JP5472015B2 - Vehicle operation mode input device - Google Patents

Description

  The present invention relates to an operation mode input device for a vehicle.

  Conventionally, an air conditioner and an internal combustion engine having a normal operation mode and an energy saving operation mode as operation modes, and an economy switch that requires both the air conditioner and the internal combustion engine to execute the energy saving mode by the operation of a passenger The vehicle control apparatus provided is disclosed (for example, refer patent document 1). In the prior art described in Patent Document 1, the energy saving operation mode is executed in both the air conditioner and the internal combustion engine when the economy switch is turned on.

JP 2006-151039 A

  However, in the prior art disclosed in Patent Document 1, the energy saving operation mode is executed in both the air conditioner and the internal combustion engine when the economy switch is turned on. Therefore, there is room for improvement in considering a user who desires to execute the energy saving operation mode only in one of the air conditioner and the internal combustion engine.

  An object of the present invention is to provide an operation mode input device for a vehicle that can execute an energy saving operation mode according to a user's preference by turning on one input means.

  In order to achieve the above object, according to the first aspect of the present invention, there is provided a drive means (EG) for outputting a driving force for driving the vehicle, a drive control means for controlling the operation of the drive means (EG), and a vehicle interior. Vehicle having energy-saving input means that is applied to a vehicle having air-conditioning means (1) for air-conditioning and that requests execution of an energy-saving operation mode that suppresses energy consumption required for vehicle travel and vehicle interior air-conditioning by the operation of a passenger In the operation mode input device, as an energy saving operation mode, an energy saving traveling mode that requires a reduction in energy consumed for outputting driving force to the drive control means, and an air conditioning means (1) for air conditioning. There is an energy-saving air-conditioning mode that requires a reduction in the energy consumed to perform the operation, and when the energy-saving input means is turned on, the energy-saving travel mode First mode for executing both the energy-saving air-conditioning mode and a second mode for executing only the energy-saving traveling mode, and is characterized by being composed of the third mode for executing only the energy-saving conditioning mode switchably.

  According to this, when the energy saving input means is turned on, only the first mode for executing both the energy saving traveling mode and the energy saving air conditioning mode, the second mode for executing only the energy saving traveling mode, and the energy saving air conditioning mode are selected. Since the third mode to be executed can be switched, when the energy saving input means is turned on, either the energy saving traveling mode or the energy saving air conditioning mode, only the energy saving traveling mode, or only the energy saving air conditioning mode can be selected by the user. Can be executed according to. Therefore, it becomes possible to execute the energy saving operation mode according to the user's preference by turning on one input means.

  Further, as in the invention according to claim 2, in the vehicle operation mode input device according to claim 1, the mode executed when the energy saving input means is turned on is switched by a control signal from the outside. You may be made to do.

  Further, as in the invention according to claim 3, in the vehicle operation mode input device according to claim 1, the selection input means for selecting a mode to be executed when the energy saving input means is turned on. You may have.

Further, in the invention according to claim 1, air conditioning unit (1), together with a composed vapor compression type refrigeration cycle (10) including a compressor (11) compressing and discharging refrigerant, It is configured to be able to execute pre-air conditioning that starts air-conditioning in the passenger compartment before the occupant gets into the vehicle, and the air-conditioning means (1) is executing pre-air-conditioning when executing the energy-saving air-conditioning mode. Is characterized in that the rotational speed of the compressor (11) is reduced as compared to when normal air conditioning other than pre-air conditioning is being performed.

  According to this, in the case where the energy saving air-conditioning mode is being executed, when the pre-air conditioning is being executed, the rotation of the compressor (11) is compared to when the normal air-conditioning other than the pre-air-conditioning is being executed. Since the number is reduced, noise from the compressor (11) can be reduced during pre-air conditioning, that is, when the passenger is not in the vehicle. For this reason, it is possible to suppress a sense of incongruity experienced by people around the vehicle due to the sound from the vehicle on which the occupant is not riding.

  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 which shows the refrigerant circuit at the time of the air conditioning mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the heating mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 1st dehumidification mode of the vehicle air conditioner of 1st Embodiment. It is a whole block diagram which shows the refrigerant circuit at the time of the 2nd dehumidification mode 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 circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a graph which shows the operating state of each solenoid valve in each operation mode of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 3rd Embodiment. It is a whole block diagram of the vehicle air conditioner of 4th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. First, FIGS. 1-4 is a whole block diagram of the vehicle air conditioner 1 of this embodiment, and FIG. 5 is a block diagram which shows the electric control part of the vehicle air conditioner 1. As shown in FIG.

  The operation mode input device of the present embodiment is applied to a hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG as drive means and a travel electric motor. This hybrid vehicle has a vehicle air conditioner 1 as an air conditioning means for air conditioning a vehicle interior.

  Further, the hybrid vehicle of the present embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 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 81 is charged from an external power source when the vehicle is stopped before the vehicle starts running, so that the remaining amount of power stored in the battery 81 is equal to or more than a predetermined reference remaining amount for driving as at the start of traveling. When this is the case, the vehicle travels mainly by the driving force of the traveling electric motor (hereinafter, this operation mode is referred to as an EV operation mode).

  On the other hand, when the remaining amount of power stored in the battery 81 is lower than the reference running remaining amount during vehicle travel, the vehicle travels mainly by the driving force of the engine EG (hereinafter, this operation mode is referred to as the HV operation mode). In this way, by switching between the EV operation mode and the HV operation mode, the fuel consumption of the engine EG is suppressed and the vehicle fuel consumption is improved with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG. I am letting.

  The EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. However, when the vehicle traveling load becomes a high load, the engine EG is operated to operate the traveling electric motor. Assist the motor. Similarly, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. To assist. The operations of the engine EG and the traveling electric motor are controlled by an engine control device (not shown). Therefore, the engine control apparatus of the present embodiment is a drive control means described in the claims.

  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 with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 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. The vehicle air conditioner 1 can perform pre-air conditioning that air-conditions the passenger compartment before the occupant gets into the vehicle, in addition to normal air-conditioning that air-conditions the passenger compartment when the vehicle travels.

  The vehicle air conditioner 1 includes a cooling mode (COOL cycle) for cooling the vehicle interior, a heating mode (HOT cycle) for heating the vehicle interior, and a first dehumidification for dehumidifying the vehicle interior in normal air conditioning, pre-air conditioning, and my room air conditioning. There is provided a vapor compression refrigeration cycle 10 configured to be able to switch between refrigerant circuits in the mode (DRY_EVA cycle) and the second dehumidification mode (DRY_ALL cycle).

  In FIGS. 1-4, the flow of the refrigerant | coolant at the time of air_conditioning | cooling mode, heating mode, and 1st, 2nd dehumidification mode is shown by the solid line arrow, respectively. The first dehumidification mode is a dehumidification mode that prioritizes the dehumidification capacity over the heating capacity, and the second dehumidification mode is a dehumidification mode that prioritizes the heating capacity over the dehumidification capacity. Therefore, the first dehumidification mode can be expressed as a low temperature dehumidification mode or a simple dehumidification mode, and the second dehumidification mode can be expressed as a high temperature dehumidification mode or a dehumidification heating mode.

  The refrigeration cycle 10 includes a compressor 11, an indoor condenser 12 and an indoor evaporator 26 as indoor heat exchangers, a temperature expansion valve 27 and a fixed throttle 14 as decompression means for decompressing and expanding the refrigerant, and a refrigerant circuit switching means. And a plurality of (in this embodiment, five) electromagnetic valves 13, 17, 20, 21, 24, etc., function as temperature adjusting means for adjusting the temperature of the blown air blown into the passenger compartment.

  The refrigeration cycle 10 employs a chlorofluorocarbon refrigerant as a refrigerant, and constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. Further, the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 11, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed in the engine room, sucks the refrigerant in the refrigeration cycle 10, compresses it, and discharges it. The electric motor 11b drives the fixed capacity compression mechanism 11a having a fixed discharge capacity. It is configured as a compressor.

  Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a. The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61. Further, the inverter 61 outputs an AC voltage having a frequency corresponding to a control signal output from the air conditioning control device 50 described later. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the indoor condenser 12 is connected to the discharge side of the compressor 11. The indoor condenser 12 is disposed in a casing 31 that forms an air passage for the blown air that is blown into the vehicle interior in the indoor air conditioning unit 30 of the vehicle air conditioner, and a refrigerant that circulates in the casing 31 and an indoor evaporator described later. It is a heat exchanger for heating which heats blowing air by heat-exchanging with blowing air after passing 26. The details of the indoor air conditioning unit 30 will be described later.

  An electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12. The electric three-way valve 13 is refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50.

  More specifically, the electric three-way valve 13 switches to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 in an energized state in which electric power is supplied. In the non-energized state in which the supply of the refrigerant is stopped, the refrigerant circuit is switched to a refrigerant circuit that connects between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15.

