JP2014054931A - Vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioner capable of effectively attaining an energy consumption reduction effect by switching to an economy operation mode.SOLUTION: Executed-operation-mode determination means for determining an executed operation mode out of a normal operation mode for prioritizing the passenger' feeling of air conditioning and an economy operation mode for prioritizing reduction in energy consumed for air conditioning determines that the executed operation mode is the economy operation mode at a time of staring a vehicle system. It is thereby possible to effectively attain an effect of reducing energy consumption since a vehicle is driven in the economy operation mode without passenger's operating an economy switch 60a to select the economy operation mode.

Description

  The present invention relates to a vehicle air conditioner having an operation mode that prioritizes reduction of energy consumed for air conditioning.

  Conventionally, priority is given to an operation mode (hereinafter referred to as a normal operation mode) in which the passenger compartment is air-conditioned while giving priority to improving the air-conditioning feeling of the occupant, and to a reduction in energy consumed for the passenger compartment air-conditioning over the normal operation mode. 2. Description of the Related Art A vehicle air conditioner configured to be switchable between an operation mode (hereinafter referred to as an economy operation mode) is known.

  For example, the vehicle air conditioner disclosed in Patent Document 1 includes an economy switch that selects a normal operation mode or an economy operation mode by an occupant's operation, and when the economy operation mode is selected by the economy switch, The energy consumed for air conditioning is reduced by means such as reducing the frequency of operating the engine to heat engine cooling water as a heat source.

Japanese Patent No. 4382761

  However, in the vehicle air conditioner disclosed in Patent Document 1, the normal operation mode is continued unless the occupant selects the economy operation mode using the economy switch, so that an energy saving effect can be obtained by switching to the economy operation mode. Can not.

  Therefore, for example, when the vehicle air conditioner disclosed in Patent Document 1 is mounted on an electric vehicle and air conditioning is performed by consuming electric power stored in an in-vehicle battery, an occupant performs an operation of selecting an economy operation mode using an economy switch. Otherwise, there is a concern that the remaining amount of electricity stored in the battery will decrease at a rate faster than the passenger's expectation and the vehicle cruising distance will be shortened.

  In view of the above points, an object of the present invention is to effectively obtain an energy saving effect by switching to an operation mode that prioritizes reduction of energy consumed for air conditioning.

The present invention has been devised to achieve the above object, and in the invention according to claim 1, the normal operation mode for air conditioning the vehicle interior and the consumption for performing air conditioning for the normal operation mode are provided. A vehicle air conditioner configured to be switchable between an economy operation mode in which priority is given to energy reduction,
An operation mode selection means (60a) for selecting one of a normal operation mode and an economy operation mode by an occupant operation, and an execution operation mode determination for determining an actual operation mode to be actually executed out of the normal operation mode and the economy operation mode. Means (S5),
The execution operation mode determining means (S5) determines the execution operation mode to the economy operation mode when the vehicle system is activated.

  According to this, at the time of starting the vehicle system, the execution operation mode determining means (S5) determines the execution operation mode to the economy operation mode, so that the occupant does not have to perform the selection operation by the operation mode selection means (60a). Operation in economy operation mode is executed. As a result, it is possible to effectively obtain the energy consumption reduction effect by switching to the economy operation mode.

  Further, when the operation mode selection means (60a) is operated after the vehicle system is activated, the execution operation mode determination means (S5) changes the execution operation mode to the operation mode selected by the operation mode selection means (60a). It may be determined. According to this, it is possible to execute the operation in the normal operation mode in which priority is given to the improvement of the air conditioning feeling in response to the passenger's request after the vehicle system is activated.

  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 for determining an operation mode among control processing of the air-conditioner for vehicles of a 1st embodiment. It is a flowchart for determining an air blower voltage among the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart for determining the rotation speed of a compressor among the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart for determining a request signal among control processing of the air-conditioner for vehicles of a 1st embodiment. It is a flowchart for determining the operating state of a water pump among the control processing of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram of the vehicle air conditioner of 2nd Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. The vehicle air conditioner 1 of the present embodiment is applied to a hybrid vehicle that can obtain driving force for traveling from both an internal combustion engine (engine) EG and a traveling electric motor. Further, the hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle that can charge the battery B with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

  In this plug-in hybrid vehicle, the battery B is charged from an external power source when the vehicle stops before the vehicle starts running, so that the remaining battery charge SOC of the battery B is determined in advance as when starting running. When this is the case, the EV traveling mode in which the vehicle travels mainly by the driving force of the traveling electric motor is set. On the other hand, when the remaining charge SOC of the battery B is lower than the reference remaining charge for traveling while the vehicle is traveling, the vehicle is in the HV traveling mode that travels mainly by the driving force of the engine EG.

  More specifically, the EV travel mode is a travel mode in which the vehicle travels mainly by the driving force output by the travel electric motor. When the vehicle travel load becomes high, the engine EG is operated. Assist the electric motor for traveling. That is, this is a traveling mode in which the traveling driving force (motor side driving force) output from the traveling electric motor is larger than the traveling driving force (internal combustion engine side driving force) output from the engine EG.

  On the other hand, the HV traveling mode is a traveling mode in which the vehicle travels mainly by the driving force output by the engine EG. When the vehicle traveling load becomes high, the traveling electric motor is operated to operate the engine EG. Assist. That is, this is a traveling mode in which the internal combustion engine side driving force is greater than the motor side driving force.

  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 travel mode and the HV travel mode in this way. This suppresses vehicle fuel efficiency. The switching between the EV traveling mode and the HV traveling mode is controlled by a driving force control device 70 described later.

  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 by the generator 80 and the electric power supplied from the external power source can be stored in the battery B, and the electric power stored in the battery B 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 is demonstrated using FIG. 1, FIG. The vehicle air conditioner 1 according to the present embodiment has a heat pump cycle (vapor compression refrigeration cycle) 10 as temperature adjusting means for adjusting the temperature of the blown air blown into the passenger compartment, and the temperature is adjusted by the heat pump cycle 10. An indoor air conditioning unit 30 for blowing blown air into the vehicle interior and an air conditioning control device 50 for controlling the operation of various electric components of the vehicle air conditioner 1 are provided.

  First, the heat pump cycle 10 includes a refrigerant circuit during heating operation that heats blown air to heat the vehicle interior, a refrigerant circuit during cooling operation that cools the blown air and cools the vehicle interior, and blown air that is cooled and dehumidified When defrosting occurs in the refrigerant circuit during the dehumidifying and heating operation that deheats and heats the interior of the vehicle, and the outdoor heat exchanger 16 that functions as an evaporator that evaporates the refrigerant during the heating operation, this is removed. The refrigerant circuit can be switched to a defrosting operation for frosting.

  In FIG. 1, the flow of the refrigerant when switched to the refrigerant circuit during the heating operation is indicated by a white arrow, the flow of the refrigerant when switched to the refrigerant circuit during the cooling operation is indicated by a black arrow, and dehumidifying heating The refrigerant flow at the time of switching to the refrigerant circuit at the time of operation is indicated by hatched arrows, and the refrigerant flow at the time of switching to the refrigerant circuit at the time of the defrosting operation is indicated by hatched arrows.

