WO2017138272A1 - Dispositif de climatisation de véhicule - Google Patents

Dispositif de climatisation de véhicule Download PDF

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Publication number
WO2017138272A1
WO2017138272A1 PCT/JP2016/088614 JP2016088614W WO2017138272A1 WO 2017138272 A1 WO2017138272 A1 WO 2017138272A1 JP 2016088614 W JP2016088614 W JP 2016088614W WO 2017138272 A1 WO2017138272 A1 WO 2017138272A1
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WIPO (PCT)
Prior art keywords
air
temperature
vehicle
mode
tao
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Application number
PCT/JP2016/088614
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English (en)
Japanese (ja)
Inventor
剛史 脇阪
倉田　俊
一志　好則
喜久 島田
小川　規子
智也 田口
政志 神谷
Original Assignee
株式会社デンソー
トヨタ自動車株式会社
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Application filed by 株式会社デンソー, トヨタ自動車株式会社 filed Critical 株式会社デンソー
Publication of WO2017138272A1 publication Critical patent/WO2017138272A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B60H1/08—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator
    • B60H1/10—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator the other radiator being situated in a duct capable of being connected to atmosphere outside vehicle
    • B60H1/12—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator the other radiator being situated in a duct capable of being connected to atmosphere outside vehicle using an air blower

Definitions

  • the present disclosure relates to an air conditioner used for a vehicle.
  • Patent Document 1 describes a vehicle air conditioner that promotes warm-up of an engine by blocking the flow of cooling water to a heater core when the temperature of engine cooling water is low.
  • the heater core is a heat exchanger that heats the air blown into the vehicle interior by exchanging heat between the engine coolant and the air blown into the vehicle interior.
  • This indication aims at providing the vehicle air conditioner which can suppress that a crew member feels cold when the flow volume of the heat carrier which flows through the heat exchanger for heating is small in view of the above-mentioned point.
  • the vehicle air conditioner of the present disclosure includes a casing, a heat exchanger for heating, a flow rate adjustment unit, an air volume adjustment unit, a blow-out mode switching unit, and a control unit.
  • the casing has an air passage through which air blown into the vehicle interior space flows, a face outlet for blowing air from the air passage toward the upper body of the occupant, and an air passage for blowing air from the air passage toward the feet of the occupant.
  • the heating heat exchanger is disposed in the casing, and heats the air by exchanging heat between the heat medium that cools the engine and the air.
  • the flow rate adjusting unit adjusts the flow rate of the heat medium flowing through the heating heat exchanger.
  • the air volume adjusting unit adjusts the air volume of the air flowing through the air passage.
  • the blowing mode switching unit switches between a face mode that opens the face outlet and closes the foot outlet and a non-face mode that opens the foot outlet.
  • the control unit determines the air volume of the air flowing through the air passage based on the target blowing temperature and controls the operation of the air volume adjusting unit, and the blowing mode switching unit is executing the face mode and flows through the heating heat exchanger.
  • the flow rate of the heat medium is equal to or less than the predetermined value, the air volume of the air flowing through the air passage is corrected to the decreasing side.
  • FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment
  • FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1.
  • the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine EG (in other words, an engine) and a traveling electric motor.
  • EG internal combustion engine
  • the hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge a battery 81 mounted on the vehicle with electric power supplied from an external power source (in other words, a commercial power source) when the vehicle is stopped.
  • an external power source in other words, a commercial power source
  • This plug-in hybrid vehicle charges the battery 81 with electric power supplied from an external power source when the vehicle stops before the vehicle starts running, so that the remaining power SOC of the battery 81 is predetermined as when the vehicle starts running.
  • an operation mode is set in which the vehicle travels mainly by the driving force of the traveling electric motor.
  • this operation mode is referred to as an EV operation mode.
  • the driving mode is set to run mainly by the driving force of the engine EG.
  • this operation mode is referred to as an HV operation mode.
  • the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor.
  • the engine EG is operated. Assist the electric motor for traveling. That is, the EV operation mode is an operation mode in which the driving force for driving output from the electric motor for driving is larger than the driving force for driving output from the engine EG.
  • the EV operation mode is an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (that is, motor side driving force / internal combustion engine side driving force) is greater than at least 0.5. .
  • the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG.
  • the driving electric motor is operated to operate the engine EG.
  • the HV operation mode is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force.
  • the HV operation mode is an operation mode in which the driving force ratio is at least smaller than 0.5.
  • the fuel consumption amount of the engine EG with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG by switching between the EV operation mode and the HV operation mode in this way. This suppresses vehicle fuel efficiency.
  • the switching between the EV operation mode and the HV operation mode and the control of the driving force ratio are controlled by the driving force control device 70.
  • the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80.
  • the electric power generated with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 is not only a traveling electric motor but also a vehicle air conditioner. 1 can be supplied to various in-vehicle devices including an electric component device that constitutes 1.
  • the vehicle air conditioner 1 performs air conditioning (for example, pre-air conditioning) in the vehicle interior using electric power supplied from an external power source when the vehicle is stopped before traveling, in addition to air conditioning in the vehicle interior using electric power supplied from the battery 81.
  • air conditioning for example, pre-air conditioning
  • the vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10 shown in FIG. 1, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG.
  • the indoor air conditioning unit 30 is arranged inside the instrument panel (in other words, an instrument panel) at the foremost part of the vehicle interior, and a blower 32, an evaporator 15, a heater core 36, A PTC heater 37 or the like is accommodated.
  • the casing 31 forms an air passage through which air blown into the passenger compartment (blowing air) flows, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. ing. An air passage through which air flows is formed in the casing 31.
  • a resin for example, polypropylene
  • an inside / outside air switching box 20 is arranged as an inside / outside air switching unit that switches between the introduction of inside air (in other words, air in the passenger compartment) and outside air (in other words, outside air in the passenger compartment). ing.
  • the inside / outside air switching box 20 has an inside air introduction port 21 and an outside air introduction port 22 formed therein.
  • the inside air introduction port 21 introduces inside air into the casing 31.
  • the outside air inlet 22 introduces outside air into the casing 31.
  • inside / outside air switching box 20 is provided with inside / outside air switching door 23 for changing the air volume ratio between the amount of the inside air introduced into casing 31 and the amount of outside air.
