JP5598451B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system for a vehicle that is air-conditioned by a vehicle air conditioner that consumes battery power and is driven or assisted by a travel motor that rotates driving wheels with battery power. In particular, the present invention is applied to a vehicle control system capable of selecting a traveling power mode that enables agile traveling by a traveling motor.

  Conventionally, a control device for a vehicle that travels according to a travel mode selected from a plurality of travel modes described in Patent Document 1 can improve the restriction target components that are discharged during warm-up of the catalyst device. Therefore, when it is determined that the catalyst device is warm, traveling in the traveling power mode, which is one of a plurality of traveling modes, is prohibited. Thereby, since the exhaust from the engine does not increase, it is possible to improve the restriction target components that are discharged without being sufficiently treated by the catalyst of the catalyst device.

JP 2008-163867 A

  As described above, when the traveling power mode is selected, the output of the traveling motor obtained with respect to a predetermined accelerator operation amount is higher than in the traveling normal mode, and battery power is consumed correspondingly. In addition, it is known that when the battery temperature is high, the battery power that can be consumed decreases. Further, when a large current flows from the battery, the battery itself generates more heat.

  In such a situation, when the power consumption of the electric load including the vehicle air conditioner in the vehicle is large, there is a problem that the traveling power mode may be canceled even when traveling in the traveling power mode. It was.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to maintain the traveling power mode as much as possible when the traveling power mode is selected. It is to provide a vehicle control system that can be made possible.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

In order to achieve the above object, the present invention employs the following technical means. That is, in the first aspect of the present invention, the vehicle interior is air-conditioned by the vehicle air conditioner (100) that consumes battery power, and the vehicle is driven or assisted by a travel motor whose drive wheels are rotated by the battery power. The vehicle control system of the present invention determines that a driving power mode in which the output of a driving motor obtained for a predetermined accelerator operation amount is higher than a plurality of driving modes is selected from a plurality of driving modes. When the traveling power mode determination means (S81, S1002, S1103, S1203) and the traveling power mode determination means determine that the traveling power mode is in the traveling power mode, the vehicle air conditioner (100) is compared with the traveling power mode determination means. And means for suppressing power consumption (S82, S1002, S1104, S1204).

  According to this invention, at the time of traveling power mode determination, by regulating the power consumption in the vehicle air conditioner, the battery current decreases, the battery temperature decreases, and the power consumption of the entire vehicle also decreases. It becomes easy to maintain driving in the traveling power mode.

  The invention according to claim 2 is characterized by comprising means (S1002) for reducing the volume of the conditioned air of the vehicle air conditioner (100) when it is determined that the travel power mode is set.

  According to the present invention, when the traveling power mode is determined, reducing the air volume of the conditioned air reduces the power consumption of the entire vehicle air conditioner, lowers the battery temperature, and also reduces the power consumption of the entire vehicle. It becomes easy to maintain the running power mode.

  In the invention according to claim 3, the vehicle air conditioner (100) cools the blower air generated in the indoor blower (21) by the cooling heat exchanger (8) to obtain the conditioned air, and performs heat exchange for cooling. The refrigerant pressurized by the electric compressor (2) flows through the inside of the vessel (8).

  According to the present invention, at the time of traveling power mode determination, by regulating the blower air volume, the power consumption of the indoor blower is reduced and the temperature rise of the cooling heat exchanger is also slowed, so the work of the electric compressor is reduced. The power consumption of the entire vehicle air conditioner is reduced. As a result, the battery current is reduced, the battery temperature is lowered, and the power consumption of the entire vehicle is also lowered, so that the traveling power mode can be easily maintained.

  In the invention according to claim 4, the vehicle air conditioner (100) controls the temperature of the cooling heat exchanger (8) based on the set target cooling heat exchanger temperature (TEO), and the traveling power mode It is characterized by having means (S82) for increasing the target cooling heat exchanger temperature (TEO) when it is determined that the temperature is not in the traveling power mode.

  According to this invention, at the time of traveling power mode determination, the amount of refrigerant required to maintain the temperature of the cooling heat exchanger is reduced by increasing the target cooling heat exchanger temperature of the cooling heat exchanger. The work of the electric compressor is also reduced. Therefore, the power consumption of the entire vehicle air conditioner decreases, the battery temperature decreases, and the power consumption of the entire vehicle also decreases. Therefore, it becomes easy to maintain the traveling power mode that consumes a large amount of battery power.

