JP2014054930A - Vehicle air conditioner - Google Patents

Abstract

A vehicle air conditioner configured to realize appropriate heating of a vehicle interior while reducing energy consumed for heating.
An economy switch is not turned on when a request signal output means outputs an operation request signal for an engine EG to a driving force control means 70 in order to heat cooling water of the engine EG that serves as a heat source for heating. When the target blow temperature TAO of the blown air blown into the passenger compartment becomes equal to or higher than the first reference temperature KTAO1 (15 ° C.), the operation request signal is output, and when the economy switch is turned on, the target When the blowing temperature TAO becomes equal to or higher than the second reference temperature KTAO2 (28 ° C.) set to a temperature higher than the first reference temperature KTAO1, an operation request signal is output. Thereby, according to a passenger | crew's request | requirement, the direction to give priority among the reduction | restoration of the energy consumed for heating, and the implementation | achievement of the appropriate heating of a vehicle interior can be changed.
[Selection] Figure 9

Description

  The present invention relates to a vehicle air conditioner for heating a passenger compartment.

  Conventionally, Patent Document 1 discloses a vehicle air conditioner applied to a so-called hybrid vehicle that obtains driving force for traveling from both an engine (internal combustion engine) and a traveling electric motor. In the vehicle air conditioner disclosed in Patent Document 1, when heating the vehicle interior, air blown into the vehicle interior is heated using engine coolant as a heat source.

  However, in this type of hybrid vehicle, the engine may be stopped even when the vehicle is stopped or traveling in order to improve vehicle fuel efficiency. Therefore, when the vehicle air conditioner heats the passenger compartment, the temperature of the cooling water may not rise to a temperature sufficient as a heat source for heating.

  Therefore, in the vehicle air conditioner disclosed in Patent Document 1, when the temperature of the cooling water does not rise to a sufficient temperature as a heat source for heating, the engine control device can be used even under traveling conditions that do not require the engine to operate. In response to this, an engine operation request signal is output so that the temperature of the cooling water is increased to a temperature sufficient as a heat source for heating.

  Furthermore, in this vehicle air conditioner, even when the temperature of the cooling water does not rise to a temperature sufficient as a heat source for heating, the target temperature of the blown air blown into the vehicle compartment is lower than 30 ° C. Prohibits the output of the operation request signal and suppresses frequent operation of the engine for heating. Thereby, the energy consumed for heating is reduced.

JP 2008-174042 A

  However, since the vehicle air conditioner of Patent Document 1 merely determines whether or not the operation request signal can be output in accordance with the target temperature of the blown air, when the target temperature is lower than 30 ° C, it is always Prioritizing the reduction of energy consumed for heating, the vehicle interior cannot be heated appropriately.

  In view of the above points, an object of the present invention is to provide a vehicle air conditioner configured to be able to realize appropriate heating of a vehicle interior while reducing energy consumed for heating.

The present invention has been devised to achieve the above object, and in the invention according to claim 1, heat is exchanged between the blown air blown into the passenger compartment and the heat medium to heat the blown air. Control for controlling the operation of the heat exchanger for heating (46), the target temperature determining means (S4) for determining the target temperature (TAO) of the blown air, and the heat medium heating means (EG, 42) for heating the heat medium. An operation request signal output means (50a) for outputting an operation request signal for requesting the operation of the heat medium heating means (EG, 42) to the means (70, 50b), and for air conditioning in the passenger compartment by the operation of the passenger Energy saving request means (60a) for requesting reduction of consumed energy,
The operation request signal output means (50a) has a target temperature (TAO) equal to or higher than a predetermined first reference temperature (KTAO1) when energy reduction is not requested by the energy saving request means (60a). When the operation request signal is output and the energy saving requesting means (60a) is requested to reduce the energy, the target temperature (TAO) is set to a value higher than the first reference temperature (KTAO1). A vehicle air conditioner that outputs an operation request signal when the temperature becomes equal to or higher than the second reference temperature (KTAO2) is characterized.

  According to this, by setting a temperature that does not impair the passenger's feeling of heating as the first reference temperature (KTAO1), when energy saving is not requested by the energy saving request means (60a), Appropriate heating of the passenger compartment can be realized by operating the heating medium heating means (EG, 42) so as not to impair the feeling of heating.

  Further, since the second reference temperature (KTAO2) is set to a value higher than the first reference temperature (KTAO1), when the energy saving is requested by the energy saving request means (60a), the energy is reduced. It is possible to reduce the energy consumed by the heat medium heating means (EG, 42) by lowering the operating frequency of the heat medium heating means (EG, 42) than when the heat medium is not required.

  In other words, according to the invention described in the present claim, according to the request of the occupant, it is possible to change the priority of the reduction of energy consumed for heating and the realization of appropriate heating in the passenger compartment. . Accordingly, it is possible to achieve appropriate heating in the passenger compartment while reducing energy consumed for heating.

Moreover, in invention of Claim 2, it is a vehicle air conditioner applied to the vehicle which has the electrical storage means (B) which stores electric power,
Heat exchange (46) for heating the blown air by causing heat exchange between the blown air blown into the passenger compartment and the heat medium, and target temperature determining means (S4) for determining the target temperature (TAO) of the blown air And an operation request signal for requesting the operation of the heat medium heating means (EG, 42) to the control means (70, 50b) for controlling the operation of the heat medium heating means (EG, 42) for heating the heat medium. Operation request signal output means (50a) for outputting
The heat medium heating means (EG, 42) consumes electric power stored in the power storage means (B) and heats the heat medium.
The operation request signal output means (50a) has a predetermined target temperature (TAO) when the remaining power (SOC) of the power storage means (B) is equal to or greater than a predetermined reference remaining capacity (KSOC). When an operation request signal is output when the temperature becomes equal to or higher than one reference temperature (KTOA1), and the remaining power (SOC) of the power storage means (B) is lower than the reference remaining (KSOC), the target temperature An operation request signal is output when (TAO) becomes equal to or higher than the second reference temperature (KTAO2) set to a value higher than the first reference temperature (KTOA1).

  According to this, by setting a temperature that does not impair the occupant's feeling of heating as the first reference temperature (KTOA1), the remaining charge (SOC) of the storage means (B) is a predetermined reference remaining charge (KSOC). When it is above, appropriate heating in the passenger compartment can be realized by the electric power stored in the power storage means (B).

  Further, since the second reference temperature (KTAO2) is set to a value higher than the first reference temperature (KTAO1), the remaining power (SOC) of the power storage means (B) is lower than the reference remaining (KSOC). Is lower than the reference remaining amount (KSOC), the operating frequency of the heat medium heating means (EG, 42) is reduced, and the heat medium heating means (EG, 42) is consumed. Electric power (electric energy) can be reduced.

  That is, according to the invention described in the present claim, according to the remaining amount (SOC) of the storage means (B), the reduction of energy consumed for heating and the realization of appropriate heating in the passenger compartment You can change the priority. Accordingly, it is possible to achieve appropriate heating in the passenger compartment while reducing energy consumed for heating.