  • the inside / outside air switching door 23 is a suction mode switching unit that switches between the suction modes, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.
  • the inside / outside air switching door 23 constitutes an air volume ratio changing unit (in other words, an inside / outside air switching unit) that changes the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air.
  • the inside / outside air switching door 23 is an outside air rate adjusting unit that adjusts the ratio of outside air to inside air and outside air introduced into the air passage (hereinafter referred to as outside air rate).
  • the inside / outside air switching door 23 is driven by the electric actuator 62.
  • the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.
  • suction mode there are an all inside air mode, an all outside air mode, and an inside and outside air mixing mode.
  • the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the air passage in the casing 31.
  • the outside air mode the inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the air passage in the casing 31.
  • the inside air and the outside air are introduced into the air passage in the casing 31. Change the ratio continuously.
  • a blower 32 that blows the air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed on the downstream side of the air flow of the inside / outside air switching box 20.
  • the blower 32 is an air volume adjusting unit that adjusts the air volume of the air flowing through the air passage in the casing 31.
  • the blower 32 is an electric blower that drives a fan with an electric motor, and the number of rotations (in other words, the blowing capacity) is controlled by a control voltage output from the air conditioning control device 50. Therefore, this electric motor constitutes a blowing capacity changing unit of the blower 32.
  • the fan of the blower 32 is a centrifugal multiblade fan (for example, a sirocco fan).
  • the fan is disposed in the air passage, and blows the inside air from the inside air introduction port 21 and the outside air from the outside air introduction port 22 to the air passage.
  • the evaporator 15 is arranged on the downstream side of the air flow of the blower 32.
  • the evaporator 15 is disposed over the entire air passage.
  • the evaporator 15 functions as a cooling unit (in other words, a heat exchanging unit) that cools the air blown into the vehicle interior by exchanging heat between the refrigerant flowing through the inside and the air blown from the blower 32.
  • the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.
  • the compressor 11 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges the refrigerant,
  • the fixed capacity type compression mechanism 11a having a fixed capacity is configured as an electric compressor that is driven by an electric motor 11b.
  • the electric motor 11 b is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 61.
  • the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal output from the air conditioning control device 50. And the refrigerant
  • the condenser 12 is disposed in the engine room and dissipates the refrigerant discharged from the compressor 11 by exchanging heat between the refrigerant flowing through the inside and the outside air blown from the blower fan 12a as an outdoor blower. It is an outdoor heat exchanger (in other words, a radiator) that is allowed to condense.
  • the blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (in other words, the amount of air to be blown) is controlled by the control voltage output from the air conditioning control device 50.
  • the gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 12 to store surplus refrigerant and flows only the liquid-phase refrigerant downstream.
  • the expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 13.
  • the evaporator 15 is an indoor heat exchanger that evaporates the low-pressure refrigerant decompressed and expanded by the expansion valve 14 and exerts an endothermic effect on the refrigerant. Thereby, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the air blown into the passenger compartment.
  • a heating passage 33 and a bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel.
  • a heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the air flow direction.
  • a mixing space 35 for mixing the air flowing out of the heating passage 33 and the bypass passage 34 is formed on the downstream side of the air passage of the heating passage 33 and the bypass passage 34.
  • the heater core 36 is a heat exchanger for heating (in other words, an air heating unit) that heats air that has passed through the evaporator 15 by using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium.
  • the engine EG is a cooling water heating unit (in other words, a heat medium heating unit) that heats the cooling water.
  • the heater core 36 and the engine EG are connected by a cooling water pipe, and the cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured.
  • the cooling water circuit 40 is provided with a cooling water pump 40 a for circulating the cooling water.
  • the cooling water pump 40a is an electric water pump whose rotation speed (in other words, cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.
  • the cooling water pump 40 a is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.
  • the cooling water of the cooling water circuit 40 is also used for cooling the automatic transmission fluid (ie, ATF).
  • ATF automatic transmission fluid
  • the PTC heater 37 has a PTC element (in other words, a positive temperature coefficient thermistor).
  • the PTC heater 37 generates heat when electric power is supplied to the PTC element, and serves as an auxiliary heater that heats air after passing through the heater core 36. It is. Note that the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.
  • the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC elements 37a, 37b, and 37c.
  • the positive side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to the ground side via a switch element.
  • the switch element switches between the energized state (in other words, the ON state) and the non-energized state (in other words, the OFF state) of each PTC element.
  • the operation of the switch element is controlled by a control signal output from the air conditioning control device 50.
  • the air-conditioning control device 50 controls the operation of the switch element so as to independently switch between the energized state and the non-energized state of each PTC element 37a, 37b, 37c. And the heating capacity of the PTC heater 37 as a whole can be changed.
  • the bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing through the heater core 36 and the PTC heater 37. Accordingly, the temperature of the air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating passage 33 and the air passing through the bypass passage 34.
  • An air mix door 39 that continuously changes the air pressure is disposed.
  • the air mix door 39 constitutes a temperature adjusting unit that adjusts the air temperature in the mixing space 35.
  • the air temperature in the mixing space 35 is the temperature of the air blown into the vehicle interior.
  • the air mix door 39 includes a common rotating shaft driven by a common electric actuator 63 and a plate-like door main body connected to the common rotating shaft. It consists of a so-called cantilever door.
  • the operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.
  • air outlets 24 to 26 for blowing out temperature-adjusted air from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged.
  • a face air outlet 24, a foot air outlet 25, and a defroster air outlet 26 are provided.
  • the face air outlet 24 is an upper body side air outlet that blows air-conditioned air toward the upper body of the passenger in the passenger compartment.
  • the foot air outlet 25 is a foot side air outlet that blows air-conditioned air toward the feet of the occupant.
  • the defroster air outlet 26 is a window glass side air outlet that blows conditioned air toward the inner surface of the front window glass W of the vehicle.
  • the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted.
  • the defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange
  • the face door 24a, the foot door 25a, and the defroster door 26a constitute a blowing mode door (in other words, a blowing mode switching unit) for switching the blowing mode, and the blowing mode door is driven via a link mechanism (not shown). It is connected to the electric actuator 64 and is rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.
  • face mode There are face mode, bi-level mode, foot mode and foot defroster mode.