  According to the fifth aspect of the present invention, means for setting the maximum power consumption (f (travel) W) of the electric compressor (2) lower when the travel power mode is determined than when not in the travel power mode ( S1104).

  According to the present invention, when the traveling power mode is determined, the maximum power consumption of the electric compressor is suppressed by reducing the maximum power consumption of the electric compressor, so that the power consumption of the electric compressor is reduced. As a result, the battery current decreases, the battery temperature decreases, and the power consumption of the entire vehicle also decreases, so that it is easy to maintain the traveling power mode.

  According to the sixth aspect of the present invention, the means for setting the maximum rotational speed (f (traveling) rpm) of the electric compressor (2) lower when the traveling power mode is determined than when not in the traveling power mode (S1204). ).

  According to this invention, at the time of traveling power mode determination, the rotational speed of the electric compressor is suppressed by lowering the maximum rotational speed of the electric compressor, so the power consumption of the electric compressor is reduced and the battery current is reduced. The battery temperature decreases and the power consumption of the entire vehicle also decreases. As a result, it becomes easy to maintain the traveling power mode.

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

It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of a COOL cycle of the vehicle air conditioner used for 1st Embodiment of this invention. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the HOT cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY EVA cycle in the said embodiment. It is a schematic diagram explaining the flow of the refrigerant | coolant at the time of the DRY ALL cycle in the said embodiment. It is a table | surface which shows the operation state of each solenoid valve and a three-way valve in each cycle in the said embodiment. It is a block block diagram which shows the connection to the air-conditioner ECU in the said embodiment. It is the flowchart which showed the basic control processing by the air-conditioner ECU in the said embodiment. It is a partial flowchart which calculates the target evaporator temperature in the TAO calculation and target evaporator temperature calculation process of FIG. 7 in the said embodiment. It is a flowchart which shows the cycle and PTC selection process of FIG. 7 in the said embodiment. It is a flowchart which shows the blower voltage determination process of FIG. 7 in the said embodiment. It is a flowchart which shows determination processings, such as a compressor rotation speed of FIG. 7 in the said embodiment. It is a flowchart which shows determination processings, such as a compressor rotation speed of FIG. 7 in 2nd Embodiment of this invention.

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

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

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. In the first embodiment, a vapor compression refrigerator is applied to an air conditioner for a hybrid vehicle. FIG. 1 is a schematic diagram illustrating a refrigerant flow during a COOL cycle of the vehicle air conditioner used in the first embodiment of the present invention. FIG. 2 is a schematic diagram for explaining the refrigerant flow during the HOT cycle in the embodiment. FIG. 3 is a schematic diagram illustrating the refrigerant flow during the DRY EVA cycle in the embodiment. FIG. 4 is a schematic diagram illustrating the refrigerant flow during the DRY ALL cycle in the above embodiment. FIG. 5 is a chart showing the operating state of each electromagnetic valve and three-way valve in each cycle. FIG. 6 is a block diagram showing the connection to the air conditioner ECU in the embodiment.

  The hybrid vehicle has an engine 30 (FIG. 1) that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assist motor generator (not shown) that includes a driving assist motor function and a generator function. An engine electronic control device (hereinafter also referred to as engine ECU 60 (FIG. 6)) for controlling the fuel supply amount and ignition timing to the engine 30, an unillustrated battery for supplying electric power to the motor generator and the engine ECU 60, etc. A hybrid electronic control unit (hereinafter also referred to as a hybrid ECU 70 (FIG. 6)) that controls a motor generator and a continuously variable transmission and outputs a control signal to the engine ECU 60 is provided.

  Therefore, the hybrid vehicle has the engine 30 and the motor generator as drive sources for traveling. The hybrid ECU 70 has a function of controlling drive switching of which driving force of the motor generator and the engine 30 is transmitted to the drive wheels, and a function of controlling charging / discharging of the battery (vehicle power storage device).