  The heat pump cycle 10 includes a compressor 11 that compresses and discharges refrigerant, an indoor condenser 13 and an indoor evaporator 18 that serve as indoor heat exchangers that heat or cool blown air, and heating that serves as decompression means that decompresses and expands the refrigerant. A fixed throttle 14, a cooling fixed throttle 17, and an on-off valve 15a as a refrigerant circuit switching means and a three-way valve 20 are provided.

  The heat pump cycle 10 employs an HFC refrigerant (specifically, R134a) as a refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the refrigerant critical pressure. ing. Of course, you may employ | adopt HFO type refrigerant | coolants (for example, R1234yf). Furthermore, refrigeration oil for lubricating the compressor 11 is mixed in the refrigerant, and a part of the refrigeration oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed inside a vehicle hood outside the passenger compartment, and sucks refrigerant in the heat pump cycle 10 and compresses and discharges it. A fixed displacement type compression mechanism 11a having a fixed discharge capacity is used as an electric motor 11b. It is comprised as an electric compressor which drives. Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a.

  The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the 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 frequency (rotation speed) control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the indoor condenser 13 is connected to the discharge port side of the compressor 11. The indoor condenser 13 is disposed in a casing 31 that forms an air passage for the blown air blown into the vehicle interior in the indoor air conditioning unit 30 and blows air by exchanging heat between the refrigerant circulating in the interior and the blown air. It is a heat exchanger for heating which heats air.

  The refrigerant outlet side of the indoor condenser 13 is connected to the refrigerant inlet side of the outdoor heat exchanger 16 via a heating fixed throttle 14 that depressurizes the refrigerant during heating operation. As the heating fixed throttle 14, an orifice, a capillary tube or the like can be adopted. Of course, a variable throttle mechanism such as an electric expansion valve with a fully open function may be employed without being limited to a fixed throttle as long as the function of reducing the pressure of the refrigerant during the heating operation can be exhibited.

  Further, in the present embodiment, a bypass passage 15 is provided that guides the refrigerant flowing out of the indoor condenser 13 to the refrigerant inlet side of the outdoor heat exchanger 16 by bypassing the heating fixed throttle 14. An opening / closing valve 15 a for opening and closing the bypass passage 15 is disposed in the bypass passage 15.

  The on-off valve 15a constitutes a refrigerant circuit at the time of cooling operation, a refrigerant circuit at the time of heating operation, a refrigerant circuit at the time of dehumidifying heating operation, and a refrigerant circuit switching means for switching the refrigerant circuit at the time of defrosting operation. This is a solenoid valve whose operation is controlled by a control signal output from 50. Specifically, the on-off valve 15a of the present embodiment opens during cooling operation and defrosting operation, and closes during heating operation and dehumidifying heating operation.

  Note that the pressure loss that occurs when the refrigerant passes through the bypass passage 15 with the on-off valve 15a open is in contrast to the pressure loss that occurs when the refrigerant passes through the heating fixed throttle 14 with the on-off valve 15a closed. And very small. Accordingly, when the on-off valve 15 a is open, almost the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 flows to the refrigerant inlet side of the outdoor heat exchanger 16 through the bypass passage 15.

  The outdoor heat exchanger 16 is disposed in the vehicle bonnet, and exchanges heat between the refrigerant on the downstream side of the indoor condenser 13 that circulates inside and the air outside the vehicle (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

  A three-way valve 20 is connected to the refrigerant outlet side of the outdoor heat exchanger 16. This three-way valve 20 constitutes a refrigerant circuit switching means for switching the refrigerant circuit at the time of each operation described above together with the on-off valve 15a, and an electric type whose operation is controlled by a control signal output from the air conditioning control device 50. This is a three-way valve.

  Specifically, the three-way valve 20 of the present embodiment switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 during cooling operation and dehumidifying heating operation. During the defrosting operation, the refrigerant circuit is switched to a refrigerant circuit connecting the refrigerant outlet side of the outdoor heat exchanger 16 and the refrigerant inlet side of the accumulator 19 arranged on the suction port side of the compressor 11.

  The basic configuration of the cooling fixed throttle 17 is the same as that of the heating fixed throttle 14. The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet side of the cooling fixed throttle 17. The indoor evaporator 18 is arranged in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 13, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger for cooling.

  The inlet side of the accumulator 19 is connected to the refrigerant outlet side of the indoor evaporator 18. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess refrigerant in the cycle. Further, the suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

  Next, the indoor air conditioning unit 30 will be described. The indoor air-conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the above-described indoor evaporator 18, the indoor condenser 13, air, and the like are formed in a casing 31 that forms the outer shell. The mix door 34 and the like are accommodated.

  The casing 31 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength, and forms an air passage for blown air to be blown into the vehicle interior. An inside / outside air switching device 33 as an inside / outside air switching means for switching and introducing the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) into the casing 31 is arranged on the most upstream side of the blast air flow of the casing 31. Yes.

  The inside / outside air switching device 33 adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 31 and the outside air introduction port through which the outside air is introduced, by the inside / outside air switching door, and the air volume between the inside air volume and the outside air volume. The ratio is continuously changed. The inside / outside air switching door is driven by an electric actuator 62 for the inside / outside air switching door, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  On the downstream side of the air flow of the inside / outside air switching device 33, a blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  The indoor evaporator 18 is disposed on the downstream side of the air flow of the blower 32. Further, on the downstream side of the air flow of the indoor evaporator 18 in the casing 31, an air passage such as a cooling cold air passage 35 a and a cold air bypass passage 35 b for flowing air after passing through the indoor evaporator 18, and a heating cold air passage 35 a and A mixing space 36 for mixing the air that has flowed out of the cold air bypass passage 35b is formed.

  In the heating cool air passage 35a, a heater core 46 for heating the air after passing through the indoor evaporator 18, the above-described indoor condenser 13, and the PTC heater 47 are arranged in this order in the air flow direction. . The heater core 46 is a heat exchanger for heating that heat-exchanges the cooling air (heat medium) for cooling the engine EG and the blown air after passing through the indoor evaporator 18 to heat the blown air after passing through the indoor evaporator 18. is there.

  The heater core 46 and the engine EG are connected by a cooling water pipe, and a cooling water circuit 40 is configured in which the cooling water circulates between the heater core 46 and the engine EG. The cooling water circuit 40 is provided with a water pump 45 for circulating the cooling water. The water pump 45 is an electric water pump whose rotation speed (cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning controller 50.

  The PTC heater 47 is an electric heater as an auxiliary heating unit that has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element, and heats air after passing through the heater core 46. More specifically, the PTC heater 47 is composed of a plurality (three in this embodiment) of PTC heaters. In the present embodiment, the heating capacity of the PTC heater 47 as a whole is changed by changing the number of energizations.

  On the other hand, the cold air bypass passage 35 b is an air passage for guiding the air after passing through the indoor evaporator 18 to the mixing space 36 without passing through the heater core 46 and the PTC heater 47. Accordingly, the temperature of the blown air mixed in the mixing space 36 varies depending on the air volume ratio of the air passing through the heating cool air passage 35a and the air passing through the cold air bypass passage 35b.

