JP3409750B2 - Air conditioner for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the start/stop of an engine under various states in which an occupant is easy to feel an incompatible sense so as not to give the incompatible sense to the occupant. SOLUTION: In this air conditioner, whose compressor 41 is driven by an engine 1, mounted on a hybrid car for operating an engine 1 when an engine operation request signal is outputted from the air conditioner and for stopping the engine 1 when the engine stop is requested from the thing except the air conditioner and the engine operation request signal is not outputted, when the air conditioner stop is requested during the operation of the engine 1, by stopping the output of the engine operation request signal after elapsing the a prescribed time from the air conditioner stop request, even when the operation switch of the air conditioner is turned ON-OFF with a short period by the occupant, the engine operation state is kept for the prescribed time. Therefore, the frequent start.stop of the engine can be reduced and the incompatible sense to the occupant can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a hybrid vehicle equipped with an engine and an electric motor.

[0002]

2. Description of the Related Art Conventionally, power is transmitted only by an electric motor by energizing an electric motor with a battery when starting or traveling at a low speed, and in normal traveling, power is transmitted only by an engine (internal combustion engine) to accelerate traveling. There are sometimes hybrid vehicles in which the power of both the electric motor and the engine is transmitted.

As a hybrid air conditioner (air conditioner) for air conditioning the interior of such a hybrid vehicle,
In the device proposed by the applicant in Japanese Patent Application No. 9-278423, a compressor of a refrigeration cycle is driven by an engine. Then, when the engine is stopped and the operation switch of the air conditioner is turned on while traveling only by the electric motor, the engine is started and the compressor is driven, while when the operation switch of the air conditioner is turned off, the engine is stopped. In addition, even if the operation switch of the air conditioner is on, the engine is started and stopped in synchronization with the start and stop of the compressor. Furthermore, in the air conditioning control mode that prioritizes fuel economy, the engine is stopped when the vehicle is stopped even when the operation switch of the air conditioner is on.

[0004]

However, as described above, the engine is repeatedly started and stopped in conjunction with the turning on and off of the operation switch of the air conditioner and the start and stop of the compressor, so that the occupants feel uncomfortable under various circumstances. There was a problem of feeling. Specifically, for example, when an occupant turns on / off the operation switch of the air conditioner in a short cycle, the engine is frequently started and stopped following the on / off, or when it is necessary to start the compressor immediately before stopping the engine. There was a problem that the passengers felt uncomfortable under such a situation that the vehicle started once and then stopped and the engine stopped immediately thereafter.

The present invention has been made in view of the above points, and it is an object of the present invention to reduce the number of times the engine is started and stopped in a situation where the occupant is likely to feel uncomfortable so that the occupant does not feel uncomfortable. To do.

[0006]

[0007]

[0008]

[0009]

[0010]

[0011]

[0012]

[0013]

[0014]

[0015]

[0016]

[0017]

In order to solve the problem] was to achieve the above purpose
Therefore, in the invention according to claim 1 , the engine (1) is operated when the engine operation request signal is output from the air conditioner, and there is a request to stop the engine (1) from other than the air conditioner, and In an air conditioner mounted on a hybrid vehicle that stops the engine (1) when an operation request signal is not output, and the compressor (41) is driven by the engine (1), the compressor (41)
Frequency determination means (S1) for determining the frequency of operation / stop of
01, S113, S122), and when the operation frequency determination means (S101, S113, S122) determines that the frequency of operation / stop of the compressor (41) is high, even during the stop of the compressor (41). The feature is that the engine operation request signal is continuously output.

As a result, the compressor is frequently turned on.
When the engine is repeatedly turned off, the engine operation can be continued to prevent the occupant from feeling uncomfortable.

As in the invention described in claim 2 , when the time from the previous operation start of the compressor (41) to the current operation start is less than a predetermined time,
It may be determined that the compressor (41) is frequently operated / stopped, or the number of times the compressor (41) is operated / stopped within a predetermined time is predetermined as in the invention according to claim 3. Compressor (4
It may be determined that the frequency of operation / stop of 1) is high, and further, when the outside air temperature is within a predetermined temperature range as in the invention of claim 4 , the compressor (4
It may be determined that the frequency of operation / stop of 1) is high.

In the fifth aspect of the invention, the engine (1) is operated when the engine operation request signal is output from the air conditioner, and there is a request to stop the engine (1) from other than the air conditioner, and An air conditioner mounted on a hybrid vehicle that stops an engine (1) when an engine operation request signal is not output, and a compressor (41) is driven by the engine (1), and a vehicle speed is equal to or lower than a predetermined speed When the vehicle shifts to deceleration, the output state of the engine operation request signal before the vehicle shifts to deceleration is continued.

As a result, if the engine is operating at the time of starting deceleration, the engine continues to operate during deceleration, while if the engine is stopped at the time of starting deceleration, the engine is stopped during deceleration. The state is maintained. Therefore, the engine is not started during deceleration, and it is possible to prevent the occupant from feeling uncomfortable.

According to the sixth aspect of the invention, the engine (1) is operated when the engine operation request signal is output from the air conditioner, and there is a request to stop the engine (1) from other than the air conditioner, and In an air conditioner mounted on a hybrid vehicle that stops the engine (1) when the engine operation request signal is not output, and the compressor (41) is driven by the engine (1), when the vehicle shifts to acceleration, It is characterized in that the engine operation request signal is output until the vehicle speed reaches a predetermined speed.

By the way, there is a case where the engine is started to obtain a sufficient driving force during acceleration, and when the vehicle speed increases to some extent, the engine is stopped and the vehicle is driven only by the electric motor. Then, immediately after the engine is stopped based on the request from the vehicle side, the engine may be started according to the request from the air conditioner side, which causes a problem that the occupant feels uncomfortable.

On the other hand, in the invention described in claim 6 ,
Until the vehicle speed reaches a predetermined speed, the engine operation is continued regardless of whether or not the compressor needs to be operated. Therefore, immediately after the engine is stopped based on the request from the vehicle side, it is possible to prevent the engine from being started due to the request from the air conditioner side, and it is possible to prevent the occupant from feeling uncomfortable. Further, since the noise level of the vehicle is high to some extent at the time when the vehicle speed reaches the predetermined speed, even if the engine is started immediately after the engine is stopped, the occupant hardly feels uncomfortable.

In the invention according to claim 7 , the engine (1) is operated when the engine operation request signal is output from the air conditioner, and there is a request to stop the engine (1) from other than the air conditioner, and In an air conditioner mounted on a hybrid vehicle that stops the engine (1) when the engine operation request signal is not output, and the compressor (41) is driven by the engine (1), when the vehicle shifts to acceleration, The engine operation request signal is continuously output for a predetermined time.

As a result, the operation of the engine is continued until a predetermined time has elapsed after the start of acceleration, regardless of whether or not the compressor needs to be operated. Therefore, immediately after the engine is stopped based on the request from the vehicle side, it is possible to prevent the engine from being started due to the request from the air conditioner side, and it is possible to prevent the occupant from feeling uncomfortable.

The reference numerals in parentheses of the above means indicate the correspondence with the specific means described in the embodiments described later.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) FIGS. 1 to 10 show a first embodiment of the present invention. FIG. 1 shows a schematic structure of a hybrid vehicle, and FIG. FIG. 3 is a diagram showing an overall configuration of the device, and FIG. 3 is a diagram showing a control system of the hybrid air conditioner.

The air conditioner according to the present embodiment controls each air conditioner (actuator) of the air conditioner unit 6 for air conditioning the interior of the hybrid vehicle 5 by an air conditioner control device (hereinafter referred to as an air conditioner ECU) 7. This is an automatic air conditioner configured to automatically control the indoor temperature to a preset temperature.