  • the face mode is abbreviated as FACE
  • the foot mode is abbreviated as FOOT
  • the bi-level mode is abbreviated as B / L.
  • the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the passenger compartment.
  • both the face air outlet 24 and the foot air outlet 25 are opened, and air is blown out toward the upper body and the feet of the passengers in the passenger compartment.
  • the foot air outlet 25 is fully opened and the defroster air outlet 26 is opened by a small opening, and air is mainly blown out from the foot air outlet 25.
  • the foot defroster mode the foot outlet 25 and the defroster outlet 26 are opened to the same extent, and air is blown out from both the foot outlet 25 and the defroster outlet 26.
  • the passenger can also enter the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG.
  • the defroster outlet 26 is fully opened, and air is blown out from the defroster outlet 26 to the inner surface of the vehicle front window glass.
  • the bi-level mode, foot mode, foot defroster mode and defroster mode are non-face modes.
  • the vehicle air conditioner 1 of this embodiment includes an electric heat defogger (not shown).
  • the electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and is a window glass heating unit that prevents fogging or window fogging by heating the window glass.
  • the operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.
  • the vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG.
  • the seat air conditioner 90 is an auxiliary heating unit that increases the surface temperature of the seat on which the occupant sits.
  • the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.
  • the air-conditioning unit 30 operates to compensate for the passenger's feeling of heating.
  • the operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioner control apparatus 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.
  • the vehicle air conditioner 1 may include a seat blower, a steering heater, and a knee radiation heater.
  • the seat blower is a blower that blows air from the inside of the seat toward the passenger.
  • the steering heater is a steering heating unit that heats the steering with an electric heater.
  • the knee radiant heater is a heating unit that radiates heat source light, which is a heat source of radiant heat, toward an occupant's knee. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.
  • the air conditioning control device 50 (in other words, the air conditioning control unit), the driving force control device 70 (in other words, the driving force control unit), and the power control device 71 (in other words, the power control unit) include a CPU, a ROM, a RAM, and the like. It consists of a known microcomputer and its peripheral circuits. The electric control unit performs various calculations and processes based on the control program stored in the ROM, and controls the operation of various devices connected to the output side.
  • the driving side of the driving force control device 70 is connected to various engine components constituting the engine EG and a traveling inverter for supplying an alternating current to the traveling electric motor.
  • a starter for starting the engine EG a fuel injection valve for supplying fuel to the engine EG (in other words, an injector) drive circuit (all not shown), and the like are connected. .
  • a sensor group for various engine controls such as a voltmeter, an ammeter, an accelerator opening sensor, an engine speed sensor, and a vehicle speed sensor (all not shown) are connected to the input side of the driving force control device 70.
  • the voltmeter detects a terminal voltage VB of the battery 81.
  • the ammeter detects the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81.
  • the accelerator opening sensor detects the accelerator opening Acc.
  • the engine speed sensor detects the engine speed Ne.
  • the vehicle speed sensor detects the vehicle speed Vv.
  • the blower 32 On the output side of the air conditioning control device 50, the blower 32, the inverter 61 for the electric motor 11 b of the compressor 11, the blower fan 12 a, various electric actuators 62, 63, 64, the PTC heater 37, the cooling water pump 40 a, the seat air conditioner 90 etc. are connected.
  • an inside air sensor 51 On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, a cooling water temperature sensor 58, and a window surface humidity sensor 59.
  • Various air conditioning control sensor groups such as the above are connected.
  • the inside air sensor 51 is an inside air temperature detection unit that detects a vehicle interior temperature Tr.
  • the outside air sensor 52 is an outside air temperature detecting unit that detects the outside air temperature Tam.
  • the solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts in the passenger compartment.
  • the discharge temperature sensor 54 is a discharge temperature detecting unit that detects the refrigerant temperature Td discharged from the compressor 11.
  • the discharge pressure sensor 55 is a discharge pressure detection unit that detects the refrigerant discharge pressure Pd of the compressor 11.
  • the evaporator temperature sensor 56 is an evaporator temperature detector that detects a blown air temperature (hereinafter referred to as an evaporator temperature TE) that is a temperature of air blown from the evaporator 15.
  • the coolant temperature sensor 58 is a coolant temperature detector that detects the coolant temperature Tw of coolant that has flowed out of the engine EG.
  • the evaporator temperature sensor 56 of this embodiment specifically detects the heat exchange fin temperature of the evaporator 15.
  • a temperature detector that detects the temperature of other parts of the evaporator 15 may be adopted, or a temperature detector that directly detects the temperature of the refrigerant itself flowing through the evaporator 15 is adopted. May be.
  • the window surface humidity sensor 59 is a humidity detecting unit that detects near-window humidity.
  • the humidity near the window is the relative humidity of the air in the passenger compartment near the window glass in the passenger compartment.
  • operation signals are input from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front of the passenger compartment.
  • Various air conditioning operation switches provided on the operation panel 60 are manual operation units for manually setting the operation of the air conditioning unit 30.
  • various air conditioning operation switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch, a suction mode changeover switch, a blowout mode changeover switch 60b, a defroster switch 60c, an air volume setting switch 60d, a vehicle interior temperature.
  • a setting switch 60e, an economy switch 60f, a display unit 60g for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.
  • the air conditioner switch 60a is a compressor operation setting unit that switches between starting and stopping of the compressor 11 by the operation of the passenger.
  • the air conditioner switch 60a is provided with an air conditioner indicator that is turned on or off according to the operating state of the air conditioner switch 60a.
  • the auto switch is an automatic control setting unit that sets or cancels the automatic control of the vehicle air conditioner 1 by the operation of the passenger.
  • the blowing mode switching switch 60b is a blowing mode switching unit that switches between the face mode, the bi-level mode, the foot mode, and the foot defroster mode.
  • the defroster switch 60c is a defroster mode setting unit that sets the defroster mode by the operation of the passenger.
  • the blowing mode changeover switch 60 b and the defroster switch 60 c are anti-fogging operation units for outputting a command for improving the anti-fogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.
  • the air volume setting switch 60d is an air volume setting unit for manually setting the air volume of the blower 32.
  • the vehicle interior temperature setting switch 60e is a target temperature setting unit that sets the vehicle interior target temperature Tset by the operation of the passenger.