  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 control characteristic figure for deciding an air mix opening degree among control processing of the air-conditioner for vehicles of a 1st embodiment. It is a flowchart for deciding a suction port mode among control processing of the air-conditioner for vehicles of a 1st embodiment. It is a control characteristic figure for determining blower outlet mode among control processing of the air-conditioner for vehicles of a 1st embodiment. It is a control characteristic figure for determining target evaporator blowing temperature among control processing of the air-conditioner for vehicles of a 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. It is a block diagram which shows the electric control part of the vehicle air conditioner of 2nd Embodiment. It is a flowchart for determining a request signal among control processing of the air-conditioner for vehicles of a 3rd embodiment. It is a whole block diagram of the vehicle air conditioner of 4th Embodiment. It is a flowchart for determining the rotation speed of a compressor among the control processing of the vehicle air conditioner of 4th Embodiment. It is a flowchart for determining a request signal among control processing of the air-conditioner for vehicles of a 4th embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. 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 of this embodiment is demonstrated using FIG. 1, FIG. The vehicle air conditioner 1 is a vapor compression refrigeration cycle 30 as temperature adjusting means for adjusting the temperature of the blown air blown into the vehicle interior, and the blown air adjusted in temperature by the refrigeration cycle 30 is blown out into the vehicle interior. An indoor air conditioning unit 10 and an air conditioning controller 50 that controls the operation of various electric components of the vehicle air conditioner 1 are provided.

  First, the indoor air-conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 12, the air mix door 19, the evaporator 35, and the heater core are disposed in the casing 11 forming the outer shell. 46, a PTC heater 47 and the like are accommodated.

  The casing 11 forms an air passage for blown air that is blown into the passenger compartment, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An inside / outside air switching device 20 as an inside / outside air switching means for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 11.

  The inside / outside air switching device 20 continuously adjusts the opening area of the inside air introduction port 21 for introducing the inside air into the casing 11 and the outside air introduction port 22 for introducing the outside air by the inside / outside air switching door 23, The air volume ratio with the air volume of the outside air 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 20, a blower (blower) 12 that is a blowing means for blowing the air sucked through the inside / outside air switching device 20 toward the vehicle interior is arranged. The blower 12 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 12.

  An evaporator 35 is disposed on the air flow downstream side of the blower 12. The evaporator 35 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 35 and the blown air blown from the blower 12. Specifically, the evaporator 35 constitutes a vapor compression refrigeration cycle 30 together with the compressor 31, the condenser 32, the gas-liquid separator 33, the expansion valve 34, and the like.

  Here, the refrigeration cycle 30 will be described. The compressor 31 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 30, compresses and discharges it, and drives a fixed capacity type compression mechanism 31a having a fixed discharge capacity by an electric motor 31b. It is configured as an electric compressor. The electric motor 31 b 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 a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control. Therefore, the electric motor 31b constitutes a discharge capacity changing means of the compressor 31.

  The condenser 32 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the outside air (outside air) blown from the blower fan 32a as the outdoor blower, thereby discharging refrigerant from the compressor 31. It is an outdoor heat exchanger that condenses water. The blower fan 32a is an electric blower in which the operation rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 33 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 32 and stores surplus refrigerant and flows the separated liquid-phase refrigerant downstream. The expansion valve 34 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 33. The evaporator 35 is an endothermic heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 34 and exerts an endothermic effect on the refrigerant. Thereby, the evaporator 35 functions as a heat exchanger for cooling which cools blowing air.

  Further, in the casing 11, on the downstream side of the air flow of the evaporator 35, there are an air passage such as a cooling cold air passage 13 and a cold air bypass passage 14 for flowing air after passing through the evaporator 35, and the heating cold air passage 13 and the cold air. A mixing space 15 for mixing the air that has flowed out of the bypass passage 14 is formed.

  A heater core 46 and a PTC heater 47 for heating the air that has passed through the evaporator 35 are arranged in this order in the air flow direction in the cooling air passage 13 for heating. The heater core 46 is a heating heat exchanger that heats the blown air that has passed through the evaporator 35 by exchanging heat between the cooling water (heat medium) that cools the engine EG and the blown air that has passed through the evaporator 35.

  The heater core 46 and the engine EG are connected by a cooling water pipe to constitute a cooling water circuit (heat medium circuit) 40 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 47a, 47b, 47c.

  On the other hand, the cold air bypass passage 14 is an air passage for guiding the air that has passed through the evaporator 35 to the mixing space 15 without passing through the heater core 46 and the PTC heater 47. Accordingly, the temperature of the blown air mixed in the mixing space 15 varies depending on the air volume ratio of the air passing through the heating cool air passage 13 and the air passing through the cold air bypass passage 14.

  Thus, in the present embodiment, the amount of cold air that flows into the heating cold air passage 13 and the cold air bypass passage 14 on the downstream side of the air flow of the evaporator 35 and on the inlet side of the heating cold air passage 13 and the cold air bypass passage 14. An air mix door 19 that continuously changes the ratio is disposed. Therefore, the air mix door 19 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 15 (the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 19 includes a rotary shaft that is driven by an electric actuator 63 for the air mix door, and a plate-like door main body that is connected to the rotary shaft at 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.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 15 to the vehicle interior that is the air-conditioning target space are disposed at the most downstream portion of the blown air flow of the casing 11. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner surface of the window glass W is provided.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to 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 controller 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the vehicle. Both the face air outlet 24 and the foot air outlet 25 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot mode in which the foot outlet 25 is fully opened and the defroster outlet 26 is opened by a small opening, and air is mainly blown out from the foot outlet 25. In addition, there is a foot defroster mode in which the foot outlet 25 and the defroster outlet 26 are opened to the same extent and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  Furthermore, it can also be set as the defroster mode which fully opens a defroster blower outlet and blows air from a defroster blower outlet to the vehicle front window glass inner surface by operating a switch of the operation panel 60 mentioned later by a passenger | crew manually.

  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. Note that the remaining power SOC of battery B is calculated from voltage VB, current ABin, current ABout, and the like.

  Connected to the output side of the air conditioning controller 50 are the blower 12, the inverter 61 for the electric motor 31b of the compressor 31, the blower fan 32a, various electric actuators 62, 63, 64, the PTC heater 47, the water pump 45, and the like. Yes.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the vehicle interior temperature Tr, an outside air sensor 52 (outside air temperature detection means) that detects the outside air temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the vehicle interior. 53, a discharge temperature sensor 54 (discharge temperature detection means) for detecting the compressor 31 discharge refrigerant temperature Td, a discharge pressure sensor 55 (discharge pressure detection means) for detecting the compressor 31 discharge refrigerant pressure Pd, and an outlet from the evaporator 35 An evaporator temperature sensor 56 (evaporator temperature detection means) that detects an air temperature (evaporator temperature) TE, a cooling water temperature sensor 57 that detects a cooling water temperature (heat medium temperature) TW that flows out of the engine EG, and the like. The various air conditioning control sensor groups are connected.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 35. Of course, as the evaporator temperature sensor 56, temperature detecting means for detecting the temperature of other parts of the evaporator 35 may be adopted, or temperature detecting means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 35 may be used. It may be adopted.

  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 mode changeover switch, an outlet mode changeover switch, an air volume setting switch of the blower 12, An economy switch 60a, a passenger compartment temperature setting switch 60b, a display unit for displaying the current operating 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 temperature setting means for setting a vehicle interior target temperature Tset, which is a target temperature in the vehicle interior, by an occupant's operation. The economy switch 60a is energy saving request means for requesting reduction of energy consumed for air conditioning in the passenger compartment by the operation of the passenger.

