JP5482754B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that air-conditions a vehicle interior of a vehicle equipped with a vehicle-mounted power storage device.

  Conventionally, in heating control in an air conditioner of a hybrid vehicle, it is first necessary to heat the vehicle interior even if the engine coolant temperature detected by the water temperature sensor is low based on sensor signals from the inside air sensor and the outside air sensor. It is determined whether or not there is. And if it is determined that the interior of the vehicle needs to be heated, even if the driving state of the hybrid vehicle is at the time of starting or running at a low speed, the engine is operated to warm it up in the water jacket of the engine. Cooling water is supplied into the heater core to heat the passenger compartment (see, for example, Patent Document 1).

JP 2008-174042 A

  In the above-described conventional technology, when warm air is required, the engine is started when the vehicle is started regardless of the amount of power stored in the in-vehicle power storage device. Therefore, since the engine is started regardless of the external environment, even if it is fully charged, there is a great sense of discomfort given to the occupant, and furthermore, the amount of electricity used for traveling is reduced because the charging power is used for air conditioning, and the fuel consumption deteriorates There is.

  Accordingly, the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle air conditioner that can prevent the engine from starting when the vehicle is started according to the external environment. .

  The present invention employs the following technical means in order to achieve the aforementioned object.

According to the first aspect of the present invention, in a vehicle equipped with an in-vehicle power storage device, the vehicle that air-conditions the vehicle interior by controlling the refrigerant flow in cycle (1) and the activation of the engine (50) mounted in the vehicle. Air conditioner (100),
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a to 20a) through which air toward the vehicle interior passes is formed on the other side. An air conditioning case having a ventilation path through which the blown air passes between the inlet and the outlet;
An air-conditioning blower (14) for blowing air to the ventilation path of the air-conditioning case;
A compressor (41) that uses the electric power of the in-vehicle power storage device as one of the power sources, and sucks and discharges the refrigerant circulating in the cycle;
A cooling heat exchanger (7) provided in the air conditioning case and configured to evaporate the refrigerant circulating in the cycle and cool the air blown into the vehicle interior;
A heat exchanger (34) for heating, which is provided in the air conditioning case and heats the air blown into the passenger compartment by using engine cooling water as a heat source;
An outside air temperature detecting means (72) for detecting the outside air temperature outside the passenger compartment;
A refrigerant discharge amount of the compressor, and control means (61) for requesting start and stop of the engine,
The control means is an anti-fogging mode in which the blowing air blowing mode removes fogging of the window of the vehicle when the vehicle is started from a parked state to a travelable state by an operator's operation, and the outside air temperature is equal to or higher than a predetermined temperature. In this case, the vehicle air conditioner is characterized in that the compressor is driven and the output of a request signal for requesting the start of the engine is prohibited.

  According to the first aspect of the present invention, when the vehicle is started from the parking state to the traveling state by the operation of the operator, the compression is performed when the blowing mode is the anti-fogging mode and the outside air temperature is equal to or higher than the predetermined temperature. The machine is driven and controlled to inhibit the output of the engine request signal. Conventionally, in the anti-fogging mode, when the vehicle is in a running state, an activation signal that requests engine activation is output regardless of the external environment, and a heat source is secured to remove window fogging. The reason for securing the heat source is that, in the anti-fogging mode, a higher blowing temperature is advantageous because it can raise the temperature of the window. However, if the outside air temperature is higher than the specified temperature, the engine coolant temperature and the window temperature are considered to be close to the outside air temperature. Window fogging can be removed by a heat source of cooling water. Therefore, by operating the compressor using the electric power of the in-vehicle power storage device to dehumidify, it is possible to ensure window clearness, improve fuel consumption, reduce outside noise, and effectively use electric power.

According to the second aspect of the present invention, in the vehicle on which the on-vehicle power storage device is mounted, the vehicle interior is air-conditioned by controlling the refrigerant flow in the cycle (1) and the start of the engine (50) mounted on the vehicle. A vehicle air conditioner (100) comprising:
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a to 20a) through which air toward the vehicle interior passes is formed on the other side. An air conditioning case having a ventilation path through which the blown air passes between the inlet and the outlet;
An air-conditioning blower (14) for blowing air to the ventilation path of the air-conditioning case;
A compressor (41) that uses the electric power of the in-vehicle power storage device as one of the power sources, and sucks and discharges the refrigerant circulating in the cycle;
A cooling heat exchanger (7) provided in the air conditioning case and configured to evaporate the refrigerant circulating in the cycle and cool the air blown into the vehicle interior;
A heat exchanger (34) for heating, which is provided in the air conditioning case and heats the air blown into the passenger compartment by using engine cooling water as a heat source;
An internal air temperature detecting means (71) for detecting the internal air temperature in the passenger compartment;
A solar radiation amount detecting means (73) for detecting the solar radiation amount;
A refrigerant discharge amount of the compressor, and control means (61) for requesting start and stop of the engine,
The control means is a defogging mode in which the blowing air blowing mode removes the fogging of the window of the vehicle when the vehicle is started from a parked state to a travelable state by an operator's operation, and the inside air temperature is equal to or higher than a predetermined temperature. When the amount of solar radiation is equal to or greater than a predetermined amount, the vehicle air conditioner is characterized in that the compressor is driven and the output of a request signal for requesting engine start-up is prohibited.

  According to the second aspect of the present invention, when the vehicle is started from the parking state to the traveling state by the operation of the operator, the blowing mode is the anti-fogging mode, the inside air temperature is equal to or higher than the predetermined temperature, and the amount of solar radiation When the value is greater than or equal to a predetermined amount, the compressor is driven and the output of a request signal for requesting start of the engine is prohibited. Conventionally, in the anti-fogging mode, when the vehicle is in a running state, an activation signal that requests engine activation is output regardless of the external environment, and a heat source is secured to remove window fogging. This is because a heat source is secured, and in the anti-fogging mode, a higher blowing temperature is advantageous because it can raise the temperature of the window. However, if the internal air temperature is equal to or higher than the predetermined temperature and the amount of solar radiation is equal to or higher than the predetermined amount, the engine cooling water temperature and the window temperature are considered to be close to the outside air temperature. Even if the activation request is not permitted, window fogging can be removed by the heat source of the existing cooling water. Therefore, by operating the compressor using the on-vehicle power storage device to dehumidify, it is possible to ensure window clearing, improve fuel consumption, reduce outside noise, and effectively use power.