  The battery is an in-vehicle power storage device, and includes a charging device for charging power consumed by air conditioning in the vehicle interior, traveling, and the like. For example, a nickel hydride storage battery, a lithium ion battery, or the like is used. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

Specifically, the vehicle control system of the first embodiment performs the following control.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing or traveling at high speed is heavy, the motor generator is caused to function as an electric motor, and is generated in the motor generator in addition to the driving force generated by the engine 30. The generated driving force is transmitted to the driving wheel (hybrid traveling mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is transmitted to the motor generator. To communicate.

  The vehicle air conditioner 100 is an air conditioner capable of performing a vehicle interior air conditioning operation (hereinafter referred to as a pre-boarding air conditioning operation or a pre-air conditioning operation) performed before a passenger gets on the vehicle. When the user of the vehicle operates the portable device 52 (FIG. 6) carried when he / she wants to perform the air conditioning operation before boarding, the air conditioner ECU 50 receives the command signal for the air conditioning operation before boarding transmitted from the portable device 52, and The air conditioning operation before boarding is executed by performing the calculation according to the program.

  In order to make the air conditioning environment in the passenger compartment comfortable before attempting to get on the vehicle, the user operates the portable device 52 to transmit a pre-ride air conditioning operation command to the vehicle air conditioner. This air conditioning operation before boarding is, as a rule, an allowable condition that the ignition switch of the vehicle is in an OFF state or that a signal that an occupant is on board is not transmitted to the air conditioner ECU 50.

  In each cycle shown in FIGS. 1 to 4, the operation states of the electromagnetic valves 11 to 14 and the three-way valve 4 are shown in the chart of FIG. 5. In FIGS. 1 to 4, the path through which the refrigerant flows in each cycle is indicated by a bold solid line, and the path through which the refrigerant does not flow is indicated by a broken line.

  In FIG. 1, a vehicle air conditioner 100 is a device that uses a heat pump cycle 1 (hereinafter simply referred to as a heat pump) that is an accumulator-type refrigeration cycle. An indoor blower 21 (air conditioner blower) that introduces air into the vehicle interior and sends it to the vehicle interior, and an air conditioner electronic control unit (hereinafter also referred to as an air conditioner ECU 50) connected to the engine ECU 60 as shown in FIG.

  The indoor blower 21 includes a blower case (not shown), a fan, and a blower motor, and the rotational speed of the blower motor is determined according to the voltage applied to the blower motor. The voltage applied to the blower motor is based on a control signal from the air conditioner ECU 50. As a result, the air volume is controlled by the air conditioner ECU 50.

  On one side of the blower case of the indoor blower 21, as an air intake port for taking in air, an inside air introduction port (not shown) for introducing vehicle interior air (inside air) and outside air for introducing vehicle compartment outside air (outside air). An introduction port (not shown) is formed, and an inside / outside air switching door 25 (FIG. 6) is provided which constitutes an inside / outside air switching means for adjusting an opening ratio between the inside air introduction port and the outside air introduction port.

  In the ventilation path in the air-conditioning case 20 on the downstream side of the blower air from the indoor blower 21, the evaporator 8 (cooling heat exchanger) in FIG. 1 and the air mix door are arranged in order from the upstream side to the downstream side. 22, a heater core 23, a condenser 3 (heating heat exchanger), and a PTC heater 24 (electric auxiliary heat source) are arranged.

  The downstream end of the other side of the air conditioning case 20 (upper side in FIG. 1) faces a defroster outlet (not shown) that discharges blown air toward the inner surface of the front window (window glass) of the vehicle, toward the upper body of the occupant. Are connected to a face outlet (not shown) for discharging the blast air and a foot outlet (not shown) for discharging the blast air toward the passenger's feet.

  The evaporator 8 is disposed so as to cross the entire passage (ventilation path) immediately after the indoor blower 21, and all the air blown out from the indoor blower 21 passes therethrough. The evaporator 8 functions as a cooling heat exchanger that dehumidifies and cools the blown air by the endothermic action of the refrigerant flowing inside during the COOL cycle operation and the dehumidification cycle operation.

  The heater core 23 is disposed on the downstream side of the blower air with respect to the evaporator 8 so that at least the heat transfer portion is located only in the warm air side passage in the air conditioning case 20. The heater core 23 functions as a heating heat exchanger that heats the surrounding air using the heat (water temperature) of the cooling water of the engine 30 that flows inside during the HOT cycle operation.