  The fixed throttle 14 is a dehumidifying means for heating and dehumidifying that decompresses and expands the refrigerant flowing out of the electric three-way valve 13 in the heating mode and the first and second dehumidifying modes. As the fixed throttle 14, a capillary tube, an orifice, or the like can be employed. Of course, an electric variable throttle mechanism in which the throttle passage area is adjusted by a control signal output from the air-conditioning control device 50 may be employed as the decompression means for heating and dehumidification. A refrigerant inlet / outlet port of a third three-way joint 23 described later is connected to the refrigerant outlet side of the fixed throttle 14.

  The first three-way joint 15 has three refrigerant inflow / outflow ports and functions as a branching portion that branches the refrigerant flow path. Such a three-way joint may be constituted by joining refrigerant pipes, or may be constituted by providing a plurality of refrigerant passages in a metal block or a resin block. In addition, one refrigerant inlet / outlet of the outdoor heat exchanger 16 is connected to another refrigerant inlet / outlet of the first three-way joint 15, and the refrigerant inlet side of the low-pressure solenoid valve 17 is connected to another refrigerant inlet / outlet. ing.

  The low pressure solenoid valve 17 has a valve body portion that opens and closes the refrigerant flow path and a solenoid (coil) that drives the valve body portion, and the operation of which is controlled by a control voltage output from the air conditioning control device 50. Circuit switching means. More specifically, the low-pressure solenoid valve 17 is configured as a so-called normally closed on-off valve that opens in an energized state and closes in a non-energized state.

  One refrigerant inlet / outlet port of a fifth three-way joint 28 described later is connected to the refrigerant outlet side of the low pressure solenoid valve 17 via the first check valve 18. The first check valve 18 only allows the refrigerant to flow from the low pressure solenoid valve 17 side to the fifth three-way joint 28 side.

  The outdoor heat exchanger 16 is disposed in the engine room, and exchanges heat between the refrigerant circulating inside and the air outside the vehicle (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

  Further, the blower fan 16a of the present embodiment blows outdoor air not only to the outdoor heat exchanger 16 but also to a radiator (not shown) that dissipates the cooling water of the engine EG. Specifically, the vehicle exterior air blown from the blower fan 16a flows in the order of the outdoor heat exchanger 16 → the radiator. The radiator is connected to a cooling water pipe constituting a cooling water circuit 40 indicated by a broken line in FIGS. The cooling water circuit 40 will be described later.

  One refrigerant inlet / outlet of the second three-way joint 19 is connected to the other refrigerant inlet / outlet of the outdoor heat exchanger 16. The basic configuration of the second three-way joint 19 is the same as that of the first three-way joint 15. Further, the refrigerant inlet side of the high-pressure solenoid valve 20 is connected to another refrigerant inlet / outlet of the second three-way joint 19, and one refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21 is connected to another refrigerant inlet / outlet. It is connected.

  The high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50. It is the same. However, the high-pressure solenoid valve 20 and the heat exchanger shut-off solenoid valve 21 are configured as so-called normally open type on-off valves that close in an energized state and open in a non-energized state.

  The refrigerant outlet side of the high-pressure solenoid valve 20 is connected via a second check valve 22 to the throttle mechanism portion inlet side of a temperature type expansion valve 27 described later. The second check valve 22 only allows the refrigerant to flow from the high pressure solenoid valve 20 side to the temperature type expansion valve 27 side.

  One refrigerant inlet / outlet of the third three-way joint 23 is connected to the other refrigerant inlet / outlet of the heat exchanger cutoff electromagnetic valve 21. The basic configuration of the third three-way joint 23 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the fixed throttle 14 is connected to another refrigerant inlet / outlet of the third three-way joint 23, and the refrigerant inlet side of the dehumidifying electromagnetic valve 24 is connected to another refrigerant inlet / outlet. Yes.

  The dehumidifying electromagnetic valve 24 is a refrigerant circuit switching means whose operation is controlled by a control voltage output from the air conditioning control device 50, and its basic configuration is the same as that of the low-pressure electromagnetic valve 17. Further, the dehumidifying electromagnetic valve 24 is also configured as a normally closed type on-off valve. Then, the refrigerant circuit switching means of the present embodiment includes an electric three-way valve 13, a low pressure solenoid valve 17, a high pressure solenoid valve 20, and a heat exchange that are in a predetermined valve open state or a valve closed state when power supply is stopped. It comprises a plurality of (five) solenoid valves, ie, a device cutoff solenoid valve 21 and a dehumidification solenoid valve 24.

  One refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the refrigerant outlet side of the dehumidifying electromagnetic valve 24. The basic configuration of the fourth three-way joint 25 is the same as that of the first three-way joint 15. Further, another refrigerant inlet / outlet of the fourth three-way joint 25 is connected to the throttle mechanism outlet side of the temperature type expansion valve 27, and further, the refrigerant inlet side of the indoor evaporator 26 is connected to another refrigerant inlet / outlet. Yes.

  The indoor evaporator 26 is disposed in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 12, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger for cooling.

  The temperature-sensing part inlet side of the temperature type expansion valve 27 is connected to the refrigerant outlet side of the indoor evaporator 26. The temperature type expansion valve 27 is a decompression means for cooling that decompresses and expands the refrigerant that has flowed in from the inlet of the throttle mechanism part and flows out from the outlet of the throttle mechanism part to the outside.

  More specifically, in the present embodiment, as the temperature type expansion valve 27, a temperature sensing unit 27a that detects the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 based on the temperature and pressure of the refrigerant on the outlet side of the indoor evaporator 26; And a variable throttle mechanism 27b that adjusts the throttle passage area (refrigerant flow rate) so that the degree of superheat of the refrigerant on the outlet side of the indoor evaporator 26 falls within a predetermined range according to the displacement of the temperature sensing unit 27a. An internal pressure equalizing expansion valve housed inside is adopted.

  One refrigerant inlet / outlet of the fifth three-way joint 28 is connected to the temperature sensing part outlet side of the temperature type expansion valve 27. The basic configuration of the fifth three-way joint 28 is the same as that of the first three-way joint 15. Further, as described above, the refrigerant outlet side of the first check valve 18 is connected to another refrigerant inlet / outlet of the fifth three-way joint 28, and the refrigerant inlet side of the accumulator 29 is connected to another refrigerant inlet / outlet. ing.

  The accumulator 29 is a low-pressure side gas-liquid separator that separates the gas-liquid refrigerant flowing into the fifth three-way joint 28 and stores excess refrigerant. Further, the refrigerant inlet of the compressor 11 is connected to the gas-phase refrigerant outlet of the accumulator 29.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and has a blower 32, the above-described indoor evaporator 26, the indoor condenser 12, The heater core 36, the PTC heater 37, etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. On the most upstream side of the blown air flow in the casing 31, an inside / outside air switching box (not shown) for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged.

  More specifically, the inside / outside air switching box is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, an inside / outside air switching door is provided inside the inside / outside air switching box to continuously adjust the opening area of the inside air inlet and the outside air inlet to change the air volume ratio between the inside air volume and the outside air volume. ing.

  Therefore, the inside / outside air switching door constitutes an air volume ratio changing means for switching the suction port mode for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. More specifically, 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.

  Further, as the suction port mode, the inside air mode in which the inside air introduction port is fully opened and the outside air introduction port is fully closed and the inside air is introduced into the casing 31, and the inside air introduction port is fully closed and the outside air introduction port is fully opened. 31. The outside air mode for introducing outside air into the inside 31. Further, by continuously adjusting the opening area of the inside air introduction port and the outside air introduction port between the inside air mode and the outside air mode, the introduction ratio of the inside air and the outside air is continuously adjusted. There is an inside / outside air mixing mode to change to.

  A blower 32 that blows air sucked through the inside / outside air switching box toward the vehicle interior is disposed on the downstream side of the inside / outside air switching box. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air blowing capacity) is controlled by a control voltage output from the air conditioning controller 50.

  The indoor evaporator 26 is disposed on the downstream side of the air flow of the blower 32. Further, on the downstream side of the air flow of the indoor evaporator 26, an air passage such as a cooling cold air passage 33 and a cold air bypass passage 34 for flowing air after passing through the indoor evaporator 26, and a heating cold air passage 33 and a cold air bypass passage 34. A mixing space 35 is formed for mixing the air that has flowed out of the air.

  In the heating cool air passage 33, a heater core 36, an indoor condenser 12, and a PTC heater 37 as heating means for heating the air that has passed through the indoor evaporator 26 are arranged in this order in the air flow direction. Has been. The heater core 36 is connected to a cooling water pipe that constitutes the cooling water circuit 40. The heater core 36 exchanges heat between the cooling water of the engine EG and the air that has passed through the indoor evaporator 26, and the air that has passed through the indoor evaporator 26 is exchanged. A heat exchanger for heating.

  Here, the cooling water circuit 40 will be described. The coolant circuit 40 is a circuit that circulates coolant for cooling the engine EG. Further, an electric cooling water pump 40 a that pumps the cooling water is disposed in the cooling water piping of the cooling water circuit 40. The cooling water pump 40 a has its rotation speed (water pressure feeding capability) controlled by a control voltage output from the air conditioning control device 50.