  Furthermore, in the invention according to claim 3, while the control means prohibits the output of the request signal, switching of the blowing mode from the anti-fogging mode to the inside air introduction mode for circulating the inside air by the operation of the operator is prohibited. It is characterized by doing.

  According to the third aspect of the invention, the control means switches the blowing mode from the anti-fogging mode to the inside air introduction mode for circulating the inside air by the operation of the operator while the output of the request signal is prohibited. Ban. In the inside air introduction mode, compared with the outside air introduction mode in which outside air is introduced, the humidity of the blowing air for anti-fogging increases and window fogging easily occurs. Therefore, by prohibiting the inside air introduction mode, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Further, the invention according to claim 4 is characterized in that the control means prohibits the operation stop of the compressor by the operation of the operator while the output of the request signal is prohibited.

  According to the invention described in claim 4, the control means prohibits the operation stop of the compressor by the operation of the operator while the output of the request signal is prohibited. When the compressor is stopped, the humidity of the blowing air for preventing defogging increases and window fogging is likely to occur. Therefore, by maintaining the state in which the compressor is operating, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Further, the invention according to claim 5 is characterized in that the control means controls the air-conditioning blower so that the blown air amount becomes a predetermined amount or more while the output of the request signal is prohibited.

  According to the fifth aspect of the present invention, the control means controls the air-conditioning blower so that the blown air amount becomes a predetermined amount or more while the output of the request signal is prohibited. By maintaining the air flow rate at a predetermined level or more, the ventilation rate in the blowout mode increases, and condensation on the window is less likely to occur. Therefore, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Furthermore, the invention described in claim 6 is characterized in that, while the output of the request signal is prohibited, the control means prohibits a decrease in the air flow rate of the air-conditioning blower by the operation of the operator.

  According to the invention described in claim 6, while the control means prohibits the output of the request signal, the control means prohibits a decrease in the air flow rate of the air conditioning blower by the operation of the operator. When the air flow rate decreases, the ventilation amount decreases and condensation on the window easily occurs. Therefore, by prohibiting a reduction in the amount of air blown by the operator's operation, it is possible to more effectively realize window clearability, improved fuel efficiency, reduced vehicle exterior noise, and effective use of charging power.

  In addition, the code | symbol in the bracket | parenthesis of each above-mentioned means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a schematic diagram which shows the whole structure of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electrical structure of the vehicle air conditioner. It is the flowchart which showed an example of the process of air-conditioner ECU61. It is a flowchart which shows the detail of a blower voltage determination process. It is a flowchart which shows the detail of a suction inlet mode determination process. It is a flowchart which shows the detail of a compressor rotation speed determination process. It is a flowchart which shows the detail of a request | requirement water temperature determination process. It is a flowchart which shows the detail of an electric water pump operation | movement determination process. It is a flowchart which shows the detail of the request | requirement water temperature determination process of 2nd Embodiment.

  Hereinafter, a plurality of embodiments for carrying out the present invention will be described with reference to the drawings. In some embodiments, portions corresponding to the matters described in the preceding embodiments may be given the same reference numerals, or one letter may be added to the preceding reference numerals, and overlapping descriptions may be omitted. In addition, when a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those of the embodiment described in advance. In addition to the combination of parts specifically described in each embodiment, the embodiments may be partially combined as long as the combination does not hinder the combination.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram illustrating an overall configuration of a vehicle air conditioner 100 according to the first embodiment. FIG. 2 is a block diagram showing an electrical configuration of the vehicle air conditioner 100. The vehicle air conditioner 100 of this embodiment is applied to a hybrid vehicle.

  The hybrid vehicle is directed to an engine 50 that constitutes a traveling internal combustion engine that generates power by exploding and burning a liquid fuel such as gasoline, a motor assisting motor 51 for traveling assistance that includes a motor function for driving assistance and a generator function, and the engine 50. Engine electronic control device (hereinafter also referred to as engine ECU) 60 for controlling the fuel supply amount and ignition timing of the engine, a battery (not shown) for supplying electric power to motor generator 51, engine ECU 60, etc., motor generator 51 And a hybrid electronic control unit (hereinafter also referred to as a hybrid ECU) that outputs a control signal to the engine ECU 60 as well as the control of the transmission and the electromagnetic clutch. The hybrid ECU (not shown) has a function of controlling drive switching of which driving force of the motor generator 51 and the engine 50 is transmitted to the drive wheels, and a function of controlling charging / discharging of the battery.

  The battery, which is an in-vehicle power storage device, includes a charging device (not shown) for charging the electric power consumed by the vehicle interior air conditioning and traveling, and the charging device includes, for example, a nickel hydride storage battery and a lithium ion battery. Etc. are used. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

Specifically, the engine ECU 60 and the hybrid ECU perform the following control.
(1) When the vehicle is stopped, the engine 50 is basically stopped.
(2) During traveling, the driving force generated by the engine 50 is transmitted to the driving wheels except during deceleration. At the time of deceleration, the engine 50 is stopped, the motor generator 51 generates power, and the battery is charged (electric travel mode).
(3) When the traveling load such as starting, accelerating, climbing, and traveling at high speed is large, the motor generator 51 is caused to function as an electric motor, and in addition to the driving force generated by the engine 50, the motor generator 51 The generated driving force is transmitted to the driving wheels (hybrid traveling mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 50 is transmitted to the motor generator 51 to operate the motor generator 51 as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 50 is issued to the engine ECU 60, and the power of the engine 50 is changed to a motor generator. 51.

