JP2017140883A - Air conditioner for vehicles - Google Patents

Abstract

[PROBLEMS] To prevent a passenger from feeling cold when the engine is warmed up. A heater core that heats air by exchanging heat between a heat medium that cools an engine EG and air that flows through an air passage of a casing 31, an air volume adjusting unit that adjusts the air volume of air that flows through the air path, In the air outlet mode switching units 24a and 25a that switch between the face mode and the bi-level mode, and the bi-level mode, the air volume adjusting unit 32 is configured so that the air volume of the air flowing through the air passage decreases as the temperature of the heat medium decreases. When the operation is controlled and the target outlet temperature TAO is lower than the threshold value, the face mode is set. When the target outlet temperature TAO is higher than the threshold value, the outlet mode switching units 24a and 25a are set to be in the bi-level mode. A control unit 50 that controls the operation and corrects the threshold value to the decrease side when the flow rate of the heat medium flowing through the heater core 36 is equal to or less than a predetermined value; Obtain. [Selection] Figure 6

Description

  The present invention relates to an air conditioner used in a vehicle.

  Conventionally, Patent Document 1 describes a vehicle air conditioner that promotes engine warm-up 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 that is blown into the vehicle interior by exchanging heat between the engine coolant and the air that is blown into the vehicle interior.

  In this prior art, when the temperature of the engine cooling water is low, the heat of the engine is suppressed from being dissipated to the outside by the heater core, so that the temperature of the engine cooling water is raised early and the engine warm-up is promoted. be able to.

JP 2012-188965 A

  However, in the above prior art, when the temperature of the engine cooling water is low, the flow of the cooling water to the heater core is interrupted, so that the air blown into the vehicle interior is blown into the vehicle interior without being heated by the heater core. The passenger may feel cold.

  The present invention has been made in view of the above points, and it is an object of the present invention to prevent passengers from feeling cold when the engine is warmed up.

In order to achieve the above object, in the invention described in claim 1,
An air passage through which air blown into the vehicle interior space flows, a face outlet (24) for blowing air from the air passage toward the upper body of the occupant, and for blowing air from the air passage toward the feet of the occupant A casing (31) in which a foot outlet (25) is formed;
A heat exchanger (36) for heating that is disposed in the casing (31) and heats the air by heat-exchanging the heat medium that cools the engine (EG) and the air;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume adjusting section (32) for adjusting the air volume of the air flowing through the air passage;
Air outlet mode switching unit (24a,) that switches between a face mode that opens the face air outlet (24) and closes the foot air outlet (25) and a bi-level mode that opens the face air outlet (24) and the foot air outlet (25). 25a)
In the bi-level mode, the operation of the air volume adjustment unit (32) is controlled so that the air volume of the air flowing through the air passage decreases as the temperature of the heat medium decreases, and the target blowing temperature (TAO) is below the threshold value. In the case of face mode, when the target outlet temperature (TAO) exceeds the threshold, the operation of the outlet mode switching unit (24a, 25a) is controlled so as to enter the bi-level mode, and the heat exchanger for heating ( When the flow rate of the heat medium flowing through 36) is equal to or less than a predetermined value, a control unit (50) for correcting the threshold value to the decreasing side is provided.

  According to this, when the flow rate of the heat medium flowing through the heat exchanger for heating (36) is small, the bi-level mode can be easily set. In the bilevel mode, the lower the temperature of the heat medium, the smaller the amount of air flowing through the air passage. Therefore, even if the flow rate of the heat medium flowing through the heat exchanger for heating (36) is reduced in order to improve fuel efficiency when the engine (EG) is warmed up, it is possible to suppress the passenger from feeling cold.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine EG (in other words, an engine) and a traveling electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging power supplied from an external power source (in other words, commercial power source) to the battery 81 mounted on the vehicle when the vehicle is stopped.

  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. When it is equal to or more than the reference remaining amount for traveling, an operation mode is set in which the vehicle travels mainly by the driving force of the traveling electric motor. Hereinafter, this operation mode is referred to as an EV operation mode.

  On the other hand, when the remaining amount SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the operation mode is set to travel mainly by the driving force of the engine EG. Hereinafter, this operation mode is referred to as an HV operation mode.

  More specifically, the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. When the vehicle driving load becomes high, 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.

  In other words, 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. .

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. Assist. That is, the HV operation mode is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, the HV operation mode is an operation mode in which the driving force ratio is at least smaller than 0.5.

  In the plug-in hybrid vehicle of the present embodiment, 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.

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. And 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.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. 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. Configured to be executable.

  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.

  First, 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 for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An air passage through which air flows is formed in the casing 31.

  An inside / outside air switching box 20 serving as an inside / outside air switching unit for switching and introducing inside air (in other words, air in the passenger compartment) and outside air (in other words, outside air in the passenger compartment) is disposed on the most upstream side of the blast air flow in the casing 31. Has been.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 and an outside air introduction port 22. 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.