  Therefore, in the present embodiment, the cool air that flows into the cooling air passage 35a and the cooling air bypass passage 35b on the downstream side of the air flow in the indoor evaporator 18 and on the inlet side of the cooling air passage 35a and the cooling air bypass passage 35b. An air mix door 34 that continuously changes the air volume ratio is disposed. Therefore, the air mix door 34 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 36 (the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 34 is configured to include a rotary shaft driven by the electric actuator 63 for the air mix door, and a plate-like door main body portion having a rotary shaft connected to one end thereof. The 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.

  Further, in the most downstream part of the air flow of the casing 31, blown air that has passed through the indoor condenser 13 or blown air that has passed through the cold air bypass passage that bypasses the indoor condenser 13 is blown out to the vehicle interior that is the air-conditioning target space. Opening holes are provided. Specifically, the opening hole includes a defroster opening hole 37a that blows conditioned air toward the inner surface of the vehicle front window glass, a face opening hole 37b that blows conditioned air toward the upper body of the passenger in the passenger compartment, and the feet of the passenger The foot opening hole 37c which blows air-conditioning wind toward is provided.

  The air flow downstream sides of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c are respectively connected to a face air outlet, a foot air outlet, and a defroster air outlet provided in the vehicle interior via ducts that form air passages. It is connected to an outlet (both not shown).

  Further, on the upstream side of the air flow of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c, the opening areas of the defroster door 38a and the face opening hole 37b for adjusting the opening area of the defroster opening hole 37a are adjusted. A foot door 38c for adjusting the opening area of the face door 38b and the foot opening hole 37c is disposed.

  The defroster door 38a, the face door 38b, and the foot door 38c constitute the outlet mode switching means for switching the outlet mode, and are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism or the like. It is connected and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning control device 50.

  In addition, as the air outlet mode switched by the air outlet mode switching means, the face air outlet is fully opened and air is blown out from the face air outlet toward the passenger's upper body, both the face air outlet and the foot air outlet. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot that fully opens the foot outlet and opens the defroster outlet by a small opening, and mainly blows air from the foot outlet. There is a mode and a foot defroster mode in which the foot outlet and the defroster outlet are opened to the same extent and air is blown out from both the foot outlet and the defroster outlet.

  Furthermore, it can also be set as the defroster mode which blows out air from a defroster blower outlet to the vehicle windshield inner surface by fully opening a defroster blower outlet by manual operation of the blower outlet mode changeover switch provided in the operation panel.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 and the driving force control device 70 are composed of a well-known microcomputer including a CPU, ROM, RAM and the like and peripheral circuits thereof, and perform various calculations and processing based on an air conditioning control program stored in the ROM. And control 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 various engine components, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  Further, on the input side of the driving force control device 70, a voltmeter for detecting the voltage VB between the terminals of the battery B, an ammeter for detecting the current ABin flowing into the battery B or the current ABout flowing from the battery B, 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.

  An air blower 32, an inverter 61 for the electric motor 11b of the compressor 11, a blower fan 16a, various electric actuators 62, 63, 64, a PTC heater 47, a water pump 45, and the like are connected to the output side of the air conditioning controller 50. Yes.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the cabin temperature Tr, an outside air sensor 52 (outside temperature detection means) that detects the outside temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the cabin. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 11 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 11 discharge refrigerant pressure Pd, and from the indoor evaporator 18. An evaporator temperature sensor 56 (evaporator temperature detection means) for detecting the blown air temperature (evaporator temperature) TE, a coolant temperature sensor 57 for detecting the coolant temperature TW of the coolant flowing out from the engine EG, and an outdoor heat exchanger Various air conditioning control sensors such as an outdoor heat exchanger temperature sensor 58 for detecting 16 outdoor unit temperatures Tout are connected.

  The discharge refrigerant pressure Pd of the present embodiment is the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the cooling fixed throttle 17 inlet side during the cooling operation, and during the heating operation, This is the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side to the heating fixed throttle 17 inlet side.

  Moreover, the evaporator temperature sensor 56 of this embodiment specifically detects the heat exchange fin temperature of the indoor evaporator 18. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other portions of the indoor evaporator 18 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 18. Means may be employed. The same applies to the outdoor heat exchanger temperature sensor 58.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Specifically, various air conditioning operation switches provided on the operation panel 60 include an operation switch of the vehicle air conditioner 1, an auto switch, an operation changeover switch, an air outlet mode changeover switch, an air volume setting switch of the blower 32, and an economy switch. 60a, a vehicle interior temperature setting switch 60b, a display unit for displaying the current operation state of the vehicle air conditioner 1, and the like are provided.

  The auto switch is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger. The vehicle interior temperature setting switch 60b is a target temperature setting means for setting a vehicle interior set temperature Tset, which is a target temperature in the vehicle interior, by an occupant's operation. The operation changeover switch is an operation changeover means for selecting a heating operation, a cooling operation, and a dehumidifying heating operation by the operation of the occupant.

  The economy switch 60a is an operation mode selection unit that selects one of the normal operation mode and the economy operation mode by the operation of the occupant. The normal operation mode is an operation mode in which air conditioning is prioritized to improve the feeling of air conditioning of the occupant, and the economy operation mode is an operation in which reduction of energy consumed for air conditioning has priority over the normal operation mode. Mode.

  In addition, the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected and 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 air conditioning control device 50 outputs an operation request signal for the engine EG to the driving force control device 70, so that the engine EG can be operated or the rotational speed of the engine EG can be changed.

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

  For example, in this embodiment, the structure which controls the action | operation of the electric actuator 64 for the air outlet mode door drive which drives each door 38a-38c which comprises the air outlet mode switching means among the air-conditioning control apparatuses 50 is an air outlet. A mode switching means 50a is configured. Furthermore, in this embodiment, the structure which performs transmission / reception of a control signal with the driving force control apparatus 70 and outputs the operation request signal of the engine EG constitutes the operation request signal output means 50b.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having 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. This control process starts when the operation switch of the vehicle air conditioner 1 is turned on. Each control step in FIGS. 3 to 8 constitutes various function realizing means of the air conditioning control device 50.

  First, in step S1 of FIG. 3, initialization such as initialization of flags and timers configured by the storage circuit of the air-conditioning control device 50, and initial positioning of the stepping motor that constitutes the electric actuator described above is performed. It should be noted that in the initialization in step S1, some of the flags and the calculated values are read out from the values stored at the previous stop of the vehicle air conditioner or the end of the vehicle system.

  In this embodiment, specifically, the outlet mode memorize | stored at the time of completion | finish of the last vehicle system is read. That is, the storage circuit of the air-conditioning control device 50 according to the present embodiment functions as an outlet mode storage unit that stores an outlet mode at the end of the vehicle system.

  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 set temperature Tset that is set by the vehicle interior temperature setting switch 60b, a suction port mode switch setting signal, an economy switch 60a operation signal, and the like.