  Next, the vehicle air conditioner 100 will be described. The vehicle air conditioner 100 is a so-called auto air conditioner system that is configured to control an air conditioner unit that air-conditions a vehicle interior by an air conditioner ECU 61 in a vehicle such as an automobile equipped with a water-cooled engine 50 for traveling. The vehicle air conditioner 100 controls the refrigerant flow of the refrigeration cycle 1 and the startup of the engine 50 to air-condition the vehicle interior.

  The air conditioning unit includes an air conditioning case 10 that is disposed in front of the vehicle interior of the vehicle and through which the blown air passes. The air conditioning case 10 is formed with an air inlet on one side and a plurality of air outlets through which air toward the passenger compartment passes on the other side. The air conditioning case 10 has a ventilation path 10a through which the blown air passes between the air intake and the air outlet. A blower unit 14 is provided on the upstream side (one side) of the air conditioning case 10. The blower unit 14 (air conditioning blower) includes an inside / outside air switching door 13 and a blower 16. The inside / outside air switching door 13 is a suction port switching means that is driven by an actuator such as a servo motor and changes the opening between the inside air suction port 11 and the outside air suction port 12 that are air intake ports.

  Although not specifically shown, the air-conditioning unit is of a type called a complete center placement, and is mounted at a central position in the left-right direction of the vehicle in the lower part of the instrument panel in front of the passenger compartment. The blower unit 14 is disposed on the vehicle front side of the air conditioning unit. The inside air suction port 11 of the blower unit 14 is opened to the lower side of the blower unit 14 and sucks in the vehicle interior air.

  The blower 16 is a centrifugal blower that is rotationally driven by a blower motor 15 controlled by a blower drive circuit (not shown) and generates an air flow toward the vehicle interior in the air conditioning case 10. The blower 16 also has a function of changing the amount of conditioned air blown out from each outlet toward the passenger compartment.

  The air conditioning case 10 is provided with an evaporator 7 and a heater core 34 as an air conditioning unit that heats or cools the air blown from the blower unit 14 to produce conditioned air and sends the air to a plurality of outlets. The evaporator 7 functions as a cooling heat exchanger that cools the air passing through the air conditioning case 10.

  A heater core 34 as a heat exchanger for heating is provided on the air downstream side of the evaporator 7 to heat the air passing through the ventilation path 10 a by exchanging heat with the cooling water of the engine 50. The cooling water circuit 31 through which the cooling water of the engine 50 circulates is a circuit in which the cooling water heated by the water jacket of the engine 50 is circulated by the water pump 32, and includes a radiator (not shown), a thermostat (not shown), and A heater core 34 is provided. The cooling water that has cooled the engine 50 flows through the heater core 34, and this cooling water is used as a heating heat source to reheat the cold air. The heater core 34 is disposed downstream of the evaporator 7 in the air conditioning case 10 so as to partially block the ventilation path 10a.

  An air mix door 17 is provided on the air upstream side of the heater core 34 to adjust the temperature in the passenger compartment. The air mix door 17 is driven by an actuator such as a servo motor, and changes the blowout temperature of the conditioned air blown from each blowout port toward the vehicle interior. In other words, the air mix door 17 functions as an air mix means that adjusts the air volume ratio between the air passing through the evaporator 7 and the air passing through the heater core 34.

  The evaporator 7 is a component of the refrigeration cycle 1. The refrigeration cycle 1 is driven by a belt driven by an output shaft of an engine 50 mounted in an engine room of a vehicle, sucks in refrigerant, compresses and discharges the compressor 41, and refrigerant discharged from the compressor 41 The condenser 3 for condensing and liquefying, the receiver 5 for separating the liquid refrigerant flowing in from the capacitor 3 into gas and liquid, the expansion valve 6 for adiabatically expanding the liquid refrigerant flowing in from the receiver 5, and the air flowing in from the expansion valve 6 And an evaporator 7 for evaporating and evaporating the refrigerant in a liquid two-phase state.

  In the refrigeration cycle 1, the compressor 41 is connected to an electromagnetic clutch 52 as clutch means for intermittently transmitting the rotational power from the engine 50 to the compressor 41. The electromagnetic clutch 52 is controlled by a clutch drive circuit (not shown). In the compressor 41, the refrigerant discharge amount is controlled by the air conditioner ECU 61. The air conditioner ECU 61 controls the refrigerant discharge amount by controlling the rotation speed of the compressor 41.

  When the electromagnetic clutch 52 is energized (ON), the rotational power of the engine 50 is transmitted to the compressor 41, the air cooling action is performed by the evaporator 7, and the energization of the electromagnetic clutch 52 is stopped (OFF). 50 and the compressor 41 are shut off, and the air cooling action by the evaporator 7 is stopped. The on / off of the electromagnetic clutch 52 is controlled according to the comparison result between the post-evaporation temperature (TE) detected by the post-evaporation temperature sensor and the target post-evaporation temperature (TEO). Therefore, the compressor 41 uses the electric power of the motor generator 51 as one of the power sources.

  Capacitor 3 is an outdoor heat exchanger that is disposed in a place where it is easy to receive the traveling wind generated when the hybrid vehicle travels, and exchanges heat between the refrigerant flowing in the interior and the outside air blown by outdoor fan 4 and the traveling wind. is there.

  The most downstream side of the air-conditioning case 10 is a portion constituting an outlet switching box, and a defroster opening 18, a face opening 19, and a foot opening 20 are formed. A defroster duct 23 is connected to the defroster opening 18, and a defroster outlet 18 a that mainly blows warm air toward the inner surface of the front window glass 49 a of the vehicle is provided at the most downstream end of the defroster duct 23. It is open. A face duct 24 is connected to the face opening 19, and a face air outlet 19 a that blows mainly cool air toward the head and chest of an occupant is opened at the most downstream end of the face duct 24. Further, a foot duct 25 is connected to the foot opening 20, and a foot outlet 20 a that mainly blows warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 25. .

  Inside each air outlet, two air outlet switching doors 21 and 22 are rotatably attached. The two outlet switching doors 21 and 22 are respectively driven by an actuator such as a servo motor, and the outlet mode can be switched to any one of a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode. It is.