  Then, the air conditioning controller 50 operates the cooling water pump 40a, so that the cooling water heated by the waste heat of the engine EG is cooled by flowing into the radiator or heater core 36, and is cooled by the radiator or heater core 36. The cooling water is returned to the engine EG again.

  That is, the cooling water is a heat source medium that heats the air blown into the passenger compartment by the heater core 36, and in the cooling water circuit 40, the cooling water pump 40a shown by the broken lines in FIGS. The circuit that circulates the cooling water in the order of EG → cooling water pump 40a constitutes a temperature adjusting means for adjusting the temperature of the blown air.

  The PTC heater 37 is an electric heater 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 indoor condenser 12. In addition, the PTC heater 37 of this embodiment is provided with two or more (specifically three), and the air-conditioning control apparatus 50 changes the number of the PTC heaters 37 to energize, and thereby the plurality of PTC heaters 37. The overall heating capacity is controlled.

  More specifically, as shown in FIG. 6, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 6 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment. In addition, the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  As shown in FIG. 6, the positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to each PTC heater 37a, 37b, 37c via each switch element SW1, SW2, SW3. Connected to the ground side. Each switch element SW1, SW2, SW3 switches the energized state and the non-energized state of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

  Further, the operation of each switch element SW1, SW2, SW3 is independently controlled by a control signal output from the air conditioning control device 50. Therefore, the air-conditioning control device 50 switches the energized state and the non-energized state of each switch element SW1, SW2, SW3 to an energized state among the PTC heaters 37a, 15b, 15c, and exhibits heating capability. It is possible to change the heating capacity of the PTC heater 37 as a whole by switching the ones.

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the indoor evaporator 26 to the mixing space 35 without passing through the heater core 36, the indoor condenser 12, and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the cold air flowing into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the indoor evaporator 26 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34 is supplied. An air mix door 38 that continuously changes the air volume ratio is disposed.

  Therefore, the air mix door 38 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior). More specifically, the air mix door 38 is driven by an electric actuator 63 for the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning control device 50.

  Furthermore, a blower outlet (not shown) for blowing out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the space to be cooled is disposed at the most downstream portion of the blown air flow of the casing 31. Specifically, the air outlet includes a face air outlet that blows air-conditioned air toward the upper body of the passenger in the passenger compartment, a foot air outlet that blows air-conditioned air toward the feet of the passenger, and an inner surface of the front window glass of the vehicle. A defroster outlet for blowing air conditioned air is provided.

  Further, on the upstream side of the air flow of the face outlet, the foot outlet, and the defroster outlet, a face door for adjusting the opening area of the face outlet, a foot door for adjusting the opening area of the foot outlet, and the defroster outlet, respectively. A defroster door (none of which is shown) for adjusting the opening area is arranged.

  These face doors, foot doors, and defroster doors constitute the outlet mode switching means for switching the outlet mode, and are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). Are operated in conjunction with each other. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

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

  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.

  In addition, the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied includes an electric heat defogger (not shown) separately from the vehicle air conditioner. The electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and prevents fogging or window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of this embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The inverter 61 for the electric motor 11b of the compressor 11, the electromagnetic valves 13, 17, 20, 21, 24 constituting the refrigerant circuit switching means, the blower fan 16a, the blower 32, the PTC heater 37, various electric actuators 62, The operation of 63, 64, etc. is controlled.

  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 discharge refrigerant temperature Td of the compressor 11, and a discharge pressure sensor 55 (discharge pressure detection) for detecting the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd of the compressor 11. Means), an evaporator temperature sensor 56 (evaporator temperature detecting means) for detecting the temperature of the blown air (evaporator temperature) Te from the indoor evaporator 26, and the first three-way joint 15 and the low pressure solenoid valve 17 are circulated. A suction temperature sensor 57 for detecting the refrigerant temperature Tsi, a cooling water temperature sensor for detecting the engine cooling water temperature Tw, a humidity sensor for detecting the relative humidity of the air in the passenger compartment near the window glass in the passenger compartment, and a window Interior window glass near a temperature sensor for detecting the temperature of the air in the vicinity of Las, and the detection signal of the sensor group for the air-conditioning control, such as window glass surface temperature sensor for detecting the window glass surface temperature is input.

  Note that the discharge-side refrigerant pressure (high-pressure side refrigerant pressure) Pd of the compressor 11 of the present embodiment is from the refrigerant discharge port side of the compressor 11 to the variable throttle mechanism portion 27b inlet side of the temperature expansion valve 27 in the cooling mode. This is the high-pressure side refrigerant pressure of the cycle to reach, and in the other operation modes, the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the fixed throttle 14 inlet side. The discharge pressure sensor 55 is provided to monitor an abnormal increase in the high-pressure side refrigerant pressure even in a general refrigeration cycle.

  Further, the evaporator temperature sensor 56 specifically detects the heat exchange fin temperature of the indoor evaporator 26. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the indoor evaporator 26 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 26. Means may be employed. Moreover, the detected value of a humidity sensor, a window glass vicinity temperature sensor, and a window glass surface temperature sensor is used in order to calculate the relative humidity RHW of the window glass surface.

  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 32, Car interior temperature setting switch, economy switch, etc. are provided.

  The auto switch is a switch for setting or canceling automatic control of the vehicle air conditioner 1. The economy switch is a switch that requests execution of an energy saving operation mode that suppresses energy consumption required for vehicle travel and vehicle interior air conditioning. In the present embodiment, by turning on the economy switch, a signal requesting reduction of fuel (energy) consumed to output the driving force for driving is output to the engine control device, and the energy saving driving mode is executed. . Details of this energy saving travel mode will be described later.

  The engine control device (not shown) is composed of a well-known microcomputer and its peripheral circuits, similar to the air conditioning control device 50, and performs various calculations and processes based on the engine control program stored in the ROM. Controls the operation of various engine control devices connected to the output side.

  Various engine components constituting the engine EG are connected to the output side of the engine control device. Specifically, 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.

  On the input side of the engine control device 70, there are a voltmeter for detecting the voltage VB between the terminals of the battery 81, an accelerator opening sensor for detecting the accelerator opening Acc, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed Vv. Various engine control sensors such as a vehicle speed sensor (not shown) to be detected are connected.

  Further, the air conditioning control device 50 and the engine control device are configured to be electrically connected to 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 engine EG can be operated by the air conditioning control device 50 outputting an operation request command for the engine EG to the engine control device.

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

  For example, in the air conditioning control device 50, the configuration in which the refrigerant discharge capacity of the compressor 11 is controlled by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11 b of the compressor 11 is compressor control. The structure which comprises a means, controls the action | operation of the air blower 32 which is an air blow means, and controls the ventilation capability of the air blower 32 comprises an air blower control means.

  Next, the operation of the present embodiment in the above configuration will be described with reference to FIG. FIG. 7 is a flowchart showing a control process of the vehicle air conditioner 1 of the present embodiment. This control process is executed if power is supplied from the battery to the air conditioning control device 50 even when the vehicle system is stopped.

  First, in step S1, it is determined whether the operation switch of the vehicle air conditioner 1 is turned on (ON) and whether the pre-air conditioning start switch is turned on. If it is determined that the operation switch of the vehicle air conditioner 1 or the pre-air conditioning start switch is turned on, the process proceeds to step S2.

  The start switch for pre-air conditioning is provided in a wireless terminal (remote control) carried by a passenger or a mobile communication means (specifically, a mobile phone). Therefore, the occupant can start the vehicle air conditioner 1 from a location away from the vehicle.

  For example, when the pre-air conditioning start switch of the wireless terminal is turned on, the vehicle side directly receives the pre-air conditioning start signal transmitted from the wireless terminal, and the pre-air conditioning start switch of the mobile communication means is When turned on, it is determined that the pre-air conditioning start switch has been turned on by directly receiving the pre-air conditioning start signal transmitted from the vehicle side via the mobile phone base station or the like.

  Furthermore, since the vehicle air conditioner 1 of the present embodiment is applied to a plug-in hybrid vehicle, the pre-air conditioning is requested by the user to stop the pre-air conditioning when power is supplied to the vehicle from an external power source. In the case where power is not supplied and connected from an external power source, the operation is performed until the remaining amount of electricity stored in the battery 81 is equal to or less than a predetermined remaining amount of electricity stored for reference pre-air conditioning.

  In step S2, initialization of a flag, a timer, etc., initial alignment of the stepping motor constituting the electric actuator described above, and the like are performed. Note that the initialization of the flag includes maintaining the current flag state. In step S3, the operation signal of the operation panel 60 is read, and the process proceeds to step S4. Specific operation signals include a vehicle interior set temperature Tset set by a vehicle interior temperature setting switch, an air outlet mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 32, and the like.

