JP2007230321A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air conditioner capable of saving fuel consumption and ensuring comfortableness in response to a request of an occupant. <P>SOLUTION: An air-conditioner ECU checks whether or not an economy mode switch is turned on while an operation switch is turned on, and if the economy mode switch is not turned on, a comfortableness priority mode is set (Step 110 to Step 114). Further, when the economy mode switch is turned on, a blowout mode and a set temperature are checked, and if a defroster outlet is not selected, and the set temperature is not set to the highest value or the lowest value, the economy mode is set (Step 116 to Step 124). Further, when the air conditioner ECU is set in the economy mode, a threshold set to the economy mode is selected and air-conditioning control and an engine start request/cancel are performed to enhance a fuel consumption saving effect. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner, and more particularly, to a vehicle air conditioner provided in a vehicle in which engine stop control is performed in accordance with a running state such as idling stop control.

  A vehicle air conditioner (hereinafter referred to as an air conditioner) provided in a vehicle detects the outside air temperature, the room temperature, etc., and controls the temperature, air volume, and outlet of the blown air to control the interior of the vehicle based on the set temperature. So-called auto air conditioners that maintain an appropriate air conditioning state are common.

  On the other hand, some vehicles equipped with an air conditioner perform idling stop control for stopping the engine when the vehicle stops traveling. Further, so-called hybrid vehicles using an electric motor in addition to an engine as a driving source for traveling are widespread. In these vehicles, the engine is stopped to save energy and protect the environment.

  By the way, when the driving of the compressor is stopped by stopping the engine, the cooling capacity is lowered. From here, if a blowout port other than the defroster blowout port is selected when the fuel saving mode is selected, the blowout port switching correction and blowout are performed so that at least a part of the conditioned air is blown out from the defroster blowout port. By correcting the wind volume, the windshield is defoamed, and when the fuel saving mode is canceled or when the defroster outlet is selected as the outlet by the occupant, the outlet switching is corrected. In addition, a proposal has been made to reset the air volume correction (see, for example, Patent Document 1).

  In addition, the air conditioner with the operation switch turned on starts the compressor driving to cool down when the cooling of the vehicle interior is started, and when the cooling down is completed, the vehicle interior is maintained in the set air conditioning state. Perform air conditioning operation. As a result, when the air conditioner is started while the engine is stopped, the engine is started, and the engine is intermittently operated to maintain an appropriate air conditioning state, thereby obtaining a fuel saving effect. It may disappear.

  From this point, when the air-conditioner cool-down is completed, there is a proposal to increase the set temperature of the post-evaporator temperature, which is the standard for driving the compressor, to suppress the drive of the compressor, that is, the engine start, and to achieve the fuel saving effect (For example, refer to Patent Document 2).

On the other hand, when heating the vehicle interior using engine cooling water, if the cooling water temperature decreases by stopping the engine, the desired heating effect cannot be obtained. From here, a proposal has been made to set the lower limit value of the coolant temperature relative to the target blowout temperature and to stop / restart the engine so that the coolant temperature is maintained in a range exceeding the lower limit value (for example, Special Reference 3). reference.).
Japanese Patent Laid-Open No. 9-76729 JP-A-11-170856 JP 2002-211138 A

  However, when the engine stop control is performed based only on the target blowout temperature or the engine coolant temperature, for example, the air conditioning capability is limited more than necessary, and the air conditioning state required by the passenger cannot be obtained.

  The present invention has been made in view of the above-described facts, and an object of the present invention is to propose a vehicle air conditioner capable of obtaining an air conditioning state in accordance with a passenger's request while suppressing a reduction in fuel efficiency. And

  In order to achieve the above object, the present invention is provided in a vehicle in which engine stop control is performed to stop the engine when a preset engine stop condition is satisfied, and the vehicle interior is conditioned by the conditioned air blown from the outlet A heating unit that heats the conditioned air blown from the outlet using engine cooling water as a heat source, and a cooling water temperature detection unit that detects a temperature of the engine cooling water, When the coolant temperature detected by the coolant temperature detecting means is lower than a preset first threshold, it is possible to select start request means for requesting start of the engine, fuel saving mode or comfort priority mode. And a setting unit that switches and sets the first threshold value of the cooling water temperature based on a selection result of the selection unit. That.

  According to the present invention, cooling using a refrigeration cycle or heating using engine cooling water is performed to generate conditioned air, and the generated conditioned air is blown from the outlet to air-condition the vehicle interior.

  In addition, a comfort priority mode that prioritizes air-conditioning capability and a fuel saving mode that saves fuel consumption of the engine are provided, and the threshold value for making an engine start request is switched depending on whether the comfort priority mode is selected or the fuel saving mode is selected.

  Thus, when the occupant wants to prioritize the fuel saving effect, the fuel saving effect can be improved, and when the comfort is prioritized, the passenger compartment can be brought into a comfortable air conditioning state.

  The invention according to claim 2 is characterized in that, when the fuel saving mode is selected, the selection means sets the first threshold value lower than when the comfort priority mode is selected.

  According to this invention, when the fuel saving mode is selected, the first threshold is set low. Thereby, even when the engine is stopped, the engine start request can be suppressed, so that a higher fuel saving effect can be obtained.

  According to a third aspect of the present invention, when the setting unit sets a second threshold value of the coolant temperature that allows the engine to stop, the second threshold value is selected by selecting the fuel saving mode. Is higher than the first threshold value.

  According to the present invention, the engine start request is stopped when the coolant temperature has reached the second threshold value. By setting the second threshold value higher than the first threshold value, it is possible to suppress frequent repetition of the engine start request and the release of the start request.

  The invention according to claim 4 includes a driving state detection unit that detects a driving state of the vehicle. When the driving state detection unit determines that the vehicle is in a stopped state, the first or second threshold value is set. At least one of them is lowered.

  According to this invention, when the vehicle is almost stopped, the first threshold value or the second threshold value is set low. When the vehicle is stopped, the engine is stopped. If the engine is started in this state, the fuel consumption is greatly reduced.

  At this time, by lowering at least one of the first and second threshold values, it is possible to prevent the engine from being restarted and improve fuel efficiency.

  The invention according to claim 5 is characterized in that energization to the electric heater is stopped when the fuel saving mode is selected when an electric heater is provided as auxiliary heating means for the conditioned air.

  According to this invention, when the fuel saving mode is selected, the operation of the electric heater is stopped. The electric heater is heated by using the electric power of the battery charged by the driving force of the engine, and by using this electric heater, it is necessary to start the engine for charging the battery.

  From this point, by stopping the operation of the electric heater in the fuel saving mode, it is possible to reduce the power consumption of the battery, shorten the engine start time for charging the battery, and save the fuel consumption.

  The invention according to claim 6 is characterized in that a foot outlet is selected as the outlet when the fuel saving mode is selected.

  There are FOOT mode, FACE mode, BE-LEVEL mode, etc. as the air-conditioning air blowing mode, but when the cooling water temperature is low due to engine stop, the temperature difference of the air-conditioning air is less likely to occur. In mode, etc., you will feel a lack of heating.