  The defroster air outlet 18a corresponds to an air outlet that blows out air toward the inner surface of the vehicle window glass 49a in the present embodiment, and the air outlet switching doors 21 and 22 blow out air from the air outlet to the inner surface of the window glass 49a. It corresponds to the blowing air volume adjusting means for adjusting the air flow.

  Next, the electrical configuration of the vehicle air conditioner 100 will be described. The air conditioner ECU 61 is a control means, and when an ignition switch for starting and stopping the engine 50 is turned on, DC power is supplied from a battery (not shown) which is an in-vehicle power source mounted on the vehicle, and arithmetic processing is performed. And is configured to start control processing. The air conditioner ECU 61 receives a communication signal output from the engine ECU 60, a switch signal from each switch on the operation panel 70 provided on the front surface of the vehicle interior, and a sensor signal from each sensor. The engine ECU 60 is also referred to as an EFI (Electronic Fuel Injection) ECU.

  Here, the operation panel 70 will be described. The operation panel 70 is integrally installed on the instrument panel. Although not shown in the figure, the operation panel 70 is provided with, for example, a liquid crystal display, an inside / outside air changeover switch, a defroster switch, a blowout mode changeover switch, a blower air volume changeover switch, an air conditioner switch, an auto switch, an off switch, and a temperature setting switch. ing.

  The liquid crystal display is provided with a display area for visually displaying the set temperature, the blowing mode, the blower air volume, and the like. The liquid crystal display may be provided with a display area for visually displaying, for example, the outside air temperature, the suction mode, and the time.

  The operation panel 70 will be described with respect to various switches. The front defroster switch corresponds to an air conditioning switch that commands whether or not to increase the anti-fogging capability of the front window glass 49a, and is a defroster mode requesting unit that requests to set the blowing mode to the defroster mode. The mode change switch is a mode request means for requesting to set the blowing mode to any one of the face mode, the bi-level (B / L) mode, the foot mode, and the foot / defroster mode according to the manual operation of the occupant. is there. The air conditioner switch is an air conditioning operation switch that commands operation or stop of the compressor 41 of the refrigeration cycle 1. The air conditioner switch is provided to improve fuel efficiency by deactivating the compressor 41 and reducing the rotational load of the engine 50. The temperature setting switch is temperature setting means for setting the temperature to a desired temperature (Tset).

  Although not shown, the air conditioner ECU 61 includes functions such as a CPU (central processing unit) that performs arithmetic processing and control processing, a memory such as ROM and RAM, and an I / O port (input / output circuit). The well-known microcomputer comprised by these is provided. Sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit and then input to a microcomputer. The air conditioner ECU 61 includes an inside air sensor 71 as an inside air temperature detecting means for detecting an air temperature (inside air temperature) Tr around the driver's seat, an outside air sensor 72 as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature), A solar radiation sensor 73 is connected as a solar radiation amount detecting means for detecting the solar radiation amount outside the passenger compartment. The air conditioner ECU 61 also includes a post-evaporation temperature sensor as a post-evaporation temperature detection unit that detects an air temperature (post-evaporation temperature TE) immediately after passing through the evaporator 7, and a humidity as a humidity detection unit that detects the relative humidity in the passenger compartment. Sensor is connected. As another sensor, for example, a refrigerant pressure sensor 74 is provided. The refrigerant pressure sensor 74 is provided in the flow path on the high pressure side of the refrigeration cycle 1 and detects the high pressure of the refrigerant upstream from the evaporator 7, that is, the discharge pressure Pre of the compressor 41.

  The engine ECU 60 is connected to a cooling water temperature sensor as water temperature detecting means that detects the engine cooling water temperature of the vehicle and sets it as the heating temperature of the blown air. The air conditioner ECU 61 acquires the coolant temperature via the engine ECU 60.

  For the inside air sensor 71, the outside air sensor 72, the post-evaporation temperature sensor, and the cooling water temperature sensor, for example, temperature sensitive elements such as a thermistor are used. The inside air sensor 71 is set to a site that hardly affects even if the air outlets other than the driver's seat near the driver's seat (for example, inside the instrument panel near the steering) are closed. Moreover, the solar radiation sensor 73 has a solar radiation intensity detection means for detecting the solar radiation amount (solar radiation intensity) irradiated in the air-conditioned space. For example, a photodiode or the like is used. The humidity sensor is housed in a recess formed on the front surface of the instrument panel in the vicinity of the driver's seat, for example, together with the inside air sensor 71, and is used to determine whether or not a defroster blowout is necessary to prevent the front window glass 49a from being fogged. Is done.

  Next, control by the air conditioner ECU 61 will be described with reference to FIG. FIG. 3 is a flowchart showing an example of processing in the normal mode of the air conditioner ECU 61. First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 61, the control program shown in FIG. 3 stored in advance in the memory is executed. When the ignition switch is turned on, in other words, when the vehicle is activated from a parked state to a travelable state by an operator's operation.

  In step S1, the contents stored in the data processing memory incorporated in the microcomputer in the air conditioner ECU 61 are initialized (initialized), and the process proceeds to step S12.

  In step S12, switch signals from various operation switches on the operation panel 70 are read, and the process proceeds to step S3. In step S13, sensor signals from various sensors are read, and the process proceeds to step S4. Accordingly, in steps S2 and S3, various data are read into the data processing memory. As the sensor signal, for example, the vehicle interior temperature Tr detected by the internal air sensor 71, the outside air temperature Tam detected by the external air sensor 72, the solar radiation amount Ts detected by the solar radiation sensor 73, the post-evaporation temperature Te detected by the post-evaporation temperature sensor, and This is the cooling water temperature Tw detected by the cooling water temperature sensor.

  In step S4, the input data is substituted into the stored arithmetic expression (1) to calculate the target blowing temperature TAO, and the process proceeds to step S14.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (1)
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 71, Tam is the outside air temperature detected by the outside air sensor 72, and Ts is the solar radiation sensor 73. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17, the control value of the rotation speed of the water pump 32, etc. are calculated from the signals from the TAO and the various sensors.