  Next, in step S3, a vehicle environmental state signal used for air-conditioning control, that is, detection signals from the sensor groups 51 to 58 and the like are read. 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, a target blowing temperature TAO as a target temperature of the blown air blown into the vehicle interior is calculated. 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 temperature set by the vehicle interior temperature setting switch 60b, and Tr is detected by the internal air sensor 51. The vehicle interior temperature (inside air temperature), Tam is the outside air temperature detected by the outside air sensor 52, and 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.

  Next, in step S5, the operation mode and the refrigerant circuit are determined. More specifically, in step S5, an operation mode related to energy saving such as a normal operation mode or an economy operation mode, a refrigerant circuit during heating operation, a refrigerant circuit during cooling operation, a refrigerant circuit during dehumidification heating operation, or defrosting. A refrigerant circuit such as a refrigerant circuit during operation is determined.

  Regarding the determination of the operation mode relating to energy consumption in step S5, basically, the operation mode selected by the occupant with the economy switch 60a is determined as the execution operation mode that is actually executed. In the present embodiment, Further, when the vehicle system is activated, the execution operation mode is determined to be the economy operation mode. This control flow will be described with reference to FIG.

  First, in step S51, it is determined whether or not the start switch (IG switch) of the vehicle system has been changed from the non-input state (OFF) to the input state (ON) by an occupant operation. If it is not determined in step S51 that the start switch has been changed to ON, the process proceeds to step S6 without changing the execution operation mode that is actually executed.

  On the other hand, if it is determined in step S51 that the start switch has been changed to ON, the process proceeds to step S52. In step S52, it is determined whether or not customization cancellation is set. The customization cancellation is a setting for canceling that the operation mode of the vehicle air conditioner 1 becomes the economy operation mode when the vehicle system is started, and this setting is performed using a customization tool or the like possessed by a car dealer or the like. .

  If it is not determined in step S52 that the customization cancel is set, the process proceeds to step S53, the execution operation mode that is actually executed is determined as the economy operation mode, and the process proceeds to step S6. On the other hand, if it is determined in step S52 that customization cancellation has been set, the process proceeds to step S6 without changing the actually executed execution operation mode.

  As is apparent from the above description, the control step S5 of the present embodiment constitutes an execution operation mode determining means for determining an execution operation mode that is actually executed out of the normal operation mode and the economy operation mode.

  Although not shown in FIG. 4, the refrigerant circuit is basically determined to be a refrigerant circuit in which the occupant executes the operation selected by the operation changeover switch of the operation panel 60.

  Further, when it is determined that frost formation has occurred in the outdoor heat exchanger 16 during the heating operation, it is determined to switch to the refrigerant circuit for the defrosting operation. In addition, various methods can be employ | adopted for such determination of frost formation. For example, when the temperature detected by the temperature sensor that detects the temperature of the outdoor heat exchanger 16 becomes equal to or lower than a predetermined reference temperature set to 0 ° C. or lower, frost formation occurs in the outdoor heat exchanger 16. It may be determined that

  In subsequent steps S6 to S14, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S <b> 6, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower voltage (blower voltage) applied to the electric motor of the blower 32 is determined. Details of step S6 will be described with reference to FIG.

  In step S61, it is determined whether or not the auto switch of the operation panel 60 is turned on. If it is determined in step S61 that the auto switch is not turned on, the process proceeds to step S62, and a blower voltage that is a desired air volume for the occupant set by the air volume setting switch of the operation panel 60 is determined, and step S7 is performed. Proceed to

  Specifically, the air volume setting switch of the present embodiment can set five stages of air volume of Lo → M1 → M2 → M3 → Hi, and the blower voltage is set in the order of 4V → 6V → 8V → 10V → 12V. Determined to be higher.

  On the other hand, if it is determined in step S61 that the auto switch is turned on, the process proceeds to step S63, and the target air temperature determined in step S4 is referred to with reference to the control map stored in advance in the air conditioning controller 50. A first temporary blower level f (TAO) is determined based on TAO. In other words, the upper limit value of the operating rate (fan capacity) of the blower 32 is determined based on the air conditioning heat load.

  More specifically, as shown in the control characteristic diagram described in step S63 of FIG. 5, the first temporary blower level f (() in the extremely low temperature region (maximum cooling region) and the extremely high temperature region (maximum heating region) of TAO. TAO) is set to the maximum value, and the air volume of the blower 32 is controlled in the vicinity of the maximum air volume. Further, when TAO rises from the extremely low temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is lowered according to the rise in TAO, and the air volume of the blower 32 is reduced.

  Further, when TAO decreases from the extremely high temperature region toward the intermediate temperature region, the first temporary blower level f (TAO) is decreased according to the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the first temporary blower level f (TAO) is set to the minimum value, and the air volume of the blower 32 is set to the minimum value.

  In the control characteristic diagram of control step S63 in FIG. 5, the control characteristic in the normal operation mode of the operation panel 60 is indicated by a thick solid line, and the control characteristic in the economy operation mode is indicated by a thick broken line. As is apparent from this control characteristic diagram, in the economy operation mode, the first temporary blower level f (TAO) is set to a lower value than in the normal operation mode, and is consumed for air conditioning the vehicle interior. Energy (electric energy) is reduced.

  In subsequent step S64, the second temporary blower level f (TW) is determined based on the coolant temperature TW detected by the coolant temperature sensor 57 with reference to the control map stored in advance in the air conditioning controller 50. More specifically, in step S64, as shown in the control characteristic diagram described in step S64 of FIG. 5, the second temporary blower level f (TW) is increased as the cooling water temperature TW increases. Yes.

  In step S64, the cooling water temperature TW and the second temporary blower level f (TW) may be changed according to the number of operating PTC heaters 47. For example, the second temporary blower level f (TW) at the same cooling water temperature TW may be determined to decrease as the number of operating PTC heaters 47 increases.

  Thereby, when the temperature of the cooling water flowing through the heater core 46 is low and the blower air cannot be sufficiently heated by the heater core 46, the air volume of the blower 32 can be reduced. Therefore, it can suppress that the ventilation air which is not fully heated at the time of heating operation etc. is blown out into a vehicle interior, and a passenger's heating feeling deteriorates.

  In subsequent step S65, it is determined whether or not the outlet mode determined in step S8 described later is any one of the foot mode, the bi-level mode, and the foot defroster mode. If it is determined in step S65 that the outlet mode is any one of the foot mode, the bi-level mode, and the foot defroster mode, the process proceeds to step S66.

  In step S66, the first temporary blower level f (TAO) determined in step S63 is compared with the second temporary blower level f (TW) determined in step S64, and the smaller value is determined as the blower level. The process proceeds to step S67. In step S67, based on the blower level determined in step S66, the blower voltage is determined with reference to the control map stored in advance in the air conditioning control device 50, and the process proceeds to step S7.

  On the other hand, if it is determined in step S65 that the outlet mode is not any of the foot mode, the bi-level mode, and the foot defroster mode, the process proceeds to step S68. In step S68, the first temporary blower level f (TAO) determined in step S63 is determined as the blower level, and the process proceeds to step S69.