  From this point, in the present invention, when the fuel saving mode is selected, the conditioned air outlet is set to the foot outlet, and even when the temperature of the conditioned air is lowered, the passengers feel uncomfortable or lack of heating. To prevent the occurrence of

  The invention according to claim 7 stops the selection of the fuel saving mode when the set temperature exceeds a preset upper limit temperature or falls below a preset lower limit temperature. It is characterized by.

  According to the present invention, when the set temperature exceeds the preset upper limit temperature or is set lower than the lower limit temperature, the selection of the fuel saving mode is stopped. Thus, when the occupant changes the set temperature in order to request rapid heating or cooling, the fuel saving mode can be stopped and air conditioning according to the occupant's request can be executed.

  The invention according to claim 8 is characterized in that the upper limit temperature and the lower limit temperature are a maximum value and a minimum value of a settable range of the set temperature.

  According to this invention, when the set temperature reaches the maximum temperature (upper limit temperature) or the minimum temperature (lower limit temperature) within the settable range, the fuel saving mode can be stopped and the air conditioning operation according to the request can be performed. I am doing so.

  In addition, it is preferable to stop the fuel saving mode even when the defroster outlet is selected in order to prevent the wind glass from fogging.

  As described above, according to the present invention, the first threshold value for performing the engine start request is switched based on the coolant temperature when the fuel saving mode is selected and when the comfort priority mode is selected. It is possible to obtain an excellent effect that an air conditioning effect and a fuel saving effect according to a passenger's request can be obtained.

  In the present invention, when the fuel saving mode is selected, a threshold value lower than the comfort priority mode is set as the first threshold value, so that a great fuel saving effect can be obtained.

  Furthermore, in the present invention, since the fuel saving mode is stopped when the upper limit temperature or the lower limit temperature is set to the set temperature, air conditioning according to the passenger's request is possible.

  Embodiments of the present invention will be described below with reference to the drawings. 2 and 3 show a schematic configuration of a vehicle air conditioner (hereinafter referred to as “air conditioner 10”) according to the present embodiment. FIG. 1 shows a schematic configuration of a main part of a vehicle 12 provided with an air conditioner 10.

  As shown in FIG. 1, the vehicle 12 applied to the present embodiment is provided with an electric motor 16 in addition to the engine 14 as a driving source for traveling. The electric motor 16 is driven by electric power supplied from a battery (HV battery 18) via an inverter 20.

  Thus, the vehicle 12 is a so-called hybrid vehicle that travels by the driving force of the engine 14 or the electric motor 20. In addition, the vehicle 12 applied to the present embodiment uses a motor generator having a power generation function as the electric motor 16, and the inverter 20 is also provided with a converter function, whereby the electric motor 16 supplies power. The electric power is generated by being rotationally driven in a state where the electric power is stopped, and the generated electric power is supplied to the HV battery 18 through the inverter 20, whereby the HV battery 18 is charged.

  The vehicle 12 includes an engine ECU 22 that controls the operation of the engine 14, and a hybrid ECU 24 that performs operation control of the electric motor 16, charge / discharge control of the HV battery 18, operation control of the inverter 20, and the like.

  Thereby, in the vehicle 12, the operations of the engine 14 and the electric motor 16 are controlled according to the driving operation of the occupant, and the vehicle 12 can travel by the driving force obtained by the engine 14 or the electric motor 16. At this time, the engine ECU 22 stops driving the engine 14 when a preset condition (operation stop condition) is satisfied, and restarts the engine 14 when the operation start condition is satisfied. I do.

  Accordingly, the vehicle 12 is driven when the driving load of the engine 14 is large, for example, when the driving of the engine 14 is stopped or the driving force of both the engine 14 and the electric motor 16 is used. Compared to driving with power alone, a great fuel saving effect can be obtained.

  In addition, a conventionally well-known structure can be applied to such a basic structure such as the traveling control of the vehicle 10, and detailed description thereof will be omitted in the present embodiment. Further, the present invention is not limited to the vehicle 12 and can be applied to a vehicle having an arbitrary configuration in which engine stop control is performed.

  On the other hand, as shown in FIG. 2, the air conditioner 10 applied to the present embodiment has a refrigerant circulation path (refrigeration cycle) including a compressor 26, a condenser 28, an expansion valve 30, and an evaporator 32. In addition, a compressor motor 34 is connected to the compressor 26, and the compressor 26 is rotationally driven by the driving force of the compressor motor 34.

  Thereby, in the air conditioner 10, regardless of the operation / stop of the engine 12, the compressor 26 is rotated and the refrigerant is circulated. In the air conditioner 10, when the refrigerant circulated through the refrigeration cycle by driving the compressor 26 passes through the evaporator 32, the conditioned air blown into the vehicle compartment is cooled.

  The air conditioner 10 includes, for example, an air conditioning duct 38 concealed in an instrument panel 36 (see FIG. 4A), and the evaporator 32 is disposed in the air conditioning duct 38.

  The air conditioning duct 38 has an air inlet 40 formed at one opening end. The air intake 40 is formed with an air intake 40A for introducing outside air and an air intake 40B for introducing internal air. The air conditioning duct 38 is provided with an inside / outside air switching damper 42 for opening and closing each of the air intake ports 40A and 40B. Thereby, the air conditioner 10 can be switched between an outside air introduction mode for introducing air outside the vehicle and an inside air circulation mode for circulating air inside the vehicle interior.

  In the air conditioning duct 38, a blower fan 44 is provided between the air intake 40 and the evaporator 32. The blower fan 44 is driven by a blower motor 46, whereby outside air or inside air is sucked from the air intake port 40 into the air conditioning duct 38 as conditioned air.

  The conditioned air sucked by the blower fan 44 is sent to the evaporator 32. An air mix damper 48 and a heater core 50 are provided in the air conditioning duct 38 on the downstream side of the evaporator 32. The air mix damper 48 separates the conditioned air sent into the heater core 50 and the conditioned air that bypasses the heater core 50. The air mix damper 48 is closed (shown by a solid line in FIG. 2), so that the conditioned air that has passed through the evaporator 18 bypasses the heater core 50, and the maximum opening (opening SWDD = SWDDmax, broken line in FIG. 2). The conditioned air that has passed through the evaporator 32 is sent to the heater core 50.

  The heater core 50 is configured such that engine coolant is circulated between the heater core 50 and the engine 14 by a water pump 52. The engine coolant is heated when the engine 14 is started. Thereby, the engine cooling water is supplied to the heater core 50, whereby the conditioned air passing through the heater core 50 is heated by the engine cooling water.

  A PCT heater 54 that forms auxiliary heating means is provided on the downstream side of the heater core 50. The PCT heater 54 generates heat when energized, and heats the cooling air sent through the heater core 50.

  Thereby, in the air conditioner 10, when the temperature of the engine cooling water (cooling water temperature) is low, the air conditioning air can be heated by using the PCT heater 54. In the present embodiment, as an example, two 300 W PCT heaters 54 (PCT heaters 54A and 54B) can be individually turned on / off, thereby enabling stepwise heating. It has become.