The hybrid vehicle 5 is, for example, a gasoline engine for running (internal combustion engine, hereinafter abbreviated as engine) 1,
An electric motor 2 for traveling (hereinafter abbreviated as an electric motor) including a motor generator, an engine starting device 3 including a starting motor for starting the engine 1 and an ignition device, and the electric motor 2 and the engine starting device 3 A battery (nickel hydrogen storage battery) 4 for supplying electric power to

The engine 1 is drivingly connected to the axle of the hybrid vehicle 5 so as to be engageable and disengageable. Further, the electric motor 2 is drivingly connected to an axle of the hybrid vehicle 5 so as to be detachable, and is connected to the axle when the engine 1 and the axle are not connected. The electric motor 2 corresponds to a drive source and is configured to be automatically controlled (for example, inverter controlled) by a hybrid control device (hereinafter referred to as a hybrid ECU) 8.

Further, the engine starting device 3 is constructed so that it is automatically controlled by an engine control device (hereinafter referred to as engine ECU) 9 so that the combustion efficiency of the engine 1 is maximized. Note that the engine ECU 9 controls the energization of the engine starter 3 to drive the engine 1 when the hybrid vehicle 5 needs to run normally and the battery 4 needs to be charged.

The air conditioner unit 6 corresponds to an air conditioner unit, and has an air conditioner duct 10 which forms an air passage for guiding the air conditioner air into the passenger compartment of the hybrid vehicle 5, and a centrifugal unit which generates an air flow in the air conditioner duct 10. Blower 30, a refrigeration cycle 40 for cooling the air flowing in the air conditioning duct 10 to cool the vehicle interior, a cooling water circuit 50 for heating the air flowing in the air conditioning duct 10 to heat the vehicle interior, etc. It consists of

The air conditioning duct 10 is used for the hybrid vehicle 5
It is arranged on the front side in the passenger compartment. Its air conditioning duct 1
The most upstream side (windward side) of 0 is a portion forming a suction port switching box (inside / outside air switching box), and is an inside air suction port 11 for taking in vehicle interior air (hereinafter referred to as inside air) and an outside air (hereinafter referred to as outside air). It has an outside air suction port 12 for taking in). Further, the inside air inlet 11 and the outside air inlet 12
An inside / outside air (suction port) switching damper 13 is rotatably attached to the inside of the. This inside / outside air switching damper 13
Is driven by the actuator 14 such as a servomotor to switch the suction mode to the inside air circulation mode, the outside air introduction mode, or the like. The inside / outside air switching damper 13 constitutes an inside / outside air switching means together with the suction port switching box.

Further, the most downstream side (leeward side) of the air conditioning duct 10 is a portion which constitutes an outlet switching box, and a defroster (DEF) opening, a face (FACE) opening and a foot (FOOT) opening are formed. Has been done. And
A defroster duct 15 is connected to the DEF opening, and a defroster (DEF) outlet 18 that blows out warm air mainly toward the inner surface of the windshield of the hybrid vehicle 5 is provided at the most downstream end of the defroster duct 15. Is open.

A face duct 16 is connected to the FACE opening, and at the most downstream end of the face duct 16, there is a face (FACE) outlet 19 for mainly blowing cold air toward the head and chest of the occupant. It is open. Further, a foot duct 17 is connected to the FOOT opening, and a foot (FOOT) outlet 20 that mainly blows warm air toward the foot of the occupant is opened at the most downstream end of the foot duct 17. ing.

Two outlet switching dampers 21 are rotatably attached to the inside of each outlet. Two
The individual outlet switching dampers 21 are respectively driven by actuators 22 such as servomotors, and the outlet mode is set to face (FACE) mode and bi-level (B / L).
Mode, foot (FOOT) mode, foot differential (F /
Switch to either D) mode or defroster (DEF) mode. The two outlet switching dampers 21
Composes an outlet switching means together with the outlet switching box.

The centrifugal blower 30 has a centrifugal fan 31 rotatably housed in a scroll case integrally formed with the air conditioning duct 10, and a blower motor 32 for rotationally driving the centrifugal fan 31. . And
The blower motor 32 controls the air flow rate (rotational speed of the centrifugal fan 31) based on a blower terminal voltage (hereinafter referred to as a blower voltage) applied via the blower drive circuit 33.

The refrigeration cycle 40 is a compressor (refrigerant compressor) which is belt-driven by the engine 1 to compress the refrigerant.
41, a condenser (refrigerant condenser) 42 for condensing and liquefying the compressed refrigerant, a receiver (liquid receiver, gas-liquid separator) for separating the condensed and liquefied refrigerant into gas and liquid and flowing only the liquid refrigerant downstream
43, an expansion valve (expansion valve, decompression means) 44 for decompressing and expanding the liquid refrigerant, an evaporator (refrigerant evaporator) 45 for evaporating the decompressed and expanded refrigerant to evaporate, and a refrigerant pipe or the like connecting these in an annular shape. There is.

Of these, the evaporator 45 is arranged in the air conditioning duct 10 so as to block the air passage, and has an air cooling function of cooling the air passing therethrough and an air dehumidifying operation of dehumidifying the air passing therethrough. It is an indoor heat exchanger that performs. Further, an electromagnetic clutch 46 is connected to the compressor 41 as a clutch means for connecting and disconnecting the transmission of rotational power from the engine 1 to the compressor 41.
The electromagnetic clutch 46 is controlled by the clutch drive circuit 47.

Then, the electromagnetic clutch 46 is energized (ON).
When the rotational speed of the engine 1 is
And the air is cooled by the evaporator 45. At this time, the discharge capacity of the refrigerant discharged from the discharge port of the compressor 41 changes in proportion to the rotation speed of the engine 1. Further, when the energization of the electromagnetic clutch 46 is stopped (0FF), the engine 1 and the compressor 41 are cut off, and the air cooling action by the evaporator 45 is stopped. Here, the condenser 42 is arranged in a place where the traveling wind generated when the hybrid vehicle 5 travels is easily received, and the outdoor heat for exchanging heat between the refrigerant flowing inside and the outside air blown by the cooling fan 48 and the traveling wind. It is an exchange.

The cooling water circuit 50 is a circuit that circulates the cooling water warmed by the water jacket of the engine 1 by a water pump (not shown), and has a radiator, a thermostat (neither shown), and a heater core 51. . The heater core 51 corresponds to a heat exchanger for heating, in which cooling water that has cooled the engine 1 flows, and reheats cold air by using this cooling water as a heating heat source.

The heater core 51 is arranged downstream of the evaporator 45 in the air conditioning duct 10 so as to partially block the air passage. Heater core 51
An air mix damper 52 is rotatably attached to the upstream side of the air. This air mix damper 52
Is driven by an actuator 53 such as a servo motor, and the ratio of the amount of air passing through the heater core 51 and the amount of air bypassing the heater core 51 is adjusted by the stop position of the actuator 53 to adjust the blowout temperature of the air blown into the vehicle interior. Acts as a blow-out temperature adjusting means for adjusting.

Next, the configuration of the control system of this embodiment is shown in FIG.
A description will be given based on FIGS. 3 and 4. Air conditioner ECU7
A communication signal output from the engine ECU 9, a switch signal from each switch on the control panel P provided on the front surface of the vehicle compartment, and a sensor signal from each sensor are input to the. The air conditioner ECU 7 corresponds to compressor control means of the present invention.

Here, the respective switches on the control panel P are, as shown in FIG. 4, an air conditioner (A / C) switch 60 for instructing the operation and stop of the air conditioner.
And an economy (ECO) switch 61, an inlet changeover switch 62 for switching the suction mode, a temperature setting lever (temperature setting means) 63 for setting the temperature inside the vehicle compartment to a desired temperature, and an air flow rate of the centrifugal fan 31. And an air outlet switching switch for switching the air outlet mode, and the like.