  Further, an inside / outside air switching door 23 is disposed inside the inside / outside air switching box 20 for changing the air volume ratio between the volume of the inside air introduced into the casing 31 and the volume of the outside air. The inside / outside air switching door 23 is a suction port mode switching unit that switches the suction port mode, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.

  Therefore, 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. In other words, 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).

  More specifically, the inside / outside air switching door 23 is driven by the electric actuator 62. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  In addition, as the suction port mode, there are an all-inside air mode, an all-outside air mode, and an inside / outside air mixing mode.

  In the inside air mode, the inside air 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. In 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.

  In the inside / outside air mixing mode, by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22 between the inside air mode and the outside air mode, the inside air and the outside air are introduced into the air passage in the casing 31. Change the ratio continuously.

  A blower 32 (in other words, a blower) that blows air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed on the downstream side 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.

  An evaporator 15 is disposed 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 blown air by exchanging heat between the refrigerant circulating inside and the blown air blown from the blower 32. Specifically, 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.

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. 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.

  Further, 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 | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11 b constitutes a discharge capacity changing unit of the compressor 11.

  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 blown air) 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 and stores excess 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. Thus, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a heating passage 33 and a bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. In the heating passage 33, a heater core 36 and a PTC heater 37 for heating the air that has passed through the evaporator 15 are arranged in this order in the air flow direction.

  In the air passage, a mixing space 35 for mixing the air flowing out of the heating passage 33 and the bypass passage 34 is formed on the downstream side of the air passage of the heating passage 33 and the bypass passage 34.

  The heater core 36 is a heating heat exchanger (in other words, an air heating unit) that heats blown 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. is there. The engine EG is a cooling water heating unit (in other words, a heat medium heating unit) that heats the cooling water.

  Specifically, 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).

  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.

  More specifically, the PTC heater 37 is composed of a plurality of (in this embodiment, three) 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 the heater core 36 and the PTC heater 37. Therefore, the temperature of the blown 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.

  Therefore, in the present embodiment, the air volume ratio of the cool air that flows into the heating passage 33 and the bypass passage 34 on the downstream side of the air flow of the evaporator 15 in the air passage and on the inlet side of the heating passage 33 and the bypass passage 34. 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 (in other words, the temperature of the blown air blown into the vehicle interior).

  More specifically, 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.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31.

  Specifically, as the air outlets 24 to 26, 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 out 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.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, 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 | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an air outlet mode door (in other words, an air outlet mode switching unit) that switches the air outlet mode. It is connected to the electric actuator 64 for driving the exit mode door 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.

  As a blower outlet mode, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode. In the drawing, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, and the bi-level mode is abbreviated as B / L.

  In the face mode, the face 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. In the bi-level mode, 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. In the foot mode, 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. In the foot defroster mode, the foot outlet 25 and the defroster outlet 26 are opened to the same extent, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  The occupant can also enter the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened, and air is blown 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. Specifically, 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.

  And when the heating of a vehicle interior may become inadequate with the conditioned wind which blows off from each blower outlet 24-26 of the indoor air conditioning unit 10, the function which supplements a passenger | crew's heating feeling by operating | operating is fulfill | performed. 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.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. 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 is composed of a known microcomputer and its peripheral circuits, and performs various calculations and processing based on a control program stored in the ROM, thereby controlling the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as the various engine components, 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. .

  Further, on the input side of the driving force control device 70, there are a voltmeter for detecting the voltage VB between the terminals of the battery 81, an ammeter for detecting the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81, and the accelerator opening Acc. Various engine control sensors such as an accelerator opening sensor for detecting, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (none of which is shown) for detecting the vehicle speed Vv are connected.

  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.

  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 a vehicle interior temperature detector that detects the 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 detection unit that detects the compressor 11 discharge refrigerant temperature Td. 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 the temperature of air blown out from the evaporator 15 (hereinafter referred to as the evaporator temperature). 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 the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, a temperature detection unit that detects the temperature of other parts of the evaporator 15 may be adopted, or a temperature detection unit that directly detects the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted.

  The window surface humidity sensor 59 is a humidity detection 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 from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. 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.

  Specifically, various air conditioning operation switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch, a suction port mode switch, a blowout port mode switch 60b, a defroster switch 60c, an air volume setting switch 60d, a vehicle An indoor temperature 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 occupant. The air conditioner switch 60a is provided with an air conditioner indicator that is turned on / off according to the operation status 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 outlet mode switching switch 60b is an outlet 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.

  In the foot defroster mode and the defroster mode, the antifogging property of the window is higher than that in the remaining outlet mode. The air outlet 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.

  The economy switch 60f is a switch that prioritizes reduction of the load on the environment. 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.

  In addition, when the economy switch 60f is turned on, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the driving force control device 70 in the EV operation mode.

  In addition, 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 | movement of the various apparatuses connected to the output side. For example, the operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the driving force control device 70. In addition, when 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.