  In addition, the number and capacity | capacitance of the PCT heater 54 used as an auxiliary heating means are not restricted to this. Further, the auxiliary heating means is not limited to the PCT heater 54, and an electric heater having an arbitrary configuration can be used.

  In the air conditioning duct 38, the conditioned air heated by the heater core 50 and the conditioned air that bypasses the heater core 50 (the conditioned air that has been cooled by the evaporator 32) are mixed. Thereby, in the air conditioner 10, the air-conditioning wind of predetermined temperature is produced | generated. Further, in the air conditioner 10, the opening degree SWDD of the air mix damper 48 is controlled so that the conditioned air at the predetermined target blowing temperature can be obtained with the temperature of the conditioned air at this time as the target blowing temperature.

  On the other hand, at the opening end of the other side of the air conditioning duct 38 (opposite to the air intake port 40), a plurality of air outlets each opened toward a predetermined position in the passenger compartment are formed. In this embodiment, as an example, the defroster outlet 56 (center defroster outlet 56A and side defroster outlet 56B), register outlet 58 (center register outlet 58A, side register outlet 58B), foot outlet 60 ( There are provided a foot outlet 60A on the front seat side and a rear seat foot outlet 60B) opened at the foot on the rear seat side.

  In addition, a mode switching damper 62 that opens and closes each of the outlets is provided in the air conditioning duct 38. In the air conditioner 10, the mode switching damper 62 is operated according to the setting of the blowing mode so that the conditioned air is blown out from the blowing port corresponding to the blowing mode.

  In the air conditioner 10, as the air-conditioning air blowing mode, the FACE mode in which the air-conditioning air is blown out from the register outlet 58 (center register outlet 58 A and side register outlet 58 B), the foot outlet 60 (foot outlet 60 A and rear seat foot outlet). In addition to the FOOT mode for blowing the conditioned air from the outlet 60B) and the DEF mode for blowing the conditioned air from the defroster outlet 56 (center defroster outlet 56A and side defroster outlet 56B), the conditioned air is supplied from the register outlet 58 and the foot outlet 60. A BI-LEVEL mode for blowing out and a FOOT / DEF mode for blowing air-conditioned air from the defroster outlet 56 and the foot outlet 60 are set.

  On the other hand, as shown in FIG. 3, the air conditioner 10 includes an air conditioner ECU 64 that controls the operation of the air conditioner 10. The air conditioner ECU 64 includes a compressor motor 34, a blower motor 46, a water pump 52, a PTC heater 54 (54A, 54B), a servo motor 66 that drives the inside / outside air switching damper 42, a servo motor 68 that drives the air mix damper 48, and a mode. A servo motor 70 for driving the switching damper 62 is connected.

  The air conditioner ECU 64 includes a room temperature sensor 72 that detects the temperature inside the vehicle, an outside air temperature sensor 74 that detects the temperature outside the vehicle, a solar radiation sensor 76 that detects the amount of solar radiation, and a cooling water temperature sensor that detects the temperature of engine cooling water. 78, various sensors such as a post-evaporator temperature sensor 80 for detecting the temperature of the conditioned air that has passed through the evaporator 32 (post-evaporator temperature) are connected.

  Furthermore, an operation panel 82 for operating the air conditioner 10 and performing various setting operations is connected to the air conditioner ECU 64.

  As shown in FIG. 4 (A), the operation panel 80 is provided on the instrument panel 36 and can be operated by a passenger seated in the front seat. As shown in FIG. 4B, the operation panel 82 includes a display 84 on which various displays are made, an operation switch (A / C switch) 86 for operating / stopping the air conditioner 10, a temperature setting ( Temperature setting switch 88 for setting temperature up / down), inside air circulation switch 90 for selecting the inside air circulation mode (switching between the inside air circulation mode and the outside air introduction mode), setting the air volume of the conditioned air (up / down of the blower air volume) A blower switch 92 for performing the operation and a mode changeover switch 94 for selecting a blow-out port for blowing the conditioned air are provided.

  As a result, the air conditioner 10 can set the blow-out mode as well as the operation / stop of the air-conditioning operation, the switching between the inside air circulation mode and the outside air introduction mode, the temperature setting, and the air volume setting while watching the display on the display 84 and the like. The air conditioner ECU 64 can perform an air conditioning operation based on the setting on the operation panel 82.

  The operation panel 82 is provided with an auto switch 96. When the auto switch 96 is turned on, the air conditioner ECU 64 sets the temperature of the blown air (target blow temperature) so that the vehicle interior becomes the set temperature based on the set temperature, the room temperature, the outside air temperature, the amount of solar radiation, and the like. Settings such as air volume and blowing mode are performed, and air conditioning control based on the settings is performed.

  That is, the air conditioner ECU 64 sets a target blow temperature based on the set temperature, environmental conditions, and the like, and the rotation speed of the compressor 32 (rotation speed of the compressor motor 34) and the air mix damper 48 so as to obtain the set target blow temperature. In addition to setting the opening, etc., selecting the outlet and setting the blowing air volume (blower air volume), and performing the air conditioning operation based on these settings, the vehicle interior is set to a set temperature, and the vehicle interior is The set temperature is maintained.

  The operation panel 82 is provided with an outside air temperature display switch 98. In the air conditioner ECU 64 (see FIG. 3), when the outside air temperature display switch 98 is operated, the outside air temperature detected by the outside air temperature sensor 74 (see FIG. 3) is displayed on the display 84. At this time, in order to prevent the temperature detected by the outside air temperature sensor 74 from fluctuating and the outside air temperature displayed on the display 84 from becoming unstable, the air conditioner ECU 64 keeps the display temperature for a predetermined time. . That is, the outside air temperature displayed on the display 84 is updated at predetermined time intervals.

  As shown in FIG. 3, the air conditioner ECU 64 is connected to the engine ECU 22 and the hybrid ECU 24, and the air conditioner ECU 64 issues a drive request for the engine 14 when the cooling water temperature does not reach a preset temperature, for example. Do. As a result, the engine 14 is driven to raise the cooling water temperature, so that a desired air conditioning state is obtained.

  By the way, in the vehicle 12, a fuel saving effect is obtained by performing stop control of the engine 14, and in the air conditioner 10 provided in the vehicle 12, an economy mode is set to suppress the loss of the fuel saving effect. Has been. That is, in the air conditioner 10, it is possible to select a fuel saving mode (hereinafter referred to as an eco mode) that prioritizes the fuel saving effect and a comfort priority mode that prioritizes the comfort in the passenger compartment.

  As shown in FIG. 3, the air conditioner ECU 64 is connected with an eco mode switch 100 for switching whether or not to select the eco mode as a selection means. As shown in FIG. 4A, the eco mode switch 100 is provided at a predetermined position of the instrument panel 36 that can be operated mainly by the driver. FIG. 4C shows an outline of the eco mode switch 100. The eco mode switch 100 is turned on / off by a pressing operation (touch operation), whereby the eco mode and the comfort priority mode are switched. Switching takes place.