  At least the heat transfer portion of the condenser 3 is disposed only in the warm air side passage in the air conditioning case 20, and is disposed further downstream of the blowing air than the heater core 23. The condenser 3 functions as a heat exchanger that heats the blown air flowing through the hot air passage by the heat radiation action of the refrigerant flowing inside during the HOT (heating) cycle operation, the dehumidification cycle operation, and the COOL cycle operation.

  The PTC (positive temperature coefficient) heater 24 is installed such that at least its heat transfer portion is located only in the warm air side passage, and is arranged further downstream of the blown air than the condenser 3. The PTC heater 24 is auxiliary heating means for heating the blown air flowing through the hot air side passage in the HOT cycle operation and the COOL cycle operation. The PTC heater 24 includes a plurality of energization heating element units, and generates heat by energizing an arbitrary number of energization heating element units with a switch or a relay, thereby warming the surrounding air.

  This energization heating element portion is configured by fitting a PTC element into a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.). Further, the PTC heater 24 may further include a heat exchange fin portion that transmits heat generated from the energized heat generating element portion.

  The heat exchange fin portion includes a corrugated fin obtained by forming a thin aluminum plate into a wave shape, and an aluminum plate that keeps the corrugated fin in a certain shape and secures a contact area with the PTC element and the electrode plate. . The corrugated fin and the aluminum plate are joined by brazing.

  In the ventilation path downstream of the evaporator 8 and upstream of the heater core 23 and the condenser 3, air that has passed through the evaporator 8, air that passes through the condenser 3, and air that bypasses the condenser 3, An air mix door 22 is provided that can adjust the air volume ratio of these airs by dividing or switching.

  The air mix door 22 can block part or all of the hot air side passage and the cold air side passage, which are divided into two in the air conditioning case 20, by changing the position of the door body by an actuator or the like. . The opening degree of the warm air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the warm air side passage is opened, and can be adjusted in the range of 0 to 100%. Further, the opening degree of the cold air side passage by the air mix door 22 is a ratio at which the opening in the transverse direction of the cold air side passage is opened, and can be adjusted in a range of 0 to 100%.

  The heat pump includes an electric compressor 2, a condenser 3, a three-way valve 4, an outdoor heat exchanger 5, a first expansion valve 10, a second expansion valve 7, an evaporator 8, an accumulator 9, and electromagnetic valves 11-14. . In this heat pump, cooling, heating and dehumidification can be performed by the cooling evaporator 8 and the heating condenser 3 by using the state change of the refrigerant (for example, R134a, CO2 and the like) flowing in the refrigeration cycle. it can. The evaporator 8 and the condenser 3 constitute an indoor heat exchanger with respect to the outdoor heat exchanger 5.

  The refrigerant at the time of the COOL cycle operation flows in the direction of the white arrow along the path indicated by the bold solid line in FIG. This COOL cycle has a large dehumidifying capacity, and as shown in FIG. 1, an electric compressor 2 that sucks and discharges refrigerant, a condenser 3 into which refrigerant discharged from the electric compressor 2 flows, and COOL cycle operation Sometimes the refrigerant flowing from the condenser 3 exchanges heat with the air to dissipate the heat, the outdoor heat exchanger 5, the three-way valve 4 that directs the refrigerant flowing out of the condenser 3 to the outdoor heat exchanger 5, and the outdoor heat exchanger 5 is provided with an electromagnetic valve 11 provided to control the refrigerant flow from 5 to the evaporator 8 and a second expansion valve 7 for reducing the pressure of the refrigerant that has passed through the flow path opened by the electromagnetic valve 11.

  Further, the COOL cycle includes an evaporator 8 that evaporates the refrigerant decompressed by the second expansion valve 7 and cools the blown air, and an accumulator 9 that separates the refrigerant from each other, and these are connected in an annular shape by piping. It is formed by. The COOL cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → outdoor heat exchanger 5 → electromagnetic valve 11 → second expansion valve 7 → evaporator 8 → accumulator 9 → electric compressor 2.