  Further, 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).

  Here, the air-conditioning control device 50 and the driving force control device 70 are configured such that a control unit for controlling various devices to be controlled connected to the output side is integrally configured. The configuration to be controlled (for example, hardware and software) constitutes a control unit that controls the operation of each control target device.

  For example, the structure which controls the ventilation capacity of the air blower 32 by controlling the action | operation of the air blower 32 which is a ventilation part among the air-conditioning control apparatuses 50 comprises the ventilation capacity control part 50a. Of the air-conditioning control device 50, 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 inlet mode among the air-conditioning control apparatuses 50 comprises the suction inlet mode switching part 50c. The structure which controls switching of the blower outlet mode among the air-conditioning control apparatuses 50 comprises the blower outlet 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 comprises the request signal output part. 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.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while 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. In addition, each control step in FIGS. 3-10 comprises the various function implementation | achievement part which the air-conditioning control apparatus 50 has.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In 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.

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, a suction port mode switch setting signal, and the like.

  Next, in step S3, 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. When 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.

  In step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. It is out.

  Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. Therefore, step S4 constitutes a target blowing temperature determination unit.

The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C ... F1
Here, Tset is the vehicle interior 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), and 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, and 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).

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined.

First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw. Specifically, first, a temporary air mix opening degree SWdd is calculated by the following formula F2.
SWdd = {(TAO−TE) / (Tw−TE)} × 100 (%) (F2)
Next, based on the provisional air mix opening SWdd, 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.

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

  As shown in FIG. 4, first, in step S601, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S602, a blower voltage that determines a passenger's desired air volume manually set by the air volume setting switch 60d of the operation panel 60 is determined, and step S7 is performed. Proceed to

  Specifically, the air volume setting switch 60d of the present embodiment can set five levels of air volume from Lo → M1 → M2 → M3 → Hi, and the blower voltage in the order of 4V → 6V → 8V → 10V → 12V. Is determined to be high.

  On the other hand, if it is determined in step S601 that the auto switch is turned on, in step S603, the control map stored in advance in the air conditioning control device 50 is referred to based on the TAO determined in step S4. The temporary blower voltage f (TAO) and the warm-up upper limit blower voltage f (water temperature) are determined.

  The temporary blower voltage f (TAO) is determined according to the air conditioning heat load. The temporary blower voltage f (TAO) is used as a candidate value for the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

  The control map for determining the temporary blower voltage f (TAO) in the present embodiment is configured such that the value of the temporary blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S603 of FIG. 4, the air volume of the blower 32 is maximum in the extremely low temperature range of TAO (−20 ° C. or lower in this embodiment) and the extremely high temperature range (80 ° C. or higher in this embodiment). The temporary blower voltage f (TAO) is raised to a high level so that the air volume is close.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is reduced so that the amount of air blown by the blower 32 is reduced according to the increase in TAO. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the temporary blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes low. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.

  That is, the temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on 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.

  The temporary blower voltage f (TAO) is determined to a value (specifically, 4 to 12) corresponding to the air volume in the normal use region.

  The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage when the engine EG is warmed up (that is, when the 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.

  Specifically, as shown in step S603 of FIG. 4, 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 lower). 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.

  Thus, it is possible to prevent the occupant from feeling cold due to an increase in the amount of blown air when the cooling water temperature Tw is not sufficiently increased and the heater core 36 cannot sufficiently heat the air.

  In a succeeding step S604, it is determined whether or not the air outlet mode determined in the previous step S8 is the face mode, the foot mode or the bi-level mode.

When it is determined that the air outlet mode is the foot mode or the bi-level mode, the process proceeds to step S605, and the blower voltage is calculated by the following formula F3.
Blower voltage = MIN {f (TAO), f (water temperature)} F3
Note that MIN {f (TAO), f (water temperature)} in Formula F3 means a smaller value of f (TAO) and f (water temperature).

  Thereby, when the outlet mode is the foot mode or the bi-level mode, the blowing capacity of the blower 32 is appropriately adjusted according to the target blowing temperature TAO and the cooling water temperature Tw. When the air outlet mode is the foot mode or the bi-level mode, the blower 32 is stopped in the low temperature range of the cooling water temperature Tw (in the present embodiment, 40 ° C. or lower).

  On the other hand, if it is determined that the air outlet mode is the face mode, the process proceeds to step S606, and the blower voltage is determined to be the temporary blower voltage f (TAO).

  Thereby, when blower outlet mode is face mode, the ventilation capability of the air blower 32 is appropriately adjusted according to the target blowing temperature TAO. That is, when the outlet mode is the face mode, the air volume control according to the coolant temperature Tw is not performed. When the air outlet mode is the face mode, the blower 32 is not stopped even in the low temperature range of the cooling water temperature Tw (in the present embodiment, 40 ° C. or lower).