Of these, the A / C switch 60 corresponds to the air-conditioning state switching means of the present invention, and is an air-conditioner operation switch for instructing a cool mode in which importance is placed on comfort in the vehicle. Further, the ECO switch 61 corresponds to the air conditioning state switching means of the present invention, and the ON / OFF temperature of the compressor 41 is switched from 13 ° C ON and 12 ° C OFF to 4 ° C ON and 3 ° C OFF in the steady state. This is an air conditioner operation switch that commands an economy mode that emphasizes fuel economy (fuel economy). In addition, the temperature setting lever 63
Corresponds to the air-conditioning state setting means, and as the air-conditioning state setting means, a suction port changeover switch 62, an air volume changeover lever 64 or an outlet changeover switch can be used in addition to this.

The outlet changeover switch has an F
Face (FACE) switch 65 for fixing in ACE mode, high level (B / L) switch 66 for fixing in B / L mode, foot (FOOT) switch 67, F / D for fixing in FOOT mode Foot differential (F / D) switch 68 for fixing the mode, and defroster (DE for fixing the DEF mode)
F) There is a switch 69 and the like.

As shown in FIG. 3, the respective sensors are an inside air temperature sensor (inside air temperature detecting means) 71 for detecting an air temperature inside the vehicle compartment (hereinafter referred to as an inside air temperature), an air temperature outside the vehicle compartment ( An outside air temperature sensor (outside air temperature detecting means) 72 for detecting the outside air temperature, an insolation sensor (insolation detecting means 1) 73 for detecting the amount of insolation applied to the vehicle interior, and an air cooling temperature of the evaporator 45 are detected. Post-evaporation temperature sensor (cooling degree detecting means) 74, and heater core 51
There is a cooling water temperature sensor (cooling water temperature detecting means) 75 for detecting the temperature (cooling water temperature) of the engine cooling water flowing into the engine, a vehicle speed sensor 76 for detecting the vehicle speed of the hybrid vehicle 5, and the like.

Of these, the inside air temperature sensor 71 corresponds to an air conditioning load detecting means, and as the air conditioning load detecting means, an outside air temperature sensor 72, a solar radiation sensor 73, a cooling water temperature sensor 75, a refrigerant pressure sensor or the like is also used. Can be used. Further, as the inside air temperature sensor 71, the outside air temperature sensor 72, and the cooling water temperature sensor 75, specifically, thermistors are used. The post-evaporator temperature sensor 74 is specifically a post-evaporator temperature detecting means such as a thermistor that detects an air temperature immediately after passing through the evaporator 45 (hereinafter referred to as post-evaporator temperature).

Inside the air conditioner ECU 7, a micro computer including a CPU, ROM, RAM and the like (not shown) is provided, and sensor signals from the respective sensors 71 to 75 are input by an input circuit (not shown) in the air conditioner ECU 7. It is configured to be input to the microcomputer after being A / D converted. The air conditioner ECU
When the ignition switch of the hybrid vehicle 5 is turned on (ON), the battery 7 is operated by being supplied with DC power from the battery 4.

Next, the control processing of the air conditioner ECU 7 of this embodiment will be described with reference to FIGS. Here, FIG. 5 is a flowchart showing the basic control processing by the air conditioner ECU 7.

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 7, the routine of FIG. 5 is started to perform each initialization and initial setting (step S1). Next, the switch signal is read from each switch such as the temperature setting lever 63 (temperature setting means: step S2).

Next, the sensor signals from the inside air temperature sensor 71, the outside air temperature sensor 72, the solar radiation sensor 73, the post-evaporation temperature sensor 74, the cooling water temperature sensor 75, and the vehicle speed sensor 76 are read after being A / D converted. Detection means: Step S3). Then, the target outlet temperature (TAO) of the air blown into the vehicle compartment is calculated based on the following formula 1 stored in the ROM in advance (target outlet temperature determining means: step S4).

[0054]

[Equation 1] TAO = KSET × TSET-KR × TR-K
AM × TAM−KS × TS + C where TSET is the set temperature set by the temperature setting lever 63, TR is the inside air temperature detected by the inside air temperature sensor 71, TAM is the outside air temperature detected by the outside air temperature sensor 72, and TS is It is the amount of solar radiation detected by the solar radiation sensor 73.
Also, KSET, KR, KAM and KS are gains,
C is a constant for correction.

Next, from the characteristic diagram (map, see FIG. 6) stored in advance in the ROM, the blower voltage (voltage applied to the blower motor 32) corresponding to the target outlet temperature (TAO):
V) is determined (air flow rate determining means: step S5). Here, in the determination of the blower voltage, OFF indicates a position where the energization of the blower motor 32 is stopped, AUTO indicates a position where the blower voltage of the blower motor 32 is automatically controlled, and LO indicates the minimum value of the blower voltage applied to the blower motor 32. ME indicates the position where the intermediate value of the blower voltage is applied to the blower motor 32 (intermediate air amount), and HI indicates the position where the maximum value of the blower voltage is applied to the blower motor 32 (maximum air amount).

Next, the suction mode corresponding to the target outlet temperature (TAO) is determined from the characteristic diagram (map, see FIG. 7) stored in advance in the ROM (step S6). Here, in determining the suction mode, the target outlet temperature (T
AO) is determined to be in the inside air circulation mode, the inside / outside air introduction (semi-inside air) mode, and the outside air introduction mode from a low temperature to a high temperature.

The inside air circulation mode is a suction port mode in which the inside / outside air switching damper 13 is set at the position indicated by the chain double-dashed line in FIG. 2 to suck the inside air from the inside air suction port 11. The inside / outside air introduction mode is a suction mode in which the inside / outside air switching damper 13 is set to an intermediate position to suck the inside air from the inside air inlet 11 and the outside air from the outside air inlet 12. Further, in the outside air introduction mode, the inside / outside air switching damper 13 is set to the position shown by the solid line in FIG.
It is the suction mode that sucks in from 2.

Here, the outlet mode is the FACE switch 65, B / L on the control panel P shown in FIG.
The air outlet mode set by the air outlet changing switch of any of the switch 66, the FOOT switch 67, the F / D switch 68, and the DEF switch 69 is set.

Next, the following equation 2 stored in advance in the ROM
The target damper opening (SW) of the air mix damper 52 is calculated based on the equation (3) (damper opening determining means: step S7).

[0060]

[Expression 2] SW = {(TAO-TE) / (TW-TE)}
× 100 (%) TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 74, and TW is the cooling water temperature detected by the cooling water temperature sensor 75.

When calculated as SW ≦ 0 (%), the air mix damper 52 is controlled to a position (MAXCOOL position) where all the cool air from the evaporator 45 is diverted from the heater core 51. Also, SW ≧ 1
When calculated as 00 (%), the air mix damper 52 is controlled to a position (MAXHOT position) where all the cool air from the evaporator 45 is passed to the heater core 51.
Further, when calculated as 0 (%) <SW <100 (%), the air mix damper 52 is operated by the evaporator 45.
Part of the cool air from the heater core 51 is passed through the heater core 51, and the rest of the cool air is detoured from the heater core 51.

Next, the routine of FIG. 8 is started and the A / C
When the switch 6O or the ECO switch 61 is turned on, the control state of the compressor 41 is determined (compressor control means: step S8).

Next, control signals are output to the actuators 14, 22, 53, the blower drive circuit 33, and the clutch drive circuit 47 so that the control states calculated or determined in steps S4 to S8 can be obtained. To do.
Further, an engine operation request (E / GON) signal or an engine stop request (E / GO) is sent to the engine ECU 9.
FF) signal is output (step S9). Then, in step S10, the control cycle time t (for example, 0.
After the elapse of 5 seconds to 2.5 seconds), the process returns to the control process of step S2.

Next, determination control of the control state of the compressor 41, so-called compressor control, will be described with reference to FIGS. 8 and 9. Here, FIG. 8 is a flowchart showing the compressor control by the air conditioner ECU 7, and FIG. 9 is a timing chart for explaining the operation thereof.

First, when the routine of FIG. 8 is started, A /
It is determined whether or not the C switch 60 is turned on (step S21). When the determination result is YES, the start (ON) and the stop (OFF) of the compressor 41 are determined based on the post-evaporation temperature (TE) detected by the post-evaporation temperature sensor 74, and the engine operation request ( E /
It is determined whether the GON) signal is output or turned off (step S22). Then, the timer is reset (step S23), after which the routine of FIG. 8 is exited.