  Thus, the COOL cycle operation path was cooled by exchanging heat with the blown air in the condenser 3 during the COOL cycle operation by switching the three-way valve 4 to communicate with the flow path on the outdoor heat exchanger 5 side. The refrigerant flows into the outdoor heat exchanger 5 without passing through the first expansion valve 10, further passes through the flow path opened by the electromagnetic valve 11, is decompressed by the second expansion valve 7, and then flows into the evaporator 8. Then, it is sucked into the electric compressor 2 via the accumulator 9.

  In the COOL cycle operation, heat is released from the outdoor heat exchanger 5 functioning as a condenser to the outside, and heat is absorbed from the evaporator 8. At this time, although the condenser 3 is also generating heat, the amount of heat exchange with the passenger compartment air can be reduced by controlling the position of the air mix door 22. A check valve 15 for preventing backflow is provided in the passage between the electromagnetic valve 11 and the second expansion valve 7.

  Next, the refrigerant at the time of the HOT cycle operation of the heat pump flows in the direction of the black arrow in the path indicated by the bold solid line in FIG. The HOT cycle has a large heating performance and is an operation without a dehumidifying ability. As shown in FIG. 2, the HOT cycle includes an electric compressor 2, a condenser 3 that heats air by exchanging heat between refrigerant and air discharged from the electric compressor 2 during HOT cycle operation, and a condenser 3. A first expansion valve 10 serving as a pressure reducing device for reducing the pressure of the refrigerant flowing in from the refrigerant, an electromagnetic valve 14 provided to control the refrigerant flow from the first expansion valve 10 to the outdoor heat exchanger 5, and a first expansion valve An outdoor heat exchanger 5 for evaporating the refrigerant decompressed in 10, an electromagnetic valve 12 provided to control the refrigerant flow from the outdoor heat exchanger 5 to the electric compressor 2, and an accumulator 9 are connected by piping. It is formed by connecting in an annular shape.

  The HOT cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 14 → outdoor heat exchanger 5 → electromagnetic valve 12 → accumulator 9 → electric compressor 2. Further, a check valve 16 for preventing a backflow is provided in a passage between the electromagnetic valve 12 and the accumulator 9.

  When the outdoor air is extremely low, heating by the HOT cycle is not effective, so the engine 30 is operated in the COOL cycle, the temperature of the engine cooling water (hot water) is raised, and the heat of the heater core 23 Is heated.

  Next, the refrigerant at the time of the first dehumidification (DRY EVA) cycle operation flows in the direction of the hatched thick arrow along the path indicated by the bold solid line in FIG. The first dehumidification cycle of the heat pump is an operation in which the heating performance is small and the dehumidifying capacity is medium level. For example, the vehicle interior is dehumidified with the small heating capacity by operating the operation panel 51 (FIG. 6). When selected is executed.

  In the first dehumidification cycle, as shown in FIG. 3, the electric compressor 2, the condenser 3, the first expansion valve 10, and the electromagnetic flow provided to control the refrigerant flow from the first expansion valve 10 to the evaporator 8. The valve 13, the evaporator 8 that evaporates the refrigerant depressurized by the first expansion valve 10, and the accumulator 9 are connected in a ring shape by piping.

  The first dehumidification cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator 8 → accumulator 9 → electric compressor 2. The first dehumidification cycle operation path is such that the refrigerant decompressed by the first expansion valve 10 does not flow into the outdoor heat exchanger 5 but flows into the evaporator 8 to cool the blown air, and then passes through the accumulator 9. This is a path that is sucked into the electric compressor 2.

  Next, the refrigerant at the time of the second dehumidification (DRY ALL) cycle operation flows in the direction of the hatched thick arrow along the route of the bold solid line in FIG. The second dehumidification cycle of the heat pump is an operation in which the heating performance is at a medium level and the dehumidification capacity is at a low level, and is selected when the vehicle interior is dehumidified with the heating capacity at a medium level by operating the operation panel 51, for example. To be executed.

  As shown in FIG. 4, the second dehumidification cycle has a refrigerant path branched between the first expansion valve 10 and the electromagnetic valve 13 in addition to the first dehumidification cycle operation path. The branched refrigerant path passes from the passage between the first expansion valve 10 and the electromagnetic valve 13 to the passage between the evaporator 8 and the accumulator 9 through the electromagnetic valve 14, the outdoor heat exchanger 5 and the electromagnetic valve 12. It is like that.