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 5, first, in step 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 steps S702 to S704, and the process proceeds to step S8.

  Specifically, when the manual inlet mode is the all-in-air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual inlet mode is set to the all-outside air mode (in other words, the FRS mode). In this case, the outside air rate is determined to be 100% in step 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.

  On the other hand, if it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705, and based on the target blowing temperature TAO calculated in step S4, it is determined whether the air conditioning operation state is the cooling operation or the heating operation. 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.

  If it is determined in step S705 that the cooling operation is being performed, the process proceeds to step 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 step S8. .

  Specifically, the outside air rate is reduced when TAO is low, and the outside air rate is increased when TAO is high. In the example of FIG. 5, if TAO ≦ 0 ° C., the outside air rate is 0%, if TAO ≧ 15 ° C., the outside air rate is 100%, and if 0 ° C. <TAO <15 ° C., the outside air rate is higher as TAO is higher. 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 port mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all outside air mode. When the outside air rate is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the inside / outside air mixing mode.

  As a result, the higher the cooling load, the higher the inside air introduction rate and the higher the cooling efficiency.

  On the other hand, when it determines with heating operation in step S705, it progresses to step S707 and refers to the control map previously memorize | stored in the air-conditioning control apparatus 50 based on the window vicinity humidity detected with the window surface humidity sensor 59, The outside air rate is determined and the process proceeds to step S8.

  Specifically, when the humidity near the window is low, the outside air rate is reduced, and when the humidity near the window is high, the outside air rate is increased. In the example of FIG. 5, if the humidity near the window ≦ 70%, the outside air rate is 50%, if the humidity near the window ≧ 85%, the outside air rate is 100%, and if 50% <the humidity near the window <85%. As the humidity near the window is higher, the outside air rate is increased in the range of 50 to 100%.

  As a result, the higher the humidity in the vicinity of the window, the higher the introduction rate of the outside air, thereby lowering the humidity of the vehicle interior space, thereby suppressing fogging of the window.

  In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 6, first, in step S81, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S82, the air outlet mode corresponding to the manual mode is determined, and the process proceeds to step S9.

  Specifically, when the manual outlet mode is the face mode, the face mode is selected. When the manual outlet mode is the bi-level mode, the bi-level mode is selected. When the manual outlet mode is the foot mode, the foot mode is selected. If the manual outlet mode is the foot defroster mode, the foot defroster mode is determined. If the manual inlet mode is the defroster mode, the defroster mode is determined.

  On the other hand, if it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and it is determined whether 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.

  Specifically, it is determined whether or not the cooling water pump 40a is stopped. It may be determined whether or not the water flow to the heater core 36 is stopped by determining whether or not the cooling water valve provided in the cooling water circuit 40 is closed.

  When it is determined that the water flow to the heater core 36 has not stopped, the process proceeds to step S84, the threshold correction amount α is set to 0, and the process proceeds to step S86.

  The threshold correction amount α is used to correct a switching threshold value between the face mode and the bilevel mode. The threshold correction amount α is set between the face mode and the bi-level mode so that the bi-level mode is easily obtained when the water flow to the heater core 36 is stopped and the temperature of the air blown into the vehicle interior is lowered. Correct the switching threshold.

  Since the threshold correction amount α is determined to be 0 in step S84, when water is passed through the heater core 36, the air outlet mode is appropriately adjusted according to the target air temperature TAO. That is, when water is passed through the heater core 36, the switching threshold value between the face mode and the bi-level mode is not corrected.

  On the other hand, if it is determined in step S83 that the water flow to the heater core 36 has stopped, the process proceeds to step S85, the solar radiation amount Ts detected by the solar radiation sensor 53, the vehicle interior temperature Tr detected by the internal air sensor 51, Based on the outside air temperature Tam detected by the outside air sensor 52, the threshold correction amount α is determined with reference to a control map stored in the air conditioning controller 50 in advance.

  Specifically, as shown in step S85 of FIG. 6, the threshold correction amount α 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. .

  When Tr−Tam> 10 ° C., the threshold correction amount α is determined to be 0 regardless of the solar radiation amount Ts. When 5 ° C. <Tr−Tam ≦ 10 ° C., the threshold correction amount α is determined to be 5 if Ts ≦ 300 W / m 2, and the solar radiation amount Ts increases if 300 W / m 2 ≦ Ts ≦ 1000 W / m 2. The threshold correction amount α is decreased in the range of 5 to 0. If Ts ≧ 1000 W / m 2, the threshold correction amount α is determined to be 0. When Tr−Tam ≦ 5 ° C., the threshold correction amount α is determined to be 10 if Ts ≦ 300 W / m 2, and the threshold correction amount increases as the solar radiation amount Ts increases if 300 W / m 2 ≦ Ts ≦ 1000 W / m 2. α is decreased within a range of 10 to 0, and if Ts ≧ 1000 W / m 2, the threshold correction amount α is determined to be 0.

