JP2013166468A - Vehicular air conditioning apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air conditioning apparatus that can surely achieve fuel saving air conditioning while suppressing decrease in comfortability and anti-fogging property of window glass to the minimum when switching from a mode other than an eco-mode to the eco-mode.SOLUTION: A vehicular air conditioning apparatus has an eco-mode switch 710 that selects an eco-mode which allows operation in fuel saving, and includes a transition means 200 that changes setting of a blower air volume, the setting of an outlet mode, and the setting of a suction port mode to the automatic control, when the eco-mode is selected by operation of the eco-mode switch 710. Thereby, the air conditioning airflow is reduced at the eco-mode, an efficient suction port is selected, an optimum sensitivity to temperature can be secured. The outlet that can secure an anti-fogging property of window glass is selected, and fuel saving air conditioning can surely be achieved while suppressing decrease in comfortability and anti-fogging property to the minimum.

Description

  The present invention relates to a vehicle air conditioner that sends a refrigerant to an evaporator using a compressor to air-condition a vehicle interior.

  Conventionally, the vehicle air conditioner described in Patent Document 1 is known. This device automatically controls the air volume, the air outlet and the like when an automatic control (auto) switch is operated. It is also well known that in an air conditioner for a vehicle, an eco mode switch is operated to set the eco mode for fuel saving (also referred to as power saving).

Japanese Patent Publication No. 6-37124

  When the eco mode is set in the structure that automatically controls the air volume and air outlets of the above-mentioned Patent Document 1, the occupant makes an extremely high air volume in the eco mode, or the introduction of the inside air and the outside air can be switched manually by manual operation. In this case, the fuel economy effect of the eco mode may be significantly reduced. In addition, the window glass of the vehicle may be fogged due to switching to the inside air mode in a cold time.

  The present invention has been made by paying attention to such problems existing in the prior art, and its purpose is to improve the comfort and anti-fogging of the window glass when switching from the eco mode to the eco mode. It is an object of the present invention to provide a vehicle air conditioner capable of minimizing a decrease in performance and reliably realizing fuel-saving air conditioning. Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

  In order to achieve the above object, the present invention employs the following technical means. That is, in the invention described in the claims, an eco mode switch (710) for selecting an eco mode that can be operated with low fuel consumption, a blower switch (705) for switching the blower air volume, and a blower that blows conditioned air into the vehicle interior. A mode changeover switch (706) for switching the exit mode, and an inside / outside air changeover switch for selecting an intake port mode by switching between an inside air mode in which the air in the vehicle interior is conditioned air and an outside air mode in which air outside the vehicle is conditioned air ( 704) and transition means for transitioning at least one of blower air volume setting, blower outlet mode setting or suction port mode setting to automatic control when the eco mode is selected by operating the eco mode switch (710). (200).

  According to the present invention, when the control mode is switched from the mode other than the eco mode to the eco mode, the air conditioner for the vehicle is shifted to the automatic control, so that the air-conditioning air volume can be reduced in the eco mode or the efficient suction port Selection of air quality, ensuring optimal warmth, and selection of air outlets that can ensure the anti-fogging property of the window glass, minimizing the decrease in comfort and anti-fogging properties It is possible to reliably realize fuel-efficient air conditioning.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic block diagram of the vehicle air conditioner in 1st Embodiment of this invention. FIG. 2 is an electrical connection diagram of the electric heater in FIG. 1. It is a block diagram which shows the connection to the air-conditioner ECU used for the said embodiment. It is the flowchart which showed an example of the process of the air-conditioner ECU in the said embodiment. It is a front view of the operation panel in the said embodiment. It is a front view of the eco mode switch in the said embodiment. It is explanatory drawing of the transition means in the said embodiment. It is a flowchart which shows the blower voltage determination process in the said embodiment. It is a flowchart which shows the suction inlet mode determination process in the said embodiment. It is a flowchart which shows the blower outlet mode determination process in the said embodiment. It is a flowchart which shows the compressor rotation speed determination process in the said embodiment. It is a flowchart which shows the PTC operation | movement number determination process in the said embodiment. It is a flowchart which shows the request | requirement water temperature determination process in the said embodiment. It is a flowchart which shows the electric water pump action | operation determination process in the said embodiment. It is a partial flowchart which shows the standard temperature setting means in 2nd Embodiment of this invention.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also the embodiments are partially combined even if they are not clearly specified unless there is a problem with the combination. It is also possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In FIG. 1, a hybrid ECU (hybrid electronic unit) (not shown) has a function of performing drive switching control as to which driving force is transmitted to the drive wheels of the motor generator 51 and the engine 50 of FIG. It has a function of controlling charging / discharging of a battery (not shown) that is a power storage device.

  Further, the battery includes a charging device (not shown) for charging electric power consumed by air conditioning in the vehicle interior and traveling. In addition, the charging device is provided with a power stand as a power supply source or an outlet connected to a commercial power source (household power source), and the battery is charged by connecting the power supply source to the outlet. Can do.

Specifically, the engine ECU 61 and the hybrid ECU in FIG. 3 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. During deceleration, the engine 50 is stopped, the motor generator 51 generates power, and the battery is charged.
(3) When the running load such as starting, acceleration, climbing and high speed running is large, the motor generator 51 is caused to function as an electric motor and generated in the motor generator 51 in addition to the driving force generated by the engine 50. The driving force is transmitted to the driving wheel.
(4) When the remaining charge 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 charge of the battery is equal to or lower than the charge start target value when the vehicle is stopped, a command to start the engine 50 is issued to the engine ECU 61, and the power of the engine 50 is Is transmitted to the machine 51.