  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 the air-conditioning control device 50, the configuration for controlling the refrigerant discharge capacity of the compressor 31 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 31b of the compressor 31 is compressor control. The structure which comprises a means and controls the air blower 12 ventilation capability which is an air blow means comprises an air blower control means. Furthermore, in this embodiment, the structure which performs transmission / reception of the 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 50a.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. This control process starts when the operation switch of the vehicle air conditioner 1 is turned on. Each control step in FIGS. 3 to 10 constitutes various function realizing means of the air conditioning control device 50.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, among the flags and calculation values, there are those in which the value stored at the end of the previous operation of the vehicle air conditioner 1 or the value stored when the vehicle system is stopped is maintained.

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

  Next, in step S3, a vehicle environmental state signal used for air conditioning control, that is, a detection signal from the above-described sensor groups 51 to 57, etc. is 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.

  Therefore, the control step S4 of the present embodiment constitutes a target temperature determining unit that determines the target temperature of the blown air blown into the vehicle interior. The target outlet temperature TAO can also be expressed as an index indicating the air conditioning heat load required for the vehicle air conditioner 1 in order to keep the passenger compartment at a desired temperature.

  In subsequent steps S5 to S12, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 19 is determined. This target opening degree SW is based on the target blowing temperature TAO determined in step S4, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature TW detected by the cooling water temperature sensor 57. calculate.

Specifically, in step S5, a temporary air mix opening degree SWdd is calculated by the following formula F2.
SWdd = {TAO− (TE + 2)} / {MAX (10, TW− (TE + 2))} × 100 (%) (F2)
Note that {MAX (10, TW− (TE + 2))} in Formula F2 means the larger value of 10 and TW− (TE + 2).

  Then, based on the provisional air mix opening SWdd calculated by the formula F2, the air mix opening SW is determined with reference to a control map stored in the air conditioning controller 50 in advance. In this control map, as shown in the control characteristic diagram of FIG. 4, the value of the air mix opening SW with respect to the temporary air mix opening SWdd is determined nonlinearly.

  In this embodiment, since the cantilever door is adopted as the air mix door 19, the opening area of the cold air bypass passage 14 viewed from the actual flow direction of the blown air with respect to the change in the air mix opening SW and This is because the change in the opening area of the cooling cold air passage 13 has a non-linear relationship.

  Note that SW = 0% is the maximum cooling position of the air mix door 19, and the cold air bypass passage 14 is fully opened and the heating cold air passage 13 is fully closed. On the other hand, SW = 100% is the maximum heating position of the air mix door 19, and the cold air bypass passage 14 is fully closed and the heating cold air passage 13 is fully opened.

  Next, in step S6, the blowing capacity (air flow rate) of the blower 12 is determined. In this step S6, the blowing capacity of the blower 12 (specifically, the blower voltage applied to the electric motor) is determined with reference to the control map stored in the air conditioning control device 50 in advance based on the target blowout temperature TAO. To do.

  More specifically, in the present embodiment, the blower voltage is set to a high voltage near the maximum value in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the target blowing temperature TAO, and the air volume of the blower 12 is set. Control near the maximum air volume. Further, when the target blowing temperature TAO rises from the extremely low temperature range toward the intermediate temperature range, the blower voltage is decreased according to the increase of the target blowing temperature TAO, and the air volume of the blower 12 is reduced.

  Further, when the target blowing temperature TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower voltage is decreased according to the decrease in the target blowing temperature TAO, and the air volume of the blower 12 is decreased. Further, when the target blowing temperature TAO enters a predetermined intermediate temperature range, the blower voltage is set to the minimum value, and the air volume of the blower 12 is set to the minimum value.

  Next, in step S7, the suction port mode, that is, the switching state of the inside / outside air switching device 20 is determined. Details of step S7 will be described with reference to FIG. First, in step S701, it is determined whether or not the auto switch of the operation panel 60 is turned on.

  If it is determined in step S701 that the auto switch has not been turned on, the process proceeds to step S702, and the inside / outside air switching device is set so as to be in the passenger's desired inlet mode set by the selector switch of the operation panel 60. Twenty switching states are determined. Specifically, the air outlet mode changeover switch according to the present embodiment switches to the REC mode (inside air mode) where the outside air introduction rate is 0% or the FRS mode (outside air mode) where the outside air introduction rate is 100%. Can be set.

  On the other hand, if it is determined in step S701 that the auto switch is turned on, the process proceeds to step S703, and the target blow determined in step S4 with reference to the control map stored in advance in the air conditioning control device 50. The suction port mode is determined based on the temperature TAO, and the process proceeds to step S8.

  Specifically, as shown in the control characteristic diagram described in the control step S703 of FIG. 5, when the target blowing temperature TAO is in the rising process, if TAO ≧ first predetermined temperature Tm1, the outside air mode is set. If the predetermined temperature Tm1> TAO ≧ the second predetermined temperature Tm2, the internal / external air mixing mode is set. If the second predetermined temperature Tm2> TAO, the internal air mode is set.

  On the other hand, when the target blowing temperature TAO is in the descending process, the inside air mode is set if the third predetermined temperature Tm3 ≧ TAO, and the inside / outside air mixing mode is set if the third predetermined temperature Tm3 ≧ TAO> the second predetermined temperature Tm2. If TAO> second predetermined temperature Tm2, the outside air mode is set. Each predetermined temperature has a relationship of Tm3 <Tm2 <Tm1, and the temperature difference between the predetermined temperatures is set as a hysteresis width for preventing control hunting.

  Next, in step S8, a blower outlet mode is determined with reference to the control map previously memorize | stored in the air-conditioning control apparatus 50 based on the target blowing temperature TAO. In the present embodiment, as the TAO rises from the low temperature region to the high temperature region, the outlet mode is sequentially switched from the foot mode to the bi-level 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.

  More specifically, as shown in the control characteristic diagram of FIG. 6, when the target blowing temperature TAO is in the process of increasing, the face mode is set if TAO ≦ first predetermined temperature Tn1 (30 ° C. in the present embodiment). If the first predetermined temperature Tn1 <TAO ≦ the second predetermined temperature Tn2 (40 ° C. in the present embodiment), the bi-level mode is determined. If the second predetermined temperature Tn2 <TAO, the foot mode is determined.

  On the other hand, when the target blowing temperature TAO is in the descending process, the foot mode is determined if the third predetermined temperature Tn3 (38 ° C. in the present embodiment) ≦ TAO, and the fourth predetermined temperature Tn4 (28 ° C. in the present embodiment). ) ≦ TAO <third predetermined temperature Tn3, the bi-level on mode is determined, and if TAO <fourth predetermined temperature Tn4, the face mode is determined. Each predetermined temperature has a relationship of Tn4 <Tn1 <Tn3 <Tn2, and the temperature difference between the predetermined temperatures is set as a hysteresis width for preventing control hunting.

  Next, in step S9, the refrigerant discharge capacity of the compressor 31 (specifically, the rotational speed (rpm) of the compressor 31) is determined. Here, a basic method for determining the rotational speed of the compressor 31 will be described. In step S9, based on the target outlet temperature TAO determined in step S4, a control map stored in advance in the air conditioning control device 50 is referred to, and the target evaporator outlet temperature TEO of the outlet air temperature Te from the evaporator 35 is determined. To decide. As this control map, the one shown in the control characteristic diagram of FIG. 7 can be used.

  Then, a deviation En (TEO-Te) between the target evaporator blowout temperature TEO and the blown air temperature Te is calculated, and a deviation change rate Edot (En) obtained by subtracting the previously calculated deviation En-1 from the previously calculated deviation En. -(En-1)), based on the fuzzy inference based on the membership function and rules stored in advance in the air conditioning controller 50, the amount of change in the rotational speed with respect to the previous compressor rotational speed fn-1. Δf_C is obtained.