  Here, if it is determined in step S65 that the outlet mode is not any of the foot mode, the bi-level mode, and the foot defroster mode, it means that the vehicle interior is not heated. Therefore, in step S68, the air conditioning heat load is not used without using the second temporary blower level f (TW) determined to suppress the deterioration of the passenger's heating feeling when the cooling water temperature TW is low. The blower level is determined using the first temporary blower level f (TAO) determined based on the above.

  In step S69, just as in step S67, the blower voltage is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the blower level determined in step S68, and the process proceeds to step S7. .

  Next, in step S7, the control signal output to the suction port mode, that is, the electric actuator 62 for the inside / outside air switching door is determined. The suction port mode is determined with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. In the present embodiment, the outside air mode for introducing outside air is basically given priority, but the inside air mode for introducing inside air is selected when the target blowing temperature TAO is in a very low temperature range and high cooling performance is desired. The

  Next, in step S8, a control signal to be output to the electric actuator 64 for driving the outlet mode, that is, the outlet mode door is determined. The air outlet mode is determined based on the target air outlet temperature TAO with reference to a control map stored in the air conditioning controller 50 in advance. In the present embodiment, as the target outlet temperature TAO rises from the low temperature region to the high temperature region, the outlet mode is sequentially switched from the foot mode to the bilevel mode to the face mode. Accordingly, the face mode is mainly selected in the summer, the bi-level mode is mainly selected in the spring and autumn, and the foot mode is mainly selected in the winter.

  Next, in step S9, the opening degree of the air mix door 34, that is, the control signal output to the electric actuator 63 for the air mix door is determined. In the present embodiment, during the heating operation, the air mix door 34 is displaced so that the total air volume of the blown air after passing through the indoor evaporator 18 flows into the heating cool air passage 35a, and during the defrosting operation, the indoor evaporator 18 is displaced. The air mix door 34 is displaced so that the total air volume of the blown air after passing flows into the cold air passage 35a for heating.

  Further, during the cooling operation and the dehumidifying heating operation, the air mix door 34 is displaced so that the temperature TAV of the blown air blown into the room approaches the target blowing temperature TAO. Note that a value calculated from the evaporator temperature Te and the discharge refrigerant temperature Td can be used as the temperature TAV of the blown air. Of course, a blown air temperature detecting means for detecting the temperature of the blown air blown into the passenger compartment may be provided, and the value detected thereby may be used as the blown air temperature TAV.

  Next, in step S10, the refrigerant discharge capacity of the compressor 11, that is, the rotation speed of the compressor 11 is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, during the cooling operation, the target blowout temperature of the refrigerant evaporation temperature (evaporator temperature) Te in the indoor evaporator 18 is referred to based on the target blowout temperature TAO or the like with reference to a control map stored in the air conditioning controller 50 in advance. Determine TEO.

  Then, 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− (En− ()) obtained by subtracting the previously calculated deviation En−1 from the currently calculated deviation En. En-1)), and based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance, the rotational speed change amount Δf_C with respect to the previous compressor rotational speed fCn-1 is calculated. Ask.

  Further, during the heating operation, the target high pressure PDO of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd 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 like. .

  Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge side refrigerant pressure Pd is calculated, and a deviation change rate Pdot (Pn− (Pn− ( Pn-1)) is used to calculate the rotational speed change amount Δf_H with respect to the previous compressor rotational speed fHn-1 based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance. Ask.

  Details of the control in step S10 will be described with reference to FIG. First, in step S101, a rotational speed change amount Δf_C during cooling operation is obtained. Step S101 in FIG. 6 describes a fuzzy rule table used as a rule. In this rule table, Δf_C is determined based on the above-described deviation En and deviation change rate Edot so that frosting of the indoor evaporator 26 is prevented.

  In step S102, the rotation speed change amount Δf_H during the heating operation and the dehumidifying heating operation is obtained. Step S102 in FIG. 6 describes a fuzzy rule table used as a rule. In this rule table, Δf_H is determined so as to prevent an abnormal increase in the high-pressure side refrigerant pressure Pd based on the above-described deviation Pn and deviation change rate Pdot.

  Next, in step S103, it is determined whether or not the refrigerant circuit determined in step S5 is a refrigerant circuit during cooling operation. When it is determined in step S103 that the refrigerant circuit determined in step S5 is a refrigerant circuit during cooling operation, the process proceeds to step S104, and Δf_C is determined as the rotation speed change amount Δf of the compressor 11, Proceed to step S106.

  On the other hand, if it is determined in step S103 that the refrigerant circuit determined in step S5 is not a refrigerant circuit during cooling operation, the process proceeds to step S105, and Δf_H is determined as the rotation speed change amount Δf of the compressor 11, Proceed to step S106. In step S106, it is determined whether or not the execution operation mode is the economy operation mode.

  In step S106, if the economy operation mode is not set, the process proceeds to step S107, and the upper limit value (MAX rotation number) of the compressor 11 is set to 10000 rpm. If the economy operation mode is set, step S108 is performed. The upper limit value (MAX rotation speed) of the rotation speed of the compressor 11 is set to 7000 rpm. That is, in the present embodiment, in the economy operation mode, the energy (electric energy) consumed for air conditioning the vehicle interior is reduced by lowering the upper limit value of the rotation speed of the compressor 11 than in the normal operation mode. Yes.

  In the next step S109, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value (MAX rotational speed) of the rotational speed of the compressor 11, and the smaller value is obtained. Is determined as the current compressor speed fn, and the process proceeds to step S11. The determination of the compressor speed fn in step S10 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).

  Next, in step S11, the number of operating PTC heaters 47 is determined. Specifically, the number of operating PTC heaters 47 depends on the cooling water temperature TW when the temperature of the blown air is lower than the target blowing temperature TAO even if the target opening degree SW of the air mix door 34 is 100%. To decide.

  Specifically, when the cooling water temperature TW is in the increasing process, it is determined that the number of operations decreases as the cooling water temperature TW increases, and when the cooling water temperature is in the decreasing process, the cooling water temperature The operation number is determined to increase as TW decreases. Of course, control hunting may be prevented by providing a hysteresis width at the reference temperature of the coolant temperature TW that determines the number of operations in the ascending process and descending process.

  Next, in step S12, 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 (ON request signal), an engine EG operation stop signal (OFF 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 46.

  On the other hand, in the plug-in hybrid vehicle according to the present embodiment, when traveling in the EV traveling mode, the traveling drive force may be obtained only from the traveling electric motor. Even in the HV traveling mode, the assist amount of the traveling electric motor may increase and the output of the engine EG may decrease. For this reason, even if a high heating capacity is required, the cooling water temperature TW may not rise until it reaches a temperature sufficient as a heat source for heating.

  Therefore, in the vehicle air conditioner 1 of the present embodiment, the cooling water temperature is high when the cooling water temperature TW does not rise to a sufficient temperature as a heating heat source even though a high heating capacity is required. In order to raise TW, a request signal is output from the air conditioning control device 50 to the driving force control device 70 so as to operate the engine EG at a predetermined rotational speed. Thus, the engine EG is operated to increase the coolant temperature TW.