Specifically, as shown in the characteristic diagram (map) stored in the ROM in advance, when the post-evaporation temperature (TE) is equal to or higher than the first frosting limit temperature (for example, 4 ° C.), the compressor 41 Output to start (ON) and E /
Output GON signal. Further, when the post-evaporation temperature (TE) is equal to or lower than the second frost formation limit temperature (for example, 3 ° C.) lower than the first frost formation limit temperature, the operation of the compressor 41 is stopped (O).
FF), and the E / GON signal output is turned off.

If the decision result in the step S21 is NO, it is decided whether or not the ECO switch 61 is turned on (step S24). If the determination result in step S24 is YES, it is determined whether the hybrid vehicle 5 is running or is stopped (step S
25). Specifically, the vehicle speed of the hybrid vehicle 5 detected by the vehicle speed sensor 76 is a predetermined vehicle speed (for example, 5 km /
h) It is determined whether or not the above. This judgment result is YE
In the case of S, that is, when the hybrid vehicle 5 is running, ON / OFF of the compressor 41 is determined based on the post-evaporator temperature (TE), and E /
It is determined whether to output or turn off the GON signal (step S26). Then, reset the timer (step S
27) and then exits the routine of FIG.

Specifically, as shown in the characteristic diagram (map) stored in advance in the ROM, the compressor 41 is turned on when the post-evaporation temperature (TE) is equal to or higher than the first start control temperature (eg, 13 ° C.). Output to turn on, and E / GON
Output a signal. Further, when the after-evaporation temperature (TE) is equal to or lower than the first stop control temperature (for example, 12 ° C.), the compressor 4
1 is turned off and the output of the E / GON signal is turned off.

When the result of the determination in step S25 is NO, that is, when the hybrid vehicle 5 is stopped even if the ECO switch 61 is turned on, the compressor 41 is output so as to be turned off, and E / G
The output of the ON signal is turned off (step S28), and then the routine of FIG. 8 is exited.

Further, step S21 and step S2
When the determination results of 4 are both NO, that is, when the A / C switch 60 and the ECO switch 61 are both set to 0FF, the timer is counted (step S2).
9). Then, it is determined whether or not the timer has finished counting, that is, the A / C switch 60 and the ECO switch 61.
For a predetermined time t1 (for example, 1 to
It is determined whether 2 seconds have passed (step S30).
If the decision result in the step S30 is YES, that is, if both the switches 60 and 61 are both in the OFF state for the predetermined time t1, it is regarded as the air conditioning stop request state, and the compressor 41 is turned OFF in the step S28. To the output of the E / GON signal
(See FIG. 9), and then exits the routine of FIG.

If the decision result in the step S30 is NO, that is, if the predetermined time (for example, 1 to 2 seconds) has not elapsed, the air-conditioning stop request state is not considered and the E / GON signal is output until now. It is determined whether or not it has been done (step S31), and the same state as before is maintained. That is, when the determination result in step S31 is NO, the compressor 41 is output so as to be turned off, and the output of the E / GON signal is continuously turned off (step S28).
Then, the routine exits from FIG. If the determination result of step S31 is YES, that is, E / GO
If the N signal was output, continue to E / GON
The signal is output (step S32, refer to FIG. 9) and output so as to turn off the compressor 41 (step S33).
Then, the routine exits from FIG.

Next, the control processing of the engine ECU 9 of this embodiment will be described with reference to FIG. Here, FIG. 10 is a flowchart showing the basic control processing by the engine ECU 9.

The engine ECU 9 receives the sensor signals as the driving state detecting means for detecting the driving state of the hybrid vehicle 5 and the communication signals from the air conditioner ECU 7 and the hybrid ECU 8. As the sensor, an engine speed sensor, a throttle opening sensor, a battery voltmeter, a cooling water temperature sensor (neither is shown), a vehicle speed sensor 76, etc. are used. And
Inside the engine ECU 9, a CPU, RO (not shown)
A microcomputer including M, RAM, and the like is provided, and the sensor signal from each sensor is A / D converted by an input circuit (not shown) in the engine ECU 9 and then input to the microcomputer.

First, when the ignition switch is turned on and DC power is supplied to the engine ECU 9, the routine of FIG. 10 is started to perform each initialization and initial setting (step S41). Next, the sensor signals from the engine speed sensor, the vehicle speed sensor 76, the throttle opening sensor, the battery voltmeter and the cooling water temperature sensor are read (step S42), and then communication (transmission and reception) with the hybrid ECU 8 is performed. (Step S43) Next, communication (transmission and reception) with the air conditioner ECU 7 is performed (Step S44).

Next, it is determined whether the engine 1 is on or off based on each sensor signal. Specifically, the vehicle speed sensor 7
The vehicle speed of the hybrid vehicle 5 detected in 6 is, for example, 4
It is determined whether or not it is 0 km / h or more. Further, it is determined whether or not the voltage of the battery 4 detected by the battery voltmeter is equal to or lower than a predetermined voltage that needs to be charged by the generator (step S45). When this determination result is ON (YES, when the engine 1 is requested to operate), the engine 1 is compared with the engine starter 3 including the starting motor and the ignition device.
A control signal is output to start (ON) (step S46). Then, the process returns to step S42.

The determination result of step S45 is OFF.
In the case of (NO, when the engine 1 is requested to stop), it is determined whether or not an E / GON signal requesting to start the engine 1 is received from the air conditioner ECU 7 (operation request signal determination means: step). S47). If the determination result is NO, it means that the E / GOFF signal is received from the air conditioner ECU 7, and therefore the engine starter 3
In response, a control signal is output so as to stop (OFF) the operation of the engine 1 (step S48). That is, step S45 is NO (when the engine 1 is requested to stop).
In addition, when the E / GON signal is not output from the air conditioner ECU 7, the engine 1 is stopped. Then, the process returns to step S42.

The determination result of step S47 is YES.
In this case, the process proceeds to step S46, and the control signal is output to the engine starting device 3 so as to start (ON) the engine 1. In the flowchart of FIG. 9, a stop request signal determining means for determining whether or not the E / GOFF signal is received from the air conditioner ECU 7 is provided,
When the E / GOFF signal is received from the air conditioner ECU 7, the process proceeds to the control process of step S48 to stop the operation of the engine 1 with respect to the engine starter 3 (OF
The control signal may be output so as to perform F).

Next, the operation of the hybrid vehicle air conditioner of this embodiment will be briefly described with reference to FIGS. 1 to 9.

In this embodiment, the A / C switch 60 is turned on.
If it is N, as shown in the characteristic diagram (see FIG. 8) stored in advance in the ROM, when the post-evaporation temperature (TE) is equal to or higher than the first frost formation limit temperature (for example, 4 ° C.), the compressor 41 is output to start (ON), and an E / GON signal is output to the engine ECU 9. Therefore, the compressor 41 driven by the belt by the engine 1 can be activated, and the air cooling action of the evaporator 45 can be performed.

As a result, the air sucked into the air conditioning duct 10 is, for example, 4 times when passing through the evaporator 45.
After being cooled to about ℃, it is reheated (reheated) when passing through the heater core 51, and is blown out into the vehicle interior. As a result, the target outlet temperature (TAO) of the air blown into the passenger compartment can be easily created by each air conditioning unit, and the passenger can cool the passenger compartment to the set temperature (TSET) set by operating the temperature setting lever 63. It is possible to improve the comfort inside the vehicle.

Further, as shown in FIG. 9, when both the A / C switch 60 and the ECO switch 61 are turned off for a predetermined time t1, it is regarded as an air conditioning stop request state, and the engine 1 is turned off. , Both switches 6
When both 0 and 61 are not OFF for the predetermined time t1, it is not considered as the air conditioning stop request state, and if the E / GON signal is output until then, the E / GO continues.
The N signal is output.