  In the subsequent step S86, the outlet mode is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the target outlet temperature TAO calculated in step S4 and the threshold correction amount α calculated in steps S84 and S85. To do.

  In the present embodiment, as shown in step S83 in FIG. 6, as the TAO rises from the low temperature region to the high temperature region, the air outlet mode is sequentially switched from the face mode to the bilevel mode to the foot mode. 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. In the control map shown in step S84 of FIG. 6, a hysteresis width for preventing control hunting is set.

  For switching between the face mode and the bi-level mode, the threshold correction amount α is subtracted from a preset threshold value (25 ° C. and 28 ° C. in the example of FIG. 6).

  Thereby, when the water flow to the heater core 36 is stopped and the temperature of the air blown into the vehicle interior is lowered, the switching threshold value between the face mode and the bi-level mode is corrected to the lower side, so that the target Even if the blowing temperature TAO is low, the bi-level mode is likely to occur. As described in step S6, in the bi-level mode, if the cooling water temperature Tw is low, the air flow rate of the blower 32 is reduced. It becomes difficult to feel cold.

  In the next step S9, 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 step S9 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 7, first, in step S91, a target blowing temperature TEO of the blowing air temperature TE from the indoor evaporator 26 is determined.

  Details of step S91 will be described with reference to the flowchart of FIG. First, in step S911, based on the TAO determined in step S4, a temporary target outlet temperature f (TAO) is calculated with reference to a control map stored in advance in the air conditioning controller 50.

  In the example of FIG. 8, if TAO ≦ 4 ° C., the temporary target blowing temperature f (TAO) is 1 ° C., and if TAO ≧ 12 ° C., the temporary target blowing temperature f (TAO) is 10 ° C. If <TAO <12 ° C., the larger the TAO, the larger the temporary target blowing temperature f (TAO) in the range of 1 to 10 ° C.

  In subsequent step S912, based on the near-window humidity determined in step S4, 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.

  In the example of FIG. 8, if the humidity in the vicinity of the window ≦ 85%, the antifogging target blowing temperature f (the humidity in the vicinity of the window) is 10 ° C., and if the humidity in the vicinity of the window ≧ 95%, the antifogging target blowing temperature f (the humidity in the vicinity of the window). ) Is 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.

  In the subsequent step S913, 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. Thereby, when the humidity near the window is high, the target blowing temperature TEO can be determined to be a small value, and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In the subsequent step S92, a rotational speed change amount Δf 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 blowing air 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)), and using the deviation En and the deviation rate of change Edot, the previous compression based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50 A rotational speed change amount Δf with respect to the machine rotational speed fn−1 is obtained.

In the subsequent step S93, the current compressor speed is calculated by the following mathematical formula F4.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed}} F4
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F4 means the smaller value of the previous compressor rotation speed + Δf and MAX rotation speed. In this example, the MAX rotation speed is 10,000 rpm.

  Thereby, when the humidity in the vicinity of the window is high, the compressor rotational speed can be increased and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. Details of step S10 will be described with reference to the flowchart of FIG.

  As shown in FIG. 9, first, in step S101, it is determined whether or not the air mix opening SW determined in step S5 is a maximum heating opening (so-called MAX HOT).

  When it is determined that the air mix opening SW is the maximum heating opening, the process proceeds to step S102, and the number of operating PTC heaters 37 is determined to be three.

  On the other hand, if it is determined in step S101 that the air mix opening degree SW is not the maximum heating opening degree, the process proceeds to step S103, and the target blowing temperature TAO determined in step S4 and the evaporation detected by the evaporator temperature sensor 56 are detected. Operation of the PTC heater 37 with reference to a control map previously stored in the air-conditioning control device 50 based on the temperature of the vessel TE, the temperature Tr of the vehicle interior detected by the inside air sensor 51, and the outside air temperature Tam detected by the outside air sensor 52 Determine the number.

  Specifically, the number of operation of the PTC heater 37 ranges from 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.

  That is, the fact that the air mix opening SW is not the maximum heating opening means that it is less necessary to heat the blown air in the heating passage 33, so the necessity of operating the number of PTC heaters 37 is also required. Less.

  On the other hand, the greater the difference between subtracting the evaporator temperature TE from the target outlet temperature TAO and the greater subtracting the outside air temperature Tam from the passenger compartment temperature Tr, the more easily the occupant feels cold.

  Therefore, even when the air mix opening SW is not the maximum heating opening, the difference between the target blowing temperature TAO and the evaporator temperature TE is large, and the difference between the vehicle interior temperature Tr and the outside air temperature Tam is large. The number of operating PTC heaters 37 is increased.