  In the air conditioner ECU 64 shown in FIG. 3, when the eco mode switch 100 is operated and the eco mode is selected, the setting is switched to the setting based on the eco mode. The air conditioner ECU 64 cancels the eco mode when the eco mode switch 100 is operated again or when a predetermined manual operation is performed on the operation panel 82 during the air conditioning operation in the eco mode. Thus, the air conditioning operation is performed in the comfort priority mode (normal mode).

  Here, the operation of the air conditioner 10 in which the eco mode (economy mode) is set will be described as an operation of the present embodiment with reference to FIGS. 5 to 15.

  FIG. 5 shows an outline of processing executed at the start of the air conditioning operation and at the time of the air conditioning operation. This flowchart is executed when an ignition switch (not shown) of the vehicle 12 is turned on and the air conditioning operation of the air conditioner 10 is enabled. In the first step 110, is the operation switch 86 provided on the operation panel 82 turned on? Confirm whether or not. When the operation switch 86 is not turned on (when turned off), a negative determination is made at step 110, and the air conditioning operation is stopped.

  If the operation switch 86 is turned on, an affirmative decision is made in step 110 and the routine proceeds to step 112. In this step 112, it is confirmed whether or not the eco mode switch 100 is turned on, that is, whether or not the eco mode is selected.

  At this time, if the eco mode switch 100 is turned off and the comfort priority mode is selected, a negative determination is made in step 112 and the process proceeds to step 114. In this step 114, it sets so that air-conditioning operation may be performed in comfort priority mode. Thereby, when the eco mode switch 100 is operated in the state of driving in the eco mode, the eco mode is canceled and the comfort priority mode is set.

  On the other hand, when the eco mode switch 100 is turned on and the eco mode is selected, an affirmative determination is made at step 112 and the routine proceeds to step 116. In step 116, the setting of the blowing mode is confirmed, and in step 118, it is confirmed whether the blowing mode is set to either the DEF mode or the FOOT / DEF mode.

  In step 120, the set temperature is confirmed. In step 122, the set temperature is set to the maximum value (maximum temperature, MAX HEAT) or the minimum value (minimum temperature, MAX COOL).

  Here, when the occupant has selected the DEF mode or the FOOT / DEF mode to prevent the windshield from being fogged, an affirmative determination is made at step 118 and the routine proceeds to step 114.

  When the set temperature is set to the maximum temperature or the minimum temperature for the passenger to perform rapid heating or rapid cooling, an affirmative determination is made at step 122 and the routine proceeds to step 114.

  Thereby, even if the eco mode is selected, the comfort priority mode is set and the eco mode is canceled.

  On the other hand, when the blowing mode is a mode that does not include the DEF mode such as the FACE mode, the BE-LEVEL mode, or the AUTO mode, and the set temperature does not reach the maximum temperature or the minimum temperature, the step 118 and the step A negative determination is made at each of 122, and the routine proceeds to step 124. In step 124, the eco mode is set based on the operation of the eco mode switch 100.

  That is, in the air conditioner 10, when the operation switch 86 is operated and operated, the eco mode switch 100 is operated when the passenger desires air conditioning in the eco mode. At this time, if the DEF mode or the FOOT / DEF mode is not selected as the blowout mode and the maximum temperature (MAX HEAT) or the minimum temperature (MAX COOL) is not selected, the mode is changed to the eco mode. To do.

  Further, in the air conditioner 10, during the air conditioning operation in the eco mode, not only when the eco mode switch 100 is operated and the cancellation of the eco mode is selected, but the occupant manually operates the blowing mode to the DEF mode or the FOOT. By selecting the / DEF mode or setting the set temperature to the maximum temperature (MAX HEAT) or the minimum temperature (MAX COOL), the eco mode is canceled and the mode shifts to the comfort priority mode.

  Thereby, in the air conditioner 10, when the occupant wants to prevent defogging or to rapidly heat or cool the occupant, the air conditioning intended by the occupant can be performed.

  In this embodiment, the eco mode is canceled when the set temperature is the maximum temperature or the minimum temperature. However, the present invention is not limited to this. For example, the temperature range of the set temperature set in the eco mode is set. In addition, the eco mode may be canceled or the comfort priority mode may be set when the set temperature is out of this temperature range.

On the other hand, when the air conditioning operation is started, the air conditioner ECU 64 sets a target blowing temperature T _AO for setting the interior of the vehicle interior to the set temperature based on the set temperature and the environmental conditions such as the vehicle interior temperature, the outside air temperature, and the amount of solar radiation. as the target outlet air temperature T _AO set is obtained to drive the compressor 26 (a compressor motor 34), the circulation of the engine cooling water, the opening and closing of the air mixing damper 48 (the driving of the servo motor 68).

The target blowing temperature T _{AO at} this time can be set using the following general arithmetic expression when the set temperature T _SET , the room temperature TR, the outside air temperature TAM, and the solar radiation amount TS are used.

T _AO = K _SET × T _SET −KR × TR−KAM × TAM−KS × TS + C
(K _SET , KR, KAM, KS are gains, and C is a correction constant)
In the air conditioner 10, thresholds for various parameters when performing air conditioning operation are set in advance. In the air conditioner 10, these threshold values are used for air conditioning in the eco mode and in the comfort priority mode. Is set as the threshold value. In the air conditioner 10, operating conditions for performing air conditioning operation in the eco mode are set.

When the eco mode is set, the air conditioner ECU 64 performs the air conditioning operation based on the threshold value and the operating condition set for the eco mode. At this time, when the set temperature T _SET is higher than the room temperature TR, the heating operation is performed.

  The air conditioner ECU 64 prohibits the operation of the PCT heater 54 and charges the HV battery 18 in order to suppress the power consumption of the battery (for example, the HV battery 18) when performing the heating operation with the eco mode set. The engine 14 is prevented from being driven.

  The air conditioner ECU 64 uses engine cooling water when heating the passenger compartment. If the temperature of the engine cooling water (cooling water temperature TW) decreases, the heating effect also decreases. From here, the air conditioner ECU 64 makes a request to start the engine 14 when the coolant temperature TW falls below a preset threshold value.

Here, the air-conditioner ECU 64, and the threshold of the coolant temperature TW with respect to the target air temperature T _AO in eco mode, the threshold of the coolant temperature TW is set for the target outlet air temperature T _AO in the comfort priority mode. FIG. 6 shows an example of setting of the threshold value of the cooling water temperature with respect to the target outlet temperature T _AO .

When the air conditioning operation is performed in the comfort priority mode, the air conditioner ECU 64 applies boundary lines H _ON and H _OFF indicated by broken lines in FIG. The lower boundary line H _ON is a threshold value (first threshold value) when the engine 14 is requested to start (ENG ON), and the upper boundary line H _OFF is a cancellation of the engine 14 start request (ENG OFF). ) To be applied to the threshold (second threshold).

Thus, when the air conditioning operation is performed in the comfort priority mode, the air conditioner ECU 64 does not make a request for starting the engine 14 in a state where the coolant temperature TW exceeds the boundary line H _ON with respect to the target outlet temperature TAO. However, when the coolant temperature TW falls below the boundary line H _ON with respect to the target outlet temperature T _AO , the engine ECU 22 is requested to start the engine 14. Further, the air conditioner ECU 64 cancels (turns off) the engine start request when the coolant temperature TW with respect to the target outlet temperature T _AO reaches the boundary line H _OFF .