  Next, the vehicle air conditioner 100 of FIG. 1 will be described. The vehicle air conditioner 100 is configured to control an air conditioning unit that air-conditions a vehicle interior by an air conditioner ECU 60 (FIG. 3) in a vehicle such as an automobile equipped with a water-cooled engine 50 for traveling. The vehicle air conditioner 100 is configured as a so-called auto air conditioner system. 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 mechanism (also referred to as an inside / outside air switching door) 13 and a blower 16. The inside / outside air switching door 13 is driven by an actuator such as a servo motor, and constitutes a suction port switching means for changing the opening degree between the inside air suction port 11 and the outside air suction port 12 which 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 sucks air in the passenger compartment.

  The blower 16 is a centrifugal blower that is driven to rotate 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 has a function of changing the amount of air-conditioning air blown out from each air outlet, which will be described later, toward the vehicle interior. The air-conditioning case 10 is provided with an evaporator 7 and a heater core 34 that form an air-conditioning heat exchanger as an air-conditioning unit that heats or cools the air blown from the blower unit 14 to produce conditioned air and sends it to a plurality of outlets. Yes. The evaporator 7 functions as a cooling heat exchanger that uses refrigerant to adjust (cool) the temperature of the conditioned air that passes through the air conditioning case 10 and travels toward the passenger compartment.

  A heater core 34 is provided on the air downstream side of the evaporator 7 as a heating heat exchanger that heats the air passing through the ventilation path 10 a by exchanging heat with the engine coolant of the engine 50. The cooling water circuit 31 through which the engine cooling water circulates is a circuit that circulates the engine cooling water heated by the water jacket of the engine 50 by the electric water pump 32. In this circuit, a radiator (not shown), a thermostat (not shown), and a heater core 34 are provided.

  In the heater core 34, engine cooling water that has become hot due to cooling of the engine 50 flows, and the engine cooling water is used as a heat source for heating 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. Moreover, the air mix door 17 changes the blowing temperature of the conditioned air blown out from each blower outlet toward the vehicle interior. In other words, the air mix door 17 functions as an air mix means for adjusting 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. In addition, the inverter 42 converts the direct current of the battery into a three-phase alternating current, and is driven by an electric motor 43 to which the three-phase alternating current is input. 41) is included in the refrigeration cycle 1. The refrigeration cycle 1 also insulates the condenser 3 that condenses and liquefies the refrigerant discharged from the compressor 41, the receiver 5 that gas-liquid separates the liquid refrigerant that flows from the capacitor 3, and the liquid refrigerant that flows from the receiver 5. An expansion valve 6 that expands and an evaporator 7 that evaporates and vaporizes the refrigerant in the gas-liquid two-phase state that has flowed in from the expansion valve 6 are included.

  The rotational power of the electric motor 43 is transmitted to the compressor 41, the air cooling action by the evaporator 7 is performed, and when the rotation of the electric motor 43 is stopped (off), the refrigerant is not discharged by the compressor 41, and the evaporator 7 The air cooling action by is stopped. Further, the battery is charged with the electric power of the motor generator 51. Therefore, the compressor 41 driven by the electric motor 43 constitutes a compression unit of the electric compressors 41, 42, 43 using the electric power of the motor generator 51 as a power source. Capacitor 3 is disposed in a place where it is easy to receive traveling wind generated when the hybrid vehicle travels, and outdoor heat exchange that exchanges heat between the refrigerant flowing inside and the outside air and traveling wind blown by outdoor fan 4. Make up the vessel.

  On the most downstream side of the air conditioning case 10, a defroster opening 18, a face opening 19, and a foot opening 20 are formed, respectively, which constitute the outlet switching unit. A defroster duct 23 is connected to the defroster opening 18, and a defroster outlet that mainly blows hot air toward the inner surface of the front window glass 49 of the vehicle opens at the most downstream end of the defroster duct 23. doing.

  A face duct 24 is connected to the face opening 19, and a face air outlet that blows mainly cool air toward the occupant's head and chest is opened at the most downstream end of the face duct 24. In addition, a foot duct 25 is connected to the foot opening 20, and a foot outlet that mainly blows warm air toward an occupant's foot is opened at the most downstream end of the foot duct 25.

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

  On the downstream side of the heater core 34, an electric heater 35 is provided as an auxiliary heating device that heats the air in the vehicle interior using a heat source other than the waste heat of the engine 50. The electric heater 35 heats the warm air that has passed through the heater core 51. As shown in FIG. 2, the electric heater 35 includes heater wires 351, 352, and 353 made of PTC or nichrome wire, and the heater wires 351, 352, and 353 are connected in parallel between the power source Ba and the ground. .

  Switch elements SW1, SW2, and SW3 are provided for the heater wires 351, 352, and 353, respectively, and the switch elements SW1, SW2, and SW3 are turned on (ON) and off (OFF) from the power source Ba to the heater wire 351. , 352, 353, and energization stop. The switch elements SW1, SW2, and SW3 are turned on and off by the air conditioner ECU 60 shown in FIG.