  More detailed control contents of step S9 will be described with reference to FIG. First, in step S91, a rotational speed change amount Δf_C is obtained. Step S91 in FIG. 8 describes a fuzzy rule table used as a rule. In this rule table, Δf_C is determined based on the deviation En and the deviation change rate Edot so that the frosting of the evaporator 35 is prevented. This Δf_C becomes the rotational speed change amount Δf.

  Next, in step S92, it is determined whether or not the economy switch 60a of the operation panel 60 is turned on. If the economy switch 60a is not turned on in step S92, the process proceeds to step S93, the upper limit value (MAX speed) of the compressor 31 is set to 10000 rpm, and the process proceeds to step S95.

  On the other hand, if it is determined in step S92 that the economy switch 60a is turned on, the upper limit value (MAX speed) of the compressor 31 is set to 7000 rpm, and the process proceeds to step S95. That is, when the economy switch 60a is turned on, energy (electric energy) consumed for air conditioning the vehicle interior by lowering the upper limit value of the rotational speed of the compressor 31 is lower than when the economy switch 60a is not turned on. It is reduced.

  In the next step S95, the value obtained by adding the rotational speed variation Δf to the previous compressor rotational speed fn-1 is compared with the MAX rotational speed determined in step S93 or S94, and the smaller value is compared with the current compression. The machine speed fn is determined and the process proceeds to step S10. The determination of the compressor speed fn in step S9 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in this embodiment).

  Next, in step S10, the number of operating PTC heaters 47 is determined. The number of operating PTC heaters 47 is determined according to 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 19 is 100%.

  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 S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. The request signal includes an engine EG operation request signal (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.

  That is, in the present embodiment, the engine EG is functioned as a heat medium heating unit that heats the cooling water (heat medium). The air conditioning control device 50 (operation request signal output means 50a) outputs an operation request signal to the driving force control device 70 which is a control means for controlling the operation of the heat medium heating means, whereby the cooling water temperature TW. To raise.

  Details of step S11 will be described with reference to the flowchart of FIG. First, in step S111, 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 that is desirable for the vehicle air conditioner 1 to exhibit a sufficient heating capacity is calculated using the following formula F3.
TWD = {(TAO−ΔTptc) − (TE × 0.2)} / 0.8 (F3)
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 S112, a temporary request signal flag f (TW) indicating whether or not 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 S111, it is temporarily determined that the temporary request signal flag f (TW) = ON and the engine EG operation request signal is output, 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 S113, the air-conditioning control device 50 stores in advance the air outlet control mode, the vehicle travel mode, the input state of the economy switch 60a, the target air temperature TAO, the temporary request signal flag f (TW), and the outside air temperature Tam. The request signal output to the driving force control apparatus 70 is determined with reference to the control map.

  Specifically, as described in step S113 of FIG. 10, the outlet mode is the defroster mode (DEF), the traveling mode is the HV traveling mode, and the economy switch 60a is turned on. The target blowing temperature TAO is not less than the first reference temperature KTAO1 (15 ° C. in the present embodiment) set in advance so as not to impair the passenger's feeling of heating. Further, when the temporary request signal flag f (TW) is ON, it is determined to output an ON request signal for requesting the driving force control device 70 to operate the engine EG regardless of the outside air temperature Tam.

  Further, the outlet mode is the defroster mode, the traveling mode is the HV traveling mode, the economy switch 60a is turned on (that is, the eco mode is set), and the target outlet temperature TAO is the first. When the temperature is equal to or higher than the second reference temperature KTAO2 (28 ° C. in the present embodiment) set to a temperature higher than the reference temperature, and the temporary request signal flag f (TW) is ON, the outside air temperature It is determined to output the ON request signal to the driving force control device 70 regardless of Tam.

  Further, the outlet mode is the defroster mode, the traveling mode is the EV traveling mode, the economy switch 60a is not turned on (that is, the normal mode is set), and the target outlet temperature TAO is the first one. When the reference temperature KTAO1 or higher, the temporary request signal flag f (TW) is ON, and the outside air temperature Tam is less than 15 ° C., an ON request signal is sent to the driving force control device 70. Is determined to be output.

  Further, the outlet mode is the defroster mode, the traveling mode is the EV traveling mode, the economy switch 60a is turned on (that is, the eco mode is set), and the target outlet temperature TAO is the second. If the reference temperature KTAO2 or higher, the temporary request signal flag f (TW) is ON, and the outside air temperature Tam is less than 15 ° C., an ON request signal is sent to the driving force control device 70. Decide to output.

  Further, the outlet mode is other than the defroster mode, the economy switch 60a is not turned on (that is, the normal mode is set), the target outlet temperature TAO is equal to or higher than the first reference temperature KTAO1, When the temporary request signal flag f (TW) is ON, it is determined to output an ON request signal to the driving force control device 70 regardless of the travel mode and the outside air temperature Tam.

  Further, the outlet mode is other than the defroster mode, the traveling mode is the EV traveling mode, the economy switch 60a is turned on (that is, the eco mode is set), and the target outlet temperature TAO is the first one. 2 When the temperature is higher than the reference temperature KTAO2 and the temporary request signal flag f (TW) is ON, it is determined to output an ON request signal to the driving force control device 70 regardless of the travel mode and the outside air temperature Tam. To do.

  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 S12.

  That is, in this control step S113, when the economy switch 60a is not turned on, it is determined that the ON request signal is output when the target blowout temperature TAO becomes equal to or higher than the first reference temperature KTAO1, and the economy switch 60a is turned on. When the target blowout temperature TAO becomes equal to or higher than the second reference temperature KTAO2 set to a value higher than the first reference temperature KTAO1, it is determined that the ON request signal is output.

  Next, in step S12, it is determined whether or not to operate the water pump 45 that circulates the cooling water between the heater core 46 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature TW is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature TW is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined that the water pump 45 is stopped (OFF). 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 evaporator 35. Therefore, 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 S121, the process proceeds to step S122. In step S122, it is determined whether the blower 12 is operating. If it is determined in step S122 that the blower 12 is not operating, the process proceeds to step S124, 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 12 operating in step S122, it progresses to step S123 and determines to operate 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 S13, various air conditioning control devices 12, 32a, 45, 47, 61, 62, 63, etc. are provided from the air conditioning control device 50 so that the control state determined in the above steps S5 to S12 is obtained. Control signal and control voltage are output. Further, the request signal output means 50a transmits the operation request signal for the engine EG determined in step S11 to the driving force control device 70.

  Next, in step S14, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 12 is cooled by the evaporator 35. The cold air cooled by the evaporator 35 flows into the heating cold air passage 13 and the cold air bypass passage 14 according to the opening degree of the air mix door 19.

  The cold air flowing into the heating cold air passage 13 is heated when passing through the heater core 46 and the PTC heater 47 and is mixed with the cold air that has passed through the cold air bypass passage 14 in the mixing space 15. Then, the conditioned air whose temperature has been adjusted in the mixing space 15 is blown out from the mixing space 15 into the vehicle compartment via each outlet.

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

  Further, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S113, when the economy switch 60a is not turned on, the target blowing temperature TAO does not impair the passenger's feeling of heating in advance. Since the ON request signal is output when the temperature becomes equal to or higher than the set first reference temperature KTAO1, appropriate heating of the passenger compartment can be realized.