  Details of step S12 will be described with reference to the flowchart of FIG. In addition, this control step S11 is performed when the refrigerant circuit of the heat pump cycle 10 is determined as the refrigerant circuit at the time of heating operation.

  First, in step S121, a determination threshold value used for determining whether to output an engine EG operation request signal or an operation stop signal based on the coolant temperature TW is determined. Specifically, the engine ON water temperature is determined as a threshold value that is a determination criterion for determining that an operation request signal is output, and the engine OFF water temperature is determined as a threshold value that is a determination criterion for determining that an operation stop signal is output.

  In other words, the engine OFF water temperature is a value that becomes the upper limit temperature when the driving force control device 70 operates the engine EG to raise the cooling water temperature TW. That is, the driving force control device 70 operates the engine EG until the cooling water temperature TW reaches the engine OFF water temperature when raising the cooling water temperature TW.

  Specifically, the engine OFF water temperature is the smaller one of the cooling water temperature TWD desirable for the vehicle air conditioner 1 to exhibit sufficient heating capacity and a predetermined reference temperature (70 ° C. in the present embodiment). Determine the value of.

Here, the cooling water temperature TWD desirable for the vehicle air conditioner 1 to exhibit a sufficient heating capacity is calculated using the following formula F2.
TWD = {(TAO−ΔTptc) − (TE × 0.2)} / 0.8 (F2)
Note that ΔTptc was contributed by the amount of heat generated by the PTC heater 47 out of the amount of increase in the blown temperature due to the operation of the PTC heater 47, that is, the temperature of the air blown from the respective outlets 24 to 26 into the vehicle interior (blowout temperature). The amount of temperature rise. This ΔTptc is set to a high value as the number of operating PTC heaters 47 increases. For example, if the number of PTC heaters 47 is 0, ΔTptc = 0 ° C., if the number of operations is 1, ΔTptc = 3 ° C. If the number of operations is 2, ΔTptc = 6 ° C., the number of operations is 3 If so, ΔTptc = 9 ° C. is set.

  On the other hand, the engine ON water temperature is determined to be lower than the engine OFF water temperature by a predetermined value (5 ° C. in this embodiment) in order to prevent frequent engine ON / OFF. That is, this predetermined value is set as a hysteresis width for preventing control hunting.

  In the subsequent step S122, a temporary request signal flag f (TW) for determining whether to output an operation request signal or an operation stop signal for the engine EG is determined according to the coolant temperature TW. Specifically, if the cooling water temperature TW is lower than the engine ON water temperature determined in step S121, the provisional request signal flag f (TW) = ON is provisionally determined to output the operation request signal of the engine EG, and the cooling If the water temperature TW is higher than the engine OFF water temperature, the temporary request signal flag f (TW) = OFF is temporarily determined to output the engine EG operation stop signal.

  In subsequent step S123, control stored in the air conditioning control device 50 in advance based on the operation mode (execution operation mode) related to energy consumption, the target blowing temperature TAO, the temporary request signal flag f (TW), and the vehicle interior set temperature Tset. With reference to the map, a request signal output to driving force control device 70 is determined.

  Specifically, as described in step S123 of FIG. 7, the operation mode is other than the economy operation mode (that is, the normal operation mode), and the target blowing temperature TAO is a predetermined reference target temperature KTAO ( In this embodiment, if the temporary request signal flag f (TW) is ON, the engine EG is sent to the driving force control device 70 regardless of the vehicle interior set temperature Tset. It is determined to output an ON request signal requesting the operation of.

  In addition, the economy operation mode is set, the target blowing temperature TAO is equal to or higher than the reference temperature KTAO (in this embodiment, 20 ° C.), the temporary request signal flag f (TW) is ON, When the vehicle interior set temperature Tset is equal to or higher than a predetermined reference set temperature KTset (28 ° C. in the present embodiment), an ON request signal for requesting the operation of the engine EG is output to the driving force control device 70. To decide.

  Otherwise, it is determined to output an OFF request signal for requesting the driving force control device 70 to stop the engine EG, and the process proceeds to step S13.

  That is, in the control step S123, when the economy operation mode is set, it is determined that the ON request signal is output when the vehicle interior set temperature Tset is equal to or higher than the reference set temperature KTset. The frequency of outputting the ON request signal is lower than that in the operation mode. Thereby, the energy consumed for air conditioning is reduced.

  Next, in step S13, it is determined whether or not to operate the water pump 45 for circulating the cooling water between the heater core 46 and the engine EG in the cooling water circuit 40. Details of step S13 will be described with reference to the flowchart of FIG. First, in step S131, it is determined whether or not the coolant temperature TW is higher than the blown air temperature TE.

  In step S131, when the cooling water temperature TW is equal to or lower than the blown air temperature TE, the process proceeds to step S134, and it is determined to stop (OFF) the water pump 45. The reason is that if the cooling water is supplied to the heater core 46 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 46 cools the air after passing through the indoor evaporator 18. As a result, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature TW is higher than the blown air temperature TE in step S131, the process proceeds to step S132. In step S132, it is determined whether the blower 32 is operating. When it is determined in step S132 that the blower 32 is not operating, the process proceeds to step S134, and it is determined to stop (OFF) the water pump 45 for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S132, it progresses to step S133 and determines operating the water pump 45 (ON). As a result, the water pump 45 operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 46 and the air passing through the heater core 46 can be heat-exchanged to heat the blown air.

  Next, in step S14, the operating state of the refrigerant circuit switching means, that is, the operating states of the on-off valve 15a and the three-way valve 20 is determined. Specifically, as described above, the on-off valve 15a of the present embodiment opens during the cooling operation and the defrosting operation, and closes during the heating operation and the dehumidifying heating operation.

  The three-way valve 20 is switched to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the stationary cooling throttle 17 during cooling operation and dehumidifying heating operation, and outdoor heat exchange is performed during heating operation and defrosting operation. It switches to the refrigerant circuit which connects the refrigerant | coolant exit side of the container 16, and the refrigerant | coolant inlet side of the accumulator 19 arrange | positioned at the inlet side of the compressor 11. FIG.

  In step S15, the air-conditioning control device 50 applies various air-conditioning components 11 (61), 15a, 20, 16a, 32, 62-64 to the control state determined in steps S6 to S14 described above. Control signal and control voltage are output. In continuing step S16, it waits for control period (tau), and if progress of control period (tau) is determined, it will return to step S2.

  Since the vehicle air conditioner 1 according to the present embodiment performs the control process as described above, it operates as follows in the heating operation, the cooling operation, the dehumidifying heating operation, and the defrosting operation, respectively.

(A) Heating operation During the heating operation, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11, the indoor condenser 13, the heating fixed throttle 14, the outdoor heat exchanger 16 (→ The refrigerant circuit is switched to the refrigerant circuit in which the refrigerant circulates in the order of the three-way valve 20) → the accumulator 19 → the compressor 11. That is, a refrigeration cycle is configured in which the indoor condenser 13 functions as a radiator and the outdoor heat exchanger 16 functions as an evaporator.