In step S4, the vehicle environmental state signal used for air conditioning control, that is, the detection signals of the sensor groups 51 to 57 described above is read, and the process proceeds to step S5. In step S5, a target blowing temperature TAO of the vehicle cabin blowing air is calculated. Further, in the heating mode, the heating heat exchanger target temperature 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 set temperature set by the vehicle interior temperature setting switch, Tr is the internal air temperature detected by the internal air sensor 51, Tam is the external air temperature detected by the external air sensor 52, and Ts is detected by the solar radiation sensor 53. Is the amount of solar radiation. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  Moreover, although the heat exchanger target temperature for heating is basically a value calculated by the above-described formula F1, correction for calculating a value lower than TAO calculated by the formula F1 to suppress power consumption is performed. Sometimes it is done.

  In subsequent steps S6 to S16, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S6, the cooling mode, the heating mode, the first dehumidifying mode and the second dehumidifying mode are selected, and whether or not the PTC heater 37 is energized is determined according to the air conditioning environment state. Details of step S6 will be described with reference to FIG.

  First, in step S61, it is determined whether pre-air conditioning is being performed. When it determines with performing pre air conditioning in step S61, it progresses to step S62 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S62 that the outside air temperature Tam is lower than −3 ° C., it is determined in step S63 that the PTC heater 37 needs to be energized, and the process proceeds to step S7.

  Thus, when the outside temperature Tam is lower than −3 ° C., the reason why it is necessary to energize the PTC heater 37 is that the refrigeration cycle 10 performs heating when the outside temperature Tam is lower than −3 ° C. If this is done, the difference between the high and low pressures of the cycle will increase, the cycle efficiency (COP) will decrease, the refrigerant evaporation temperature in the outdoor heat exchanger 16 will decrease, and the outdoor heat exchanger 16 may be frosted. is there.

  If it is determined in step S62 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S64, and it is determined whether or not the air outlet mode is the face mode. If it is determined in step S64 that the outlet mode is the face mode, the process proceeds to step S65, the cooling mode is selected, and the process proceeds to step S7. The reason is that the face mode is an operation mode selected mainly in summer, as will be described in step S9 described later.

  If it is determined in step S64 that the air outlet mode is not the face mode, the process proceeds to step S66, where the necessity of dehumidification increases as the air temperature Te blown from the indoor evaporator 26 decreases. The mode is selected in the order of the first dehumidifying mode and the second dehumidifying mode, and the process proceeds to step S7.

  On the other hand, when it determines with pre air conditioning not being performed in step S61, it progresses to step S67 and it is determined whether the external temperature Tam is lower than -3 degreeC. If it is determined in step S67 that the outside air temperature Tam is lower than −3 ° C., the process proceeds to step S68, the cooling mode is selected, and the process proceeds to step S7.

  If it is determined in step S67 that the outside air temperature Tam is not lower than −3 ° C., the process proceeds to step S69, and it is determined whether the air outlet mode is the face mode. If it is determined in step S69 that the air outlet mode is the face mode, the process proceeds to step S70, the COOL cycle is selected, and the process proceeds to step S7. The reason is the same as in step S65. If it is determined in step S69 that the outlet mode is not the face mode, the process proceeds to step S66 described above.

  In step S <b> 7, a target air blowing amount of air blown by the blower 32 is determined. Specifically, the blower motor voltage to be applied to the electric motor of the blower 32 is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5.

  More specifically, in the present embodiment, the blower motor voltage is set to a high voltage near the maximum value (about 12 V) in the extremely low temperature range (maximum cooling range) and extremely high temperature range (maximum heating range) of TAO, and the air volume of the blower 32 is set. Is controlled near the maximum air volume. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower motor voltage is decreased according to the increase in TAO, and the air volume of the blower 32 is decreased.

  Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased in accordance with the decrease in TAO, and the air volume of the blower 32 is decreased. When TAO enters a predetermined intermediate temperature range, the blower motor voltage is set to the minimum value (about 4 V), and the air volume of the blower 32 is set to the minimum value.

  In step S8, the inlet mode, that is, the switching state of the inside / outside air switching box is determined. This inlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In the present embodiment, priority is given mainly to the outside air mode for introducing outside air. However, the inside air mode for introducing inside air is selected when TAO is in a very low temperature range and high cooling performance is desired. Further, an exhaust gas concentration detecting means for detecting the exhaust gas concentration of the outside air may be provided, and the inside air mode may be selected when the exhaust gas concentration becomes equal to or higher than a predetermined reference concentration.

  In step S9, the air outlet mode is determined. This air outlet mode is also determined based on TAO with reference to a control map stored in advance in the air conditioning controller 50. In this embodiment, as the TAO rises from the low temperature range to the high temperature range, 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. Further, when it is determined that the window glass is likely to be fogged based on the relative humidity RHW of the window glass surface calculated from the detection value of the humidity sensor or the like, the foot defroster mode or the defroster mode is selected. You may do it.

  In step S10, the target opening degree SW of the air mix door 38 is calculated based on the TAO, the air temperature Te blown from the indoor evaporator 26 detected by the evaporator temperature sensor 56, and the heater temperature.

Here, the heater temperature is a value determined according to the heating capability of the heating means (the heater core 36, the indoor condenser 12, and the PTC heater 37) disposed in the cold air passage 33 for heating, and is generally The engine coolant temperature Tw can be used for the. Therefore, the target opening degree SW can be calculated by the following formula F2.
SW = [(TAO−Te) / (Tw−Te)] × 100 (%) (F2)
SW = 0 (%) is the maximum cooling position of the air mix door 38, and the cold air bypass passage 34 is fully opened and the heating cold air passage 33 is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 38, and the cold air bypass passage 34 is fully closed and the heating cold air passage 33 is fully opened.

  In step S11, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the cooling mode, the target blowing temperature TEO of the blowing air temperature Te from the indoor evaporator 26 is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the TAO determined in step S4. decide.

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

  In the heating mode, the first dehumidifying mode, and the second dehumidifying mode, referring to the control map stored in advance in the air conditioning control device 50 based on the heating heat exchanger target temperature determined in step S4, A target high pressure PDO of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd is determined.

  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.

  More detailed control contents of step S11 will be described with reference to FIG. First, in step S111, a rotational speed change amount Δf_C in the cooling mode (COOL cycle) is obtained. Step S111 in FIG. 11 describes a fuzzy rule table used as a rule. In this rule table, Δf_C is determined based on the above-described deviation En and deviation change rate Edot so that frosting of the indoor evaporator 26 is prevented.

  In step S112, the rotational speed change amount Δf_H in the heating mode (HOT cycle), the first dehumidifying mode (DRY_EVA cycle), and the second dehumidifying mode (DRY_ALL cycle) is obtained. Step S112 in FIG. 11 describes a fuzzy rule table used as a rule. In this rule table, Δf_H is determined so as to prevent an abnormal increase in the high-pressure side refrigerant pressure Pd based on the above-described deviation Pn and deviation change rate Pdot.

  In step S113, based on the output of the economy switch, the presence / absence of air conditioning eco-customization, and the pre-air conditioning state, it is determined whether or not to perform the upper limit value IVOmax of the compressor 11 and accelerator correction.

  Here, the air conditioning eco customization is customization that can be set when it is desired to reduce the energy consumed for air conditioning in the vehicle interior. In the present embodiment, when the air conditioning eco-customization is performed, when the economy switch is turned on, an energy saving air conditioning mode is executed in which the upper limit value IVOmax of the rotation speed of the compressor 11 is reduced compared to the normal time.

  The air-conditioning eco customization can be set using a customization tool possessed by a car dealer, for example. The control signal from the customization tool is an external control signal described in the claims.

  The accelerator correction is to change the fuel supply amount to the engine EG with respect to the output of an accelerator position sensor (not shown). When the accelerator correction is mild, the fuel supply amount to the engine EG is reduced with respect to the output of the accelerator position sensor from the normal time (when the accelerator correction is not performed).

  Further, as described above, when the economy switch is turned on, the energy saving traveling mode is executed. In the energy-saving travel mode, the fuel consumption for outputting the driving force for travel is reduced by setting the accelerator correction to mild.

  In step S113, when the economy switch is turned on, the energy saving travel mode is executed, so that the accelerator correction is determined to be mild. At this time, if the air conditioning eco-customization is not performed, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 9000 rpm. On the other hand, when air conditioning eco-customization is performed, the upper limit value IVOmax of the rotation speed of the compressor 11 is set to a rotation speed lower than 9000 rpm.

  More specifically, when the air conditioning eco-customization is performed and the current operation of the vehicle air conditioner 1 is an operation other than pre-air conditioning (normal air conditioning), the upper limit value IVOmax of the rotation speed of the compressor 11 Is determined to be 6000 rpm. When the air conditioning eco-customization is performed and the current operation of the vehicle air conditioner 1 is the operation as the pre-air conditioning, the upper limit value IVOmax of the rotation speed of the compressor 11 is set to other than the pre-air conditioning (normal air conditioning). ) It is determined to be 5000 rpm lower than the hour.

  On the other hand, when the economy switch is not turned on, the accelerator correction is determined to be none, and the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to a normal value (9000 rpm).