  Thereby, the second dehumidification cycle operation path is as follows: electric compressor 2 → condenser 3 → three-way valve 4 → first expansion valve 10 → electromagnetic valve 13 → evaporator 8 → accumulator 9 → electric compressor 2 path, It is comprised by the path | route of the 1st expansion valve 10-> outdoor heat exchanger 5-> solenoid valve 12-> accumulator 9.

  In this second dehumidification cycle operation path, the refrigerant decompressed by the first expansion valve 10 flows into the evaporator 8 without flowing into the outdoor heat exchanger 5 and cools the blown air, and then passes through the accumulator 9. And a path to be sucked into the electric compressor 2 through the accumulator 9 after flowing into the outdoor heat exchanger 5 and absorbing heat from the air.

  The electric compressor 2 is driven by a built-in electric motor 2a, can be controlled in rotational speed, and the refrigerant discharge flow rate is variable according to the rotational speed. The electric compressor 2 is applied with an AC voltage whose frequency is adjusted by an inverter 90 (FIG. 6), and the rotational speed of the electric motor 2a is controlled. The inverter 90 is supplied with DC power from the vehicle battery and is controlled by the air conditioner ECU 50.

  The outdoor heat exchanger 5 is arranged outside the vehicle compartment such as an engine compartment and exchanges heat between the outside air and the refrigerant. The outdoor heat exchanger 5 forcibly receives air from the outdoor fan 6 and functions as an evaporator during HOT cycle operation. It functions as a condenser during COOL cycle operation.

  The first expansion valve 10 includes a fixed expansion valve (for example, a capillary tube) such as a fixed throttle, a constant pressure expansion valve, a mechanical expansion valve, or the like. The first expansion valve 10 decompresses and expands the refrigerant supplied to the outdoor heat exchanger 5 during the HOT cycle operation.

  The second expansion valve 7 is provided with a temperature sensing cylinder, and is a temperature operation system that feeds back the outlet refrigerant temperature so that the evaporation state of the refrigerant at the outlet of the evaporator 8 has an appropriate degree of superheat and controls the refrigerant flow rate by an appropriate valve opening degree. Is adopted. In the HOT cycle and each dehumidification cycle, the low-pressure refrigerant decompressed by the second expansion valve 7 absorbs heat by the evaporator 8 and evaporates, and the refrigerant that has passed through the evaporator 8 flows into the accumulator 9. And the gas refrigerant in the accumulator 9 is sucked into the electric compressor 2.

  The evaporator (evaporator) 8 is a cooling heat exchanger that cools the blown air, and functions as a member that cools the conditioned air during the COOL cycle operation. The evaporator 8 cools the air passing through the core portion by performing heat exchange between the low-temperature and low-pressure refrigerant decompressed and expanded by the second expansion valve 7 and the air.

  The condenser 3 is a heating heat exchanger that heats the blown air, and is disposed in the air conditioning case 20 downstream (downwind) of the evaporator 8 and is compressed with the high-temperature and high-pressure refrigerant compressed by the electric compressor 2. By performing heat exchange with air, the air passing through the core is heated. The water pump 31 is provided in a circuit through which engine cooling water circulates, and supplies hot water made of engine cooling water to the heater core 23. The heater core 23 functions as a heater that heats the blown air together with the condenser 3.

  The air mix door 22 controls the mixing ratio of the cool air from the evaporator 8 and the warm air from the condenser 3 and the like (heater). The accumulator 9 temporarily stores excess refrigerant in the refrigeration cycle and sends out only the gas-phase refrigerant to prevent the liquid refrigerant from being sucked into the electric compressor 2. The three-way valve 4, the normally open solenoid valve 11, the normally closed solenoid valve 12, the normally closed solenoid valve 13, and the normally open solenoid valve 14 are flow path switching means. The operation state is as shown in FIG.

  The refrigerant pressure sensor 40 is provided in the flow path on the high pressure side of the heat pump, and detects the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the electric compressor 2. The refrigerant suction temperature sensor 41 is provided on the downstream side of the refrigerant flow in the outdoor heat exchanger 5 and detects the refrigerant suction temperature.