  On the other hand, when the economy switch 60a is turned on, the ON request signal is determined to be output when the target outlet temperature TAO becomes equal to or higher than the second reference temperature KTAO2 set to a value higher than the first reference temperature KTAO1. doing. Therefore, when the economy switch 60a is turned on, the frequency of outputting the ON request signal can be reduced compared to when the economy switch 60a is not turned on, and the energy consumed by the operation of the engine EG can be reduced.

  In other words, according to the vehicle air conditioner 1 of the present embodiment, priority is given to reducing energy consumed for heating and realizing appropriate heating in the passenger compartment by operating the economy switch 60a. Can be changed. Accordingly, it is possible to achieve appropriate heating in the passenger compartment while reducing energy consumed for heating.

(Second Embodiment)
In the above-described embodiment, an example in which engine cooling water is used as a heat medium to exchange heat with blown air in the heater core 46 that is a heat exchanger for heating, and an engine EG is used as a heat medium heating unit has been described. In the embodiment, an example in which the configuration of the heat medium circuit 40 is changed and an electric heater 42 is employed as the heat medium heating unit will be described as shown in the overall configuration diagram of FIG. In FIG. 11, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. The same applies to the following drawings.

  Specifically, the heat medium circuit 40 of the present embodiment is configured by connecting a water pump 45, an electric heater 42, and a heater core 46 in an annular shape. Therefore, when the water pump 45 is operated, the heat medium (specifically, the ethylene glycol aqueous solution) circulates in the order of the water pump 45 → the electric heater 42 → the heater core 46 → the water pump 45.

  The electric heater 42 is a heat medium heating unit that heats the heat medium pumped from the water pump 45, and may employ a PTC heater, a nichrome wire, or the like. In addition, the amount of heat generated by the electric heater 42 is controlled by a control voltage supplied from the air conditioning controller 50 (heating capacity of the heat medium).

  Moreover, in the air-conditioning control apparatus 50 of this embodiment, as shown in FIG. 12, the structure (hardware and software) which controls the electric power supplied to the electric heater 42 and controls the emitted-heat amount of the electric heater 42, A control means (hereinafter referred to as heating capacity control means) 50b for controlling the operation of the heat medium heating means is configured. Further, the coolant temperature sensor 57 detects the heat medium temperature TW circulating through the heat medium circuit 40.

  Other configurations and basic operations are the same as those in the first embodiment. In the control step S11 of the present embodiment, a request signal output from the request signal output means 50a to the heating capacity control means 50b is determined. In the control step S113, an operation request signal (ON request) for the electric heater 42 is determined as a request signal. Signal) or an operation stop signal (OFF request signal) of the electric heater 42 is determined.

  Therefore, also in the vehicle air conditioner 1 of the present embodiment, when the occupant operates the economy switch 60a as in the first embodiment, energy consumed for heating is reduced and appropriate heating of the passenger compartment is performed. You can change the priority of the realization. As a result, it is possible to achieve appropriate heating of the passenger compartment while reducing energy consumed for heating in response to a passenger's request.

  Further, since the vehicle air conditioner 1 of the present embodiment constitutes the heat medium heating means by the electric heater 42, a vehicle driving force is obtained from a vehicle not equipped with the engine EG (for example, a driving electric motor). It can be applied to an electric vehicle or a fuel cell vehicle.

(Third embodiment)
In the present embodiment, an example will be described in which the control mode of the control step S11 is changed as shown in the flowchart of FIG. 13 with respect to the first embodiment. Specifically, in the control step S11 of the present embodiment, as in the first embodiment, the engine ON water temperature and the engine OFF water temperature are determined in step S111, and the temporary request signal flag f (TW) is determined in step S112. ).

  In the subsequent step S114, the control map stored in advance in the air conditioning control device 50 based on the outlet mode, the remaining amount of charge SOC of the battery B, the target outlet temperature TAO, the temporary request signal flag f (TW), and the outside air temperature Tam. The request signal output to the driving force control device 70 is determined with reference to FIG.

  Specifically, as described in step S114 of FIG. 13, the outlet mode is the defroster mode (DEF), and the remaining power SOC is a predetermined reference remaining amount KSOC (in this embodiment, 30%) or more, the target blowing temperature TAO is not less than the first reference temperature KTAO1 (15 ° C. in the present embodiment) set in advance so as not to impair the passenger's feeling of heating, When the request signal flag f (TW) is ON, it is determined to output an ON request signal to the driving force control device 70 regardless of the outside air temperature Tam.

  Further, the air outlet mode is the defroster mode, the remaining power SOC is less than a predetermined reference remaining amount KSOC (in this embodiment, 30%), and the target outlet temperature TAO is higher than the first reference temperature. The temperature is equal to or higher than the second reference temperature KTAO2 (28 ° C. in this embodiment) set to a high temperature, the temporary request signal flag f (TW) is ON, and the outside temperature Tam is less than 15 ° C. If it is, it is determined to output an ON request signal to the driving force control device 70.

  Further, when the outlet mode is other than the defroster mode, the target outlet temperature TAO is equal to or higher than the first reference temperature KTAO1, and the temporary request signal flag f (TW) is turned ON, the remaining power storage It is determined to output the ON request signal to the driving force control device 70 regardless of the amount SOC. Otherwise, it is determined to output an OFF request signal to the driving force control device 70, and the process proceeds to step S12.

  That is, in this control step S114, at least when the outlet mode is the defroster mode, when the remaining power SOC is equal to or higher than the reference remaining amount KSOC, the target outlet temperature TAO is equal to or higher than the first reference temperature KTAO1. When it is determined that the ON request signal is to be output and the remaining power SOC is lower than the reference remaining KSOC, the target blowing temperature TAO is set to a value higher than the first reference temperature KTAO1. The ON request signal is determined to be output when the temperature becomes equal to or higher than the second reference temperature KTAO2.

  Other configurations and operations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, air conditioning in the passenger compartment is realized as in the first embodiment. Furthermore, according to the vehicle air conditioner 1 of the present embodiment, as described in control step S114, when the remaining charge SOC of the battery B is equal to or higher than the reference remaining charge KSOC, the target blowout temperature TAO is set in advance. Since the ON request signal is output when the temperature becomes equal to or higher than the first reference temperature KTAO1 set so as not to impair the passenger's feeling of heating, appropriate heating of the passenger compartment can be realized.

  On the other hand, when the remaining power SOC of the battery B is less than the reference remaining amount KSOC, when the target blowing temperature TAO becomes equal to or higher than the second reference temperature KTAO2 set to a value higher than the first reference temperature KTAO1. It is determined to output an ON request signal. Accordingly, when the remaining power storage SOC is less than the reference remaining amount KSOC, the frequency of outputting the ON request signal can be reduced compared to when the remaining power storage SOC is greater than or equal to the reference remaining amount KSOC. Energy consumed by operating the engine EG can be reduced.

  That is, according to the present embodiment, according to the remaining amount of charge SOC of the battery B, it is possible to change the priority among the reduction of energy consumed for heating and the realization of appropriate heating in the passenger compartment. . Accordingly, it is possible to achieve appropriate heating in the passenger compartment while reducing energy consumed for heating.

  In addition, you may apply control step S11 of this embodiment to the vehicle air conditioner 1 of 2nd Embodiment. In this case, in the control step S114, as in the second embodiment, the operation request signal (ON request signal) of the electric heater 42 or the operation stop signal of the electric heater 42 output as a request signal to the heating capacity control means 50b. (OFF request signal) may be determined.