  In the present embodiment, silent customization can be performed when the occupant desires to reduce noise generated from the vehicle. When the silent customization is performed, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be lower than that in the normal time regardless of whether the economy switch is turned on or off. For this reason, it will be in the same state as the air-conditioning eco-customization being made. In other words, when silent customization is performed, even if the economy switch is not turned on, the air conditioning eco customization is performed. Further, in the present embodiment, even when silent customization is performed, the upper limit value IVOmax of the rotation speed of the compressor 11 at the time of pre-air conditioning is set to be higher than that at the time other than pre-air conditioning (normal air conditioning), as in air conditioning eco-customization. Decide on a low speed.

  The silent customization can be set by, for example, a so-called hidden command operation such as turning the ignition switch from OFF to ON while pressing the operation switch of the vehicle air conditioner 1 and the air outlet mode changeover switch.

  That is, in the control step S113 of the present embodiment, the operation mode to be executed when the economy switch is turned on can be switched depending on whether or not the air conditioning eco-customization is performed. Specifically, when the air conditioning eco-customization is made, when the economy switch is turned on, both the energy saving traveling mode and the energy saving air conditioning mode are executed (in the first mode described in the claims). Equivalent). On the other hand, if the air conditioning eco-customization is not performed, only the energy saving travel mode is executed when the economy switch is turned on (corresponding to the second mode described in the claims).

  In subsequent step S114, it is determined whether or not the operation mode determined in step S6 is the cooling mode. If it is determined in step S114 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S115, the rotational speed change amount Δf of the compressor 11 is determined to be Δf_C, and the process proceeds to step S117. .

  On the other hand, if it is determined in step S114 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S116, the rotation speed change amount Δf of the compressor 11 is determined to be Δf_H, and the process proceeds to step S117.

  In step S117, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax determined in step S113, and the smaller value is determined as the current compressor. The rotational speed fn is determined and the process proceeds to step S12. Since the upper limit value of the rotation speed (refrigerant discharge capacity) of the compressor 11 is limited by determining the compressor rotation speed fn in this manner, the power consumption of the compressor 11 is unnecessarily increased. Can be suppressed.

  The determination of the compressor speed fn in step S117 is not performed every control cycle τ but every predetermined control interval (1 second in this embodiment).

  In step S12, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. For example, when the PTC heater 37 is operated in step S6 and the PTC heater 37 needs to be energized, the target opening degree SW of the air mix door 38 is 100% in the heating mode. What is necessary is just to determine according to the difference of internal temperature Tr and the heat exchanger target temperature for heating, when the heat exchanger target temperature for heating cannot be obtained.

  In addition, when there is a high possibility that the window glass is fogged due to the humidity and temperature in the passenger compartment, or when the window glass is fogged, the electric heat defogger is operated.

  In step S13, the operating states of the solenoid valves 13 to 24, which are refrigerant circuit switching means, are determined according to the operation mode determined in step S6 described above.

  Specifically, as shown in the chart of FIG. 10, when the operation mode is determined to be the cooling mode (COOL cycle), all the solenoid valves are set in a non-energized state. When the heating mode (HOT cycle) is determined, the electric three-way valve 13, the high pressure solenoid valve 20, and the low pressure solenoid valve 17 are energized, and the remaining solenoid valves 21 and 24 are deenergized.

  When the first dehumidification mode (DRY_EVA cycle) is determined, the electric three-way valve 13, the low pressure solenoid valve 17, the dehumidification solenoid valve 24, and the heat exchanger shut-off solenoid valve 21 are energized, and the high pressure solenoid valve 20 Is turned off. In addition, when the second dehumidification mode (DRY_ALL cycle is determined), the electric three-way valve 13, the low-pressure solenoid valve 17, and the dehumidification solenoid valve 24 are energized, and the remaining solenoid valves 20 and 21 are de-energized. .

  That is, in this embodiment, even if it is a case where it switches to the refrigerant circuit of any operation mode, it is comprised so that supply of the electric power with respect to at least 1 electromagnetic valve among each electromagnetic valves 13-24 may be stopped. . Thereby, the total power consumption of each solenoid valve 13-24 of this embodiment can be reduced.

  In step S14, various devices 61, 13, 17, 20, 21, 24, 16a, 32, 37, 62, 63 are provided from the air conditioning control device 50 so that the control states determined in the above-described steps S6 to S13 are obtained. , 64 output a control signal and a control voltage. For example, a control signal is output to the inverter 61 for the electric motor 11b of the compressor 11 so that the rotational speed of the compressor 11 becomes the rotational speed determined in step S11.

  In step S15, the process waits for the control period τ, and proceeds to step S19 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. Furthermore, it is possible to suppress a communication amount for air conditioning control in the vehicle and to 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 is controlled as described above, it operates as follows according to the operation mode selected in the control step S6.

(A) Cooling mode (COOL cycle: see FIG. 1)
In the cooling mode, the air-conditioning control device 50 deenergizes all the solenoid valves, so that the electric three-way valve 13 is located between the refrigerant outlet side of the indoor condenser 12 and one refrigerant inlet / outlet of the first three-way joint 15. , The low pressure solenoid valve 17 is closed, the high pressure solenoid valve 20 is opened, the heat exchanger shut-off solenoid valve 21 is opened, and the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 1, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the first three-way joint 15 → the outdoor heat exchanger 16 → the second three-way joint 19 → the high-pressure solenoid valve 20 → Second check valve 22 → Variable throttle mechanism 27b of temperature type expansion valve 27 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive part 27a of temperature type expansion valve 27 → Fifth three way joint 28 → Accumulator 29 → A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the compressor 11 is configured.

  In this cooling mode refrigerant circuit, the refrigerant flowing into the first three-way joint 15 from the electric three-way valve 13 does not flow out to the low-pressure solenoid valve 17 side because the low-pressure solenoid valve 17 is closed. Further, the refrigerant flowing from the outdoor heat exchanger 16 into the second three-way joint 19 does not flow out to the heat exchanger shut-off electromagnetic valve 21 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing out from the variable throttle mechanism 27b of the temperature type expansion valve 27 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the second check valve 22 side due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) that has passed through the indoor evaporator 26 by the indoor condenser 12 and further cooled by the outdoor heat exchanger 16. It is cooled by exchanging heat and expanded under reduced pressure by the temperature type expansion valve 27. The low-pressure refrigerant decompressed by the temperature type expansion valve 27 flows into the indoor evaporator 26 and absorbs heat from the blown air blown from the blower 32 to evaporate. Thereby, the blown air passing through the indoor evaporator 26 is cooled.

  At this time, since the opening degree of the air mix door 38 is adjusted as described above, a part (or all) of the blown air cooled by the indoor evaporator 26 flows into the mixing space 35 from the cold air bypass passage 34, A part (or all) of the blown air cooled by the indoor evaporator 26 flows into the heating cold air passage 33 and is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and is mixed space 35. Flow into.

  Thereby, the temperature of the blast air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, and the vehicle interior can be cooled. In the cooling mode, although the dehumidifying ability of the blown air is high, the heating ability is hardly exhibited.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  Furthermore, in this cooling mode refrigerant circuit, as is apparent from the description of FIG. 1, two different portions in the refrigerant flow path of the refrigeration cycle 10 communicate with each other. In other words, in the cooling mode refrigerant circuit, a closed circuit that does not communicate with other parts is not formed in the refrigerant flow path constituting the refrigeration cycle 10.

(B) Heating mode (HOT cycle: see FIG. 2)
In the heating mode, the air-conditioning control device 50 energizes the electric three-way valve 13, the high-pressure solenoid valve 20, and the low-pressure solenoid valve 17 and de-energizes the remaining solenoid valves 21, 24. The refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 are connected, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is closed, and the heat exchanger shut-off solenoid valve 21 is opened. Then, the dehumidifying solenoid valve 24 is closed.

  Thereby, as shown by the arrow in FIG. 2, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. → Vapor compression refrigeration cycle in which refrigerant circulates in the order of outdoor heat exchanger 16 → first three-way joint 15 → low pressure solenoid valve 17 → first check valve 18 → fifth three-way joint 28 → accumulator 29 → compressor 11 Is done.

  In the heating mode refrigerant circuit, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 does not flow out to the dehumidifying electromagnetic valve 24 side because the dehumidifying electromagnetic valve 24 is closed. Further, the refrigerant flowing into the second three-way joint 19 from the heat exchanger cutoff electromagnetic valve 21 does not flow out to the high pressure solenoid valve 20 side because the high pressure solenoid valve 20 is closed. The refrigerant flowing into the first three-way joint 15 from the outdoor heat exchanger 16 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14 by the electric three-way valve 13. It does not flow out to the electric three-way valve 13 side. The refrigerant flowing from the first check valve 18 into the fifth three-way joint 28 does not flow out to the temperature type expansion valve 27 side because the dehumidifying electromagnetic valve 24 is closed.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air blown from the blower 32 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. At this time, since the opening degree of the air mix door 38 is adjusted, similarly to the cooling mode, the temperature of the blown air mixed in the mixing space 35 and blown into the vehicle interior is adjusted to a desired temperature, Heating can be performed. In the heating mode, the dehumidifying ability of the blown air is not exhibited.