  • Economy switch 60f is a switch that prioritizes the reduction of environmental load. By turning on the economy switch 60f, the operation mode of the vehicle air conditioner 1 is set to an economy mode in which priority is given to power saving of the air conditioning.
  • the economy switch 60f is a power saving priority mode setting unit.
  • the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation
  • the driving force control device 70 receives a request signal for requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the engine EG needs to be operated, and operates the engine EG according to the determination result. Control.
  • the air conditioning control device 50 includes an electric power control device 71 that determines power to be distributed to various electric devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. It is connected to the.
  • the air conditioning control device 50 of the present embodiment receives an output signal output from the power control device 71 (for example, data indicating air conditioning use permission power permitted to be used for air conditioning).
  • the air-conditioning control device 50 and the driving force control device 70 are configured such that a control unit that controls various devices to be controlled connected to the output side is integrally configured.
  • the configuration (for example, hardware and software) that controls the operation of each control target device constitutes a control unit that controls the operation of each control target device.
  • the configuration that controls the operation of the blower 32, which is the blower unit, and controls the blower capability of the blower 32 constitutes the blower capability control unit 50a.
  • the configuration for controlling the refrigerant discharge capacity of the compressor 11 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is the compressor control unit 50b. Is configured.
  • the structure which controls switching of the suction mode among the air-conditioning control apparatus 50 comprises the suction mode switching part 50c.
  • the structure which controls switching of the blowing mode among the air-conditioning control apparatuses 50 comprises the blowing mode switching part 50d.
  • the structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 constitutes a request signal output unit.
  • a configuration for transmitting / receiving control signals to / from the air-conditioning control device 50 in the driving force control device 70 and determining whether or not the engine EG needs to be operated according to an output signal from the request signal output unit or the like (in other words, determining whether or not to operate) Part) constitutes a signal communication part.
  • FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment.
  • the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start.
  • each control section in FIG. 3 to FIG. 10 constitutes various function realization units that the air conditioning control device 50 has.
  • initialization of flags, timers, etc., and initial positioning of the stepping motor constituting the electric actuator described above is performed.
  • this initialization some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.
  • Specific operation signals include a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, a suction mode switch setting signal, and the like.
  • a vehicle environmental state signal used for air conditioning control that is, a detection signal of the above-described sensor groups 51 to 58, a power state signal indicating a power supply state from an external power source, and the like are read.
  • the power status signal indicates a state in which power can be supplied from the external power source to the vehicle (plug-in state)
  • the external power source flag is turned on and power cannot be supplied from the external power source to the vehicle (plug-out state) )
  • the external power flag is turned off.
  • S4 comprises the target blowing temperature determination part.
  • the target blowing temperature TAO is calculated by the following formula F1.
  • TAO Kset ⁇ Tset ⁇ Kr ⁇ Tr ⁇ Kam ⁇ Tam ⁇ Ks ⁇ Ts + C... F1
  • Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch
  • Tr is the vehicle interior temperature detected by the internal air sensor 51 (in other words, the internal air temperature)
  • Tam is the external air temperature detected by the external air sensor 52.
  • Ts is the amount of solar radiation detected by the solar radiation sensor 53.
  • Kset, Kr, Kam, Ks are control gains
  • C is a correction constant.
  • the target blowout temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and the air conditioning load required for the vehicle air conditioner 1 (air conditioning heat). Load).
  • control states of various devices connected to the air conditioning control device 50 are determined.
  • the target opening degree of the air mix door 39 is calculated based on the target outlet temperature TAO, the evaporator temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw. Specifically, first, a temporary air mix opening degree SWdd is calculated by the following formula F2.
  • the air mix opening SW is determined with reference to a control map stored in the air conditioning control device 50 in advance. In this control map, the air mix opening SW is determined so as to be substantially proportional to the provisional air mix opening SWdd.
  • the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined.
  • the air volume of the air flowing through the air passage in the casing 31 is determined. Details of S6 will be described with reference to the flowchart of FIG.
  • S601 it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in S602, the blower voltage that is a passenger-desired desired air volume manually set by the air volume setting switch 60d of the operation panel 60 is determined, and the process proceeds to S7. .
  • the air volume setting switch 60d of the present embodiment can set five levels of air volume, Lo, M1, M2, M3, and Hi, and the blower voltage in the order of 4V, 6V, 8V, 10V, and 12V, respectively. Is determined to be high.
  • the control map stored in the air conditioning controller 50 in advance based on the target blowing temperature TAO determined in S4 is referred to.
  • the temporary blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined.
  • Temporary blower voltage f (TAO) is determined according to the air conditioning heat load.
  • the temporary blower voltage f (TAO) is used as a candidate value for the blower voltage finally determined in S6.
  • the blower voltage is a blower voltage applied to the electric motor of the blower 32.
  • the control map for determining the temporary blower voltage f (TAO) in the present embodiment is configured such that the value of the temporary blower voltage f (TAO) with respect to the target blowing temperature TAO draws a bathtub-like curve.
  • the air volume of the blower 32 is raised to a high level so that is near the maximum air volume.
  • the temporary blower voltage f (TAO) is decreased so that the blower amount of the blower 32 is reduced according to the increase of the target blowing temperature TAO.
  • the temporary blower voltage f (TAO) is decreased so that the air volume of the blower 32 is decreased according to the decrease in the target blowing temperature TAO.
  • the temporary blower voltage f (TAO) is set to a low level so that the air volume of the blower 32 becomes low. Reduce. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.
  • the temporary blower voltage f (TAO) is a value determined based on the target blowout temperature TAO.
  • the temporary blower voltage f (TAO) is determined based on values determined based on the vehicle interior set temperature Tset, the internal air temperature Tr, the external air temperature Tam, and the solar radiation amount Ts.
  • Temporary blower voltage f (TAO) is determined to a value (specifically, 4 to 12) corresponding to the air volume in the normal use range.
  • the warm-up upper limit blower voltage f (water temperature) is the upper limit value of the blower voltage when the engine EG is warmed up (that is, when the coolant temperature Tw is low).
  • the blower voltage correction value f (humidity near the window) is a blower voltage correction value corresponding to the possibility of fogging of the window glass.