  In step S5, a process for determining the blower voltage is performed, and the process proceeds to step S6. The blower voltage is a voltage applied to the blower motor 15, and the blown air volume is changed according to the blower voltage. Details of the blower voltage determination process will be described later.

  In step S6, a suction port mode determination process is performed, a suction port to be taken into the vehicle interior is determined based on the target outlet temperature TAO, and the process proceeds to step S7. Details of the suction port mode determination process will be described later.

  In step S7, a blower outlet mode determination process is performed, a blower outlet to be blown into the vehicle interior is determined based on the target blowout temperature TAO, and the process proceeds to step S8. The air outlet mode determines the air outlet mode corresponding to the target air outlet temperature TAO from, for example, a map stored in the ROM. For example, in the map, the target blowing temperature TAO is determined so that the face mode, the bi-level mode, the foot mode, and the foot / defroster mode are set from a low temperature to a high temperature.

  In step S8, a compressor rotational speed determination process is performed, and the process proceeds to step S9. In step S9, for example, the calculated target blowing temperature TAO and the actual post-evaporator temperature Te detected by the post-evaporation temperature sensor are controlled to coincide with each other. Details of the compressor rotational speed determination process will be described later.

  In step S9, a required water temperature determination process is performed, and the process proceeds to step S10. The required water temperature determination process is determined based on the target outlet temperature TAO or the like in order to use the engine coolant as a heat source such as heating and anti-fogging. Details of the required water temperature determination process will be described later.

  In step S10, the electric water pump operation determination process is performed in step S10, and the process proceeds to step S11. The electric water pump operation determination process is a process of determining whether the water pump 32 is on or off based on the coolant temperature or the like. Details of the electric water pump operation determination process will be described later.

  In step S11, the target evaporator temperature is calculated, and the process proceeds to step S12. Specifically, for example, an evaporator required for executing each control of temperature adjustment control, comfortable humidity control, and anti-fogging control when air-conditioning the vehicle interior is performed from a characteristic diagram (map) stored in advance in the ROM. 7 is calculated as a target evaporation temperature TEO that is an outer surface temperature of 7.

  In step S12, a control signal is output to various actuators or the like so that the control states calculated or determined in steps S2 to S11 are obtained, and the process proceeds to step S13. Then, in step S13, after the elapse of a predetermined time, the process returns to step S2, and each step is executed continuously.

  Next, details of each step will be described. First, the blower voltage determination process (step S6) will be described. Step S6 is specifically a step that is executed according to FIG. 4 and determines the blower voltage. FIG. 4 is a flowchart showing details of the blower voltage determination process in step S5 of FIG. This blower voltage is a voltage applied to the indoor blower 16 driven by battery power.

  As shown in FIG. 4, when this control is started, it is determined in step S390 whether or not the air volume setting is auto (automatic). If it is auto, the process proceeds to step S394. The process moves to S391.

  In step S391, since it is not auto, it is determined whether or not the engine prohibition flag is 1. If it is 1, the process proceeds to step S392, and if it is not 1, the process proceeds to step S393. In step S392, since the prohibition flag is 1, it determines so that the ventilation volume may become more than predetermined amount, and this control is complete | finished. For example, if the air volume can be set in five steps from Hi, M3, M2, M1, and Lo, the voltage is set to 12V for Hi and 10V for M3, M2, M1, and Lo. As a result, an air volume corresponding to at least 10V is secured.

  Further, in step S393, since the prohibition flag is not 1, the present control in which the air flow rate is determined (manually determined) by the operator's operation is terminated. For example, when the air volume can be set in five steps from Hi, M3, M2, M1, and Lo, the voltage is set to 12V for Hi, 10V for M3, and the like. Thus, the blower voltage of the air volume is determined as desired by the operator.

  Since it is automatic (automatic control) in step S394, as shown in step S394, the temporary blower level is set to f based on a map that represents the relationship between the target blowing temperature TAO and the blower voltage, which is stored in advance in the ROM. (TAO) is determined, and the process proceeds to step S395.

  In step S395, as shown in step S395, f (irradiation amount) is determined as an air amount UP correction amount corresponding to the amount of solar radiation, based on a map representing the relationship between the amount of solar radiation and the blower voltage stored in advance in the ROM. Then, the process proceeds to step S396.

  In step S396, it is determined whether or not the engine prohibition flag is 1. If it is 1, the process proceeds to step S397, and if it is not 1, the process proceeds to step S398. In step S397, since the prohibition flag is 1, f (DEF) is determined to be “25” as a provisional blower level so that the air blowing amount becomes equal to or larger than the predetermined amount, and the process proceeds to step S399. In step S398, since the prohibition flag is not 1, the determination factor f (DEF) is determined to be 0 so that TAO and the amount of solar radiation are prioritized, and the process proceeds to step S399.

  In step S399, a value obtained by correcting f (TAO) with f (insolation amount) and a maximum value of f (DEF) is determined as a blower level, and the process proceeds to step S400. In step S400, as shown in step S400, the blower voltage is determined by a map that represents the relationship between the blower level and the blower voltage, which is stored in advance in the ROM, and this control is terminated.

  In this way, the blower voltage determination process determines that the blower level is at least 25 in the case of the prohibition flag 1 even in the case of auto, so that the blower amount can be maintained at a predetermined amount or more. As a result, the ventilation amount increases, and condensation on the window glass 49a hardly occurs.

  In the case of manuals, when the prohibition flag is 1, airflow reduction due to operation is prohibited (minimum 10V), ensuring window clearing and improving fuel consumption, reducing outside noise, and making effective use of charging power. Can be.

  Next, the suction port mode determination process (step S6) will be described. Specifically, step S7 is a step that is executed according to FIG. 5 to determine the outside air introduction rate. FIG. 5 is a flowchart showing details of the suction port mode determination process in step S6 of FIG.