  Next, the electrical configuration of the vehicle air conditioner 100 will be described. The air conditioner ECU 60 in FIG. 3 constitutes a control means. When the ignition switch 74 (FIG. 3) for starting and stopping the engine 50 of FIG. 1 is turned on (ON), an IG signal is output. When the IG signal is issued, DC power is supplied to the air conditioner ECU 60 from a battery (not shown) that is a vehicle-mounted power source mounted on the vehicle, and arithmetic processing and control processing are started.

  The air conditioner ECU 60 receives a communication signal output from the engine ECU 61, 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 61 may be called a fuel injection ECU.

  Here, an operation system such as the operation panel 70 will be described. FIG. 5 is a front view of the operation panel 70 in the embodiment. FIG. 6 is a front view of the eco mode switch 710 provided in the instrument panel of the vehicle. The eco mode switch 710 in FIG. 6 is a switch that is connected to the air conditioner ECU 60 and sets the eco mode in which the operation of the compressor 41 and the like is performed with low fuel consumption.

  An air conditioner ECU 60 in FIG. 3 is connected to an operation panel 70 for operating the vehicle air conditioner 100 and performing various setting operations. As shown in FIG. 5, the operation panel 70 is provided on an instrument panel in the automobile, and can be operated by a passenger seated in the front seat.

  The operation panel 70 has a display 701 on which various displays are made, an A / C switch (operation switch) 702 for operating / stopping the vehicle air conditioner 100, and a temperature setting (up / down of set temperature). A temperature setting switch 703 to be performed, an inside / outside air switching switch 704 for manually selecting the inside / outside air mode (switching between the inside air mode and the outside air mode), a blower switch 705 for setting the air volume of the conditioned air (up / down of the blower air volume), and the conditioned air A mode changeover switch 706 for selecting a blowout outlet and an outside air temperature display switch 707 are provided. The blower switch 704 constitutes an air conditioning start switch, and transmits an air conditioning signal to the air conditioner ECU 60 by performing an ON operation.

  Thus, in the vehicle air conditioner 100, while observing the display on the display 701 or the like, the operation / stop of the air conditioning operation, switching between the inside air mode (also referred to as the inside air circulation mode) and the outside air mode (also referred to as the outside air introduction mode), and the temperature setting. In addition to the air volume setting, the blowout mode can be set, and the air conditioner ECU 60 can perform the air conditioning operation based on the setting on the operation panel 70.

  The operation panel 70 is provided with an auto switch 708. When the auto switch 708 is turned on, the air conditioner ECU 60 sets the temperature of the blown air (target blow temperature) so that the vehicle interior becomes the set temperature based on the set temperature, the room temperature, the outside air temperature, the amount of solar radiation, and the like. The air volume and blowing mode are set, and automatic air conditioning control is performed based on the settings. That is, the air conditioner ECU 60 sets a target blowing temperature based on the set temperature, environmental conditions, and the like, and the compressor 41 rotation speed (rotation speed of the electric motor 43), the air mix damper 17 so that the set target blowing temperature is obtained. In addition to setting the opening degree, etc., the blower outlet is selected and the blown air volume (blower air volume) is set.

  Then, by performing an automatic air conditioning operation based on these settings, the vehicle interior is set to a set temperature, and the vehicle interior is maintained at the set temperature. When the outside air temperature display switch 707 in FIG. 5 is operated, the outside air temperature Tam detected by the outside air temperature sensor 72 (FIG. 3) is displayed on the display 701.

  The air conditioner ECU 60 is connected to the engine ECU 61 and the hybrid ECU. For example, when the engine coolant temperature Tw detected by the coolant temperature sensor does not reach a preset temperature, a request for driving the engine 50 (engine-on request) is issued. Do. As a result, the engine 50 is driven and the engine coolant temperature Tw rises, so that the heater core 34 can be heated sufficiently. Further, a fuel saving effect is obtained by performing stop control of the engine 50.

  In the vehicle air conditioner 100, an eco mode (also referred to as an economy mode or a fuel saving mode) that suppresses the loss of the fuel saving effect can be set. That is, in the vehicle air conditioner 100, it is possible to select driving in the eco mode that prioritizes the fuel saving effect and driving in the auto mode that prioritizes the comfort in the passenger compartment.

  The air conditioner ECU 60 is connected with an eco mode switch 710 for switching whether or not to select the eco mode as selection means. As shown in FIG. 6, the eco mode switch 710 is provided at a predetermined position on the instrument panel that can be operated by the occupant. The eco mode switch 710 is turned on and off by a pressing operation (touch operation), thereby switching between an eco mode and a non-eco mode (also referred to as eco mode off or other than eco mode). When the eco mode is selected, the light emitting diode of the eco mode display unit 710a emits light.

  Although not shown, the air conditioner ECU 60 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 60 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting an air temperature (inside air temperature) Tr around the driver's seat, and an outside air temperature as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature) Tam. A sensor 72, a solar radiation sensor 73 as a solar radiation amount detecting means for detecting the solar radiation amount Ts outside the passenger compartment, and an ignition switch 74 (also referred to as an operation start switch) operated when starting the vehicle are connected. When the ignition switch 74 is turned on, an IG signal is input to the air conditioner ECU 60.

  The air conditioner ECU 60 also includes an after-evaporation temperature sensor as an after-evaporation temperature detection unit that detects an air temperature immediately after passing through the evaporator 7 (an after-evaporator temperature TE), and a humidity detection unit that detects the relative humidity in the vehicle interior. Are not shown in FIG. 3.