  • the warm-up upper limit blower voltage f (water temperature) is set to 0 in the low temperature range of the cooling water temperature Tw (in this embodiment, 40 ° C. or less). In the extremely high temperature range of the cooling water temperature Tw (in this embodiment, 65 ° C. or higher), the warm-up upper limit blower voltage f (water temperature) is set to 11. As the cooling water temperature Tw rises from the low temperature range to the high temperature range, the warm-up upper limit blower voltage f (water temperature) is raised in the range of 0 to 11.
  • the control process proceeds to S605, and the blower voltage is calculated by the following formula F3.
  • Blower voltage MIN ⁇ f (TAO), f (water temperature) ⁇ F3
  • MIN ⁇ f (TAO), f (water temperature) ⁇ in Formula F3 means a smaller value of f (TAO) and f (water temperature).
  • the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw.
  • the control process proceeds to S606, and it is determined whether or not the water flow to the heater core 36 is stopped. In other words, it is determined whether or not the flow rate of the cooling water flowing through the heater core 36 is a predetermined value or less.
  • the cooling water valve is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.
  • the control process proceeds to S607, and the blower voltage is determined to be the temporary blower voltage f (TAO).
  • the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO. That is, when the blowing mode is the face mode and water is passed through the heater core 36, the air volume control according to the cooling water temperature Tw is not performed.
  • a control process progresses to S608 and determines a blower voltage correction amount.
  • the target outlet temperature TAO determined in S4 the evaporator temperature TE detected by the evaporator temperature sensor 56, the vehicle interior temperature Tr detected by the inside air sensor 51, and the outside air sensor 52 are detected.
  • the blower voltage correction amount is determined with reference to a control map stored in the air conditioning control device 50 in advance.
  • the blower voltage correction amount is the amount of air blown into the passenger compartment so that the passenger is less likely to feel cold. Is used to keep low.
  • the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target outlet temperature TAO is large, and the difference Tr-Tam obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr is small.
  • the blower voltage correction amount is determined to be a large value.
  • the blower voltage correction amount is determined to be 0 regardless of the value of TAO-TE.
  • the blower voltage correction amount is determined to be 0. If 10 ° C ⁇ TAO-TE ⁇ 30 ° C or less, the TAO-TE As the value increases, the blower voltage correction amount is increased in the range of 0 to 1. If TAO-TE ⁇ 30 ° C., the blower voltage correction amount is determined to be 1.
  • the blower voltage correction amount is determined as 0 if TAO-TE ⁇ 10 ° C., and the value of TAO-TE increases if 10 ° C ⁇ TAO-TE ⁇ 30 ° C. Accordingly, the blower voltage correction amount is increased in the range of 0 to 2, and if TAO-TE ⁇ 30 ° C., the blower voltage correction amount is determined to be 2.
  • blower voltage is calculated by the following formula F4.
  • Blower voltage f (TAO) ⁇ Blower voltage correction amount... F4
  • blowing capacity of the blower 32 is corrected to be lower as the difference obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO and the smaller difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr are reduced.
  • the blowing mode is the face mode and water is not passed through the heater core 36
  • the amount of air blown into the passenger compartment is corrected to be lower as the passenger is more likely to feel cold due to the air blown into the passenger compartment. To do.
  • the suction mode that is, the switching state of the inside / outside air switching box 20 is determined. Details of S7 will be described with reference to the flowchart of FIG. 5, first, in S701, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, the outside air introduction rate corresponding to the manual mode is determined in S702 to S704, and the control process proceeds to S8.
  • the outside air rate is determined to be 0% in S703.
  • the manual suction mode is the all outside air mode (in other words, the FRS mode)
  • the outside air rate is determined to be 100% in S704.
  • the outside air rate is a ratio of outside air to the introduced air (that is, outside air and inside air) introduced from the inside / outside air switching box 20 into the casing 31.
  • the control process proceeds to S705, and based on the target blowing temperature TAO calculated in S4, whether the air conditioning operation state is the cooling operation or the heating operation is determined. judge. In the example of FIG. 5, when the target blowing temperature TAO is higher than 25 ° C., it is determined that the heating operation is performed, and in other cases, the cooling operation is determined.
  • the control process proceeds to S706, the outside air rate is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO, and the process proceeds to S8. .
  • the outside air rate is reduced, and when the target blowing temperature TAO is high, the outside air rate is increased.
  • the outside air rate is 0%
  • TAO ⁇ 15 ° C. the outside air rate is 100%
  • the target outlet temperature TAO is high.
  • the outside air rate is increased in the range of 0 to 100%.
  • the opening degree of the inside / outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air rate is set to 0%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction mode becomes the all outside air mode. When the outside air rate is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction mode becomes the inside / outside air mixing mode.
  • the control process proceeds to S707, and the control map stored in the air conditioning control device 50 in advance is referred to based on the near-window humidity detected by the window surface humidity sensor 59.
  • the outside air rate is determined, and the process proceeds to S8.
  • the outside air rate is reduced when the humidity near the window is low, and the outside air rate is increased when the humidity near the window is high.
  • the outside air rate is 50%
  • the outside air rate is 100%
  • the higher the humidity in the vicinity of the window the larger the outside air rate in the range of 50 to 100%.
  • the blowing mode that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of S8 will be described with reference to the flowchart of FIG.
  • the face mode is determined.
  • the bi-level mode is determined.
  • the foot mode is determined.
  • the foot defroster mode is determined.
  • the manual suction mode is the defroster mode, the defroster mode is determined.
  • the blowing mode is sequentially switched to the face mode, the bi-level mode, and the foot mode as the target blowing temperature TAO rises from the low temperature range to the high temperature range. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter.
  • a hysteresis width for preventing control hunting is set.
  • the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined.
  • the determination of the compressor speed in S9 is not performed at every control cycle ⁇ in which the main routine of FIG. 3 is repeated, but at every predetermined control interval (1 second in this embodiment).
  • a target outlet temperature TEO of the evaporator temperature TE from the indoor evaporator (evaporator 15) is determined.
  • a temporary target blowing temperature f (TAO) is calculated with reference to a control map stored in advance in the air conditioning control device 50.
  • the temporary target blowing temperature f (TAO) is set to 1 ° C. If TAO ⁇ 12 ° C., the temporary target blowing temperature f (TAO) is set to 10 ° C. If 4 ° C. ⁇ TAO ⁇ 12 ° C., the larger the target blowing temperature TAO, the larger the temporary target blowing temperature f (TAO) in the range of 1 to 10 ° C.