  Specifically, when Tr−Tam> 10 ° C., the number of operating PTC heaters 37 is determined to be zero regardless of the difference TAO−TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO. When 5 ° C <Tr-Tam ≦ 10 ° C, if TAO-TE ≦ 10 ° C, the number of PTC heaters 37 is determined to be zero, and if 10 ° C ≦ TAO-TE ≦ 30 ° C, TAO-TE As the value 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. When Tr-Tam ≦ 5 ° C., if 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-TE increases. Accordingly, the number of operating PTC heaters 37 is increased in the range of 0 to 3, and if TAO-TE ≧ 30 ° C., the number of operating PTC heaters 37 is determined to be three.

  As for the electric heat defogger, the electric heat defogger is operated when the window glass is highly likely to be fogged due to the humidity and temperature in the passenger compartment or when the window glass is fogged.

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. The request signal includes an engine EG operation request signal (in other words, an engine ON request signal), an EV / HV operation mode request signal, and the like.

  Here, in a normal vehicle that obtains driving force for driving the vehicle only from the engine EG, the engine is always operated during driving, so that the cooling water is always at a high temperature. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by circulating cooling water through the heater core 36.

  On the other hand, in the plug-in hybrid vehicle of the present embodiment, the driving force for traveling the vehicle can also be obtained from the traveling electric motor. Therefore, the operation of the engine EG may be stopped, and the vehicle air conditioner 1 When heating the vehicle interior at, the temperature of the cooling water may not rise to a sufficient temperature as a heat source for heating.

  Therefore, the vehicle air conditioner 1 according to the present embodiment 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.

  Next, in step S12, it is determined whether or not to operate the coolant pump 40a of the coolant circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE from the evaporator 15.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered. Further, by reducing the amount of heat dissipated in the heater core 36, the cooling water temperature Tw is quickly raised to warm up the engine EG early, thereby improving the fuel efficiency.

  In step S124, 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.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it determines with the air blower 32 not operating in step S122, it progresses to step S124 and determines stopping the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a. As a result, the cooling water pump 40a is operated and the cooling water circulates in the cooling water circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 are heat-exchanged to heat the blown air. it can.

  Next, in step S13, 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 a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, and 90 are changed from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 is obtained. In contrast, a control signal and a control voltage are output. Further, the request signal determined in step S11 is transmitted from the request signal output unit 50c to the driving force control apparatus 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ 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.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown 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.

  When the inside air temperature Tr in the passenger compartment is cooled below the outside air temperature Tam by the conditioned air blown into the inside of the passenger compartment, cooling of the inside of the passenger compartment is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  When water flow to the heater core 36 is stopped when the engine EG is warmed up, 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.

  At this time, if the outlet mode is the bi-level mode or the foot mode, the blower voltage is determined according to the cooling water temperature Tw in steps S603 to S605, and the blower 32 is stopped when the cooling water temperature Tw is low. Blowing air having a temperature lower than the target blowing temperature TAO is not blown toward the occupant, and the occupant does not feel cold.

  On the other hand, if the air outlet mode is the face mode, the blower 32 is not stopped even if the cooling water temperature Tw is low, and the air that is cooler than the target air temperature TAO is blown out toward the passenger, so that the passenger is cold. Easy to feel.

  Therefore, in step S8, when the water flow to the heater core 36 is stopped, the bi-level mode is easily set. Specifically, in step S8, when water flow to the heater core 36 is stopped, the target blowing temperature TAO is low by correcting the switching threshold value between the face mode and the bi-level mode with the threshold correction amount α. It becomes easy to become bi-level mode.

  Thereby, since the air blower 32 comes to stop when the cooling water temperature Tw is low in the air blower control in step S6, it is possible to suppress the passenger from feeling cold. Further, when the blower 32 is stopped, the temperature of the cooling water rises quickly, and the temperatures of the engine EG and the automatic transmission fluid (ie, ATF) can be raised early.

  Furthermore, since the blower power consumption can be reduced by correcting the blower voltage to be low, fuel efficiency can be improved.

  In step S8, when water flow to the heater core 36 is stopped, the threshold correction amount α is calculated according to the solar radiation amount Ts. The greater the amount of solar radiation Ts, the more difficult it is for the occupant to feel cold against the blowing of cold air, so the threshold correction amount α is reduced.

  Moreover, when the vehicle interior temperature Tr is higher than the outside air temperature Tam at the early stage of air conditioning, it can be estimated that the vehicle has been left in the solar radiation environment for a long time. Since the air conditioning duct connected to the face outlet 24 (hereinafter referred to as a face duct) is inside the instrument panel, it can be estimated that the temperature of the face duct is increased when the temperature of the instrument panel is increased. If the temperature of the face duct is high, even if the air temperature of the indoor air conditioning unit 30 is low, the conditioned air is warmed while passing through the face duct, and the temperature of the conditioned air reaching the passenger increases. Even if the conditioned air is blown out from the exit 24 toward the upper body of the occupant, the occupant hardly feels cold. On the contrary, when the fan 32 is stopped in the bi-level mode, it feels hot. In view of this point, in step S8, as the difference obtained by subtracting the outside air temperature Tam from the passenger compartment temperature Tr increases, the threshold correction amount α is decreased to make it difficult to enter the bilevel mode. Thereby, a passenger | crew's comfort can be maintained when the internal temperature Tr at the time of an air-conditioning start is high.