  Therefore, in the heat pump cycle 10 during the heating operation, the refrigerant compressed by the compressor 11 radiates heat to the blown air blown from the blower 32 by the indoor condenser 13. As a result, the blown air is heated when passing through the heater core 46 → the indoor condenser 13 → the PTC heater 47, thereby realizing heating of the passenger compartment. The refrigerant that has flowed out of the indoor condenser 13 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16.

  The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 19 through the three-way valve 20. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(B) Cooling operation During the cooling operation, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11, the indoor condenser 13 (→ bypass passage 15), the outdoor heat exchanger 16 (→ The refrigerant circuit circulates in the order of three-way valve 20) → cooling fixed throttle 17 → indoor evaporator 18 → accumulator 19 → compressor 11 in this order. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

  Therefore, in the heat pump cycle 10 during the cooling operation, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air after passing through the indoor evaporator 18 in the indoor condenser 13 to Part is heated. Furthermore, the refrigerant that has flowed out of the indoor evaporator 18 flows into the outdoor heat exchanger 16 through the bypass passage 15, and radiates heat by exchanging heat with the outside air blown from the blower fan 16 a in the outdoor heat exchanger 16.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the blown air blown from the blower 32, and evaporates. The air blown through the indoor evaporator 18 is cooled by the endothermic action of the refrigerant.

  As described above, a part of the blown air cooled by the indoor evaporator 18 is heated by the heater core 46, the indoor condenser 13, and the PTC heater 47, so that the blown air blown into the vehicle interior is the target. It adjusts so that it may approach blowing temperature TAO, and cooling of a vehicle interior is implement | achieved. Further, the refrigerant that has flowed out of the indoor evaporator 18 flows into the accumulator 19. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(C) Dehumidifying Heating Operation During the dehumidifying heating operation, the refrigerant circuit of the heat pump cycle 10 has a compressor 11 → an indoor condenser 13 → a heating fixed throttle 14 → an outdoor heat exchanger, as indicated by the hatched arrows in FIG. The refrigerant circuit circulates in the order of 16 (→ three-way valve 20) → cooling fixed throttle 17 → indoor evaporator 18 → accumulator 19 → compressor 11. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

  Therefore, in the heat pump cycle 10 during the dehumidifying heating operation, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air that has passed through the indoor evaporator 18 in the indoor condenser 13 and blown air. A part of is heated. Further, the refrigerant flowing out of the indoor evaporator 18 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown from the blower fan 16a to radiate heat.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the blown air blown from the blower 32, and evaporates. Due to the endothermic action of the refrigerant, the blown air passing through the indoor evaporator 18 is cooled and dehumidified. The subsequent operation is the same as in the cooling operation.

  As described above, in the dehumidifying and heating operation, similarly to the cooling operation, the blown air cooled by the indoor evaporator 18 is heated by the indoor condenser 13 and blown out into the vehicle interior to perform dehumidification heating in the vehicle interior. be able to. At this time, in the dehumidifying and heating operation, the on-off valve 15a is closed, so that the pressure and temperature of the refrigerant flowing into the outdoor heat exchanger 16 can be lowered than in the cooling operation.

  Therefore, the temperature difference between the refrigerant temperature and the outside air temperature in the outdoor heat exchanger 16 can be reduced, and the heat radiation amount of the refrigerant in the outdoor heat exchanger 16 can be reduced. Thereby, in the dehumidifying heating operation, the heat radiation amount of the refrigerant in the indoor condenser 12 can be increased, and the heating capacity of the blown air in the indoor condenser 12 can be improved as compared with the cooling operation.

(D) Defrosting operation The defrosting operation is performed when it is determined that frost formation has occurred in the outdoor heat exchanger 16 during the heating operation. In this embodiment, once the defrosting operation is started, the operation is not switched to another operation until a predetermined time (5 minutes in this embodiment) elapses.

  In the defrosting operation, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 (→ indoor condenser 13 → bypass passage 15) → outdoor heat exchanger 16 (→ three-way valve) as shown by the hatched arrows in FIG. 20) → Accumulator 19 → Hot gas cycle in which the refrigerant circulates in the order of compressor 11.

  In the defrosting operation, the operation of the air mix door 34 is controlled so that the total air volume of the blown air bypasses the indoor condenser 13, so that the refrigerant hardly dissipates heat in the indoor condenser 13. For this reason, blown air is not heated by the indoor condenser 13.

  Therefore, in the heat pump cycle 10 during the defrosting operation, the high-pressure and high-temperature refrigerant compressed by the compressor 11 flows into the outdoor heat exchanger 16 and dissipates heat. Thereby, the outdoor heat exchanger 16 is heated and defrosting of the outdoor heat exchanger 16 is realized. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 19 through the three-way valve 20. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 19 is sucked into the compressor 11.

  The vehicle air conditioner 1 according to the present embodiment operates as described above to realize cooling, heating, and dehumidifying heating in the passenger compartment, and when the frost is generated in the outdoor heat exchanger 16, it is removed. The outdoor heat exchanger 16 can be defrosted by switching to the frost operation.

  Further, in the vehicle air conditioner 1 according to the present embodiment, as described in the control step S5 that constitutes the execution operation mode determining means, the execution operation mode is set to economy unless customization cancellation is performed when the vehicle system is activated. The operation mode is determined. Therefore, it is possible to execute the operation in the economy operation mode even if the occupant does not perform the selection operation using the economy switch 60a. As a result, it is possible to effectively obtain the energy consumption reduction effect by switching to the economy operation mode.

  Further, when the economy switch 60a is operated after the vehicle system is activated, the execution operation mode is determined to be the operation mode selected by the economy switch 60a. Therefore, after the vehicle system is activated, it is possible to execute the operation in the normal operation mode in which priority is given to the improvement of the air conditioning feeling in response to the passenger's request.

(Second Embodiment)
In the above-described embodiment, the example in which the heat pump cycle 10 configured to be able to switch the refrigerant circuit of the heating operation, the cooling operation, the dehumidifying heating operation, and the defrosting operation has been described, but in the present embodiment, illustrated in FIG. Thus, the refrigerating cycle 10a which does not have the switching function of a refrigerant circuit is employ | adopted. In FIG. 9, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals.

  Specifically, the refrigeration cycle 10a of the present embodiment includes a compressor 19, an outdoor heat exchanger 16, a receiver 19a that separates the gas-liquid refrigerant condensed in the outdoor heat exchanger 16 and stores excess liquid refrigerant, and a receiver. A temperature-type expansion valve 27 for reducing the pressure of the liquid-phase refrigerant flowing out of 19a and the indoor evaporator 18 are connected in an annular shape in this order, and serve to cool the air blown into the vehicle interior. That is, the cooling mode in the above-described embodiment is configured to be realizable.

  Further, the operation of the present embodiment is basically executed based on the control flow shown in FIG. 6 of the first embodiment. In the present embodiment, the on-off valve 15a and the three-way valve 20 constituting the refrigerant circuit switching means. Therefore, control such as determination of the refrigerant circuit in the control step S5 and determination of the operating state of the refrigerant circuit switching means in the control step S14 is abolished.

  Further, for example, it is not determined whether or not the cooling mode is S103 in FIG. 6 of the first embodiment. Specifically, the control steps S102, S103, S105, etc. of FIG. 6 may be abolished, or it may be determined that the cooling mode is always set at the time of the determination of the control step S103.