  • the anti-fogging target blowing temperature f (the near-window humidity) is calculated with reference to a control map stored in advance in the air conditioning control device 50.
  • the antifogging target blowing temperature f (the humidity near the window) is set to 10 ° C. If the humidity near the window ⁇ 95%, the target antifogging temperature f (the humidity near the window) is set to 1 ° C. If 85% ⁇ window vicinity humidity ⁇ 95%, the higher the window vicinity humidity, the lower the antifogging target blowing temperature f (window vicinity humidity) in the range of 10 to 1 ° C.
  • the smaller one of the temporary target blowing temperature f (TAO) and the anti-fogging target blowing temperature f (the humidity near the window) is determined as the target blowing temperature TEO.
  • the target blowing temperature TEO can be determined to be a small value, and the dehumidifying ability of the indoor evaporator (evaporator 15) can be increased.
  • the rotational speed change amount ⁇ f with respect to the previous compressor rotational speed fn-1 is obtained. More specifically, a deviation En (TEO-TE) between the target blowing temperature TEO and the evaporator temperature TE is calculated, and a deviation change rate Edot (En) obtained by subtracting the previously calculated deviation En-1 from the previously calculated deviation En. -(En-1)) is calculated. Subsequently, using the deviation En and the deviation rate of change Edot, based on the fuzzy inference based on the membership function and rules stored in advance in the air-conditioning control device 50, the rotation with respect to the previous compressor speed fn-1 is performed. The number change amount ⁇ f is obtained.
  • the rotational speed of the compressor can be increased and the dehumidifying ability of the indoor evaporator (evaporator 15) can be increased.
  • the control process proceeds to S102, and the number of operating PTC heaters 37 is determined to be three.
  • the control process proceeds to S103.
  • the target outlet temperature TAO determined in S4 the evaporator temperature TE detected by the evaporator temperature sensor 56, the vehicle interior temperature Tr detected by the internal air sensor 51, and the outside air temperature detected by the outside air sensor 52.
  • the number of PTC heaters 37 to be operated is determined with reference to a control map stored in the air conditioning control device 50 in advance.
  • the number of operation of the PTC heater 37 is in the range of 0 to 3 as the difference between the target outlet temperature TAO and the evaporator temperature TE is larger and the difference between the passenger compartment temperature Tr and the outside air temperature Tam is larger.
  • the number is decided with a large number.
  • the fact that the air mix opening SW is not the maximum heating opening means that it is less necessary to heat the air in the heating passage 33, so there is less need to operate the number of PTC heaters 37. Obviously, the fact that the air mix opening SW is not the maximum heating opening means that it is less necessary to heat the air in the heating passage 33, so there is less need to operate the number of PTC heaters 37. Obviously, the fact that the air mix opening SW is not the maximum heating opening means that it is less necessary to heat the air in the heating passage 33, so there is less need to operate the number of PTC heaters 37. Become.
  • the number of PTC heaters 37 to be operated is determined to be zero regardless of the value of the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO.
  • TAO-TE ⁇ 10 ° C the number of operating PTC heaters 37 is determined to be 0, and if 10 ° C ⁇ TAO-TE ⁇ 30 ° C, TAO- As TE increases, the number of operating PTC heaters 37 is increased in the range of 0 to 2. If TAO-TE ⁇ 30 ° C., the number of operating PTC heaters 37 is determined to be two.
  • the electric heat defogger For the electric heat defogger, if there is a high possibility of fogging on the window glass due to the humidity and temperature in the passenger compartment, or if the window glass is fogged, the electric heat defogger is activated.
  • the request signal includes an engine EG operation request signal (in other words, an engine ON request signal), an EV / HV operation mode request signal, and the like.
  • the cooling water is always at a high temperature because the engine is always operated during running. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by circulating cooling water through the heater core 36.
  • the driving force for traveling the vehicle can be obtained from the traveling electric motor. Therefore, the operation of the engine EG may be stopped, and when the vehicle air conditioner 1 heats the vehicle interior, the temperature of the cooling water may not rise to a temperature sufficient as a heat source for heating. is there.
  • the vehicle air conditioner 1 does not require the engine EG to operate in order to output the driving force for traveling.
  • a request signal for requesting the operation of the engine EG is output to the driving force control device 70 that controls the driving force, and the cooling water temperature is increased to a temperature sufficient as a heat source for heating.
  • S12 it is determined whether or not to operate the cooling water pump 40a of the cooling water circuit 40. Details of S12 will be described with reference to the flowchart of FIG. First, in S121, it is determined whether or not the cooling water temperature Tw is higher than the evaporator temperature TE that is the temperature of the air blown from the evaporator 15.
  • the flow rate of the cooling water discharged from the cooling water pump 40a may be reduced more than usual. In other words, the flow rate of the cooling water discharged from the cooling water pump 40a may be set to a predetermined value or less.
  • the control process proceeds to S122.
  • S122 it is determined whether or not the blower 32 is operating. If it is determined in S122 that the blower 32 is not operating, the control process proceeds to S124, and it is determined to stop the cooling water pump 40a for power saving.
  • a control process progresses to S123 and determines operating the cooling water pump 40a.
  • the cooling water pump 40a is activated and the cooling water circulates in the cooling water circuit, so that the cooling water flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the air. it can.
  • the seat air conditioner 90 it is determined whether or not the seat air conditioner 90 needs to be operated.
  • the operating state of the seat air conditioner 90 is determined based on the control map stored in advance in the air conditioning controller 50 based on the target air temperature TAO determined in S5, the temporary air mix opening degree Sdd, and the outside air temperature Tam read in S2. Determined by reference.
  • the air conditioner controller 50 controls the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, 90 so that the control states determined in S5 to S13 described above are obtained. A control signal and a control voltage are output. Further, the request signal determined in S ⁇ b> 11 is transmitted from the suction mode switching unit 50 c (request signal output unit) to the driving force control device 70.
  • the system waits for the control period ⁇ , and returns to S2 when it is determined that the control period ⁇ has elapsed.
  • the control cycle ⁇ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.
  • the vehicle air conditioner 1 of this embodiment operates as described above, the air blown from the blower 32 is cooled by the evaporator 15.