Therefore, the A / C switch 60 or the ECO
Switch 61, both switches 60, 61 are OFF
When the occupant is turned on and off in such a short cycle that the state of does not continue for the predetermined time t1, the engine 1 is kept in the operating (rotating) state, frequent start / stop of the engine 1 is reduced, and the occupant feels strange. Can be prevented.

(Second Embodiment) FIGS. 11 and 12 show a second embodiment. FIG. 11 is a flow chart showing compressor control by the air conditioner ECU 7, and FIG. 12 is a timing chart for explaining its operation. Note that FIG.
Those performing the same control processing as in the flowchart of FIG.

In the above embodiment, when the state where both the A / C switch 60 and the ECO switch 61 are set to 0FF continues for a predetermined time, it is regarded as the air conditioning stop request state.
In the present embodiment, the A / C switch 60 or the ECO switch 61 is considered to be in the air conditioning start request state when the ON state continues for a predetermined time.

In FIG. 11, when the determination result of step S21 is YES (A / C switch 60 is 0N),
Whether the timer has finished counting, that is, A / C
It is determined whether a predetermined time t2 (for example, 1 to 2 seconds) has elapsed since the switch 60 was turned on (step S5).
1). If the determination result in step S51 is NO, that is, if the predetermined time t2 has not elapsed since the A / C switch 60 was turned on, the timer is not counted as the air conditioning start request state (step S52). Then, the compressor 41 is output so as to be turned off, and the output of the E / GON signal is turned off (step S53,
(See FIG. 12), and then exits the routine of FIG.

On the other hand, the decision result in the step S51 is YES.
In the case of, the ON / OFF of the compressor 41 is determined based on the post-evaporation temperature (TE), and the E / GON
Decide whether to output a signal or turn it off (step S2
2) and then exit the routine of FIG. That is, as shown in FIG. 12, when the A / C switch 60 is kept ON for a predetermined time t2, it is regarded as an air conditioning start request state, and the E / GON signal output is permitted only at this time.

If the decision result in the step S21 is NO, it is decided whether or not the ECO switch 61 is turned on (step S24). If the determination result in step S24 is YES (ECO switch 61 is ON), it is determined whether or not the timer count has ended (step S54), and the determination result in step S54 is NO.
In the case of, that is, when the predetermined time t2 has not elapsed since the A / C switch 60 was turned on, the timer is counted (step S55), and then the compressor 4
1 is turned off and the output of the E / GON signal is turned off (step S28, see FIG. 12), after which the routine of FIG. 11 is exited.

The determination result of step S54 is YES.
In the case of, it is determined whether the hybrid vehicle 5 is running or is stopped (step S25). If the result of this determination is NO, that is, if the hybrid vehicle 5 is running, then ON / OFF of the compressor 41 is determined based on the post-evaporator temperature (TE), and an E / GON signal is output. It is determined whether to perform or turn off (step S26). That is, as shown in FIG. 12, when the state where the ECO switch 61 is ON continues for a predetermined time t2, it is regarded as an air conditioning start request state, and the output of the E / GON signal is permitted only at this time.

Further, step S21 and step S2
When both the determination results of 4 are NO, that is, when both the A / C switch 60 and the ECO switch 61 are set to 0FF, the timer is reset (step S56).
Then, after executing step S28, the routine exits from FIG.

According to this embodiment, the A / C switch 60
Alternatively, the state where the ECO switch 61 is ON is the predetermined time t2.
If it continues, it is regarded as the air conditioning start request state, and only in that case, the engine 1 is started. Also, the occupant turns on the A / C switch 60 or the ECO switch 61 in a short cycle.
-When turned off, the engine 1 is kept stopped,
Frequent starting and stopping of the engine 1 can be reduced to prevent an occupant from feeling uncomfortable.

(Third Embodiment) FIG. 13 shows the third embodiment and is a flow chart showing the compressor control by the air conditioner ECU 7. It should be noted that those performing the same control processing as in the flowchart of FIG.

In the conventional apparatus, during air conditioning control in the economy mode (ECO switch 61 is ON), the engine 1 is stopped when the vehicle is stopped from running. Therefore, in order to perform the air conditioning immediately before the vehicle is stopped. When it becomes necessary to start the compressor 41, the engine 1 starts even though the vehicle is about to stop, and then the engine 1 stops immediately after the engine 1 stops, causing a problem that a passenger feels uncomfortable. In this embodiment, the engine 1 is started immediately before the vehicle is stopped and then stopped immediately thereafter to prevent the engine 1 from being stopped, thereby preventing the occupant from feeling uncomfortable.

In FIG. 13, step S23 is YES in the economy mode, and it is determined in steps S61 and S62 whether or not the vehicle is about to stop. That is,
When the vehicle speed is 10 km / h or less (NO in step S61),
Moreover, the brake pedal is depressed and the brake switch is turned on.
In the case of (YES in step S62), it is determined that the vehicle is about to stop, and the process proceeds to step S63.

In step S63, it is determined whether or not the compressor 41 needs to be operated based on the characteristic diagram (map, see FIG. 14) stored in advance in the ROM.
That is, when the post-evaporation temperature (TE) is equal to or lower than the first stop control temperature (for example, 12 ° C.), step S63 becomes NO,
At step S64, the E / GON signal is turned off.

On the other hand, if the post-evaporation temperature (TE) is equal to or higher than the second startup control temperature (eg, 25 ° C.), step S63 returns YE.
S, the timer is counted in step S65, and then it is determined whether or not the timer is counted in step S66, that is, a predetermined time (for example, 5 seconds) from the necessity of activating the compressor 41 immediately before the vehicle stops. It is determined whether or not it has passed.

If the determination result in step S66 is NO, it is considered that the vehicle has not stopped yet,
Control goes to step S64. If the decision result in the step S66 is YES, it is considered that the vehicle is already stopped,
While outputting the E / GON signal (step S67),
Output to turn on the compressor 41 (step S6
8) Do.

According to the present embodiment, even if it is necessary to start the compressor 41 immediately before the vehicle stops, the engine 1 is delayed until the timing when it can be considered that the vehicle is stopped. Therefore, the engine 1 starts immediately before the vehicle stops and immediately thereafter. It is possible to prevent the vehicle from stopping and stopping the engine 1 to prevent the occupant from feeling uncomfortable.

(Fourth Embodiment) FIG. 15 shows a fourth embodiment and is a flow chart showing compressor control by the air conditioner ECU 7. Those performing the same control processing as in the flowchart of FIG.
The description is omitted.

In the conventional apparatus, the engine 1 is stopped when the vehicle is stopped from running during the air conditioning control in the economy mode (ECO switch 61 is ON). Therefore, in order to perform the air conditioning immediately before the vehicle is stopped. When it becomes necessary to start the compressor 41, the engine 1 starts even though the vehicle is about to stop, and then the engine 1 stops immediately after the engine 1 stops, causing a problem that a passenger feels uncomfortable. In this embodiment, the engine 1 is started immediately before the vehicle is stopped and then stopped immediately thereafter to prevent the engine 1 from being stopped, thereby preventing the occupant from feeling uncomfortable.

In FIG. 15, in the economy mode, it is determined in steps S61 and S62 whether or not the vehicle is about to stop, and if it is determined to be immediately before the stop, the process proceeds to step S63. Then, in step S63, the compressor 41
Is determined whether it is necessary to operate, and step S6
If 3 is YES, the timer is counted in step S71, and then the E / GON signal is output and the compressor 41 is turned on in step S72.

Next, in step S73, it is determined whether or not the count of the timer has ended, that is, whether or not a predetermined time (for example, 5 seconds) has elapsed since the engine 1 and the compressor 41 were started immediately before the vehicle stopped. If the predetermined time has not elapsed, step S73 becomes NO,
The routine of FIG. 13 is exited. Therefore, when the engine 1 and the compressor 41 are started immediately before the vehicle stops, the engine 1 and the compressor 41 are at least for a predetermined time.
Operation continues.