  The engine ECU 61 is connected to a cooling water temperature sensor (not shown) as water temperature detection means for detecting the engine cooling water temperature Tw of the vehicle. The air conditioner ECU 60 acquires the engine coolant temperature Tw via the engine ECU 61. Further, as the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporator temperature sensor, and the cooling water temperature sensor, for example, temperature sensitive elements such as a thermistor are used.

  Furthermore, the solar radiation sensor 73 has solar radiation intensity detection means for detecting the amount of solar radiation (solar radiation intensity) irradiated in the air-conditioned space, and for example, a photodiode 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 temperature sensor 71, and a defroster blowout is necessary for anti-fogging of the front window glass 49 (FIG. 1). It is used for determination of NO.

  Next, control by the air conditioner ECU 60 will be described with reference to FIG. FIG. 4 is a flowchart showing an example of processing of the air conditioner ECU 60. First, when the ignition switch 74 is turned on and DC power is supplied to the air conditioner ECU 60, a control program stored in advance in the memory is executed. When the ignition switch 74 is turned on, it is a time when the vehicle enters a traveling state in which the vehicle can travel from the parking state by an operation of the user.

  In step S1, the contents stored in the data processing memory built in the microcomputer in the air conditioner ECU 60 are initialized (initialized), and the process proceeds to step S2. In step S2, switch signals from various operation switches including the eco mode switch 710 in FIG. 6 are read, and the auto mode and the eco mode are determined as shown in FIG.

  In FIG. 7, the control of the vehicle air conditioner 100 is roughly divided into an eco mode and an eco OFF mode (non-eco mode). Switching between the two modes is performed by an eco mode switch 710. The eco mode is divided into an eco weak mode in which the degree of fuel saving is small and an eco strong mode in which the degree of fuel saving is large. Also, depending on the degree of automatic control, the auto mode and some are automatically controlled, and the others are divided into semi-auto according to manual instructions.

  When the eco mode switch 710 is turned on in the eco OFF mode, the eco mode is set. First, the auto eco weak mode is set. In the auto eco weak mode, the auto eco strong mode is set by turning on the eco mode switch 710. In the auto eco strong mode, the eco mode switch 710 is turned on to return to the eco OFF mode.

  If you change the control mode (MODE) of the air outlet or suction port manually or change the air conditioning air volume manually (air flow operation) while in the auto eco weak mode, the manual operation is reflected and the semi-auto eco weak Become a mode. In order to return from the semi-auto eco weak mode to the auto eco weak mode, the auto switch (AUTO) 708 may be turned on.

  Similarly, when the control mode of the air outlet and the suction port is manually changed or the air conditioning air volume is manually changed in the auto eco strong mode, the manual operation is reflected and the semi auto eco strong mode is set. Further, to return from the semi-auto eco strong mode to the auto eco strong mode, the auto switch 708 may be turned on. In the auto eco weak mode and the auto eco strong mode, all of the air conditioning air volume, the selection of the air outlet mode, and the selection of the suction port mode are controlled automatically.

  As described above, the eco mode transitions to the eco OFF mode, the auto eco weak mode, and the auto eco strong mode every time the eco mode switch 710 is input. In the eco-off mode, which is a non-eco mode, automatic control of the blower air volume with emphasis on comfort is performed in the auto mode as shown in FIG. The auto mode is established by operating the auto switch 708 (FIG. 5). Further, it is possible to manually set the blower air volume as in step S69 of FIG. When a part of the control such as the air volume is manually operated while being controlled in the auto mode in the eco-off mode, the semi-auto mode is set as shown in FIG. Even in the semi-auto mode, the auto mode can be restored by operating the auto switch 708.

  In addition, when manual control is performed in the eco-off mode and when control is performed semi-automatically, the eco-mode weak mode is switched by turning on the eco-mode switch 710. At this time, the auto eco weak mode is an auto mode that automatically controls (automatically controls) the air-conditioning air volume, the selection of the outlet mode, and the selection of the suction port mode.

  In addition, even if one of the air-conditioning air volume, air outlet mode selection, and air inlet mode selection is manually operated and fixed to the operated content (semi-auto eco weak mode) in auto eco weak mode, When the mode switch 710 is input, the mode changes to the auto eco strong mode. At this time, the auto eco strong mode automatically controls (automatically controls) the air conditioning air volume, the selection of the air outlet mode, and the selection of the suction port mode. Further, when the eco mode switch 710 is operated in the semi-auto eco strong mode, the eco mode is restored.

  When the mode changes from eco mode to eco mode, or when the eco level increases (e.g., when the auto eco weak mode is changed to the auto eco strong mode), even if the manual mode or semi-auto mode is used, the auto mode By shifting to control (automatic control), even if the air volume is reduced to save fuel, efficient selection of the inlet is automatically performed, the optimum warmth is automatically set, and the anti-fogging property of the window glass is secured. A possible outlet is automatically selected. Therefore, it is possible to reliably realize fuel-saving air conditioning while minimizing the decrease in comfort and anti-fogging properties.

  Next, in step S3 of FIG. 4, sensor signals from various sensors are read, and the process proceeds to step S4. In steps S2 and S3, various data are read into the data processing memory. Examples of sensor signals include an inside air temperature (vehicle compartment temperature) Tr detected by the inside air temperature sensor 71, an outside air temperature Tam detected by the outside air temperature sensor 72, an amount of solar radiation Ts detected by the solar radiation sensor 73, and a temperature sensor after the evaporator. There are a post-evaporator temperature (Te) to be detected and an engine coolant temperature Tw detected by a coolant temperature sensor.