  • the cold air cooled by the evaporator 15 flows into the heating passage 33 and the bypass passage 34 according to the opening degree of the air mix door 39.
  • the cold air that has flowed into the heating passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.
  • the temperature of the heater core 36 decreases with time, and the difference between the target blowing temperature TAO and the actual blowing temperature increases.
  • the actual blowing temperature is approximately the same as the evaporator temperature TE.
  • the blowing mode is the face mode
  • air having a temperature lower than the target blowing temperature TAO is blown out toward the upper body of the occupant, so that the occupant can easily feel cold.
  • blower power consumption can be reduced by correcting the blower voltage to be low, the fuel consumption can be improved.
  • the higher the target blowout temperature TAO the greater the deviation from the blowout air temperature that the occupant wants, and the greater the possibility that the occupant will feel cold.
  • the higher the target blowing temperature TAO the lower the blower voltage is corrected. Therefore, the higher the target blowing temperature TAO, the less the amount of air blown toward the passenger's upper body.
  • the blower voltage is corrected to be lower as the solar radiation amount Ts is smaller. Therefore, the smaller the solar radiation amount Ts, the smaller the air volume blown toward the upper body of the occupant.
  • the temperature of the blown air may be extremely lowered.
  • the air volume can be made smaller than the normal use area.
  • the blower voltage can be set to a value smaller than 4 to 12 V in the normal use range. Thereby, it can suppress that the air of a very low temperature is blown off by a passenger
  • the temperature of the heater core 36 when the ignition switch of the vehicle is turned on and the temperature of the cooling water inside the heater core 36 are approximately the same as the outside air temperature, but the heater core 36 was cooled by the evaporator 15. Cold air flows in. At this time, if the water flow to the heater core 36 is stopped, the temperature of the heater core 36 falls below the outside air temperature. When the water flow to the heater core 36 is stopped, since the air volume is smaller than that in the normal use range, it is possible to suppress the temperature of the heater core 36 from decreasing immediately after turning on the ignition switch of the vehicle, and the passenger feels cold. This can be suppressed.
  • the cabin temperature at the start of air conditioning increases as the amount of solar radiation increases and is exposed to longer periods of solar radiation.
  • the temperature of the instrument panel also rises, but since the air conditioning duct connected to the face outlet 24 (hereinafter referred to as the face duct) is inside the instrument panel, the temperature of the face duct also rises. Therefore, even if the temperature of the blown air is low at the outlet of the indoor air conditioning unit 30, the blown air is warmed by the face duct, so that the passenger does not feel too cold. On the contrary, it feels hot when the air volume is lowered.
  • the degree of decrease in air volume can be reduced, and fuel efficiency can be improved while maintaining passenger comfort.
  • the temperature of the face duct can be accurately estimated from the vehicle interior temperature Tr detected by the inside air sensor 51.
  • the control device 50 controls the operation of the blower 32 by determining the amount of air flowing through the air passage in the casing 31 based on the target blowing temperature TAO. Then, when the blowing mode is the face mode and the flow rate of the cooling water flowing through the heater core 36 is a predetermined value or less, the control device 50 corrects the air volume of the air flowing through the air passage in the casing 31 to the decreasing side.
  • control device 50 increases the correction amount toward the decrease side of the air volume of the air flowing through the air passage in the casing 31 as the target blowing temperature TAO is higher.
  • the higher the target blowing temperature TAO the greater the difference between the blowing temperature that the occupant wants and the actual blowing temperature, and the more likely the occupant feels cold. Therefore, the occupant is prevented from feeling cold by suppressing the flow rate of the air blown out toward the occupant's upper body.
  • control device 50 performs the air passage when the face door 24a and the foot door 25a are executing the face mode and the flow rate of the cooling water flowing through the heater core 36 is equal to or less than a predetermined value.
  • the air volume of the air flowing through the air is corrected to an air volume smaller than the normal use range.
  • the amount of blown air is made smaller than the normal use area, so Can suppress feeling.
  • the blown air flow rate smaller than that in the normal use range, it is possible to suppress the cool air cooled by the evaporator 15 from flowing into the heater core 36, and thus the temperature of the heater core 36 is prevented from being lowered. it can.
  • control device 50 decreases the correction amount to the air volume reduction side of the air flowing through the air passage as the vehicle interior temperature Tr is higher than the outside air temperature Tam.
  • the inside air sensor 51 is preferably arranged in the instrument panel. This is because the temperature of the air conditioning duct can be accurately estimated from the passenger compartment temperature Tr detected by the inside air sensor 51.
  • control device 50 increases the difference in the air flowing through the air passage as the difference between the target blowing temperature TAO and the evaporator temperature TE, which is the temperature of the air blown from the evaporator 15, increases. Increase the amount of correction to reduce the airflow.
  • control device 50 operates the PTC heater 37 (auxiliary heating unit) when the difference obtained by subtracting the evaporator 15 from the target blowing temperature TAO is equal to or greater than a predetermined value.
  • the PTC heater when the difference obtained by subtracting the evaporator 15 from the target blowing temperature TAO is large. Since the 37 is operated, the degree to which the occupant feels cold can be reduced.
  • the blower voltage correction amount is determined based on the target outlet temperature TAO, the evaporator temperature TE, the passenger compartment temperature Tr, and the outside air temperature Tam in S608.
  • the blower voltage correction amount is determined based on the solar radiation amount Ts, the vehicle interior temperature Tr, and the outside air temperature Tam in S608.
  • the blower voltage correction amount is determined to be larger as the solar radiation amount Ts is larger and the difference Tr ⁇ Tam obtained by subtracting the outside air temperature Tam from the passenger compartment temperature Tr is smaller.
  • the blower voltage correction amount is determined to be 0 regardless of the solar radiation amount Ts.
  • the blower voltage correction amount is determined as 1 if Ts ⁇ 300 W / m 2, and the solar radiation amount Ts increases if 300 W / m 2 ⁇ Ts ⁇ 1000 W / m 2. Accordingly, the blower voltage correction amount is decreased in the range of 1 to 0. If Ts ⁇ 1000 W / m 2, the blower voltage correction amount is determined to be zero.
  • the blower voltage correction amount is determined to be 2 if Ts ⁇ 300 W / m 2, and the blower voltage increases as the solar radiation amount Ts increases if 300 W / m 2 ⁇ Ts ⁇ 1000 W / m 2.