  Further, the refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 29 through the low-pressure solenoid valve 17, the first check valve 18, and the like. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(C) First dehumidification mode (DRY_EVA cycle: see FIG. 3)
In the first dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure solenoid valve 17, the heat exchanger shut-off solenoid valve 21 and the dehumidification solenoid valve 24 in the energized state, and sets the high pressure solenoid valve 20 in the non-energized state. The electric three-way valve 13 connects the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and heat exchange is performed. The device shut-off solenoid valve 21 is closed, and the dehumidifying solenoid valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 3, the compressor 11, the indoor condenser 12, the electric three-way valve 13, the fixed throttle 14, the third three-way joint 23, the dehumidifying solenoid valve 24, the fourth three-way joint 25, and the indoor evaporation. A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the vessel 26 → the temperature sensing part 27 a of the temperature type expansion valve 27 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11.

  In the refrigerant circuit in the first dehumidifying mode, the refrigerant flowing into the third three-way joint 23 from the fixed throttle 14 flows out to the heat exchanger shut-off solenoid valve 21 side because the heat exchanger shut-off solenoid valve 21 is closed. There is nothing. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22. Further, the refrigerant that has flowed into the fifth three-way joint 28 from the temperature sensing portion 27 a of the temperature type expansion valve 27 does not flow out to the first check valve 18 side due to the action of the first check valve 18.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is decompressed by the fixed throttle 14 and flows into the indoor evaporator 26.

  The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified. Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and blown out from the mixing space 35 into the vehicle interior. That is, dehumidification in the passenger compartment can be performed. In the first dehumidifying mode, the dehumidifying capacity of the blown air can be exhibited, but the heating capacity is small.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the accumulator 29 via the temperature sensing part 61 a of the temperature type expansion valve 27. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

(D) Second dehumidification mode (DRY_ALL cycle: see FIG. 4)
In the second dehumidifying mode, the air conditioning control device 50 sets the electric three-way valve 13, the low pressure electromagnetic valve 17, and the dehumidifying electromagnetic valve 24 in the energized state and the remaining electromagnetic valves 20 and 21 in the non-energized state. 13 connects between the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet side of the fixed throttle 14, the low pressure solenoid valve 17 is opened, the high pressure solenoid valve 20 is opened, and the heat exchanger shut-off solenoid valve 21. Is opened, and the dehumidifying electromagnetic valve 24 is opened.

  Thereby, as shown by the arrow in FIG. 4, the compressor 11 → the indoor condenser 12 → the electric three-way valve 13 → the fixed throttle 14 → the third three-way joint 23 → the heat exchanger cutoff electromagnetic valve 21 → the second three-way joint 19. The refrigerant circulates in the order of the outdoor heat exchanger 16 → the first three-way joint 15 → the low pressure solenoid valve 17 → the first check valve 18 → the fifth three-way joint 28 → the accumulator 29 → the compressor 11, and the compressor 11 → Condenser 12 → Electric three-way valve 13 → Fixed throttle 14 → Third three-way joint 23 → Dehumidification solenoid valve 24 → Fourth three-way joint 25 → Indoor evaporator 26 → Temperature sensitive valve 27a of temperature type expansion valve 27 → Fifth three-way A vapor compression refrigeration cycle in which the refrigerant circulates in the order of the joint 28 → accumulator 29 → compressor 11 is configured.

  That is, in the second dehumidifying mode, the refrigerant that has flowed from the fixed throttle 14 into the third three-way joint 23 flows out to both the heat exchanger shut-off solenoid valve 21 side and the dehumidifying solenoid valve 24 side, and from the first check valve 18. Both the refrigerant flowing into the fifth three-way joint 28 and the refrigerant flowing into the fifth three-way joint 28 from the temperature sensing part 27a of the temperature type expansion valve 27 merge at the fifth three-way joint 28 and flow out to the accumulator 29 side.

  In the refrigerant circuit in the second dehumidifying mode, the refrigerant that has flowed from the outdoor heat exchanger 16 into the first three-way joint 15 is such that the electric three-way valve 13 is connected to the refrigerant outlet side of the indoor condenser 12 and the refrigerant inlet of the fixed throttle 14. As a result, the electric three-way valve 13 does not flow out. Further, the refrigerant flowing into the fourth three-way joint 25 from the dehumidifying electromagnetic valve 24 does not flow out toward the variable throttle mechanism 27 b side of the temperature type expansion valve 27 due to the action of the second check valve 22.

  Therefore, the refrigerant compressed by the compressor 11 is cooled by exchanging heat with the blown air (cold air) after passing through the indoor evaporator 26 by the indoor condenser 12. As a result, the blown air passing through the indoor condenser 12 is heated. The refrigerant flowing out of the indoor condenser 12 is depressurized by the fixed throttle 14, branched by the third three-way joint 23, and flows into the outdoor heat exchanger 16 and the indoor evaporator 26.

  The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the fifth three-way joint 28 via the low pressure solenoid valve 17, the first check valve 18, and the like. The low-pressure refrigerant flowing into the indoor evaporator 26 absorbs heat from the blown air blown from the blower 32 and evaporates. Thereby, the blown air passing through the indoor evaporator 26 is cooled and dehumidified.

  Therefore, the blown air cooled and dehumidified by the indoor evaporator 26 is reheated when passing through the heater core 36, the indoor condenser 12, and the heater core 36, and blown out from the mixing space 35 into the vehicle interior. At this time, in the second dehumidifying mode, the amount of heat absorbed by the outdoor heat exchanger 16 can be radiated by the indoor condenser 12 as compared to the first dehumidifying mode, so that the blown air is more than in the first dehumidifying mode. Can be heated to high temperatures. That is, in the second dehumidifying mode, it is possible to perform dehumidifying heating that also exhibits a dehumidifying capability while exhibiting a high heating capability.

  The refrigerant that has flowed out of the indoor evaporator 26 flows into the fifth three-way joint 28, merges with the refrigerant that flows out of the outdoor heat exchanger 16, and flows into the accumulator 29. The gas-phase refrigerant that has been gas-liquid separated by the accumulator 29 is sucked into the compressor 11 and compressed again.

  Further, as described above, the cooling mode refrigerant circuit, the heating mode refrigerant circuit, and the first dehumidification mode refrigerant circuit all use the outdoor heat exchanger 16 and the indoor heat exchanger ( Specifically, it is a refrigerant circuit in a single heat exchanger mode that circulates to either the indoor condenser 12 or the indoor evaporator 26), and the refrigerant circuit in the second dehumidifying mode is sucked into the compressor 11. It can also be expressed as a refrigerant circuit in a combined heat exchanger mode that distributes the refrigerant to both the outdoor heat exchanger 16 and the indoor heat exchanger (specifically, the indoor evaporator 26).

  Since the vehicle air conditioner of this embodiment operates as described above, the following excellent effects can be exhibited.

  First, as described in the control step S113, the operation mode to be executed when the economy switch is turned on can be switched depending on whether or not the air conditioning eco-customization is performed. Therefore, when the user wants to suppress the energy consumption required for air conditioning in the vehicle interior, by performing air conditioning eco-customization in advance, both the energy saving travel mode and the energy saving air conditioning mode are executed when the economy switch is turned on. be able to. On the other hand, if the user does not like sacrificing the comfort of the air conditioning in the vehicle interior, only the energy saving travel mode can be executed when the economy switch is turned on by not performing the air conditioning eco customization. .

  In other words, the operation mode executed when the economy switch is turned on can be switched according to the user's preference. Therefore, it becomes possible to execute the energy saving operation mode according to the user's preference by turning on one input means. For this reason, the switch operation can be simplified and the switch space can be reduced.

  Further, as described in control step S113, when the energy-saving air-conditioning mode is being executed, or when silent customization has been performed, when pre-air-conditioning is being executed, normal air-conditioning other than pre-air-conditioning is performed. The rotational speed of the compressor 11 is reduced as compared to when it is being executed. Thereby, the noise from the compressor 11 can be reduced at the time of pre-air-conditioning, that is, when the passenger is not in the vehicle. For this reason, it is possible to suppress a sense of incongruity experienced by people around the vehicle due to the sound from the vehicle on which the occupant is not riding.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. This embodiment demonstrates the example which changed the control aspect of the compressor 11 with respect to the said 1st Embodiment.

  In the present embodiment, by turning on the economy switch, a signal requesting reduction of fuel (energy) consumed for air conditioning is output to the air conditioning control device 50, and the energy saving air conditioning mode is executed. Details of this energy saving air conditioning mode will be described later.

  The control aspect of the compressor 11 of this embodiment is demonstrated using FIG. FIG. 11 is a flowchart showing a control flow corresponding to FIG. 9 of the first embodiment. First, in steps S111 and S112, as in the first embodiment, the amount of change Δf_C in the rotational speed of the compressor 11 in the cooling mode and the rotational speed of the compressor 11 in the heating mode, the first dehumidifying mode, and the second dehumidifying mode, respectively. A change amount Δf_H is determined.