In step S4, the input data is substituted into the following stored mathematical formula 1 to calculate the target blowing temperature TAO, and the process proceeds to step S5.
(Formula 1) TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C
Here, Tset is a set temperature set by a temperature setting switch, Tr is an inside air temperature, Tam is an outside air temperature, and Ts is a solar radiation amount. 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 electric 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. 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. Next, in step S6, a suction port mode determination process is executed, a suction port for taking in air into the air conditioning case 10 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, an outlet mode determination process, which will be described later, is performed, an outlet for blowing the conditioned air into the passenger compartment is determined based on the target outlet 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.

  In step S8, a compressor speed determination process described later is performed, and the process proceeds to step S9. In step S9, processing for determining the number of operating PTC heaters (also simply referred to as PTC) constituting the electric heater is performed. In step S10, a required water temperature determination process is performed, and the process proceeds to step S11. The required water temperature determination process determines the required water temperature of the engine cooling water based on the target outlet temperature TAO or the like in order to use the engine cooling water as a heat source such as heating and anti-fogging. Details of the required water temperature determination process will be described later.

  In step S11, an electric water pump operation determination process is performed, and the process proceeds to step S12. The electric water pump operation determination process is a process for determining on / off of the electric water pump 32 (FIG. 1) based on the engine coolant temperature Tw and the like. Details of the electric water pump operation determination process will be described later.

  In step S12, a control signal is output to various actuators or the like so that the control states calculated or determined in steps S4 to S11 are obtained, and the process proceeds to step S13. In step S13, after the elapse of the predetermined time T, the process returns to step S2, and each step is continuously executed. Next, details of each step of the air conditioner ECU 60 will be described in more detail.

  First, the blower voltage determination process (step S5) will be described. Step S5 is specifically executed according to FIG. The blower voltage is a voltage applied to the blower motor 15 driven by battery power. As shown in FIG. 8, when this control is started, it is determined in step S61 whether or not the air volume setting is auto (automatic). If it is auto, the process proceeds to step S62. The process moves to S69.

  In the case of auto, a temporary blower level f (TAO) serving as a base is calculated from the map in step S62. In the case of the eco mode, a lower blower level is output than in a mode other than the eco mode (in the eco OFF mode). As a result, the power consumption of the blower is suppressed to save fuel, and the temperature rise of the evaporator 7 is delayed during cooling. Further, since the decrease in the engine water temperature is delayed during heating, the fuel-saving operation of the compressor 41 becomes possible. In addition, in the eco strong mode (auto eco strong mode or semi auto eco strong mode in FIG. 7), the blower level is lower than in the eco weak mode (auto eco weak mode or semi auto eco weak mode), and the degree of fuel economy is reduced. Increase.

  Next, in step S63, the warm-up air volume f (Tw) is calculated according to the water temperature of the heater core 34 and the number of PTC operations of the electric heater 35. Next, in step S64, the outlet is blowout from the outlet in the foot mode (FOOT), the outlet from the outlet in the bi-level mode (B / L), and the outlet from the outlet in the foot differential mode. It is determined whether it is any one of blowout (F / D).

  If it is one of the above-described air outlets and the determination is YES, the process proceeds to step S65. In this step S65, the larger one of the minimum value of f (TAO) and the value of f (Tw) is selected. In step S66, the blower level selected in step S65 is converted into a blower voltage using a map.

  When NO is determined in step S64, that is, for example, when the air is blown out only from the face (FACE) outlet, the process proceeds to step S67, and f (TAO) is selected as the blower level. In the next step S68, the selected blower level f (TAO) is converted into a blower voltage using a map. In step S61, if the air volume setting is not manually (automatic) but manually operated, the voltage (4 to 12 volts) specified in the map is applied to the blower motor 15 in step S69.

  Next, the suction port mode determination process (step S6 in FIG. 4) will be described. Step S6 is specifically executed according to FIG. As shown in FIG. 9, it is determined in step S71 whether or not the suction port control is automatic. In the case of auto, inside / outside air switching control according to the target blowing temperature TAO is performed in step S73. In the case of manual rather than auto, inside / outside air switching control according to manual setting is performed in step S72. That is, in the inside air mode (REC), the outside air introduction rate is set to 0%. In the outside air mode (FRS), the outside air introduction rate is set to 100%.

  Next, the outlet mode determination process (step S7) will be described. Specifically, step S7 is executed according to FIG. As shown in FIG. 10, the air outlet mode is determined to be one of the face (FACE), the bi-level (B / L), and the foot (FOOT) according to the target outlet temperature TAO.

  Next, the compressor rotation speed determination process (step S8) will be described. Specifically, step S8 is executed according to FIG. As shown in FIG. 11, when this control is started, in step S91, a temperature that is a value obtained by subtracting the actual post-evaporator temperature TE from the target post-evaporator temperature TEO calculated using detection signals of various sensors. The deviation En is calculated based on Equation 2 below.