  • the correction amount is decreased in the range of 2 to 0. If Ts ⁇ 1000 W / m 2, the blower voltage correction amount is determined to be 0.
  • the blowing mode is the face mode and water is not passed through the heater core 36
  • the vehicle is more likely to feel cold due to the air blown into the passenger compartment. Correct the volume of air blown into the room. Therefore, the same operational effects as those of the first embodiment can be obtained.
  • the control device 50 increases the correction amount toward the decrease side of the air volume of the air flowing through the air passage as the solar radiation amount Ts decreases. According to this, in view of the fact that the smaller the amount of solar radiation Ts, the more easily the occupant feels cold against the cold wind, the smaller the amount of solar radiation Ts, the smaller the flow rate of air blown toward the upper body of the occupant. , The passengers can be prevented from feeling cold.
  • the air conditioning control device 50 linearly changes the value of the blower voltage correction amount in S6 according to the difference obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO or the solar radiation amount Ts. Correct the voltage.
  • the value of the blower voltage correction amount may be changed non-linearly according to the difference obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO or the solar radiation amount Ts.
  • the heater core flow rate FW is adjusted by adjusting the rotational speed of the cooling water pump 40a.
  • the heater core flow rate FW may be adjusted by adjusting the opening degree of the cooling water valve provided in the cooling water circuit 40.
  • the cooling water valve is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the heater core 36.
  • the vehicle air conditioner 1 may be applied to the vehicle.
  • the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and the driving power is obtained from a traveling electric motor that operates by being supplied with the power stored in the battery 81.
  • the vehicle air conditioner 1 may be applied to a so-called serial-type hybrid vehicle that travels on the road.
  • the vehicle air conditioner 1 may be applied to an electric vehicle that obtains a driving force for vehicle traveling only from the traveling electric motor without providing the engine EG.
  • an electric heater such as a PTC heater can be used as the cooling water heating unit for heating the cooling water.
  • the compressor 11 can be a belt-driven compressor that is driven by an engine belt by the driving force of the engine EG.

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  • Physics & Mathematics (AREA)
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Abstract

La présente invention concerne un dispositif de climatisation de véhicule qui permet d'éviter que les occupants aient froid lorsque le débit d'un milieu caloporteur s'écoulant à travers un échangeur de chaleur de chauffage est faible. Ce dispositif de climatisation de véhicule est pourvu : d'un boîtier (31) ; d'un échangeur (36) de chaleur de chauffage ; d'une unité (40a) de réglage de débit ; d'une unité (32) de réglage du débit d'air ; d'unités (24a, 25a) de commutation de mode de soufflerie ; et d'une unité (50) de commande. Le boîtier comporte un passage d'air, un orifice (24) de soufflage vers le visage, et d'un orifice (25) de soufflage vers les pieds. L'échangeur de chaleur de chauffage provoque un échange de chaleur entre l'air et un milieu caloporteur destiné à refroidir un moteur (EG), pour chauffer l'air. L'unité de réglage de débit règle le débit du milieu caloporteur s'écoulant à travers l'échangeur de chaleur de chauffage. L'unité de réglage de débit règle le débit de l'air passant par le passage d'air. Les unités de commutation de mode de soufflerie commutent entre un mode visage et un mode non visage. L'unité de commande détermine, sur la base d'une température de soufflage cible (TAO), le débit d'air s'écoulant par le passage d'air, et commande le fonctionnement de l'unité de réglage de débit d'air, et, lorsque les unités de commutation de mode de soufflerie sont en mode visage, et que le débit de milieu caloporteur s'écoulant dans l'échangeur de chaleur de chauffage est inférieur ou égal à une valeur prescrite, corrige, à la baisse, le débit d'air s'écoulant par le passage d'air.
PCT/JP2016/088614 2016-02-08 2016-12-26 Dispositif de climatisation de véhicule WO2017138272A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-022152 2016-02-08
JP2016022152A JP6460599B2 (ja) 2016-02-08 2016-02-08 車両用空調装置

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WO2017138272A1 true WO2017138272A1 (fr) 2017-08-17

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PCT/JP2016/088614 WO2017138272A1 (fr) 2016-02-08 2016-12-26 Dispositif de climatisation de véhicule

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JPS5763711U (fr) * 1980-10-03 1982-04-15
JPS5935107U (ja) * 1982-08-30 1984-03-05 日産車体株式会社 自動車の空調制御装置
JPH0732865A (ja) * 1993-07-21 1995-02-03 Nippondenso Co Ltd 車両用空気調和装置
JPH0740733A (ja) * 1993-08-02 1995-02-10 Mazda Motor Corp 車両用暖房装置
JPH10203131A (ja) * 1997-01-28 1998-08-04 Denso Corp 車両用空調装置
JPH1148742A (ja) * 1997-08-07 1999-02-23 Denso Corp 車両用空調装置
JP2002046456A (ja) * 2000-08-01 2002-02-12 Japan Climate Systems Corp 車両用空調装置
JP2004142648A (ja) * 2002-10-25 2004-05-20 Fuji Heavy Ind Ltd 車両用空調装置
JP2009149125A (ja) * 2007-12-18 2009-07-09 Denso Corp 車両用空調装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5763711U (fr) * 1980-10-03 1982-04-15
JPS5935107U (ja) * 1982-08-30 1984-03-05 日産車体株式会社 自動車の空調制御装置
JPH0732865A (ja) * 1993-07-21 1995-02-03 Nippondenso Co Ltd 車両用空気調和装置
JPH0740733A (ja) * 1993-08-02 1995-02-10 Mazda Motor Corp 車両用暖房装置
JPH10203131A (ja) * 1997-01-28 1998-08-04 Denso Corp 車両用空調装置
JPH1148742A (ja) * 1997-08-07 1999-02-23 Denso Corp 車両用空調装置
JP2002046456A (ja) * 2000-08-01 2002-02-12 Japan Climate Systems Corp 車両用空調装置
JP2004142648A (ja) * 2002-10-25 2004-05-20 Fuji Heavy Ind Ltd 車両用空調装置
JP2009149125A (ja) * 2007-12-18 2009-07-09 Denso Corp 車両用空調装置

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