On the other hand, if step S73 is YES, that is, immediately before the vehicle stops, the engine 1 and the compressor 41 are stopped.
If a predetermined time has elapsed since the start of step S1, it is determined in step S74 whether or not the compressor 41 needs to be operated (the same determination as in step S63).

If YES in step S74, the E / GON signal is output in step S75, and then the compressor 41 is turned on in step S76.
On the other hand, if step S74 is NO, step S77
In step S78, the output of the E / GON signal is turned off, and in step S78, the compressor 41 is output so as to be turned off.

If NO in step S63, that is, if it is not necessary to operate the compressor 41, it is determined in step S79 whether or not the timer is counting, and if the timer is not counting. Becomes NO in step S79, and the routine exits from FIG.

On the other hand, when the timer is counting, that is, when the engine 1 and the compressor 41 are started immediately before the vehicle is stopped, step S79 becomes YES, the timer is counted at step S80, and then,
In step S73, it is determined in step S73 whether or not a predetermined time has passed since the engine 1 and the compressor 41 were started immediately before the vehicle stopped. If the predetermined time has not elapsed, step S73 becomes NO. Therefore, if the engine 1 and the compressor 41 are started immediately before the vehicle is stopped, even if it is not necessary to operate the compressor 41 thereafter, at least for the predetermined time. The engine 1 and the compressor 41 continue to operate.

According to this embodiment, when the engine 1 and the compressor 41 are started immediately before the vehicle is stopped, the operation of the engine 1 and the compressor 41 is continued for at least a predetermined time. It is possible to prevent the engine 1 from starting and stopping immediately thereafter to stop the engine 1 to prevent the occupant from feeling uncomfortable.

(Fifth Embodiment) FIGS. 16 and 17 show the fifth embodiment. FIG. 16 is a flowchart showing compressor control by the air conditioner ECU 7, and FIG. 17 is a timing chart for explaining the operation thereof.

In the conventional apparatus, the engine 1 is started and stopped in synchronism with ON / OFF of the compressor 41. Therefore, when the compressor 41 is frequently turned ON / OFF, the engine 1 is frequently turned ON / OFF. There is a problem in that the passengers feel a sense of discomfort due to repeated ON-OFF. In the present embodiment, when the compressor 41 is in a state of frequently repeating ON-OFF,
The operation of the engine 1 is continued to prevent the passenger from feeling uncomfortable.

Therefore, in the present embodiment, if the time from when the compressor 41 is turned on last time to when this time is turned on is short, it is considered that the compressor 41 frequently repeats ON-OFF.

In FIG. 16, the flag is determined in step S91, and step S91 is NO (flag = 0).
In the case of, the compressor 41 is turned off in step S92.
It is determined whether the state has changed to the ON state. If the determination result is YES, the timer is reset in step S93, the flag is set to 1 in step S94, the E / GON flag is set to 0 in step S95, and then E is set in step S96. / GON flag is determined.

If step S96 is YES (E / GON flag = 1), the E / GON signal is output in step S97. That is, while the E / GON flag = 1,
The E / GON signal is continuously output. On the other hand, if NO in step S96 (E / GON flag = 0), the E / GON signal is processed in step S98. Specifically, the E / GON signal is output or E based on the processing shown in FIG. 8, that is, based on the post-evaporation temperature or the like.
/ Turns off the GON signal.

If YES in step S91 (flag = 1), the timer is counted in step S99, and the flag is set to 1 in step S100 and then the compressor 41 is changed from the OFF state to the ON state again. Determine whether or not. If the determination result is NO, the process proceeds to step S96.

On the other hand, the determination result of step S100 is YE.
In the case of S, in step S101 (operation frequency determination means), the timer time T3 (the time from when the compressor 41 was last turned on to when it is turned on this time) is set value t3 (for example, 6).
0 seconds) or less is determined. Then, step S10
If the determination result of 1 is YES, the E / GON flag is set to 1 in step S102, and the flag is set to 0 in step S103. Therefore, the timer time T3
Is less than the set value (T3 ≤ t3), E / GON
Since the flag is set to 1, as shown in FIG.
E / GON regardless of ON / OFF of the compressor 41
The signal is output continuously.

Further, the determination result of step S101 is NO.
In the case of, the process proceeds to step S95 and the E / GON flag is set to 0. Therefore, when the timer time T3 exceeds the set value (T3> t3), the E / GON flag is set to 0.
17, the E / GON signal is turned on in synchronization with the ON / OFF of the compressor 41, as shown in FIG.
-OFF.

According to the present embodiment, when the compressor 41 is frequently turned on and off, the operation of the engine 1 can be continued to prevent the occupant from feeling uncomfortable.

(Sixth Embodiment) FIGS. 18 and 19 show a sixth embodiment. FIG. 18 is a flowchart showing compressor control by the air conditioner ECU 7, and FIG. 19 is a timing chart for explaining the operation thereof. Note that FIG.
Those performing the same control processing as in the flowchart of 6 are denoted by the same reference numerals, and description thereof will be omitted.

Like the fifth embodiment, the present embodiment keeps the operation of the engine 1 to prevent the occupant from feeling uncomfortable when the compressor 41 is frequently turned on and off. Is. Then, in the present embodiment, when the number of times the compressor 41 is turned on and off is large within a predetermined time, the compressor 41 frequently turns on and off.
It is considered that F is repeated.

In FIG. 18, when the compressor 41 is turned on with the flag = 0, the timer is reset in step S93, the flag is set to 1 in step S94, and the ON / OFF count of the compressor 41 is counted in step S111. Then, in step S98, the E / GON signal is processed.

Next, step S91 is YES (flag =
1) and count the timer in step S99,
In step S112, it is determined whether or not the timer count has ended, that is, whether or not a predetermined time t4 (for example, 5 seconds) has elapsed after the timer reset. And step S
When the determination in 112 is NO, the process proceeds to step S111, and the counting of the number of ON-OFF of the compressor 41 is continued.

Next, when a predetermined time t4 has elapsed after the timer reset and the determination in step S112 becomes YES, the compressor 4 is determined in step S113 (operation frequency determination means).
It is determined whether or not the number of ON-OFF times of 1 is a set value (for example, 5 times) or more. Then, the determination in step S113 is YE.
In the case of S, that is, the compressor 4 within the predetermined time t4
If the number of ON-OFF times of 1 is equal to or more than the set value, it is considered that the compressor 41 frequently repeats ON-OFF, and the E / GON signal is output in step S114, and thereafter, as shown in FIG. , The E / GON signal is continuously output regardless of whether the compressor 41 is ON-OFF. After step S114, the flag is set to 0 in step S115.

According to the present embodiment, when the compressor 41 is frequently turned on and off, the operation of the engine 1 can be continued to prevent the occupant from feeling uncomfortable.

(Seventh Embodiment) FIG. 20 shows the seventh embodiment, and FIG. 20 is a flowchart showing the compressor control by the air conditioner ECU 7. Similar to the fifth embodiment, the present embodiment keeps the operation of the engine 1 when the compressor 41 is in a state of frequently repeating ON-OFF to prevent the occupant from feeling uncomfortable.

By the way, when the outside air temperature is high, the cooling load is high, so that the compressor 41 is difficult to turn off. When the outside air temperature is low, heating is performed, so that the operation frequency of the compressor 41 is low. On the other hand, when the outside air temperature (for example, 15 <outside air temperature <20 ° C.) is in the middle period (spring / fall), the compressor 41 is likely to be frequently turned on / off. Therefore, in the present embodiment, the compressor 41 is frequently turned on and off.
Whether or not to repeat is to be estimated from the outside temperature.

In FIG. 20, in the cool mode (A / C switch 60 is ON), step S121 becomes YES, and the outside air temperature TAM is in a predetermined temperature range (15 <TAM <20 in step S122 (operation frequency determination means)). C)). Then, if the determination in step S122 is YES, that is, if the outside air temperature TAM is within the predetermined temperature range, the compressor 41 is frequently turned ON-OF.
Assuming that F is repeated, E /
Output GON signal.