(Fourth embodiment)
In the first and third embodiments described above, the energy consumed for heating is reduced by changing the operating frequency of the engine EG in accordance with the passenger's request or the remaining power SOC of the battery B. Although an example of realizing appropriate heating in the passenger compartment that does not impair the passenger's feeling of heating has been described, appropriate heating in the passenger compartment is not limited to not impairing the passenger's feeling of heating.

  That is, in a vehicle equipped with the engine EG, if the frequency of operating the engine EG for air conditioning in the vehicle interior is increased, the frequency of operating noise and vibration of the engine EG will be increased. This type of operating noise and vibration may cause discomfort to the occupant rather than a decrease in the temperature in the passenger compartment. Therefore, in the present embodiment, an example will be described in which comfortable heating of a vehicle interior in which noise and vibration are suppressed is achieved while reducing energy consumed for heating.

  The vehicle air conditioner 1a of this embodiment is applied to the plug-in hybrid vehicle described in the first embodiment, and as shown in the overall configuration diagram of FIG. 14, heats blown air as a refrigeration cycle. A refrigerant circuit in a heating mode for heating the vehicle interior, a refrigerant circuit in a cooling mode for cooling blown air to cool the vehicle interior, and a condenser 32 that functions as an evaporator for evaporating the refrigerant in the heat pump cycle 30a in the heating mode. A heat pump cycle 30a configured to be able to switch a refrigerant circuit in a defrosting mode for defrosting the frost when the frost is formed is adopted.

  In FIG. 14, the refrigerant flow in the heating mode is indicated by a white arrow, the refrigerant flow in the cooling mode is indicated by a black arrow, and the refrigerant flow in the defrosting mode is indicated by a hatched arrow. Yes. In the heat pump cycle 30a, the condenser 32 is caused to function as a refrigerant evaporator in the heating mode. Therefore, in the following description, the condenser 32 is referred to as an outdoor heat exchanger 32 for clarification of the description.

  The refrigerant inlet side of the indoor condenser 36 is connected to the discharge port side of the compressor 31 of the heat pump cycle 30a. The indoor condenser 36 is disposed in the heating cold air passage 13 formed in the casing 11 of the indoor air conditioning unit 10 and heats the blown air by exchanging heat between the refrigerant circulating in the interior and the blown air. It is a heat exchanger for heating. More specifically, the indoor condenser 36 is disposed on the downstream side of the blowing air flow of the heater core 46 and on the upstream side of the blowing air flow of the PTC heater 47.

  The refrigerant outlet side of the indoor condenser 36 is connected to the refrigerant inlet side of the outdoor heat exchanger 32 via a fixed heating throttle 34a that depressurizes the refrigerant in the heating mode. An orifice, a capillary tube, or the like can be employed as the heating fixed throttle 34a. Of course, as long as the function of depressurizing the refrigerant in the heating mode can be exhibited, a variable throttle mechanism such as an electric expansion valve with a fully open function may be adopted without being limited to the fixed throttle.

  Further, in the present embodiment, a bypass passage 37 is provided that guides the refrigerant flowing out of the indoor condenser 36 to the refrigerant inlet side of the outdoor heat exchanger 32 by bypassing the heating fixed throttle 34a. An open / close valve 37 a for opening and closing the bypass passage 37 is disposed in the bypass passage 37.

  The on-off valve 37a constitutes a refrigerant circuit switching means for switching a refrigerant circuit in the cooling mode, a refrigerant circuit in the heating mode, and a refrigerant circuit in the defrosting mode, and is activated by a control signal output from the air conditioning control device 50. Is a solenoid valve to be controlled. Specifically, the on-off valve 37a of the present embodiment opens during the cooling mode and the defrost mode, and closes during the heating mode.

  Note that the pressure loss that occurs when the refrigerant passes through the bypass passage 37 with the on-off valve 37a open is equal to the pressure loss that occurs when the refrigerant passes through the heating fixed throttle 34a with the on-off valve 37a closed. And very small. Therefore, in a state where the on-off valve 37 a is opened, almost the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 32 flows to the refrigerant inlet side of the outdoor heat exchanger 32 through the bypass passage 37.

  A three-way valve 38 is connected to the refrigerant outlet side of the outdoor heat exchanger 32. This three-way valve 38 constitutes a refrigerant circuit switching means for switching the refrigerant circuit in each operation mode described above together with the on-off valve 37a, 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 38 of the present embodiment switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 32 and the cooling fixed throttle 34b in the cooling mode, and outdoor in the heating mode and the defrost mode. It switches to the refrigerant circuit which connects the refrigerant | coolant exit side of the heat exchanger 32, and the refrigerant | coolant inlet side of the accumulator 33a arrange | positioned at the inlet side of the compressor 31. FIG.

  The cooling fixed throttle 34b is a decompression unit having the same configuration as the heating fixed throttle 34a, and decompresses the refrigerant flowing into the evaporator 35 in the cooling mode. The refrigerant outlet side of the evaporator 35 is connected to the inlet side of the accumulator 33a. The accumulator 33a 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. Furthermore, the suction port side of the compressor 31 is connected to the gas-phase refrigerant outlet of the accumulator 33a.

  Further, the operation panel 60 of the present embodiment is provided with an operation mode switching switch as an operation mode switching means for switching the operation mode by the operation of the occupant. Other configurations are the same as those of the first embodiment.

  Next, the operation of this embodiment in the above configuration will be described. The basic control flow of the vehicle air conditioner 1a of this embodiment is the same as that of the first embodiment. More specifically, a control step for determining the operation mode is added after the control step S4 (target blowout temperature TAO calculation) of the first embodiment.

  In the control step for determining the operation mode, the occupant determines the cooling mode or the heating mode selected by operating the operation mode switch. Furthermore, when it determines with the outdoor heat exchanger 32 having formed frost at the time of heating mode, it determines to defrost mode. 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 32 becomes equal to or lower than a predetermined reference temperature set to 0 ° C. or lower, frost formation occurs in the outdoor heat exchanger 32. It may be determined that

  Further, in the control step S9 of the present embodiment, as shown in the flowchart of FIG. 15, the refrigerant discharge capacity of the compressor 31, that is, the rotational speed of the compressor 31 is determined. First, in the control step S91, the rotational speed change amount Δf_C in the cooling mode is obtained as in the first embodiment. In the next step S911, the rotational speed change amount Δf_H in the heating mode is obtained.

  In step S911, the target high pressure of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S4. Determine the PDO.

  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.

  In addition, the fuzzy rule table | surface used as a rule is described in the control step 911 of FIG. 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 S912, it is determined whether or not the operation mode is a cooling mode. If it is determined in step S912 that the operation mode is the cooling mode, the process proceeds to step S913, Δf_C is determined as the rotation speed change amount Δf of the compressor 31, and the process proceeds to step S92.

  On the other hand, if it is determined in step S912 that the operation mode is not the cooling mode, the process proceeds to step S914, Δf_H is determined as the rotation speed change amount Δf of the compressor 31, and the process proceeds to step S92. About operation | movement of step S92-S95, it is the same as that of step S9 of 1st Embodiment.

  Furthermore, in this embodiment, the control mode of control step S11 is changed as shown in the flowchart of FIG. 16 with respect to the first embodiment. In addition, this control step S11 is performed when the heating mode is performed as an operation mode. Specifically, as in the first embodiment, the engine ON water temperature and the engine OFF water temperature are determined in step S111, and the temporary request signal flag f (TW) is determined in step S112.