  In subsequent step S1131, the upper limit value IVOmax of the rotation speed of the compressor 11 and whether or not to perform accelerator correction are determined based on the output of the economy switch, the presence or absence of accelerator eco-customization, and the pre-air conditioning state.

  Here, the accelerator eco customization is customization that can be set when it is desired to reduce the energy consumed to output the driving force for traveling. In the present embodiment, when accelerator eco-customization is performed, an energy saving travel mode in which accelerator correction is set to mild is executed when the economy switch is turned on. The accelerator eco customization can be set using a customization tool possessed by, for example, a car dealer.

  Further, as described above, when the economy switch is turned on, the energy saving air conditioning mode is executed. In the energy saving air-conditioning mode, the upper limit value IVOmax of the rotation speed of the compressor 11 is set to a lower rotation speed than usual, thereby reducing the fuel consumed for air conditioning in the vehicle interior.

  In step S113, when the economy switch is turned on, the energy saving air-conditioning mode is executed. Therefore, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be lower than the normal rotation speed. Specifically, when the current operation of the vehicle air conditioner 1 is an operation other than pre-air conditioning (normal air conditioning), the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 6000 rpm. On the other hand, when the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 5000 rpm, which is lower than that during pre-air conditioning (normal air conditioning).

  At this time, if accelerator eco-customization has not been made, it is determined without accelerator correction. On the other hand, when accelerator eco-customization is performed, accelerator correction is determined to be mild.

  On the other hand, when the economy switch is not turned on, the accelerator correction is determined without being performed, and the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a normal value (9000 rpm).

  In the present embodiment, travel customization can be performed when the occupant desires to reduce the amount of fuel supplied to the engine EG with respect to the output of the accelerator position sensor. When travel customization is made, the accelerator correction is mildly determined regardless of whether the economy switch is on or off. For this reason, it will be in the same state as accelerator eco-customization is made. In other words, when travel customization is performed, even if the economy switch is not turned on, the state is the same as when accelerator eco-customization is performed.

  The travel customization can be set by a so-called hidden command operation such as turning the ignition switch from OFF to ON while pressing the operation switch of the vehicle air conditioner 1 and the air outlet mode changeover switch, for example.

  That is, in the control step S1131 of the present embodiment, the operation mode to be executed when the economy switch is turned on can be switched depending on whether or not accelerator eco-customization is performed. Specifically, when accelerator eco-customization is made, when the economy switch is turned on, both the energy-saving running mode and the energy-saving air-conditioning mode are executed (in the first mode described in the claims). Equivalent). On the other hand, when the accelerator eco-customization is not performed, only the energy-saving air-conditioning mode is executed when the economy switch is turned on (corresponding to the third mode described in the claims).

  In subsequent step S114, as in the first embodiment, it is determined whether or not the operation mode determined in step S6 is the cooling mode. If it is determined in step S114 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S115, the rotational speed change amount Δf of the compressor 11 is determined to be Δf_C, and the process proceeds to step S117. .

  On the other hand, if it is determined in step S114 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S116, the rotation speed change amount Δf of the compressor 11 is determined to be Δf_H, and the process proceeds to step S117.

  In step S117, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax determined in step S113, and the smaller value is determined as the current compressor. The rotational speed fn is determined and the process proceeds to step S12. Since the upper limit value of the rotation speed (refrigerant discharge capacity) of the compressor 11 is limited by determining the compressor rotation speed fn in this manner, the power consumption of the compressor 11 is unnecessarily increased. Can be suppressed.

  The determination of the compressor speed fn in step S117 is not performed every control cycle τ but every predetermined control interval (1 second in this embodiment).

  Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S1131, the operation mode to be executed when the economy switch is turned on is switched depending on whether or not the accelerator eco-customization is performed. be able to. Therefore, when the user wants to suppress energy consumption required for vehicle travel, by executing accelerator eco-customization in advance, both the energy-saving travel mode and the energy-saving air conditioning mode are executed when the economy switch is turned on. Can do. On the other hand, if the user does not like sacrificing the power performance of the vehicle, only the energy saving air-conditioning mode can be executed when the economy switch is turned on by not performing the accelerator eco-customization.

  In other words, the operation mode executed when the economy switch is turned on can be switched according to the user's preference. Therefore, it becomes possible to execute the energy saving operation mode according to the user's preference by turning on one input means. For this reason, the switch operation can be simplified and the switch space can be reduced.

  Furthermore, as explained in the control step S1131, in the case where the energy saving air conditioning mode is being executed, when pre-air conditioning is being executed, compared to when normal air conditioning other than pre-air conditioning is being executed, The rotational speed of the compressor 11 is reduced. Thereby, the noise from the compressor 11 can be reduced at the time of pre-air-conditioning, that is, when the passenger is not in the vehicle. For this reason, it is possible to suppress a sense of incongruity experienced by people around the vehicle due to the sound from the vehicle on which the occupant is not riding.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. This embodiment demonstrates the example which changed the control aspect of the compressor 11 with respect to the said 1st Embodiment.

  In the present embodiment, the operation mode executed by turning on the economy switch can be freely customized according to the user's request. Therefore, by turning on the economy switch, both the energy saving traveling mode and the energy saving air conditioning mode, only the energy saving traveling mode, or only the energy saving air conditioning mode is executed. Note that depending on the user's customization, even when the economy switch is turned on, neither the energy-saving traveling mode nor the energy-saving air-conditioning mode can be executed.

  The control aspect of the compressor 11 of this embodiment is demonstrated using FIG. FIG. 12 is a flowchart showing a control flow corresponding to FIG. 9 of the first embodiment. First, in steps S111 and S112, as in the first embodiment, the amount of change Δf_C in the rotational speed of the compressor 11 in the cooling mode and the rotational speed of the compressor 11 in the heating mode, the first dehumidifying mode, and the second dehumidifying mode, respectively. A change amount Δf_H is determined.

  In the following step S1132, the upper limit value IVOmax of the rotation speed of the compressor 11 and whether or not to perform accelerator correction based on the output of the economy switch, the presence or absence of air conditioning eco customization, the presence or absence of accelerator eco customization, and the pre-air conditioning state. decide.

  Here, the air-conditioning eco-customization is customization that can be set when it is desired to reduce the energy consumed for air-conditioning, as in the first embodiment. In the present embodiment, when the air conditioning eco-customization is performed, when the economy switch is turned on, an energy saving air conditioning mode is executed in which the upper limit value IVOmax of the rotation speed of the compressor 11 is reduced compared to the normal time.

  The air-conditioning eco-customization can be set by, for example, a so-called hidden command operation such as turning the ignition switch from OFF to ON while pressing the operation switch of the vehicle air conditioner 1 and the changeover switch of the outlet mode. This air conditioning eco-customization setting by the hidden command operation is the selection input means described in the claims.

  Accelerator eco customization is customization that can be set when it is desired to reduce the energy consumed to output the driving force for driving, as in the second embodiment. In the present embodiment, when accelerator eco-customization is performed, an energy saving travel mode in which accelerator correction is set to mild is executed when the economy switch is turned on. The accelerator eco customization can be set using a customization tool possessed by, for example, a car dealer.

  In step S1132, when the economy switch is turned on and the air-conditioning eco-customization is performed, the energy saving air-conditioning mode is executed. Therefore, the upper limit value IVOmax of the rotation speed of the compressor 11 is lower than the normal rotation speed. To. Specifically, when the current operation of the vehicle air conditioner 1 is an operation other than pre-air conditioning (normal air conditioning), the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 6000 rpm. On the other hand, when the current operation of the vehicle air conditioner 1 is an operation as pre-air conditioning, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 5000 rpm, which is lower than that during pre-air conditioning (normal air conditioning).

  On the other hand, when the economy switch is turned on and the air conditioning eco-customization is not performed, the energy saving air conditioning mode is not executed. Therefore, the upper limit value IVOmax of the rotation speed of the compressor 11 is set to a normal rotation speed. Specifically, when the current operation of the vehicle air conditioner 1 is an operation other than pre-air conditioning (normal air conditioning), the upper limit value IVOmax of the rotational speed of the compressor 11 is determined to be 9000 rpm. On the other hand, when the current operation of the vehicle air conditioner 1 is the operation as the pre-air conditioning, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 8000 rpm lower than the time other than the pre-air conditioning (normal air conditioning).

  Further, when the economy switch is turned on and the accelerator eco-customization is performed, the energy saving travel mode is executed, so that the accelerator correction is determined to be mild. On the other hand, when the economy switch is turned on and the accelerator eco customization is not performed, the energy saving traveling mode is not executed. Therefore, it is determined without accelerator correction.

  Further, when the economy switch is not turned on, neither the energy saving traveling mode nor the energy saving air conditioning mode is executed. For this reason, it is determined that the accelerator correction is not performed, and the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be a normal rotation speed. Specifically, when the current operation of the vehicle air conditioner 1 is an operation other than pre-air conditioning (normal air conditioning), the upper limit value IVOmax of the rotational speed of the compressor 11 is determined to be 9000 rpm. On the other hand, when the current operation of the vehicle air conditioner 1 is the operation as the pre-air conditioning, the upper limit value IVOmax of the rotation speed of the compressor 11 is determined to be 8000 rpm lower than the time other than the pre-air conditioning (normal air conditioning).