On the other hand, when the air conditioner ECU 64 is set to the eco mode, for example, the traveling speed v of the vehicle 12 is read from the engine ECU 22 or the hybrid ECU 24 to determine whether or not the vehicle 12 is traveling. Thus, when the traveling speed exceeds the predetermined speed (speed vs) (v> vs), the boundary lines H _OFF and H _ON are applied as in the comfort priority mode, but the vehicle 12 is substantially lower than the predetermined speed. Therefore, when the vehicle is stopped (0 ≦ v ≦ vs), boundary lines L _ON and L _OFF indicated by solid lines in FIG. 6 are applied.

That is, when performing air conditioning operation in economy mode, when the vehicle 12 can be determined that the substantially stopped state, the target outlet air temperature T _AO, coolant temperature TW is, the boundary line of the first threshold value In a state where L _ON is exceeded, the engine start request is stopped, but when the coolant temperature TW with respect to the target blowing temperature T _AO falls below the boundary line L _ON as the second threshold, the engine ECU 22 starts the engine. The engine start request is canceled when the coolant temperature TW with respect to the target outlet temperature T _AO reaches the boundary line L _OFF .

At this time, the boundary lines L _ON and L _OFF are set so that the coolant temperature TW with respect to the target outlet temperature T _AO is lower than the boundary lines H _ON and H _OFF , so that the vehicle 12 is stopped and the engine 14 is also stopped. When the vehicle is stopped, the engine 14 is prevented from being started, and a reduction in fuel consumption due to the engine 12 being started while the vehicle 12 is stopped is suppressed.

Further, in the air conditioner 10, by providing a predetermined temperature width (hysteresis, for example, about 5 ° C.) between the boundary line L _ON and the boundary line L _OFF and between the boundary line H _ON and the boundary line H _OFF , for example, In the state where the engine stop condition is satisfied, the air conditioner ECU 64 prevents the engine 14 from being frequently started / stopped by repeating the engine start request and the engine start request release.

  Here, FIG. 7 shows an outline of the setting process of the engine start request / request release in the eco mode. This flowchart is executed when the air-conditioning operation in the eco mode is started. In the first step 130, the traveling speed v of the vehicle 12 is read. In the next step 132, the vehicle 12 is stopped based on the traveling speed v. A flag Fv for determining whether or not the state is present is set.

FIG. 8 shows an outline of a map applied to the setting of the flag Fv. In this map, a speed vs ₁ (for example, vs ₁ = 3 km / h) and a speed vs ₂ (0 <vs ₁ <vs ₂ , for example, vs ₂ = 8 km / h) are set with respect to the traveling speed v. . Here, if the vehicle 12 is accelerating, the flag Fv is reset (Fv = 0) until the speed v reaches the speed vs ₂ . If the vehicle 12 is decelerating, the flag Fv is set (Fv = 1) when the speed v reaches the speed vs ₁ .

In the vehicle 12 using the engine 14 and the electric motor 16 or the like, there is a high possibility that the engine 14 is stopped at the start or acceleration when the fuel efficiency of the engine 14 is low. From this point, the air conditioner ECU 64 sets the vehicle to a stopped state (Fv = 0) until the speed v reaches the speed vs ₂ , but when decelerating, the vehicle 12 stops when the speed v falls below the speed vs _1. It is set to be in a state. The speeds vs ₁ and vs ₂ can be arbitrarily set based on the stop condition of the engine 14 and the like.

In the flowchart of FIG. 7, when the flag Fv is set in step 132, it is checked in step 134 whether or not the flag Fv = 0. Here, when the flag Fv = 1, a negative determination is made at step 134, the routine proceeds to step 136, and the normal threshold values (boundary lines H _ON , H _OFF ) are set as engine start request / request release threshold values.

On the other hand, when the flag Fv = 0, an affirmative determination is made at step 134 and the routine proceeds to step 138, where threshold values lower than usual (boundary lines L _ON and L _OFF ) are set as engine start request / request release threshold values. .

Thus, when the threshold value of the cooling water temperature TW with respect to the target blowing temperature T _AO is set, the target blowing temperature T _AO is read in Step 140, and the cooling water temperature TW detected by the cooling water temperature sensor 78 is set in Step 142. Read.

Thereafter, in step 144, it is determined whether to make a request for starting the engine 14 or cancel the engine start request based on the set threshold value, the target outlet temperature T _AO and the coolant temperature TW.

  In step 146, it is confirmed whether an engine start request is to be made based on the determination result. In step 147, it is confirmed whether the engine start request is to be canceled.

Here, when the coolant temperature TW with respect to the target outlet temperature T _AO is lower than the threshold boundary line L _ON in the eco mode, an affirmative determination is made in step 146 and the routine proceeds to step 148 to make a request to start the engine 14. On the other hand, when the coolant temperature TW with respect to the target outlet temperature T _AO exceeds the threshold boundary line LOFF, an affirmative determination is made in step 147 and the routine proceeds to step 149 to cancel the engine start request.

Thereby, the air conditioner ECU 64 can perform an engine start request / request cancellation based on the threshold map shown in FIG. At this time, by setting the speeds vs ₁ and vs ₂ as the speed vs for determining whether the vehicle 12 is running or substantially stopped, a further fuel saving effect can be obtained. can do.

On the other hand, by lowering the threshold value of the cooling water temperature TW relative to the target outlet temperature T _AO when the engine start request / cancellation is performed, the heating effect (heating effect) of the heater core 50 using engine cooling water is reduced, and PCT by prohibiting the operation of the heater 54, there is a possibility that not the desired target outlet air temperature T _AO is obtained.

  At this time, for example, if the conditioned air is blown out from the foot outlet 60, the occupant feels insufficient in heating.

  From here, the air conditioner ECU 64 sets the blowing mode to the FACE mode when the eco mode is set, for example, prevents the conditioned air from being blown out from the foot outlet 60 in the FOOT mode or the BI-LEVEL mode. I try to suppress the passengers from feeling that there is a lack of heating.

  At the same time, the air conditioner ECU 64 switches the blower level, which is the air volume of the air conditioned air, between the eco mode and the comfort priority mode, thereby suppressing a feeling of insufficient heating when obtaining a fuel saving effect.

  In the air conditioner ECU 64, when the blower level is set, a voltage for driving the blower motor 46 is set based on the set blower level, and the blower motor 46 is driven with the set voltage, whereby the set air volume (blowout air volume) is obtained. I am doing so.

  Here, the air conditioner ECU 64 sets the blower level when performing the air conditioning operation (heating operation) based on the coolant temperature TW. At this time, in the comfort priority mode, as shown in FIG. 9B, the blower level is also increased as the cooling water temperature TW increases. In addition, when the cooling water temperature TW is low, when switching between the lowest blower level (Lo level) and the blower stop (OFF), when the cooling water temperature TW is lowered and the blower is stopped, There is a temperature difference between when the cooling water temperature TW rises and blowout at the Lo level starts.