Next, the deviation change rate EDOT is obtained using Equation 3, and the compressor speed change amount Δf is obtained from the map shown in FIG. Note that En-1 is the previous value of the deviation En, and n is a natural number.
(Formula 2) En = TEO-TE
(Formula 3) EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Step S91 in FIG. 11 shows an example of a map (example during cooling operation) showing the relationship between the deviation En, the deviation change rate EDOT, and the rotation speed change Δf. Using the above En and EDOT, a rotational speed change Δf that increases or decreases with respect to the compressor rotational speed fn-1 one second ago using a map stored in a ROM (not shown) in the air conditioner ECU 60 of FIG. Ask.

  The rotational speed change Δf in the pressure deviation En and the deviation change rate EDOT can also be obtained by fuzzy control based on a predetermined membership function and rules stored in the ROM. In this way, the rotational speed change amount Δf per second of the compressor is calculated.

  Next, in step S92, it is determined whether or not the eco mode switch 710 in FIG. In cases other than the eco mode, the maximum rotational speed is set to 10,000 rpm in step S93. Next, in step S95, a smaller value is obtained from the previous compressor rotational speed + Δfrpm and the maximum rotational speed 10000rpm at this time, and this smaller value is set as the current compressor rotational speed. In step S92, in the case of the eco mode, the maximum rotational speed is set to 7000 rpm in step S96.

  In step S95, the smaller value is obtained from the value obtained by adding the rotational speed change amount Δf to the previous rotational speed of the compressor and the maximum rotational speed at this time, 7000 rpm, and the smaller value is obtained. This is the current compressor speed. In the above case, in the eco mode, the maximum rotational speed is set to 7000 rpm, which is lower than 10000 rpm in the non-eco mode. Therefore, the electric compressors 41 and 42 are reduced by reducing the maximum rotational speed in the eco mode. , 43 can suppress power consumption.

  Next, the step of determining the number of PTC operations in step S9 in FIG. 4 will be described. As shown in FIG. 12, in step S101, it is determined whether or not the blower switch 705 (FIG. 5) is turned on. That is, when the blower switch 705 is turned on and “air volume AUTO”, “LO”, “ME”, or “HI” other than “off” is set, it is determined that the blower switch is on and YES is determined. . In step S102, the number of operating electric heaters 35 is calculated based on the engine coolant temperature (Tw).

  Specifically, as shown in the characteristic map of FIG. 12, when the engine cooling water temperature (Tw) <71 ° C., the number of operation of the electric heater 35 is three, and 71 ° C. <cooling water temperature (Tw) <74 ° C. When the operation number of the electric heater 35 is 2 and 74 ° C. <engine cooling water temperature (Tw) <77 ° C., the operation number of the electric heater 35 is 1 and when 77 ° C. <engine cooling water temperature (Tw) The operation number of the electric heater 35 is zero.

  In S101 of FIG. 12, when the blower switch 705 is set to OFF, it is determined as NO, and the electric heater 35 is turned off in step S103, that is, the number of operation is set to zero. When the number of operation of the electric heater 35 is determined in this manner, the switch elements SW1, SW2, and SW3 of FIG. 2 are turned on / off corresponding to the determined number. As a result, the amount of heat applied to the warm air passing through the heater core 35 changes according to the number of operating electric heaters 35.

  Next, the required water temperature determination process (step S10) in FIG. 4 will be described. Step S10 is specifically executed according to the flowchart of FIG. FIG. 13 is a flowchart showing details of the required water temperature determination process in step S10 of FIG.

  As shown in FIG. 13, when this control is started, in step S111, 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 cooling water temperature that is a determination criterion when the engine 50 is stopped, and the engine on water temperature is an engine cooling water temperature that is a determination criterion when the engine 50 is operated.

As shown in Equation 5, the engine off water temperature is determined to be the smaller of the reference engine cooling water temperature TwO calculated by Equation 4 and 70 ° C. 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.
(Formula 4) TwO = {(TAO−ΔTpct) − (TE × 0.2)} / 0.8
(Formula 5) Engine off water temperature = MIN (TwO, 70)
The reference engine coolant temperature TwO is an engine coolant temperature that is required when it is assumed that the hot air temperature before the air mix becomes the target blow temperature TAO. TE is the post-evaporation temperature. ΔTptc is an estimated value of the rise in the blowing temperature by the electric heater 35 and is calculated on a map according to the number of operating electric heaters 35.

  Next, in step S112, it is determined whether an engine-on request is necessary based on the engine coolant temperature. In step S112, it is determined whether a temporary engine-on request is necessary. Specifically, the actual engine coolant temperature Tw is compared with the engine-off (OFF) water temperature and the engine-on (ON) water temperature obtained in step S111. If the engine cooling water temperature is lower than the engine on-water temperature, f (Tw) = on is temporarily determined to operate the engine 50. If the engine cooling water temperature is higher than the engine off-water temperature, f (Tw) = off is set to off. Temporarily decide to stop.

  Next, in step S113, it is determined whether or not the seat heater 101 (FIG. 3) for heating the passenger's seat is on. If the seat heater 101 is off in step S113, f (amount of solar radiation) is calculated according to the amount of solar radiation in step S114. If the seat heater 101 is on in step S113, a value of f (amount of solar radiation) lower than that in step S114 is calculated in step S115. Next, in step S116, on (off) of f (outside air temperature) is selected according to the value of f (insolation amount) calculated in step S114 or step S115. In step S116, f (outside air temperature) off is selected at the beginning of control.