  Since the inside air sensor 51 is in the instrument panel, the temperature of the air conditioning duct can be accurately estimated from the vehicle interior temperature Tr detected by the inside air sensor 51.

  In the present embodiment, as described in step S6, when the control device 50 is in the bi-level mode, the controller 50 operates the air volume adjusting unit 32 so that the air volume flowing through the air passage decreases as the cooling water temperature decreases. To control. Further, as described in step S8, the control device 50 enters the face mode when the target blowing temperature TAO is below the threshold value, and enters the bi-level mode when the target blowing temperature TAO is above the threshold value. The operation of the outlet mode switching units 24a and 25a is controlled. And the control apparatus 50 correct | amends a threshold value to the reduction | decrease side, when the flow volume of the cooling water which flows through the heater core 36 is below a predetermined value.

  According to this, when the flow rate of the cooling water flowing through the heater core 36 is small, the bi-level mode can be easily set. In the bi-level mode, the lower the temperature of the cooling water, the smaller the amount of air flowing through the air passage, so that it is possible to suppress the passenger from feeling cold when the engine EG is warmed up.

  Specifically, the control device 50 increases the correction amount toward the decrease side of the threshold as the solar radiation amount Ts decreases. 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.

  In the present embodiment, the control device 50 decreases the amount of correction to the threshold decrease side as the vehicle interior temperature Tr is higher than the outside air temperature Tam.

  Thereby, when the flow rate of the cooling water flowing through the heater core 36 is equal to or less than the predetermined value, it is possible to prevent the bi-level mode from becoming more easily than necessary.

  That is, the vehicle interior temperature Tr at the start of air conditioning increases as the amount of solar radiation Ts increases and is exposed to longer periods of solar radiation. At this time, the temperature of the instrument panel also rises, but since the face duct is in the instrument panel, the temperature of the face duct also rises. Therefore, even if the blown air temperature of the indoor air conditioning unit 30 is low, the blown air is warmed by the temperature of the face duct, and the passenger does not feel too cold. On the contrary, when the blower 32 is stopped, it feels hot.

  In view of this point, when the passenger compartment temperature Tr is high, it is difficult to enter the bi-level mode. Therefore, the blower 32 can be prevented from stopping even if the flow rate of the cooling water flowing through the heater core 36 is equal to or less than a predetermined value. . Therefore, passenger comfort can be maintained.

  The inside air sensor 51 is preferably in the instrument panel. This is because the temperature of the face duct can be accurately estimated from the passenger compartment temperature Tr detected by the inside air sensor 51.

(Second Embodiment)
In the first embodiment, the threshold correction amount α is determined based on the solar radiation amount Ts, the vehicle interior temperature Tr, and the outside air temperature Tam in step S85. In the present embodiment, as shown in FIG. The threshold correction amount α is determined based on the blowout temperature TAO, the evaporator temperature TE, the passenger compartment temperature Tr, and the outside air temperature Tam.

  Specifically, as shown in step S85 of FIG. 11, as the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target outlet temperature TAO is larger and the difference obtained by subtracting the outside air temperature Tam from the vehicle interior temperature Tr is smaller, The threshold correction amount α is determined to be a large value.

  Specifically, when Tr−Tam> 10 ° C., the threshold correction amount α is determined to be 0 regardless of the value of TAO-TE. When 5 ° C <Tr-Tam ≦ 10 ° C, if TAO-TE ≦ 10 ° C, the threshold correction amount α is determined to be 0. If 10 ° C ≦ TAO-TE ≦ 30 ° C, the value of TAO-TE is As the value increases, the threshold correction amount α is increased in the range of 0 to 5. If TAO-TE ≧ 30 ° C., the threshold correction amount α is determined to be 5. In the case of Tr-Tam ≦ 5 ° C., the threshold correction amount α is determined to be 0 if TAO-TE ≦ 10 ° C., and the value of TAO-TE increases if 10 ° C ≦ TAO-TE ≦ 30 ° C. The threshold correction amount α is increased in the range of 0 to 10. If TAO-TE ≧ 30 ° C., the threshold correction amount α is determined to be 10.

  The occupant is most comfortable when the air at the target blowing temperature TAO is blown out, but when the water flow to the heater core 36 is shut off, the blowing air temperature approaches the evaporator temperature TE as time passes. Therefore, it can be estimated that the greater the value of the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO, the easier the occupant feels the cold.

  Therefore, when the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO is large, the blower 32 is stopped by facilitating the bi-level mode, so that the degree to which the occupant feels cold can be reduced. .

  Note that if the target blowing temperature TAO is very low, even if low-temperature air is blown out, the passenger does not feel cold because it is as desired by the passenger, and correction with the threshold correction amount α is not necessary.