On the other hand, when the heating operation is performed in the eco mode, the air conditioner ECU 64 increases the blower level between the Lo level and the Hi level according to the cooling water temperature TW as shown in FIG. When the blower level is lowered in accordance with the decrease in the water temperature TW, hysteresis of a predetermined temperature width TW _W (for example, about 8 ° C.) is provided.

  As a result, the air conditioner ECU 64 prevents the occupant from feeling uncomfortable, such as a lack of heating, even when the coolant temperature TW falls because the engine 14 is stopped.

  In other words, when air-conditioning air is blown out during heating operation or when the air-conditioning air volume is increased (increase in blower level), if the temperature of the air-conditioning air is low, it is difficult to feel the feeling of heating, and conversely, the passenger feels that there is insufficient heating. May occur.

On the other hand, when the temperature of the conditioned air that is blown down is lowered, even if the temperature of the conditioned air is the same, the feeling of insufficient heating is rarely generated. From this point, in the air conditioner ECU 64, a predetermined temperature width TW _W between the time when the blower level is increased as the cooling water temperature TW is lowered while the blower level is increased as the cooling water temperature TW is increased. (For example, about 8 ° C.) hysteresis.

  Thereby, even when the cooling water temperature TW decreases, the occupant can continue to feel the feeling of heating while preventing the fuel saving effect from decreasing by starting the engine 14. .

  On the other hand, the air conditioner ECU 64 prohibits the operation of the PCT heater 54 provided as auxiliary heating means when performing the air conditioning operation (heating operation) in the eco mode, but the set temperature is the maximum temperature (MAX HEAT). When the eco mode is canceled, the PCT heater 54 can be operated.

  At the same time, the air conditioner ECU 64 restricts the operation of the PCT heater 54 even in the comfort priority mode, thereby suppressing the power consumption and obtaining a great heating effect when the PCT heater 54 is operated.

  Here, FIG. 10 shows an outline of the prohibition / prohibition release process of auxiliary heating using the PCT heater 54. This flowchart is executed when the air conditioner 10 is operated. In the first step 150, it is confirmed whether or not the eco mode is set.

  Here, when the eco mode is set, an affirmative determination is made in step 150 and the process proceeds to step 152 to set the PCT heater operation prohibition (PCT heater operation prohibition on).

  On the other hand, for example, the eco-mode is not selected by the eco-mode switch 100, or the set temperature is set to the maximum temperature, for example, even though the eco-mode is selected by the eco-mode switch 100. When the eco mode is canceled, a negative determination is made at step 150 and the routine proceeds to step 154.

  In this step 154, for example, the opening SWDD of the air mix damper 48 that is opened and closed by driving the servo motor 68 is detected by a sensor such as a position meter to determine the opening SWDD of the air mix damper 48, In step 156, it is confirmed whether the opening degree SWDD of the air mix damper 48 is the maximum opening degree SWDDmax.

FIG. 11 shows an example of a map of the flag F _SWDD used for determining whether or not the opening degree SWDD of the air mix damper 48 is the maximum opening degree SWDDmax.

In the air conditioner 10, the angle θ when the servo motor 68 is driven and the air mix damper 48 is opened is θ ₁ (eg, 110 °). In the air conditioning duct 38, there is provided a damper (not shown) that absorbs an impact and fills the gap by using an elastic material such as urethane when the airmic damper 48 is opened. Thereby, when the servo motor 68 is driven and the air mix damper 48 is opened, the air mix damper 48 elastically deforms the damper, so that the opening degree is increased immediately after the opening (angle θ ₁ ).

The released air mix damper 48 is returned to the closing direction by the restoring force of the damper when the drive of the servo motor 68 is stopped. Thereby, the opening degree of the air mix damper 48 is returned to a predetermined position where the angle θ ₂ (for example, 100 °) is obtained.

From this point, when the air mix damper 48 is opened, the air conditioner ECU 64 sets the flag F _SWDD to the reset (F _SWDD = 0) state, assuming that the maximum opening degree SWDDmax has not been reached until the angle θ ₁ is reached.

On the other hand, once the air mix damper 48 reaches the angle θ ₁ , which is the maximum angle, the flag F _SWDD is set as the maximum opening degree SWDDmax until it returns to the angle θ ₂ (F _SWDD = 1).

In the flowchart of FIG. 10, a flag F _SWDD is set in step 154, and it is confirmed from the state of this flag F _SWDD whether or not the air mix damper 48 is at the maximum opening SWDDmax. When 48 is the maximum opening degree SWDDmax, an affirmative determination is made at step 156.

  On the other hand, when the air mix damper 48 is not at the maximum opening degree SWDDmax, a negative determination is made in step 156, the process proceeds to step 152, and the PCT heater operation prohibition is turned on.

  On the other hand, the air conditioner ECU 64 calculates the outside air temperature TAMdisp for displaying the operation panel 82 based on the detection value of the outside air temperature sensor 74, and stabilizes the display when the outside air temperature TAM is displayed on the display 84. I am trying. In the following description, the outside air temperature TAMdisp set for display based on the outside air temperature TAM is used instead of the outside air temperature TAM detected by the outside air temperature sensor 74, but the outside air temperature TAM may be used.

  If an affirmative determination is made in step 156, in step 158, the outside temperature TAMdisp for display is read, and in step 160, it is confirmed whether or not the outside temperature TAMdisp exceeds a preset upper limit value TAMmax.

  The air conditioner ECU 64 permits the operation of the PCT heater 54 when the outside air temperature TAMdisp has not reached the upper limit value TAMmax, and further uses the PCT heater 54 depending on whether or not the outside air temperature TAMdisp is below the reference value TAMs. The ability is switched.

FIG. 13A shows an example of a setting map of the flag F _TAM used for determining whether or not to allow the operation of the PCT heater 54 from the outside air temperature TAMdisp. In the air conditioner ECU 64, hysteresis is set to the upper limit value TAMmax of the outside air temperature TAMdisp. When the outside air temperature TAMdisp increases, when the outside air temperature TAM ₁ (for example, 25 ° C.) is reached, the PCT heater 54 is operated. The flag F _TAM is reset so that it is prohibited (flag F _TAM = 0).

On the other hand, when the outside air temperature TAMdisp is decreasing, when the outside air temperature TAM ₂ lower than the outside air temperature TAM ₁ (TAM ₂ <TAM ₁ , eg, TAM ₂ = 20 ° C.) is reached, the PCT heater 54 The flag F _TAM is set (flag F _TAM = 1) so as to permit the operation of.

  Thus, the air conditioner ECU 64 suppresses a sudden decrease in the feeling of heating when the PCT heater 54 is operated while the operation of the PCT heater 54 is inhibited while the operation of the PCT heater 54 is prohibited. .

Here, in the flowchart of FIG. 10, when the flag F _TAM is set (flag F _TAM = 1) and it is determined that the outside air temperature TAMdisp is lower than the upper limit value TAMmax, the determination is affirmative in step 160. Determination is made and the routine proceeds to step 162, where setting is made to permit the operation of the PCT heater 54 (PCT heater operation prohibition OFF).