  Next, in step S117, the presence or absence of a final engine-on (engine-on) request from the air conditioner ECU 60 is calculated. When the eco mode is selected and the target outlet temperature TAO = 20 ° C or higher and f (Tw) = ON (ON), the engine is normally turned on (engine operation), but the set temperature is 28 ° C or higher. If f (outside air temperature) is off, the engine is not allowed to be turned on.

  Further, in step S113, when the seat heater 101 is on, the occupant's temperature sensation increases, so the value of f (insolation amount) is reduced to make it difficult to permit an engine-on request when the seat heater 101 is on. Thus, fuel efficiency can be improved while achieving the minimum warmth. Furthermore, vehicle exterior noise, which is noise around the vehicle, is reduced, and effective use of the power charged in the battery can be achieved. In addition, the greater the amount of solar radiation, the higher the passenger's thermal sensation. The higher the amount of solar radiation, the more difficult it is to allow an engine-on request, ensuring minimum thermal sensation and improving fuel economy, reducing vehicle exterior noise, and charging power Can be used effectively.

  Next, the electric water pump operation determination process (step S11 in FIG. 4) will be described. Step S11 is specifically executed according to FIG. As shown in FIG. 14, when this control is started, it is determined in step S121 whether or not the engine coolant temperature (water temperature) Tw detected by the coolant temperature sensor is higher than the post-evaporator temperature TE. If it is determined that the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, a request to turn off the electric water pump 32 is determined in step S122, and this control is terminated.

  When it is determined in step S121 that the coolant temperature Tw detected by the coolant temperature sensor is relatively low and the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, when the engine coolant is passed through the heater core 34, On the contrary, the electric water pump 32 is turned off in step S122 in order to lower the blowing temperature.

  If it is determined in step S121 that the engine coolant temperature Tw is higher than the post-evaporator temperature TE, it is determined in step S123 whether or not the blower 16 of FIG. 1 is on (operated). If the blower 16 is not turned on, the process proceeds to step S122, a request to turn off the electric water pump 32 is determined, and this control is terminated. If the blower 16 is on, the process proceeds to step S124, a request to turn on the electric water pump 32 is determined, and this control is terminated.

  That is, when the blower 16 is off (stopped) when the engine coolant temperature Tw is relatively high, the electric water pump 32 is turned off to save fuel. On the other hand, when the blower is on, the electric water pump 32 is requested to be turned on. Thereby, even when the engine is off, the amount of heat that the engine coolant has can be used for air conditioning. Therefore, since the blowing temperature rises and the blowing temperature can be brought close to the target blowing temperature TAO, it is possible to alleviate the decrease in the room temperature even when the engine is off.

  Next, in step S12 of FIG. 4, the control signal obtained as described above is output, the blower 16 is controlled, the rotation speed control of the compressor 41 is controlled by the inverter 42, the rotation speed control of the outdoor fan 4, Control of the inside / outside air switching door 13, control of the outlet switching doors 21 and 22, control of the electric water pump 32, and control of the number of energized heater wires (PTC) 351 to 353 that serve as the electric heater 35 are performed. In step S12, display operations relating to the display units 710a and 708a of the eco mode switch 710 and the auto switch 708 are controlled.

  As described above, the operation panel 70 in FIG. 5 is provided with the auto switch 708. When controlled in the auto mode (auto eco weak mode or auto eco strong mode in FIG. 7), the light emitting diode (LED) constituting the auto mode display unit 708a in the auto switch 708 emits light, and the auto mode operation is performed. (That is, the auto indicator forming the auto mode display portion 708a is lit).

  Further, an eco mode switch 710 of FIG. 6 for switching whether or not to select the eco mode is provided in the vehicle interior. When the eco-mode switch 710 is operated by a passenger and driving in the eco-mode is performed, the light-emitting diode in the eco-mode switch 710 is turned on to indicate that the driving in the eco-mode is being performed (that is, the eco-mode display section The eco-mode indicator that makes 710a is turned on).

(Function and effect)
In the first embodiment, when the eco mode switch 710 is operated again after being set to the eco mode, the eco mode setting degree increases. When the eco mode switch is operated so that the degree of setting of the eco mode is increased, automatic control is started by the transition means 200. As a result, when the eco mode setting level is raised, even if the control of the vehicle air conditioner is manually operated, even if manual control or part of it is set to manual control (semi-auto), this control is automatically controlled (auto mode). ). Therefore, the automatic setting of the air conditioning air volume accompanying the increase in the eco mode degree, the automatic selection of the efficient suction port, the optimal warm feeling, the automatic setting of the air outlet that can ensure the anti-fogging property of the window glass is made, It is possible to reliably achieve fuel-saving air conditioning while minimizing the degradation of comfort and anti-fogging properties.

  When operated, the eco mode switch 710 changes in the order of the auto eco weak mode and the auto eco strong mode so that the degree of eco mode setting increases. When the eco mode switch is operated so that the degree of setting of the eco mode is increased, automatic control is started by the transition means 200. In addition, a different blower air volume is automatically set in the auto eco weak mode and the auto eco strong mode. As a result, when the vehicle air conditioner is switched from a mode other than the eco mode weak to the eco mode strong, the vehicle air conditioner can be shifted to the automatic control even if the control of the vehicle air conditioner is partially controlled by the manual operation. it can. As a result, since the air volume reduction accompanying the increase in the eco mode degree is automatically selected, fuel-saving air conditioning can be reliably realized while minimizing the decrease in comfort and anti-fogging properties.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described. FIG. 15 is a partial flowchart of set temperature change control for explaining the second embodiment of the present invention. The partial flowchart of FIG. 15 is executed in step S2 of FIG.