  In subsequent step S115, based on the vehicle travel mode, the target blowing temperature TAO, the temporary request signal flag f (TW), and the outside air temperature Tam, the driving force control is performed with reference to the control map stored in advance in the air conditioning controller 50. A request signal output to the device 70 is determined.

  Specifically, as described in step S115 of FIG. 15, the vehicle travel mode is the EV travel mode, and the first target air temperature TAO is set in advance so as not to impair the passenger's feeling of heating. If the reference temperature KTAO1 (in this embodiment, 15 ° C.) or higher, the temporary request signal flag f (TW) is ON, and the outside temperature Tam is less than 15 ° C., the heat pump It is determined that the cycle 30a is operated in the heating mode and an OFF request signal is output to the driving force control device 70.

  Further, the vehicle travel mode is the HV travel mode, the target blowout temperature TAO is equal to or higher than the second reference temperature KTAO2 (28 in this embodiment) set to a temperature higher than the first reference temperature, and When the temporary request signal flag f (TW) is ON, it is determined to output an ON request signal to the driving force control device 70 regardless of the outside air temperature Tam. In addition to this, the heat pump cycle 30 a is stopped and it is determined to output an OFF request signal to the driving force control device 70.

  Other operations are the same as those in the first embodiment. Therefore, in the heat pump cycle 30a of this embodiment, it operates as follows according to each operation mode.

(A) Heating Mode In the heating mode, the air conditioning control device 50 controls the operation of the three-way valve 38 so as to close the on-off valve 37a and connect the refrigerant outlet side of the outdoor heat exchanger 32 and the refrigerant inlet side of the accumulator 33a. To do. As a result, the refrigerant circuit of the heat pump cycle 30a is connected to the compressor 31, the indoor condenser 36, the heating fixed throttle 34a, the outdoor heat exchanger 32 (→ the three-way valve 38), and the accumulator as indicated by the white arrows in FIG. The refrigerant circuit is switched to a refrigerant circuit in the order of 33a → compressor 31.

  That is, a refrigeration cycle is configured in which the indoor condenser 36 functions as a radiator and the outdoor heat exchanger 32 functions as an evaporator. Further, the air conditioning control device 50 displaces the air mix door 19 so that the total air volume of the blown air after passing through the evaporator 35 flows into the heating cold air passage 13 side.

  Therefore, in the heat pump cycle 30 a in the heating mode, the refrigerant compressed by the compressor 31 dissipates heat to the blown air blown from the blower 12 by the indoor condenser 36. Thereby, the blowing air which passes the indoor condenser 36 is heated, and heating of a vehicle interior is implement | achieved. Further, the refrigerant flowing out of the indoor condenser 36 is decompressed by the heating fixed throttle 34 a and flows into the outdoor heat exchanger 32.

  The refrigerant flowing into the outdoor heat exchanger 32 absorbs heat from the air outside the vehicle blown from the blower fan 32a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 32 flows into the accumulator 33a through the three-way valve 38. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 33a is sucked into the compressor 31 and compressed again.

(B) Cooling mode In the cooling mode, the air conditioning control device opens the on-off valve 37a and operates the three-way valve 38 so as to connect the refrigerant outlet side of the outdoor heat exchanger 32 and the refrigerant inlet side of the cooling fixed throttle 17. To control. As a result, the refrigerant circuit of the heat pump cycle 30a is changed from the compressor 31 → the indoor condenser 36 (→ bypass passage 37) → the outdoor heat exchanger 32 (→ three-way valve 38) → cooling as indicated by the solid arrows in FIG. It is switched to a refrigerant circuit in which refrigerant circulates in the order of fixed throttle 34b → evaporator 35 → accumulator 33a → compressor 31.

  That is, a refrigeration cycle is configured in which the indoor condenser 36 and the outdoor heat exchanger 32 function as a radiator that radiates heat to the refrigerant, and the evaporator 35 functions as an evaporator that evaporates the refrigerant. Further, the air conditioning control device 50 displaces the air mix door 19 so that the temperature of the blown air blown into the passenger compartment approaches the target blowing temperature TAO.

  Therefore, in the heat pump cycle 30a in the cooling mode, the high-pressure and high-temperature refrigerant compressed by the compressor 31 exchanges heat with a part of the blown air that has passed through the evaporator 35 in the indoor condenser 36, and is supplied with The part is heated. Furthermore, the refrigerant that has flowed out of the evaporator 35 flows into the outdoor heat exchanger 32 through the bypass passage 37, and radiates heat by exchanging heat with the outside air blown from the blower fan 32 a in the outdoor heat exchanger 32.

  The refrigerant that has flowed out of the outdoor heat exchanger 32 flows into the cooling fixed throttle 34b through the three-way valve 38, and is decompressed and expanded by the cooling fixed throttle 34b. The low-pressure refrigerant depressurized by the cooling fixed throttle 34b flows into the evaporator 35, absorbs heat from the blown air blown from the blower 12, and evaporates. The blown air passing through the evaporator 35 is cooled by the heat absorbing action of the refrigerant.

  Then, as described above, a part of the blown air cooled by the evaporator 35 is heated by the indoor condenser 36 so that the blown air blown into the vehicle interior approaches the target blowing temperature TAO. As a result, cooling of the passenger compartment is realized. The refrigerant that has flowed out of the evaporator 35 flows into the accumulator 33a. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 33a is sucked into the compressor 31 and compressed again.

(C) Defrost mode The defrost mode is executed when it is determined that frost formation has occurred in the outdoor heat exchanger 32 during the heating mode. In this embodiment, once the operation in the defrosting mode is started, the operation mode is not switched to another operation mode until a predetermined time (in this embodiment, 5 minutes) elapses. .

  In the defrosting mode, the air conditioning control device 50 opens the on-off valve 37a and controls the operation of the three-way valve 38 so as to connect the refrigerant outlet side of the outdoor heat exchanger 32 and the refrigerant inlet side of the accumulator 33a. As a result, the refrigerant circuit of the heat pump cycle 30a is compressed by the compressor 31 (→ indoor condenser 36 → bypass passage 37) → outdoor heat exchanger 32 (→ three-way valve 38) as shown by the hatched arrows in FIG. It is switched to the refrigerant circuit in which the refrigerant circulates in the order of the accumulator 33a → the compressor 31

  Therefore, in the heat pump cycle 30a in the defrosting mode, the high-pressure and high-temperature refrigerant compressed by the compressor 31 flows into the outdoor heat exchanger 32 and dissipates heat. Thereby, the outdoor heat exchanger 32 is heated and defrosting of the outdoor heat exchanger 32 is implement | achieved. The refrigerant that has flowed out of the outdoor heat exchanger 32 flows into the accumulator 33a through the three-way valve 38. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 33 a is sucked into the compressor 31.

  In the defrosting mode, the air conditioning control device 50 displaces the air mix door 19 so that the total air volume of the blown air after passing through the evaporator 35 bypasses the indoor condenser 36 and flows into the cold air bypass passage 14 side. Therefore, the blown air is not heated by the indoor condenser 36.

  The vehicle air conditioner 1a according to the present embodiment operates as described above to realize cooling and heating in the passenger compartment, and when frost formation occurs in the outdoor heat exchanger 32, the defrosting mode is performed. The outdoor heat exchanger 32 can also be defrosted by executing the operation at.