  Therefore, even if it is the vehicle air conditioner 1 which employ | adopts the refrigerating cycle 10 specialized in the function which implement | achieves the air_conditioning | cooling mode which cools the ventilation air ventilated into an air blower vehicle interior like this embodiment, it is the above-mentioned. By applying the control mode described in the embodiment, the effect described in the above embodiment can be obtained.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows without departing from the spirit of the present invention.

  (1) In the above-described embodiment, the example in which the execution operation mode is determined to be the economy operation mode when the customization cancellation is not performed when the vehicle system is activated has been described. That is, in this example, when the vehicle system is activated, the execution operation mode is set to the economy operation mode in principle, and an exception is made when customization cancellation is performed. Such an exception is not limited to customization cancellation.

  For example, it is good also as an exception when the blower outlet mode at the time of completion | finish of the last vehicle system memorize | stored by the blower outlet mode memory | storage means is defroster mode. In other words, the execution operation mode determining means (S5) sets the execution operation mode to the economy operation mode when the air outlet mode stored in the air outlet mode storage means is other than the defroster mode when the vehicle system is activated. You may come to decide.

  According to this, in the case where fogging is likely to occur on the vehicle window glass, such as when the outlet mode stored in the outlet mode storage means is the defroster mode, the vehicle is operated in the normal operation mode from the start. Since the air conditioner 1 can be operated, the safety (visibility) of the occupant can be improved.

  Further, the absolute value of the difference between the vehicle interior set temperature Tset set by the vehicle interior temperature setting switch 60b and the predetermined reference target temperature (for example, 25 ° C) is a predetermined reference target temperature difference (for example, 5 ° C). An exception may be made when this is the case. In other words, the effective operation mode determining means (S5) sets the effective operation mode to economy when the absolute value of the difference between the vehicle interior set temperature Tset and the reference target temperature is equal to or less than the reference target temperature difference when the vehicle system is activated. The operation mode may be determined.

  According to this, when the passenger's desired passenger compartment temperature greatly deviates from the reference target temperature more than the reference target temperature difference, the vehicle air conditioner 1 can be operated in the normal operation mode from the start. Therefore, immediate effect air conditioning can be realized.

  An exception may be made when the absolute value of the difference between the vehicle interior set temperature Tset and the internal air temperature Tr set by the vehicle interior temperature setting switch 60b is larger than a predetermined reference temperature difference (for example, 5 ° C.). In other words, the execution operation mode determining means (S5) is configured to execute the execution operation mode when the absolute value of the difference between the vehicle interior set temperature Tset and the inside air temperature Tr is equal to or less than a predetermined reference temperature difference when the vehicle system is activated. May be determined as the economy driving mode.

  According to this, when the passenger's desired passenger compartment temperature and the actual interior temperature Tr deviate more than the reference temperature difference, the vehicle air conditioner 1 can be operated in the normal operation mode from the start. Because it can, you can realize immediate air conditioning.

  (2) In the above-described first embodiment, as described in the control step S <b> 5, the example in which the refrigerant circuit of the heat pump cycle 10 is switched to the refrigerant circuit selected by the occupant changeover switch of the operation panel 60 has been described. The switching of the refrigerant circuit of the heat pump cycle 10 is not limited to this. For example, on the basis of the target blowing temperature TAO, referring to a control map stored in advance in the air conditioning control device 50, as the target blowing temperature TAO increases, switching from cooling operation to dehumidifying heating operation to heating operation is performed in order. It may be.

  (3) In the above-described embodiment, once switched to the defrosting operation, the example in which the operation in the defrosting operation is continued until a predetermined time elapses has been described. Switching to is not limited to this. For example, the defrosting operation may be switched to the normal mode when the outdoor unit temperature Tout becomes equal to or higher than a predetermined switching reference temperature.

  (4) In the above-described embodiment, the example in which the vehicle air conditioner 1 of the present invention is applied to a plug-in hybrid vehicle has been described. However, the application of the present invention is not limited to this. For example, the present invention may be applied to an ordinary vehicle that travels by obtaining driving force for traveling from an internal combustion engine (engine), and an electric vehicle (including a fuel cell vehicle) that travels by obtaining driving force from an electric motor for traveling. .

DESCRIPTION OF SYMBOLS 10 Heat pump cycle 30 Indoor air conditioning unit 50 Air conditioning control apparatus 60a Economy switch 60b Car interior temperature setting switch

Claims (5)

A vehicle air conditioner configured to be switchable between a normal operation mode for air conditioning a vehicle interior and an economy operation mode that prioritizes a reduction in energy consumed to perform the air conditioning with respect to the normal operation mode. And
An operation mode selection means (60a) for selecting one of the normal operation mode and the economy operation mode by the operation of a passenger;
Execution operation mode determination means (S5) for determining an execution operation mode that is actually executed out of the normal operation mode and the economy operation mode;
The execution operation mode determination means (S5) determines the execution operation mode as the economy operation mode when the vehicle system is activated.   When the operation mode selection means (60a) is operated after the vehicle system is activated, the execution operation mode determination means (S5) is an operation in which the execution operation mode is selected by the operation mode selection means (60a). The vehicle air conditioner according to claim 1, wherein the mode is determined. A casing (31) in which a plurality of opening holes (37a to 37c) for blowing the blown air into the vehicle interior are formed while forming an air passage for the blown air blown into the vehicle interior;
Air outlet mode switching means (38a to 38c) for opening and closing the plurality of opening holes (37a to 37c) to switch the air outlet mode;
An outlet mode storage means for storing an outlet mode at the end of the vehicle system;
As the plurality of opening holes (37a to 37c), a defroster opening hole (37a) that blows out the blown air toward at least the vehicle window glass side is included,
Further, as the outlet mode, a defroster mode for blowing out the blown air from at least the defroster opening holes (37a to 37c) toward the vehicle window glass is provided,
The execution operation mode determination means (S5) sets the execution operation mode to the economy operation mode when the air outlet mode stored in the air outlet mode storage means is other than the defroster mode when the vehicle system is activated. The vehicle air conditioner according to claim 1, wherein the air conditioner is determined as follows. Provided with target temperature setting means (60b) for setting the passenger compartment set temperature (Tset) by the operation of the passenger,
The execution operation mode determination means (S5) is configured such that the absolute value of the difference between the vehicle interior set temperature (Tset) and a predetermined reference target temperature is equal to or less than a predetermined reference target temperature difference when the vehicle system is activated. The vehicle air conditioner according to any one of claims 1 to 3, wherein the execution operation mode is determined as the economy operation mode. Provided with target temperature setting means (60b) for setting the passenger compartment set temperature (Tset) by the operation of the passenger,
When the vehicle system is activated, the execution operation mode determining means (S5) is configured such that the absolute value of the difference between the vehicle interior set temperature (Tset) and the vehicle interior temperature (Tr) is equal to or less than a predetermined reference temperature difference. 5. The vehicle air conditioner according to claim 1, wherein the execution operation mode is determined as the economy operation mode at a certain time.

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