  As shown in FIG. 5, when this control is started, it is determined whether or not the engine prohibition flag is 1 in step S70. If it is 1, the process proceeds to step S71, and if it is not 1, the process proceeds to step S72. Move on. In step S71, since the prohibition flag is 1, the outside air introduction rate is determined to be 100% (inside air introduction rate 0%), and this control is terminated.

  In step S72, since the prohibition flag is not 1, it is determined whether or not the suction port is set to auto (automatic). If it is auto, the process proceeds to step S74, and if not, the process proceeds to step S73. In step S73, since it is not automatic but manual, the outside air introduction rate is determined so that the inside / outside air control according to the manual setting is performed, and this control is finished.

  Since it is automatic in step S74, as shown in step S74, the inside / outside air control corresponding to TAO is performed by a map that represents the relationship between TAO and the suction port mode, which is stored in advance in the ROM. The outside air introduction rate is determined and this control is terminated.

  As described above, when the prohibition flag is 1, the outside air introduction rate is automatically set to 100% regardless of whether it is auto or manual by the suction port mode determination process. Since the evaporator 7 has dehumidification unevenness, when the inside air is introduced, the humidity of the DEF blowing air rises compared to the outside air introduction, and window fogging is likely to occur. Ensuring and improving fuel efficiency, reducing outside noise, and ensuring effective use of charging power.

  Next, the compressor rotation speed determination process (step S8) will be described. Specifically, step S8 is a step executed according to FIG. 6 to determine the compressor rotational speed. FIG. 6 is a flowchart showing details of the compressor rotational speed determination process in step S8 of FIG.

As shown in FIG. 6, when the control is started, in step S60, the target post-evaporation temperature TEO calculated using the detection signals of the various sensors, the actual below the temperature deviation E _n the post-evaporator temperature TE of Calculation is performed using Equation 2.

E _n = TEO−TE (2)
Further, the deviation change rate EDOT is calculated using the following Equation 3.

EDOT = E _n −E _n−1 (3)
Since the _{E n} is updated once a _{second, E n-1} is the value of one second before against _{E n.}

Furthermore, the E _n and EDOT the calculated, using the map shown in step S60, calculates the "speed change amount ΔfC" of 1 second before the compressor 41. Map shown in step S60 is a map showing the relationship between the deviation _{E n} and deviation change rate EDOT, it is stored in advance in ROM.

  Next, in step S61, it is determined whether or not the air conditioner switch (A / C SW) is OFF. If OFF, the process proceeds to step S62, and if ON, the process proceeds to step S64.

  In step S62, since the air conditioner switch is OFF, it is determined whether or not the engine prohibition flag is 1. If 1, the process proceeds to step S64, and if not, the process proceeds to step S63.

  In step S64, since the air conditioner switch is not OFF or the prohibition flag is 1, a comparison is made between the sum of “previous compressor rotation speed” and “rotational speed change amount ΔfC” calculated in step S60 and the upper limit value 10000. Then, the smaller value is determined as the rotation speed of the compressor 41 at this time, and this control is finished.

  In step S63, since the air conditioner switch is OFF and the prohibition flag is not 1, the current rotational speed of the compressor 41 is set to 0, that is, the rotational speed is determined so as to stop the compressor 41, and this control is terminated.

  Thus, in the compressor rotation speed determination process, when the engine prohibition flag is 1, the process proceeds to step S64, and the compressor 41 becomes operable. As a result, the operator (user) cannot turn off the compressor 41. When the compressor 41 is turned off, the humidity of the blown air from the defroster outlet 18a increases, and the window fogging easily occurs. Therefore, by maintaining the ON state of the compressor 41, it is possible to ensure window clearing, improve fuel consumption, reduce outside noise, and effectively use the charging power.

  Next, the required water temperature determination process (step S9) will be described. Step S9 is specifically a step that is executed according to FIG. 7 and determines the required water temperature. FIG. 7 is a flowchart showing details of the required water temperature determination process in step S9 of FIG.

  As shown in FIG. 7, when this control is started, in step S90, an engine OFF water temperature and an engine ON water temperature, which are determination threshold values used for determining whether or not an engine ON request is required based on the engine coolant temperature, are calculated. . The engine OFF water temperature is an engine coolant temperature that is a criterion for stopping the engine 50, and the engine ON water temperature is an engine coolant temperature that is a criterion for operating the engine 50.

  The engine OFF water temperature is determined to be the smaller one of the reference cooling water temperature TWO calculated by the following equation 4 and 70 ° C. (see equation 5). The reference cooling water temperature TWO is a cooling water temperature required when it is assumed that the hot air temperature before the air mix becomes the target blowing temperature TAO. TE is the post-evaporation temperature.

TWO = {TAO− (TE × 0.2)} / 0.8 (4)
Engine OFF water temperature = MIN (TWO, 70) (5)
On the other hand, the engine ON water temperature is set lower than the engine OFF water temperature by a predetermined temperature (5 ° C. in this example) in order to prevent the engine 50 from being frequently turned ON / OFF.

  Next, in step S91, it is determined whether an engine ON request is necessary based on the engine coolant temperature. Specifically, the actual cooling water temperature is compared with the engine OFF water temperature and the engine ON water temperature obtained in step S90. If the cooling water temperature is lower than the engine ON water temperature, the operation of the engine 50 is provisionally determined as f (TW) = ON. If the cooling water temperature is higher than the engine OFF water temperature, f (TW) = OFF is set. Decide to stop.

  Next, in step S92, an engine ON request is determined using the map shown in step S92, and this control is terminated. Regarding the engine ON request for output, f (TW) determined in step S91 is basically followed, but in the case indicated by a thick frame, that is, the outlet = DEF mode (antifogging mode), vehicle mode = EV traveling mode, TAO = When the air temperature is 20 ° C. or higher and f (TW) = ON, the engine is normally allowed to be turned on. At this time, the engine prohibition flag = 1 is set.