When the outside air temperature TAMdisp exceeds the upper limit value TAMmax (flag F _TAM = 1), a negative determination is made at step 160 and the routine proceeds to step 152 where the PCT heater operation prohibition is set to on.

  FIG. 12 shows an outline of operation control of the PCT heater 54. In this flowchart, in the first step 170, it is confirmed whether the operation prohibition of the PCT heater 54 is released and the operation of the PCT heater 54 is permitted (PCT heater operation prohibition OFF).

  Here, when the PCT heater operation prohibition is turned off, an affirmative determination is made in step 170 and the process proceeds to step 172, where the outside air temperature TAMdisp is read. In step 174, the read outside air temperature TAMdisp is set in advance as a reference value TAMs. Compare

  The air conditioner ECU 64 is configured to set on / off of the PCT heater 54 and the number when the PCT heater 54 is turned on based on the coolant temperature TW. In addition, the air conditioner ECU 64 sets a reference value TAMs in advance for the outside air temperature TAMdisp, and a threshold (PCT for the cooling water temperature TW) when the PCT heater 54 is turned on / off based on the cooling water temperature TW based on the reference value TAMs. The on-map of the heater 54 is switched.

FIG. 13B shows an example of a setting map for the flag F _PCT used by the air conditioner ECU 64 for the on-map switching determination of the PCT heater 54. In the air conditioner ECU 54, the reference value TAMs is set in two stages of outside air temperatures TAM ₃ and TAM ₄ . The outside air temperatures TAM ₃ and TAM ₄ are set to TAM ₃ (for example, −9 ° C.) <TAM ₄ (for example, −7 ° C.), and the flag is based on the change in the outside air temperature TAMdisp and the outside air temperatures TAM ₃ and TAM _4. F _PCT is set.

That is, when the outside air temperature TAMdisp is lowered, until it reaches the outside air temperature TAM _3, the reset (flag F _PCT = 0) the flag F _PCT as outside air temperature TAMdisp is not lower than the reference value TAMs to.

Further, when the outside air temperature TAMdisp is rising until it reaches the ambient temperature TAM ₄ to the outside air temperature TAMdisp is higher reference value TAMs, as the outside air temperature TAMdisp is lower than the reference value TAM, sets the flag F _PCT (Flag _Set F _PCT = 1).

  FIGS. 14A and 14B show on-maps of the PCT heater 54 set in the air conditioner ECU 64. The map shown in FIG. 14A (hereinafter referred to as PCT on map A) is PCT in a region where the coolant temperature TW is higher than the map shown in FIG. 14B (hereinafter referred to as PCT on map B). The operation of the heater 54 is set. Note that the changes in the cooling water temperature TW and the number of operation of the PCT heater 54 with respect to the cooling water temperature TW shown in FIGS. 14A and 14B are examples, and the cooling water temperature TW and the cooling water are shown. An arbitrarily set map can be applied to the change in the number of operation of the PCT heater 54 with respect to the temperature.

In the flowchart of FIG. 12, it is confirmed in step 176 whether or not the outside air temperature TAMdisp is determined to be lower than the reference value TAMs. Here, when the flag F _PCT is 1 (F _PCT = 1). In step 176, an affirmative determination is made, and the routine proceeds to step 178.

  In this step 178, the PCT on map A shown in FIG. 14A, that is, a pattern for controlling the operation of the PCT heater 54 in the region where the cooling water temperature TW is high is set.

On the other hand, when it is determined that the outside air temperature TAMdisp exceeds the reference value TAMs (flag F _PCT = 0), a negative determination is made in step 176, and the process proceeds to step 180, and FIG. PCT on map B is set.

  In this way, when the threshold value (PCT on map) for operating the PCT heater 54 is set with respect to the cooling water temperature TW, in step 182, the cooling water temperature TW is read, and the read cooling water temperature TW and the PCT on map are displayed. Based on this, the PCT heater 54 is operated (step 184).

  Thereby, the PCT heater 54 is operated according to the cooling water temperature TW, and the air-conditioning air is heated.

  Thereafter, in step 186, it is confirmed whether or not the PCT heater operation prohibition is turned on. If the operation prohibition is not turned on, a negative determination is made in step 186 and the process proceeds to step 188.

  In this step 188, it is confirmed whether or not PCT heater operation prohibition OFF has continued for a predetermined time (for example, a preset time such as 16 seconds) or more, and an affirmative determination is made in this step 188. If there is a PCT heater 16 whose operation is stopped (off), the PCT heater 54 is operated to increase the heating power.

  On the other hand, by operating the PCT heater 54, the temperature of the conditioned air is increased (heating). Thus, in the flowchart of FIG. 10, when the room temperature rises, for example, when the opening of the air mix damper 48 is narrowed, PCT heater operation prohibition is set to ON. Further, when the eco mode switch 100 is operated to set the eco mode, the PCT heater operation prohibition is set to ON.

  In the flowchart of FIG. 12, when the PCT heater operation prohibition is turned on, an affirmative determination is made in step 186 and the process proceeds to step 192. In this step 192, it is confirmed whether or not the PCT heater operation prohibition ON is continued for a predetermined time or longer (for example, a preset time such as 16 seconds or longer).

  Thereby, when the PCT heater operation prohibition ON is continued for a predetermined time or more, an affirmative determination is made in step 192 and the routine proceeds to step 194. In this step 194, one operation of the PCT heater is stopped (turned off) to reduce the heating power.

  Thereafter, in step 196, it is confirmed whether or not all the PCT heaters 54 are turned off. When all the PCT heaters 54 are turned off, an affirmative determination is made in step 196 and auxiliary heating using the PCT heaters 54 is performed. The process ends.

  As described above, when the outside air temperature TAMdisp is low and the cooling water temperature TW is low by changing the number of lighting of the PCT heater 54 with respect to the cooling water temperature TW according to whether or not the outside air temperature TAMdisp is lower than the reference value TAMs. Thus, accurate heating using the PCT heater 54 is possible. Further, when the outside air temperature TAMdisp is relatively high, power consumption by the PCT heater 54 can be suppressed.

  Moreover, since the PCT heater operation prohibition is turned on by setting the eco mode, the PCT heater 54 stops step by step, and the temperature of the conditioned air does not change suddenly. Thereby, even when the eco mode is set during the operation of the PCT heater 54, it is possible to suppress a sense of incongruity or a lack of heating due to a sudden change in the occupant or air conditioning air temperature.

On the other hand, the air conditioner ECU 64 performs the cooling operation when the room temperature TR is higher than the set temperature T _SET . In the cooling operation, it is necessary to lower the temperature after the evaporator by operating the compressor 26. In the air conditioner 10, the compressor motor 34 is used to drive the compressor 26, and the compressor motor 34 is based on the room temperature TR detected by the room temperature sensor 72 in order to obtain a fuel saving effect when the eco mode is set. The power consumption is limited.

  That is, the air conditioner ECU 64 sets a threshold value for the power consumption of the compressor motor 34 when performing the cooling operation in the eco mode, and controls the operation of the compressor motor 34 based on this threshold value.