Then, in the next step S124, it is determined whether or not the compressor 41 needs to be operated based on the post-evaporation temperature. This step S124 is YE
In the case of S, an E / GON signal is output (step S12
5) and output to turn on the compressor 41 (step S126), and when step S124 is NO, turn off the compressor 41 (step S12).
7) Do.

Therefore, when the outside air temperature TAM is within the predetermined temperature range, the E / GON signal is continuously output regardless of ON / OFF of the compressor 41.

When the determination in step S122 is NO, the E / GON signal is turned off in step S128.
Then, the process proceeds to step 124.

According to the present embodiment, it is possible to prevent the occupant from feeling uncomfortable by continuing the operation of the engine 1 under the environmental condition in which the compressor 41 is likely to be repeatedly turned on and off frequently.

(Eighth Embodiment) FIG. 21 shows an eighth embodiment, and FIG. 21 is a flow chart showing compressor control by the air conditioner ECU 7.

In the conventional apparatus, the engine 1 is started and stopped in synchronization with the ON / OFF of the compressor 41. Therefore, when the compressor 41 is requested to operate, the engine 1 is stopped even during deceleration. It is started. Therefore, when the engine 1 is being decelerated to stop,
There is a problem in that the passenger may feel uncomfortable because the vehicle may be started. In the present embodiment, the engine 1 is not started during deceleration to prevent a passenger from feeling uncomfortable.

In FIG. 21, when air conditioning control is being performed (A / C switch 60 or ECO switch 61 is set to O
N), step S131 becomes YES, and step S1
At 32, it is determined whether or not the vehicle is stopped (vehicle speed = 0).
If this determination is NO (running), step S133.
The brake pedal is stepped on and the brake switch is turned on.
If YES in step S133, it is considered that the vehicle is decelerating, and during deceleration, the processing in steps S134 to
The process of step S137 is performed.

That is, when the E / GON signal is output (YES in step S134), step S1
At 35, it is determined based on the post-evaporation temperature whether or not the compressor 41 needs to be operated. When step S135 is YES, the compressor 41 is turned on (step S136), and when step S135 is NO, the compressor 41 is turned off (step S137).
Further, the E / GON signal is turned off (step S
If 134 is NO, the compressor 41 is turned off (step S137).

Therefore, if the engine 1 is operating at the time when step S133 becomes YES, that is, when the deceleration is started, the operation of the engine 1 is continued during the deceleration. On the other hand, if the engine 1 is stopped when the deceleration is started, the stopped state of the engine 1 is maintained during the deceleration. Therefore, the engine 1 is not started during deceleration,
It is possible to prevent an occupant from feeling uncomfortable.

Incidentally, the step S132 is YES (stop).
In the case of, and in the case of NO in step S133 (during non-deceleration), it is determined in step S138 whether or not the compressor 41 needs to be operated. If YES in step S138, E / in step S139.
A GON signal is output, and then the compressor 41 is turned on in step S140. On the other hand, if step S138 is NO, the output of the E / GON signal is turned off in step S141, and then the compressor 41 is turned off in step S142.

(Ninth Embodiment) FIG. 22 shows the ninth embodiment, and FIG. 22 is a flow chart showing the compressor control by the air conditioner ECU 7. Note that FIG.
Those performing the same control processing as in the flowchart of FIG. In the eighth embodiment, whether or not the vehicle is decelerating is estimated from the vehicle speed and the brake switch signal, but in the eighth embodiment, whether or not the vehicle is decelerating is estimated from the change in the vehicle speed.

In FIG. 22, in step S151,
Current vehicle speed (SPnew) and vehicle speed one second before (SPol)
d) and SPold-SPnew> 5 km / h
When, it is determined that the vehicle is decelerating. Then, when it is determined in step S151 that the vehicle is decelerating, steps S134 to S1.
Since the processing of 37 is executed, the same effect as that of the eighth embodiment can be obtained.

(Tenth Embodiment) FIG. 23 shows a tenth embodiment, and FIG. 23 is a flow chart showing compressor control by the air conditioner ECU 7. The same control processes as those in the flowchart of FIG. 21 are designated by the same reference numerals, and the description thereof will be omitted.

In the conventional device, the engine 1 is started and stopped based on the request from the vehicle side.
There is a case in which the engine 1 is started to obtain a sufficient driving force during acceleration, and when the vehicle speed increases to some extent, the engine 1 is stopped and the electric motor 2 is used for traveling. Then, immediately after the engine 1 is stopped based on the request from the vehicle side, the engine 1 may be started according to the request from the air conditioner side, which causes a problem that the occupant feels uncomfortable. In the present embodiment, during acceleration, the engine 1 is prevented from being restarted immediately after the engine 1 is stopped, and the discomfort to the occupant is prevented.

In FIG. 23, in step S161, it is determined whether or not the vehicle is accelerating. Specifically, the current vehicle speed (SPnew) is compared with the vehicle speed 1 second before (SPold), and when SPnew-SPold> 5 km / h, it is determined that the vehicle is accelerating. In step S162, it is determined whether the vehicle speed is less than 40 km / h.

Then, SPnew-SPold> 5 km
/ H (accelerating) and vehicle speed <40 km / h,
Both step S161 and step S162 are YE.
The process proceeds to S, and the processes of steps S163 to S167 are performed.

That is, in step S163, E / GO
While outputting the N signal and then performing the air conditioning control (YES in step S164), it is determined in step S165 whether or not the compressor 41 needs to be operated. When this step S165 is YES, the compressor 41 is turned on (step S166), and step S16
When 5 is NO, the compressor 41 is turned off (step S167). Also, if NO in step S164, the compressor 41 is turned off (step S167).

Therefore, the vehicle is accelerating and the vehicle speed is <40 km /
In the case of h, the E / GON signal is output in step S163 regardless of whether or not the compressor 41 needs to be operated, so that the E / GON signal from the vehicle side is OF.
The operation of the engine 1 is continued even if F is given. Therefore, immediately after the engine 1 is stopped based on the request from the vehicle side,
It is possible to prevent the engine 1 from being started by a request from the air conditioner side, and to prevent a passenger from feeling uncomfortable.

On the other hand, the vehicle speed> 40 km / even during acceleration.
If h (NO in step S162), step S1
The processing from 31 is performed to determine whether or not the compressor 41 needs to be operated, and the E / GON signal is turned on or the signal is turned off. That is, if the vehicle speed is> 40 km / h even during acceleration, the fuel economy is taken into consideration, and the engine 1 is stopped if not necessary. Where vehicle speed> 40
At km / h, the noise level of the vehicle is high to some extent, so that even if the engine 1 is started immediately after the engine 1 is stopped, the occupant hardly feels uncomfortable.

(Eleventh Embodiment) FIG. 24 shows the eleventh embodiment, and FIG. 24 is a flowchart showing the compressor control by the air conditioner ECU 7. The same control processes as those in the flowchart of FIG. 23 are designated by the same reference numerals and the description thereof will be omitted. In the tenth embodiment, the E / GON signal is output during acceleration and when the vehicle speed is <40 km / h. However, in the present embodiment, the E / GON signal is output during acceleration and for a predetermined time. Is output.

In FIG. 24, if the vehicle is not accelerating, the timer is reset in step S171. If the vehicle is accelerating, the timer is counted in step S172, and it is determined in step S173 whether the timer has finished counting, that is, whether or not a predetermined time t5 (for example, 30 seconds) has elapsed after the start of acceleration. If the determination in step S173 is no, the E / GON signal is output in step S163.

Therefore, since the E / GON signal is output in step S163, the E / GON signal from the vehicle side is output regardless of whether or not the compressor 41 needs to be operated until a predetermined time has elapsed after the start of acceleration. The operation of the engine 1 is continued even if the signal is turned off. Therefore, immediately after the engine 1 is stopped based on the request from the vehicle side, it is possible to prevent the engine 1 from being started due to the request from the air conditioner side, and to prevent the occupant from feeling uncomfortable.