  By such a required water temperature determination process, in the DEF mode, it is usually advantageous that the blowout temperature is higher, so that the window temperature can be increased. However, in the PHV, when warm air is required, even when the vehicle is fully charged Since the engine is turned on, the user feels uncomfortable and it is difficult to use the charged power for driving. Therefore, when the outside air temperature is higher than a predetermined temperature (for example, 15 degrees Celsius or higher), it is considered that the water temperature and the glass temperature are almost close to the outside air temperature. Without permitting, the compressor 41 is operated (see FIG. 6) to perform dehumidification, thereby making it possible to ensure window clearing, improve fuel consumption, reduce vehicle exterior noise, and effectively use charging power.

  Next, the electric water pump operation determination process (step S10) will be described. Step S10 is specifically a step that is executed according to FIG. 8 and determines the operation of the electric water pump 32. FIG. 8 is a flowchart showing details of the electric water pump operation determination process in step S10 of FIG.

  As shown in FIG. 8, when this control is started, it is determined in step S100 whether or not the coolant temperature TW detected by the coolant temperature sensor is higher than the post-evaporation temperature TE. If it is determined that the cooling water temperature TW is equal to or lower than the post-evaporation temperature TE, a request to turn off the water pump 32 is determined in step S101, and this control is terminated.

  If it is determined in step S100 that the cooling water temperature TW is higher than the post-evaporation temperature TE, it is then determined in step S102 whether or not the indoor blower 16 is in a state to be turned on (operated). If the indoor blower 16 is not turned on, the process proceeds to step S103, a request to turn off the water pump 32 is determined, and this control is finished. If the indoor blower 16 is in the ON state, the process proceeds to step S102, a request to turn on the water pump 32 is determined, and this control is terminated. Thus, the air conditioner ECU 61 determines the operation of the electric water pump 32 according to the cooling water temperature and the operation and stop of the indoor blower 16.

  As described above, in the vehicle air conditioner 100 according to the present embodiment, when the vehicle is started from the parking state to the traveling state by the operation of an operator such as an occupant, the blowing mode is the differential mode (anti-fogging mode) and the outside When the air temperature is equal to or higher than a predetermined temperature (for example, 15 degrees Celsius), the compressor 41 is driven and output of the request signal of the engine 50 is prohibited (engine prohibition flag = 1 is set). Conventionally, in the differential mode, when the vehicle is in a running state, an activation signal for requesting activation of the engine 50 is output regardless of the external environment, and a heat source is secured to remove window fogging. The reason for securing the heat source is that, in the differential mode, a higher blowing temperature is advantageous because it can raise the temperature of the window. However, when the outside air temperature is equal to or higher than the predetermined temperature, it is considered that the cooling water temperature of the engine 50 and the temperature of the window glass 49a are almost close to the outside air temperature. Therefore, even if the start request of the engine 50 is not permitted in the differential mode, Window fogging can be removed by a heat source of existing cooling water. Therefore, by operating the compressor 41 using the electric power of the motor generator 51 to dehumidify, it is possible to ensure window clearing, improve fuel consumption, reduce outside noise, and effectively use electric power.

  In this embodiment, the air conditioner ECU 61 prohibits switching to the inside air introduction mode in which the inside air is circulated by the operation of the operator while the output of the request signal is prohibited (when the engine prohibition flag is 1) ( (See FIG. 5). In the inside air introduction mode, compared with the outside air introduction mode in which outside air is introduced, the humidity of the blowing air for anti-fogging increases and window fogging easily occurs. Therefore, by prohibiting the inside air introduction mode, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Further, in the present embodiment, the air conditioner ECU 61 prohibits the operation of the compressor 41 from being stopped by the operator's operation while prohibiting the output of the request signal (while the engine prohibition flag is 1) (see FIG. 6). . When the compressor 41 is stopped, the humidity of the blown air for preventing fogging increases, and window fogging easily occurs. Therefore, by maintaining the state in which the compressor 41 is operating, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Further, in the present embodiment, the air conditioner ECU 61 controls the blower 16 that is an air conditioner blower so that the blown air amount becomes a predetermined amount or more while the output of the request signal is prohibited (while the engine prohibition flag is 1). (See FIG. 4). By maintaining the air flow rate at a predetermined level or more, the ventilation rate in the blowout mode increases, and condensation on the window glass 49a hardly occurs. Therefore, it is possible to more effectively realize window clearability, fuel efficiency improvement, vehicle exterior noise reduction, and effective use of charging power.

  Further, in the present embodiment, the air conditioner ECU 61 prohibits a decrease in the air flow rate of the blower 16 due to the operation of the operator while the output of the request signal is prohibited (when the engine prohibition flag is 1) (see FIG. 4). . When the air flow rate is reduced, the ventilation rate is reduced and condensation on the window glass 49a is likely to occur. Therefore, by prohibiting a reduction in the amount of air blown by the operator's operation, it is possible to more effectively realize window clearability, improved fuel efficiency, reduced vehicle exterior noise, and effective use of charging power.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 9 is a flowchart showing details of the required water temperature determination process of the second embodiment. This embodiment is characterized in that a part of the required water temperature determination process is different from that of the first embodiment described above.

  The required water temperature determination process (step S9 in FIG. 3) is specifically a step that is executed according to FIG. 9 and determines the required water temperature. As shown in FIG. 9, when this control starts, the same steps S90 and S91 as in FIG. 7 are performed, and the process proceeds to step S92A.

In step S92A, an engine ON request is determined using the map shown in step S92A, and this control is terminated. Regarding the engine ON request for output, f (TW) determined in step S91 is generally followed. However, in the case indicated by a thick frame, that is, the outlet = DEF mode, the vehicle mode = EV traveling mode, TAO = 20 ° C. or higher, f When (TW) = ON, the engine is normally allowed to be turned on. However, when the room temperature is 15 degrees Celsius or higher and the amount of solar radiation is 500 W / m ² or higher, the engine is not allowed to be turned on. At this time, the engine prohibition flag = 1 is set.