  FIG. 15 shows an example of a map of the threshold value of the power consumption P of the compressor motor with respect to the room temperature TR applied at this time. In this map, a rotation speed increase prohibition prohibiting an increase in the rotation speed of the compressor 26 (an increase in the rotation speed of the compressor motor 34) with a predetermined width as a threshold (for example, about 0.1 kW in terms of power consumption of the compressor motor 34). An area 102 is provided, and the air conditioner ECU 64 performs control so as to prohibit the increase in the rotation speed of the compressor motor 34 in the rotation speed increase prohibition area 102.

  The lower side of the rotation speed increase prohibition area 102 is a normal control area 104, and the upper side of the rotation speed increase prohibition area 102 is a rotation speed decrease area 106. In the air conditioner ECU 64, when the rotational speed of the compressor motor 34 with respect to the room temperature TR enters the rotational speed lowering region 106, the control is performed so that the rotational speed of the compressor motor 34 is decreased.

Further, the rotation speed increase prohibition region 102 is set to lower limits PW _{1 to} PW in which the power consumption of the compressor motor 34 is set in advance when the room temperature TR becomes equal to or lower than a predetermined temperature TR ₁ (for example, 25 ° C.). ₂ (for example, 0.4 kW to 0.5 kW when the maximum power consumption PWmax is 5.0 kW) and the room temperature TR is a predetermined temperature TR ₂ (for example, 35 ° C.) When this is the case, the power consumption of the compressor motor 34 is made constant in the range of preset upper limit values PW _{3 to} PW ₄ (for example, 2.9 kw to 3.0 kw), and the room temperature TR _In the range from ₁ to room temperature TR _2, the power consumption of the compressor motor 34 is increased (decreased) as the room temperature TR increases (decreases).

  Thereby, when the room temperature TR is low and the cooling load is small, unnecessary power consumption can be suppressed by suppressing the power consumption PW of the compressor motor 34 to be low. Further, by setting the upper limit of the power consumption PW when the room temperature TR is high and the cooling load is large, it is possible to prevent the power consumption of the compressor motor 34 from increasing according to the cooling load.

  In this way, by limiting the power consumption of the compressor motor 34 in the eco mode, in order to compensate for the power consumption due to driving the compressor motor 34, the driving time of the engine 14 becomes longer, resulting in a fuel saving effect. It can suppress being damaged.

  In addition, this Embodiment demonstrated above does not limit the structure of this invention. For example, in the present embodiment, the air conditioner 10 has been described as the vehicle air conditioner. However, the present invention is optional for a vehicle that performs engine stop control, particularly a vehicle that can run using an electric motor in addition to the engine. It can apply to the vehicle air conditioner of the structure.

It is a schematic block diagram of the principal part of the vehicle applied to this Embodiment. It is a schematic block diagram of the air conditioner applied to this Embodiment. It is a schematic block diagram of the control part of an air conditioner. (A) is the schematic which shows the instrument panel in which an operation panel is provided, (B) is the schematic which shows an example of an operation panel, (C) is the schematic which shows an example of an eco mode switch. It is a flowchart which shows an example of a setting of eco mode and comfort priority mode. It is a diagram which shows an example of the threshold value of the cooling water temperature with respect to target blowing temperature. It is a flowchart which shows an example of the engine starting request | requirement and request cancellation | release in eco mode. It is a diagram which shows an example of the state change of the flag which determines the stop state with respect to speed. (A) And (B) is a diagram which shows an example of the setting of the blower level with respect to cooling water temperature, (A) shows eco mode, (B) has shown comfort priority mode. It is a diagram which shows an example of the operation | movement prohibition / cancellation of auxiliary heating. It is a diagram which shows an example of determination of the maximum opening degree with respect to the opening degree of an air mix damper. 11 is a flowchart showing an example of an operation process of the PCT heater based on the setting of operation prohibition / release in FIG. 10. (A) is a diagram showing an example of a state change of a flag applied to PCT heater operation inhibition / cancellation for an outside air temperature load, and (B) is a state change of a flag applied to selection of a PCT on-map for an outside air temperature load. It is a diagram which shows an example. (A) And (B) is a diagram used for the setting of the operation number of the PCT heater with respect to external temperature. It is a diagram which shows an example of the restriction | limiting of the power consumption of the compressor motor with respect to room temperature.

Explanation of symbols

10 Air conditioner (Vehicle air conditioner)
12 vehicle 14 engine 16 electric motor 18 HV battery 22 engine ECU (running state detection means)
24 Hybrid ECU (traveling state detection means)
26 Compressor 32 Evaporator 34 Compressor Motor 50 Heater Core (Heating Means)
54 (54A, 54B) PCT heater (auxiliary heating means, electric heater)
60 (60A, 60B) Foot outlet 64 Air conditioner ECU (start request means, setting means)
72 Room temperature sensor 74 Outside air temperature sensor 78 Cooling water temperature sensor (cooling water temperature detecting means)
82 Operation panel 88 Temperature setting switch 100 Eco mode switch (selection means)

Claims (8)

A vehicle air conditioner that is provided in a vehicle in which engine stop control is performed to stop the engine when a preset engine stop condition is satisfied, and that air-conditions the vehicle interior by conditioned air blown from a blowout port,
Heating means for heating the conditioned air blown out from the outlet using engine cooling water as a heat source;
Cooling water temperature detecting means for detecting the temperature of the engine cooling water;
Start request means for requesting start of the engine when the coolant temperature detected by the coolant temperature detection means is lower than a preset first threshold;
A selection means for enabling selection of a fuel saving mode or a comfort priority mode;
Setting means for switching and setting the first threshold value of the cooling water temperature based on a selection result of the selection means;
The vehicle air conditioner characterized by including.   2. The vehicle air conditioning according to claim 1, wherein when the fuel saving mode is selected, the selection unit sets the first threshold value lower than when the comfort priority mode is selected. apparatus.   When the setting means sets the second threshold value of the coolant temperature that allows the engine to stop, the fuel saving mode is selected, so that the second threshold value is higher than the first threshold value. The vehicle air conditioner according to claim 1 or 2, wherein   Including a traveling state detecting unit for detecting a traveling state of the vehicle, and lowering at least one of the first and second thresholds when the traveling state detecting unit determines that the vehicle is in a stopped state; The vehicle air conditioner according to any one of claims 1 to 3, characterized in that:   5. When the electric heater is provided as the auxiliary heating means for the conditioned air, the energization to the electric heater is stopped when the fuel saving mode is selected. The vehicle air conditioner according to Item.   The vehicle air conditioner according to any one of claims 1 to 5, wherein when the fuel saving mode is selected, a foot outlet is selected as the outlet.   The fuel economy mode selection is stopped when the set temperature exceeds a preset upper limit temperature or falls below a preset lower limit temperature. The vehicle air conditioner according to claim 6.   8. The vehicle air conditioner according to claim 7, wherein the upper limit temperature and the lower limit temperature are a maximum value and a minimum value of a settable range of the set temperature.

Images