On the other hand, when a predetermined time has elapsed after the start of acceleration (YES in step S173), the processes from step S131 are performed to determine whether or not the compressor 41 needs to be operated, and the E / GON signal is turned on or The signal is turned off. That is, when a predetermined time has elapsed after the start of acceleration, the engine 1 is stopped if it is not necessary in consideration of fuel consumption.

(Other Embodiments) In each of the above-described embodiments, the present invention is applied to an air conditioner (automatic air conditioner) that automatically controls the room temperature to a set temperature. It may be applied to an air conditioner (manual air conditioner) that controls the.

Further, in each of the above embodiments, the heater core 51 having the cooling water as the heating heat source is used as the heating heat exchanger, but a condenser having the refrigerant condensation heat as the heating heat source is used as the heating heat exchanger. You may use it. Further, the indoor heat exchanger may function as a condenser and the outdoor heat exchanger may function as an evaporator by reversing the flow direction of the refrigerant in the refrigeration cycle with a four-way valve or the like. The A / C switch 60 and the ECO switch 61 may be configured by one switch.

Further, in each of the above embodiments, the hybrid vehicle in which the output of the engine 1 is directly used for traveling is shown, but traveling is always performed only by the electric motor 2, and the engine 1 charges the battery 4 and the compressor. The present invention is also applicable to a hybrid vehicle of the type used for driving 41.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle including an air conditioner according to a first embodiment.

FIG. 2 is a schematic diagram showing an overall configuration of the air conditioner of FIG.

FIG. 3 is a block diagram showing a control system of the air conditioner of FIG.

FIG. 4 is a plan view showing the control panel of FIG.

5 is a flowchart showing a basic control process by the air conditioner ECU of FIG.

FIG. 6 is a characteristic diagram showing a relationship between a target outlet temperature and a blower voltage.

FIG. 7 is a characteristic diagram showing a relationship between a target outlet temperature and a suction port mode.

FIG. 8 is a flowchart showing compressor control by the air conditioner ECU of FIG.

9 is a timing chart provided for explaining an operation of compressor control by the air conditioner ECU of FIG.

10 is a flowchart showing a basic control process performed by the engine ECU of FIG.

FIG. 11 is a flowchart showing compressor control of the air conditioning apparatus according to the second embodiment.

FIG. 12 is a timing chart for explaining the operation of the compressor control of FIG.

FIG. 13 is a flowchart showing compressor control of the air conditioning apparatus according to the third embodiment.

FIG. 14 is a characteristic diagram showing a relationship between an after-evaporation temperature and a compressor operating characteristic.

FIG. 15 is a flowchart showing compressor control of the air conditioning apparatus according to the fourth embodiment.

FIG. 16 is a flowchart showing compressor control of the air conditioning apparatus according to the fifth embodiment.

FIG. 17 is a timing chart for explaining the operation of the compressor control of FIG.

FIG. 18 is a flowchart showing compressor control of the air conditioning apparatus according to the sixth embodiment.

FIG. 19 is a timing chart for explaining the operation of the compressor control of FIG.

FIG. 20 is a flowchart showing compressor control of the air conditioning apparatus according to the seventh embodiment.

FIG. 21 is a flowchart showing compressor control of the air conditioning apparatus according to the eighth embodiment.

FIG. 22 is a flowchart showing compressor control of the air conditioning apparatus according to the ninth embodiment.

FIG. 23 is a flowchart showing compressor control of the air conditioning apparatus according to the tenth embodiment.

FIG. 24 is a flowchart showing compressor control of the air conditioning apparatus according to the eleventh embodiment.

[Explanation of symbols]

1 ... Engine, 2 ... Electric motor, 41 ... Compressor.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 730 B60K 6/04 730 B60L 11/14 B60L 11/14 F02D 29/02 F02D 29/02 D (72) Inventor Eiji Takahashi 1-chome, Showa-cho, Kariya city, Aichi Prefecture Denso Co., Ltd. (72) Inventor Ryo Sanbon 1-cho, Toyota town, Toyota city, Aichi prefecture (56) Reference: JP-A-11-180137 ( JP, A) JP 10-246131 (JP, A) JP 7-42580 (JP, A) Actually opened 58-146052 (JP, U) Actually opened 58-169160 (JP, U) (58) ) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 6/02-6/04 B60L 11/00-11/18 F02D 29/00-29/06 F02N 11/00-11/08

Claims (7)

(57) [Claims] 1. An engine (1) and a traveling electric motor (2) are provided, and the engine (1) is operated when an engine operation request signal is output from an air conditioner,
A refrigerant to be mounted on a hybrid vehicle that stops the engine (1) when there is a request to stop the engine (1) from a device other than the air conditioner and the engine operation request signal is not output. In an air conditioner for a hybrid vehicle in which a compressor (41) that compresses and discharges air is driven by the engine (1) to air-condition a vehicle interior, an operation frequency determination means that determines the frequency of operation / stop of the compressor (41). (S101, S113, S122)
This operation frequency determining means (S101, S113, S12
When it is determined by the above item 2) that the compressor (41) is frequently operated / stopped, the compressor (4)
An air conditioner for a hybrid vehicle, wherein the engine operation request signal is continuously output even during the stop of 1). 2. The actuation frequency determination means (S101) is
Claim 1, wherein the determining from the previous operation start of the compressor (41) when the time until the current start-of less than or equal to a predetermined time, the frequency of operation and stopping of the compressor (41) is higher An air conditioner for a hybrid vehicle as described in. 3. The actuation frequency determination means (S113) is
When the number of times the compressor (41) is operated / stopped within a predetermined time is a predetermined number or more, the compressor (4)
The air conditioner for a hybrid vehicle according to claim 1 , wherein it is determined that the frequency of operation / stop of 1) is high. 4. An outside air temperature detecting means (72) for detecting an outside air temperature is provided, and the operation frequency determining means (S122) is configured to operate the compressor (4) when the outside air temperature is within a predetermined temperature range.
The air conditioner for a hybrid vehicle according to claim 1 , wherein it is determined that the frequency of operation / stop of 1) is high. 5. An engine (1) and a traveling electric motor (2) are provided, and the engine (1) is operated when an engine operation request signal is output from an air conditioner,
A refrigerant to be mounted on a hybrid vehicle that stops the engine (1) when there is a request to stop the engine (1) from a device other than the air conditioner and the engine operation request signal is not output. In a hybrid vehicle air conditioner in which a compressor (41) that compresses and discharges air is driven by the engine (1) to air-condition the interior of the vehicle, when the vehicle speed is below a predetermined speed and the vehicle shifts to deceleration, The air conditioner for a hybrid vehicle, wherein the output state of the engine operation request signal before shifting to deceleration is continued. 6. An engine (1) and a traveling electric motor (2) are provided, and the engine (1) is operated when an engine operation request signal is output from an air conditioner,
A refrigerant to be mounted on a hybrid vehicle that stops the engine (1) when there is a request to stop the engine (1) from a device other than the air conditioner and the engine operation request signal is not output. A hybrid vehicle air conditioner in which a compressor (41) that compresses and discharges air is driven by the engine (1) to air-condition the interior of the vehicle. When the vehicle shifts to acceleration, the engine speed is increased until the vehicle speed reaches a predetermined speed. An air conditioner for a hybrid vehicle, which outputs an operation request signal. 7. An engine (1) and a traveling electric motor (2) are provided, and the engine (1) is operated when an engine operation request signal is output from an air conditioner,
A refrigerant to be mounted on a hybrid vehicle that stops the engine (1) when there is a request to stop the engine (1) from a device other than the air conditioner and the engine operation request signal is not output. In a hybrid vehicle air conditioner in which a compressor (41) that compresses and discharges air is driven by the engine (1) to air-condition the vehicle interior, when the vehicle shifts to acceleration, the engine operation request signal continues for a predetermined time. An air conditioner for a hybrid vehicle, which is output as