By such a required water temperature determination process, in the DEF mode, it is usually advantageous that the blowout temperature is higher, so that the window temperature can be increased. However, in the PHV, when warm air is required, even when the vehicle is fully charged Since the engine is turned on, the user feels uncomfortable and it is difficult to use the charged power for driving. Therefore, when the room temperature is equal to or higher than a predetermined temperature (for example, 15 degrees Celsius or higher) and the amount of solar radiation is equal to or higher than a predetermined amount (for example, 500 W / m ² or higher), the water temperature and the glass temperature are considered to be close to the outside air temperature. Therefore, without permitting the engine ON request in the DEF mode when the outside air temperature is equal to or higher than the predetermined temperature, the compressor 41 is operated (see FIG. 6) to dehumidify, thereby ensuring window clearness and improving fuel consumption and reducing vehicle exterior noise. The charging power can be used effectively.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the first embodiment described above, the rotation speed of the compressor 41 may be configured such that an AC voltage whose frequency is adjusted by an inverter is applied and the rotation speed of the electric motor is controlled.

  Moreover, you may make it provide a PTC (Positive Temperature Coefficient) heater as an electric auxiliary heat source which can further heat air behind the heater core 34 of 1st Embodiment. The PTC heater includes an energization heat generating element portion, and generates heat when the energization heat generation element portion is energized to warm surrounding air. This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.).

1 ... Refrigeration cycle
7 ... Evaporator (cooling heat exchanger)
DESCRIPTION OF SYMBOLS 10 ... Air-conditioning case 10a ... Ventilation path 11 ... Inside air inlet (air intake)
12 ... Outside air inlet (air intake)
13 ... Inside / outside air switching door 14 ... Blower unit (blower for air conditioning)
18a ... Defroster outlet (multiple outlets)
19 ... Face opening 19a ... Face outlet (multiple outlets)
20 ... Foot opening 20a ... Foot outlet (multiple outlets)
34 ... Heater core (heat exchanger for heating)
DESCRIPTION OF SYMBOLS 41 ... Compressor 49a ... Window glass 50 ... Engine 61 ... Air-conditioner ECU (control means)
71 ... Inside air sensor (inside air temperature detecting means)
72. Outside air sensor (outside air temperature detecting means)
73 ... Solar radiation sensor (irradiance detection means)
100 ... Vehicle air conditioner

Claims (6)

A vehicle air conditioner (100) for air-conditioning a vehicle interior by controlling a refrigerant flow in cycle (1) and starting an engine (50) mounted on the vehicle in a vehicle on which an in-vehicle power storage device is mounted. ,
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a-20a) through which air toward the passenger compartment passes is formed on the other side, the air An air conditioning case having a ventilation path through which the blown air passes between the intake and the outlet;
An air conditioner blower (14) for blowing air to the ventilation path of the air conditioning case;
A compressor (41) that uses the electric power of the in-vehicle power storage device as one of the power sources, and sucks and discharges the refrigerant circulating in the cycle;
A cooling heat exchanger (7) that is provided in the air conditioning case and that evaporates the refrigerant circulating in the cycle and cools the air blown into the vehicle interior;
A heat exchanger (34) for heating that is provided in the air-conditioning case and heats the air blown into the passenger compartment by using the cooling water of the engine as a heat source;
An outside air temperature detecting means (72) for detecting the outside air temperature outside the passenger compartment;
A refrigerant discharge amount of the compressor, and control means (61) for requesting start and stop of the engine,
The control means is an anti-fogging mode in which the blowing air blowing mode removes fogging of the vehicle window and the outside air temperature is a predetermined temperature when the vehicle is started from a parked state to a travelable state by an operator's operation. In the above case, the vehicle air conditioner is characterized in that the compressor is driven and the output of a request signal for requesting the start of the engine is prohibited. A vehicle air conditioner (100) for air-conditioning a vehicle interior by controlling a refrigerant flow in cycle (1) and starting an engine (50) mounted on the vehicle in a vehicle on which an in-vehicle power storage device is mounted. ,
An air conditioning case (10) in which an air intake (11, 12) is formed on one side and a plurality of air outlets (18a-20a) through which air toward the passenger compartment passes is formed on the other side, the air An air conditioning case having a ventilation path through which the blown air passes between the intake and the outlet;
An air conditioner blower (14) for blowing air to the ventilation path of the air conditioning case;
A compressor (41) that uses the electric power of the in-vehicle power storage device as one of the power sources, and sucks and discharges the refrigerant circulating in the cycle;
A cooling heat exchanger (7) that is provided in the air conditioning case and that evaporates the refrigerant circulating in the cycle and cools the air blown into the vehicle interior;
A heat exchanger (34) for heating that is provided in the air-conditioning case and heats the air blown into the passenger compartment by using the cooling water of the engine as a heat source;
An internal air temperature detecting means (71) for detecting the internal air temperature in the passenger compartment;
A solar radiation amount detecting means (73) for detecting the solar radiation amount;
A refrigerant discharge amount of the compressor, and control means (61) for requesting start and stop of the engine,
The control means is an anti-fogging mode in which the blowing mode of the blown air removes fogging of the window of the vehicle when the vehicle is started from a parked state to a travelable state by an operator's operation, and the inside air temperature is predetermined. An air conditioner for a vehicle characterized in that when the temperature is equal to or higher than the temperature and the amount of solar radiation is equal to or higher than a predetermined amount, the compressor is driven and output of a request signal for requesting start of the engine is prohibited.   The control means prohibits switching of the blowing mode from an anti-fogging mode to an inside air introduction mode for circulating inside air by an operation of an operator while the output of the request signal is prohibited. The vehicle air conditioner according to 1 or 2.   The said control means prohibits the operation stop of the said compressor by operation of an operator, while prohibiting the output of the said request signal, The Claim 1 characterized by the above-mentioned. Vehicle air conditioner.   5. The air-conditioning blower according to claim 1, wherein the control unit controls the air-conditioning blower so that the blown air amount becomes a predetermined amount or more while the output of the request signal is prohibited. The vehicle air conditioner described in 1.   6. The control device according to claim 1, wherein while the output of the request signal is prohibited, the control unit prohibits a decrease in the air flow rate of the air-conditioning blower by an operator's operation. The vehicle air conditioner described.

Images