  When the set temperature change control is started in FIG. 15, in step S151, the process proceeds to step S152 with the transition from the eco mode to the eco mode as a trigger. In step S152, when the set temperature Tset is other than the standard temperature Tcrt (for example, 25 ° C.), the set temperature Tset is changed to the standard temperature Tcrt (for example, 25 ° C.). If it is determined in step S151 that NO is not the case of transition from the eco mode to the eco mode, the set temperature Tset at that time is maintained as in step S153.

  In this way, when the eco mode is changed from other than the eco mode, the set temperature Tset is shifted to the predetermined standard temperature Tcrt (for example, 25 ° C.), thereby reducing the air-conditioning air volume in the eco mode and improving the efficiency. A suction port is selected, an optimum temperature sensation is set, and an air outlet that can ensure the anti-fogging property of the window glass is selected. Therefore, it is possible to realize fuel-saving air conditioning while minimizing the decrease in comfort and anti-fogging properties. The standard temperature Tcrt may be a variable that changes in accordance with the degree of ecology or the like.

  The second embodiment includes standard temperature transition means (S152) that transitions the set temperature (Tset) to a predetermined standard temperature (Tcrt) when automatic control is performed by selecting the eco mode. Thereby, when the control state is switched from the mode other than the eco mode to the eco mode, the set temperature can be shifted to the standard temperature (for example, 25 ° C.). Therefore, in the eco mode, air conditioning air volume reduction, efficient suction port selection, optimal temperature setting, and the like can be automatically set in relation to the standard temperature. In addition, air outlets that can ensure the anti-fogging properties of the window glass are automatically selected in relation to the standard temperature, ensuring fuel-saving air-conditioning while minimizing comfort and anti-fogging degradation. realizable.

(Other embodiments)
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows. For example, in the above-described embodiment, the present invention is applied to the vehicle air conditioner 100 of the air conditioner cycle (cooler cycle), but the present invention may be applied to the vehicle air conditioner of the heat pump cycle. Further, the compressor does not have to be an electric compressor, and the vehicle is not limited to a hybrid vehicle, but may be an EV (electric vehicle) or a gasoline vehicle running on a normal internal combustion engine.

  Further, the transition means in the above embodiment automatically controls all of the setting of the blower air volume, the setting of the outlet mode, and the setting of the inlet mode when the eco mode is selected by operating the eco mode switch 710. When the eco mode is selected by operating the eco mode switch 710, the transition means automatically controls any one of the blower air volume setting, the outlet mode setting, and the inlet mode setting. It is also possible to make a transition to.

  Even in such a case, when the eco mode is set, and the occupant has an extremely high air volume in the eco mode, it can be dealt with by automatically controlling the setting of the blower air volume. In addition, when the inside / outside air introduction is switched manually by manual operation, it can be dealt with by automatically controlling the setting of the suction port mode without impairing the fuel saving effect of the eco mode. In addition, the window glass of the vehicle may become fogged by switching to the eco mode and switching to the inside air mode manually in cold weather. However, the air outlet mode setting or the inlet mode setting is automatically controlled. You can deal with it. Therefore, when switching from the non-eco mode to the eco mode, the vehicle air conditioner can minimize the decrease in comfort and anti-fogging property of the window glass and can surely realize fuel-saving air conditioning. Can provide.

200 Transition means for transition to automatic control 703 Temperature setting means (temperature setting switch) for setting to set temperature
704 Intake / outside air selection switch for selecting suction mode 705 Blower switch 706 Mode changeover switch for switching outlet mode 710 Eco mode switch S152 Standard temperature transition means Tcrt Standard temperature Tset Set temperature

Claims (4)

An eco-mode switch (710) for selecting an eco-mode capable of driving with fuel saving;
A blower switch (705) for switching the blower air volume;
A mode changeover switch (706) for switching the outlet mode for blowing the conditioned air into the passenger compartment;
An inside / outside air changeover switch (704) for switching between an inside air mode in which the air inside the vehicle is conditioned air and an outside air mode in which outside air is the conditioned air, and for selecting a suction port mode;
When the eco mode is selected by operating the eco mode switch (710), a transition that causes at least one of the setting of the blower air volume, the setting of the outlet mode, or the setting of the suction port mode to transition to automatic control Means (200), The vehicle air conditioner characterized by the above-mentioned. When the eco-mode switch (710) is operated again after being set to the eco-mode, the eco-mode setting level increases,
The vehicle air conditioner according to claim 1, wherein the automatic control is started by the transition means (200) when the eco mode switch is operated so that the degree of eco mode setting increases. .   The eco mode switch (710) changes in order of the auto eco weak mode and the auto eco strong mode so that the eco mode setting level increases when operated, and the eco mode switch (710) increases the eco mode setting level. The automatic control is started by the transition means (200) when a mode switch is operated, and the blower air volume is automatically set differently in the auto eco weak mode and the auto eco strong mode. Item 3. The vehicle air conditioner according to Item 2. Furthermore, temperature setting means (703) for setting the temperature of the conditioned air to a set temperature (Tset);
Standard temperature transition means (S152) for transitioning the set temperature (Tset) to a predetermined standard temperature (Tcrt) when automatic control is performed by selecting the eco mode. Item 4. The vehicle air conditioner according to any one of Items 1 to 3.

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