  Furthermore, according to the vehicle air conditioner 1a of the present embodiment, as described in the control step S115, in the EV travel mode, the first target air temperature TAO is set in advance so as not to impair the passenger's feeling of heating. Since the heat pump cycle 30a is operated when the reference temperature KTAO1 or higher is reached, appropriate heating of the passenger compartment can be realized. Furthermore, since the OFF request signal is output to the driving force control device 70, the energy consumed by the operation of the engine EG can be reduced.

  On the other hand, in the HV traveling mode, it is determined that the ON request signal is output when the target outlet temperature TAO becomes equal to or higher than the second reference temperature KTAO2 set to a value higher than the first reference temperature KTAO1. Therefore, in the HV traveling mode, the frequency of outputting the ON request signal can be reduced, and the energy consumed by the operation of the engine EG can be reduced.

  Here, since the HV travel mode is a travel mode in which the vehicle travels mainly by the driving force output by the engine EG, the engine operation frequency is higher than that in the EV travel mode. For this reason, in the HV traveling mode, if the frequency at which the engine EG is operated for air conditioning in the vehicle interior is increased, the frequency at which the operating sound and vibration of the engine EG are generated is further increased.

  As described above, this type of operation sound and vibration cause discomfort to the occupant rather than a decrease in temperature in the passenger compartment. Therefore, in the HV traveling mode of this embodiment, even if the passenger's feeling of heating is slightly reduced by reducing the frequency of operating the engine EG for air conditioning in the passenger compartment, the interior of the passenger compartment where noise and vibration are suppressed is reduced. We are trying to achieve comfortable heating.

That is, the vehicle air conditioner 1a of the present embodiment is
A first heat exchanger (heater core 46) for heating the blown air by causing heat exchange between the blown air blown into the passenger compartment and the heat medium (cooling water);
Heat exchange between the blown air and the high-pressure side refrigerant of the refrigeration cycle (heat pump cycle 30a) to heat the blown air (the indoor condenser 36);
Target temperature determining means (S4) for determining a target temperature of the blown air (target blowing temperature TAO);
A first request signal for requesting the operation of the refrigeration cycle is output to the compressor control means for controlling the operation of the compressor that compresses and discharges the refrigerant in the refrigeration cycle, and the heating medium is heated. An operation request signal output means for outputting a second operation request signal for requesting the operation of the heat medium heating means to a control means (driving force control means 70) for controlling the operation of the heat medium heating means (engine EG); With
The operation request signal output means outputs the first operation request signal when the target temperature is equal to or higher than a predetermined first reference temperature KTAO1, and outputs the first operation request signal when the second operation request signal is output. The vehicle air conditioner is characterized by outputting the second operation request signal when the temperature becomes equal to or higher than the second reference temperature KTAO2 set to a value higher than the first reference temperature KTAO1. You can also.

  This reduces the operating frequency of the heat medium heating means (engine EG), reduces the energy consumed for heating, and suppresses operating noise and vibration caused by the operation of the heat medium heating means. Realizes comfortable heating.

More specifically, in the vehicle air conditioner having the above characteristics, the present invention is applied to a vehicle including a traveling electric motor and an internal combustion engine (engine EG) as a driving source that outputs driving force for traveling the vehicle.
Furthermore, as an operation mode of the vehicle, a first traveling mode (HV traveling mode) in which an internal combustion engine side driving force output from the internal combustion engine is larger than a motor side driving force output from the traveling electric motor, and Applied to a vehicle having a second traveling mode (EV traveling mode) in which the motor side driving force is larger than the internal combustion engine side driving force;
The heating medium heating means is an internal combustion engine;
Further, the operation request signal output means (50a) outputs the first operation request signal in the first travel mode and outputs the second operation request signal in the second travel mode. It can also be expressed.

(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.

  For example, the configuration of the refrigeration cycle 30 is not limited to that described in the above embodiments. For example, you may make it implement | achieve dehumidification heating mode in the heat pump cycle 30a of 4th Embodiment. Specifically, in the heat pump cycle 30a of the fourth embodiment, in the dehumidifying heating mode, the on-off valve 37a constituting the refrigerant circuit switching means is closed, and the three-way valve 38 is fixed to the refrigerant outlet side of the outdoor heat exchanger 32 and the cooling fixing. What is necessary is just to switch to the refrigerant circuit which connects with the aperture_diaphragm | restriction 17. FIG.

  As a result, in the dehumidifying heating mode, the refrigerant circuit of the heat pump cycle 30a changes the compressor 31 → the indoor condenser 36 → the heating fixed throttle 14 → the outdoor heat exchanger 32 (→ the three-way valve 38) → the cooling fixed throttle 17 → the indoor. A refrigeration cycle in which the refrigerant circulates in the order of the evaporator 18 → the accumulator 33 a → the compressor 31 is configured.

  Therefore, in the heat pump cycle 30a in the dehumidifying and heating mode, the high-pressure and high-temperature refrigerant compressed by the compressor 31 exchanges heat with a part of the blown air after passing through the indoor evaporator 18 by the indoor condenser 36, and the 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 32. The refrigerant flowing into the outdoor heat exchanger 32 exchanges heat with the outside air blown from the blower fan 32a to radiate heat.

  The refrigerant that has flowed out of the outdoor heat exchanger 32 flows into the cooling fixed throttle 17 via the three-way valve 38 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 may be the same as in the cooling mode.

30, 30a Refrigeration cycle (heat pump cycle)
42 Electric heater 46 Heater core 50a Operation request signal output means 60a Economy switch

Claims (2)

A heat exchanger (46) for heating that heats the blown air by exchanging heat between the blown air blown into the passenger compartment and the heat medium;
Target temperature determining means (S4) for determining a target temperature (TAO) of the blown air;
An operation request signal for requesting the operation of the heat medium heating means (EG, 42) is output to the control means (70, 50b) for controlling the operation of the heat medium heating means (EG, 42) for heating the heat medium. Operation request signal output means (50a) to perform,
Energy-saving requesting means (60a) for requesting reduction of energy consumed for air conditioning in the passenger compartment by the operation of the passenger,
The operation request signal output means (50a)
When the energy saving request means (60a) does not require reduction of the energy, the operation request signal is output when the target temperature (TAO) is equal to or higher than a predetermined first reference temperature (KTAO1). Output,
When reduction of the energy is requested by the energy saving requesting means (60a), a second reference temperature (TAO) set to a value higher than the first reference temperature (KTAO1). The vehicle air conditioner outputs the operation request signal when KTAO2) or more is reached. A vehicle air conditioner applied to a vehicle having power storage means (B) for storing electric power,
A heat exchanger (46) for heating that heats the blown air by exchanging heat between the blown air blown into the passenger compartment and the heat medium;
Target temperature determining means (S4) for determining a target temperature (TAO) of the blown air;
An operation request signal for requesting the operation of the heat medium heating means (EG, 42) is sent to the control means (70, 50b) for controlling the operation of the heat medium heating means (EG, 42) for heating the heat medium. An operation request signal output means (50a) for outputting,
The heat medium heating means (EG, 42) consumes electric power stored in the power storage means (B) and heats the heat medium,
The operation request signal output means (50a)
When the remaining power (SOC) of the power storage means (B) is equal to or higher than a predetermined reference remaining amount (KSOC), the target temperature (TAO) is equal to or higher than a predetermined first reference temperature (KTAO1). When the operation request signal is output,
When the remaining power (SOC) of the power storage means (B) is lower than the reference remaining amount (KSOC), the target temperature (TAO) is higher than the first reference temperature (KTAO1). The vehicle air conditioner outputs the operation request signal when the temperature becomes equal to or higher than the second reference temperature (KTAO2) set in (1).

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