  If neither the air conditioning eco-customization nor the travel eco-customization is performed even though the economy switch is turned on, the state is the same as when the economy switch is not turned on.

  That is, in the control step S1132 of this embodiment, the operation mode to be executed when the economy switch is turned on can be switched depending on whether the accelerator eco-customization is performed and the air-conditioning eco-customization is performed.

  Specifically, when both accelerator eco-customization and air-conditioning eco-customization are performed, both the energy-saving travel mode and the energy-saving air-conditioning mode are executed when the economy switch is turned on (described in the claims) Corresponding to the first mode). In addition, when only accelerator eco-customization is performed, when the economy switch is turned on, only the energy-saving travel mode is executed (corresponding to the second mode described in the claims). Further, when only air conditioning eco-customization is performed, when the economy switch is turned on, only the energy saving air conditioning mode is executed (corresponding to the third mode described in the claims).

  As described above, when neither the accelerator eco-customization nor the air-conditioning eco-customization is performed, even if the economy switch is turned on, neither the energy-saving travel mode nor the energy-saving air-conditioning mode is executed. It will be in the same state as not being thrown in.

  In subsequent step S114, as in the first embodiment, it is determined whether or not the operation mode determined in step S6 is the cooling mode. If it is determined in step S114 that the operation mode determined in step S6 is the cooling mode, the process proceeds to step S115, the rotational speed change amount Δf of the compressor 11 is determined to be Δf_C, and the process proceeds to step S117. .

  On the other hand, if it is determined in step S114 that the operation mode determined in step S6 is not the cooling mode, the process proceeds to step S116, the rotation speed change amount Δf of the compressor 11 is determined to be Δf_H, and the process proceeds to step S117.

  In step S117, the value obtained by adding the rotational speed change amount Δf to the previous compressor rotational speed fn−1 is compared with the upper limit value IVOmax determined in step S113, and the smaller value is determined as the current compressor. The rotational speed fn is determined and the process proceeds to step S12. Since the upper limit value of the rotation speed (refrigerant discharge capacity) of the compressor 11 is limited by determining the compressor rotation speed fn in this manner, the power consumption of the compressor 11 is unnecessarily increased. Can be suppressed.

  The determination of the compressor speed fn in step S117 is not performed every control cycle τ but every predetermined control interval (1 second in this embodiment).

  Other configurations and operations of the vehicle air conditioner 1 are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner 1 of the present embodiment, as described in the control step S1132, the economy switch is turned on depending on whether the accelerator eco customization is performed and whether the air conditioning eco customization is performed. The operation mode to be executed when the operation is performed can be switched.

  Therefore, when the user wants to suppress the energy consumption required for vehicle driving and vehicle air conditioning, by performing both accelerator eco-customization and air-conditioning eco-customization in advance, when the economy switch is turned on, the energy-saving driving mode and Both energy-saving air-conditioning modes can be executed. In addition, if the user wants to reduce the energy consumption required for driving the vehicle, but does not like sacrificing the comfort of the air conditioning in the vehicle interior, when the economy switch is turned on by performing only accelerator eco customization Only the energy-saving running mode can be executed. In addition, if the user wants to reduce the energy consumption required for air conditioning in the vehicle interior but does not like sacrificing the power performance of the vehicle, by performing only air conditioning eco customization, when the economy switch is turned on, Only the energy saving air conditioning mode can be executed.

  In other words, the operation mode executed when the economy switch is turned on can be switched according to the user's preference. Therefore, it becomes possible to execute the energy saving operation mode according to the user's preference by turning on one input means. For this reason, the switch operation can be simplified and the switch space can be reduced.

  Furthermore, as explained in the control step S1132, when the pre-air conditioning is being executed, the rotational speed of the compressor 11 is reduced as compared with the case where the normal air-conditioning other than the pre-air conditioning is being executed. Thereby, the noise from the compressor 11 can be reduced at the time of pre-air-conditioning, that is, when the passenger is not in the vehicle. For this reason, it is possible to suppress a sense of incongruity experienced by people around the vehicle due to the sound from the vehicle on which the occupant is not riding.

(Fourth embodiment)
In each of the above-described embodiments, an example has been described in which the refrigeration cycle 10 configured to be able to switch between the cooling mode, the heating mode, the first dehumidifying mode, and the second dehumidifying mode is employed. As shown in FIG. 13, a refrigeration cycle 10 having no refrigerant circuit switching function is employed.

  Specifically, the refrigeration cycle 10 according to the present embodiment includes a compressor 11, an outdoor heat exchanger 16, a temperature expansion valve 27, and an indoor evaporator 26 that are annularly connected in this order. It plays the function of cooling the blown air. That is, the cooling mode in each of the above-described embodiments is configured to be realizable.

  Therefore, in the refrigerating cycle 10 of this embodiment, each solenoid valve 13-24 which is a refrigerant circuit switching means is abolished. Furthermore, the accumulator 29 connected to the refrigerant suction port of the compressor 11 is abolished, and a receiver 29a is provided as a high-pressure side gas-liquid separator that separates the gas-liquid of the refrigerant flowing out of the outdoor heat exchanger 16 and stores excess refrigerant. ing. Other configurations are the same as those of the first embodiment.

  Furthermore, the operation of this embodiment is basically executed based on the control flow shown in FIG. 7 of the first embodiment, but in this embodiment, the solenoid valves 13 to 24 which are refrigerant circuit switching means are abolished. Therefore, the control related to switching of the refrigerant circuit in steps S6, S13, etc. is abolished. Further, for example, the control related to the operation mode other than the cooling mode such as S112 in FIG. 9 of the first embodiment is also abolished.

  Further, for example, the determination as to whether or not the operation mode is the cooling mode shown in the control step S114 in FIG. 9 of the first embodiment is not performed. Specifically, the control step S114 and the like in FIG. 9 may be abolished, or it may be determined that the cooling mode is always performed at the time of the determination in step S114.

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

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

  (1) In the first to third embodiments described above, the refrigeration cycle 10 that heats or cools the blown air blown into the vehicle interior by switching the refrigerant circuit is employed, and in the sixth embodiment, the blown air is cooled. Although the example which employ | adopted the refrigerating cycle 10 to explain was carried out, of course, the heat pump which heats blowing air by using the radiator which radiates the refrigerant | coolant discharged from the compressor 11 as an indoor heat exchanger, the evaporator which evaporates a refrigerant as an outdoor heat exchanger A cycle may be employed.

  (2) Although the vehicle air conditioner 1 of the present invention has not been described in detail in the above-described embodiment with respect to the driving force for vehicle travel of the plug-in hybrid vehicle, the vehicle air conditioner 1 of the present invention is not engine EG. It may be applied to a so-called parallel type hybrid vehicle that can travel by directly obtaining driving force from both the traveling electric motor and the engine EG as a driving source of the generator 80, and the generated power is a battery. Further, the present invention may be applied to a so-called serial type hybrid vehicle that travels by obtaining a driving force from an electric motor for traveling that is stored in 81 and that is operated by being supplied with electric power stored in the battery 81.

  Moreover, you may apply the vehicle air conditioner 1 of this invention to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG.

1 Vehicle air conditioner (air conditioning means)
10 Refrigeration cycle 11 Compressor

Claims (3)

The present invention is applied to a vehicle having a driving means (EG) for outputting driving force for traveling of the vehicle, a drive control means for controlling the operation of the driving means (EG), and an air conditioning means (1) for air conditioning the vehicle interior. ,
An operation mode input device for a vehicle comprising energy-saving input means for requesting execution of an energy-saving operation mode for suppressing energy consumption required for vehicle travel and vehicle interior air conditioning by the operation of an occupant,
As the energy-saving operation mode, an energy-saving travel mode that requires a reduction in energy consumed to output the driving force to the drive control means, and the air conditioning to the air-conditioning means (1). There is an energy-saving air conditioning mode that requires a reduction in energy consumed for
Furthermore, when the energy saving input means is turned on, a first mode that executes both the energy saving traveling mode and the energy saving air conditioning mode, a second mode that executes only the energy saving traveling mode, and the energy saving air conditioning mode It is configured to be able to switch the third mode that executes only ,
The air conditioning means (1) has a vapor compression refrigeration cycle (10) configured to include a compressor (11) that compresses and discharges refrigerant, and before the passenger enters the vehicle, It is configured to enable pre-air conditioning to start air conditioning,
In the case where the air-conditioning means (1) is executing the energy-saving air-conditioning mode, when the pre-air-conditioning is being executed, compared to when normal air-conditioning other than the pre-air-conditioning is being executed, An operation mode input device for a vehicle, wherein the rotational speed of the compressor (11) is reduced .   2. The vehicle operation mode input device according to claim 1, wherein a mode executed when the energy saving input means is turned on is switched by a control signal from the outside.   The vehicle operation mode input device according to claim 1, further comprising selection input means for selecting a mode to be executed when the energy saving input means is turned on.

Images