and in principle. Except in some cases, the number is not limited.

In the above embodiment, when referring to the shape, positional relationship, etc. of the component, etc., the shape, positional relationship, etc. unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to etc.

Claims

In a vehicle air conditioning system that air-conditions a vehicle interior using cooling water of an internal combustion engine (EG) that outputs driving force for vehicle travel as a heat source,
An indoor fan (13) for blowing air toward the vehicle interior and a heater (17) for heating the blown air blown by the indoor fan using the cooling water of the internal combustion engine as a heat source. An indoor air conditioning unit (10);
A sheet-side fan (51) for blowing air to a sheet ventilation path (3) formed in the sheet (2), and at least part of the air whose temperature is adjusted by the indoor air-conditioning unit is sent to the air suction side of the sheet-side fan A seat air conditioning unit (50) configured to include a leading air duct (52);
Seat heating operation for operating both the indoor fan and the seat fan to warm the vehicle interior, and non-seat heating for operating the indoor fan and heating the vehicle cabin with the seat fan stopped A heating switching unit (115d) for switching operation;
A required calorific value calculation unit (100a) for calculating a required calorific value (Qr) required for the internal combustion engine in order to compensate for a lack of heating capability of the blown air by the heater;
A required heat amount determining unit (100b) for determining the required heat value (Qn) of the internal combustion engine in consideration of the required heat value;
An operation control unit that controls the operation of the internal combustion engine so that the operation efficiency at the time of operation of the internal combustion engine decreases as the necessary heat generation amount increases, and the operation efficiency increases as the necessary heat generation amount decreases. (100c)
The required heat amount calculation unit is a vehicle air conditioning system that reduces the required heat generation amount during the seat heating operation compared to during the non-seat heating operation.
The required heat amount calculation unit
A reduction calorific value (ΔQ) of the required calorific value to be reduced during the seat heating operation is calculated based on a physical quantity that has a correlation with insufficient heating capacity of the blown air by the heater,
2. The vehicle air conditioning system according to claim 1, wherein the required heat generation amount is reduced by the reduced heat generation amount during the seat heating operation as compared with the non-seat heating operation.
The vehicle air conditioning system according to claim 2, wherein the required heat amount calculation unit increases the reduced heat generation amount so that the required heat generation amount decreases as the temperature of the cooling water increases.
The required heat amount calculation unit increases the reduced heat generation amount so that the required heat generation amount decreases as the target air temperature (TAO) of the air blown out from the indoor air conditioning unit into the vehicle interior decreases. Item 3. The vehicle air conditioning system according to Item 2.
A temperature detector (130) for detecting the temperature near the surface of the sheet;
The vehicle air conditioning system according to claim 2, wherein the required heat amount calculation unit increases the reduced heat generation amount so that the required heat generation amount decreases with an increase in the detected temperature detected by the temperature detection unit.