  In the present embodiment, the control device 50 increases the correction amount to the decrease side of the threshold value for switching between the face mode and the bi-level mode as the difference obtained by subtracting the temperature TE of the evaporator 15 from the target blowing temperature TAO is larger. . As a result, the passenger can easily enter the bi-level mode in a situation where the occupant feels cold. Therefore, the occupant can be prevented from feeling cold due to the blowing of cold air.

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

  (1) In the above embodiment, the air conditioning controller 50 linearly sets the value of the threshold correction amount α in step S8 according to the difference TAO−TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO or the solar radiation amount Ts. The threshold value for switching between the face mode and the bi-level mode is corrected to change, but the value of the threshold correction amount α is nonlinear depending on the difference TAO-TE obtained by subtracting the evaporator temperature TE from the target blowing temperature TAO and the solar radiation amount Ts. May be changed.

  (2) In the above embodiment, in step S12, the heater core flow rate FW is adjusted by adjusting the rotational speed of the cooling water pump 40a, but the opening degree of the cooling water valve provided in the cooling water circuit 40 is adjusted. May adjust the heater core flow rate FW. 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.

  (3) Although the details of the driving force for driving the hybrid vehicle are not described in the above embodiment, a so-called parallel type hybrid that can travel by directly obtaining driving force from both the engine EG and the driving electric motor. The vehicle air conditioner 1 may be applied to the vehicle, or the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and further, the power stored in the battery 81 is supplied. The vehicle air conditioner 1 may be applied to a so-called serial-type hybrid vehicle that travels by obtaining a driving force from the traveling electric motor that operates by the above.

  Moreover, you may apply the vehicle air conditioner 1 to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG. In this case, an electric heater such as a PTC heater can be used as the cooling water heating unit for heating the cooling water.

  Moreover, you may apply the vehicle air conditioner 1 to the motor vehicle which obtains the driving force for vehicle travel only from the engine EG, without providing the travel electric motor. In this case, the compressor 11 can be a belt-driven compressor that is driven by an engine belt by the driving force of the engine EG.

24 face outlet 24a face door (air outlet mode switching part)
25 foot outlet 25a foot door (air outlet mode switching part)
31 Casing 32 Blower (Air volume adjustment unit)
36 Heater core (heat exchanger for heating)
40a Cooling water pump (flow rate adjuster)
50 Control device (control unit)

Claims (4)

An air passage through which air blown into the vehicle interior space flows, a face outlet (24) for blowing out the air from the air passage toward the upper body of the occupant, and the air passage from the air passage toward the feet of the occupant A casing (31) in which a foot outlet (25) for blowing out air is formed;
A heat exchanger (36) for heating that is disposed in the casing (31) and heats the air by exchanging heat between the heat medium that cools the engine (EG) and the air;
A flow rate adjusting unit (40a) for adjusting the flow rate of the heat medium flowing through the heating heat exchanger (36);
An air volume adjusting section (32) for adjusting the air volume of the air flowing through the air passage;
Air outlet mode switching for switching between a face mode that opens the face air outlet (24) and closes the foot air outlet (25) and a bi-level mode that opens the face air outlet (24) and the foot air outlet (25) Part (24a, 25a),
In the bi-level mode, the operation of the air volume adjustment unit (32) is controlled so that the air volume of the air flowing through the air passage decreases as the temperature of the heat medium decreases, and the target blowing temperature (TAO) is The operation of the air outlet mode switching unit (24a, 25a) is performed so as to enter the face mode when the threshold is lower than the threshold, and to enter the bi-level mode when the target outlet temperature (TAO) is higher than the threshold. And a control unit (50) for correcting the threshold value to a decreasing side when the flow rate of the heat medium flowing through the heating heat exchanger (36) is equal to or less than a predetermined value. A solar radiation amount detector (53) for detecting the solar radiation amount (Ts);
The said control part (50) is a vehicle air conditioner of Claim 1 which increases the correction amount to the reduction | decrease side of the said threshold value, so that the said solar radiation amount (Ts) is small. A vehicle interior temperature detector (51) for detecting the vehicle interior temperature (Tr);
An outside air temperature detector (52) for detecting outside air temperature (Tam),
3. The vehicle air conditioning according to claim 1, wherein the controller (50) reduces the correction amount to the decrease side of the threshold as the vehicle interior temperature (Tr) is higher than the outside air temperature (Tam). apparatus. A cooling heat exchanger (15) disposed in the casing (31), for cooling the air by exchanging heat between the low-pressure refrigerant of the refrigeration cycle and the air;
The heating heat exchanger (36) is disposed in the casing (31) on the downstream side of the air flow of the cooling heat exchanger (15),
The control unit (50) increases the correction amount toward the decrease side of the threshold as the difference between the target blowing temperature (TAO) and the temperature (TE) of the cooling heat exchanger (15) increases. The vehicle air conditioner according to any one of claims 1 to 3.

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