  The air conditioner ECU 50 in FIG. 6 is a control means for controlling the air conditioning operation in the passenger compartment, and signals from the microcomputer and various switches on the operation panel 51 provided in the front of the passenger compartment, the refrigerant pressure sensor 40, the refrigerant suction An input circuit to which sensor signals are inputted from a temperature sensor 41, an inside air sensor 42, an outside air sensor (outside air temperature detecting means) 43, a solar radiation sensor 44, an inlet temperature sensor 45, and the like, and an output circuit for sending output signals to various actuators I have.

  The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 51 or the like. It has various programs used for calculation.

  In addition, the air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates them, and calculates the set capacity of the electric compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 90 based on the calculation result, and the output power amount of the electric compressor 2 is controlled by the inverter 90.

  As described above, when the operation panel 51 and the portable device 52 are operated by the occupant, the operation signal for operating / stopping the air conditioner, the set temperature, and the like are input to the air conditioner ECU 50 and the detection signals of various sensors are input. Communicates with the engine ECU 60, the hybrid ECU 70, the navigation ECU 80, etc., and based on various calculation results, the electric compressor 2, the indoor blower 21, the outdoor fan 6, the PTC heater 24, the three-way valve 4, and the electromagnetic valves 11-14. The operation of each device such as the inside / outside air switching door 25 and the outlet switching door 26 is controlled. The navigation ECU 80 transmits, for example, position information of the own vehicle to the air conditioner ECU 50.

  FIG. 7 is a flowchart showing basic control processing by the air conditioner ECU 50 in the embodiment. In FIG. 7, the control starts when the ignition switch is turned on and power is supplied to the air conditioner ECU 50. Processes related to the subsequent steps are executed by the air conditioner ECU 50.

(Pre-air conditioning judgment)
The air conditioner ECU 50 air-conditions the passenger compartment based on signals from the various sensors described above, signals from various operation members provided on the operation panel 51, signals from the portable device 52 that is remotely operable operation means, and the like. Is configured to do. When the vehicle continuously stops and no occupant is on board, the air conditioner ECU 50 monitors the presence or absence of a pre-air conditioning request from the portable device 52 or a preset pre-air conditioning operation command.

  FIG. 7 is a flowchart showing overall control in the air conditioner ECU according to the embodiment. In step S1 of FIG. 7, when a pre-air conditioning request is received from the portable device 52, or when it is time to start pre-air conditioning based on an air-conditioning request time transmitted in advance, the vehicle is stopped. It is determined whether or not there is power and the power supply power is larger than the required power during the pre-air conditioning operation. When it is confirmed that the vehicle is in a stopped state and the power supply power is larger than the pre-air conditioning required power, a pre-air conditioning flag is set to permit execution of the pre-air conditioning.

(Initialize)
Next, in step S2, each parameter etc. memorize | stored in RAM etc. in air-conditioner ECU50 of FIG. 6 is initialized (initialization).

(Read switch signal)
Next, a switch signal or the like from the operation panel 51 or the like is read in step S3.

(Read sensor signal)
Next, in step S4, signals from the various sensors are read.

(TAO calculation / target evaporator temperature calculation)
Next, in step S5, the target blowing temperature TAO of the air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM.

(Formula 1) TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 42, Tam is the outside air temperature detected by the outside air sensor 43, and Ts is the solar radiation sensor 44. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 22, the control value of the rotation speed of the water pump 31, etc. are calculated from the signals from the TAO and the various sensors.

  In step S5, the subroutine control shown in FIG. 8 is executed to calculate the target evaporator temperature. FIG. 8 is a partial flowchart for calculating the target evaporator temperature in step S5 of FIG.

  In FIG. 8, it is determined in step S81 whether or not the travel power mode is set. In the traveling power mode, in step S82, the target cooling heat exchanger temperature TEO is determined using a map between 3 and 11 ° C. according to the target blowing temperature TAO.

  In cases other than the traveling power mode, in step S83, the target cooling heat exchanger temperature TEO is determined between 2 and 7 ° C. using a map in accordance with the target outlet temperature TAO. As described above, when the traveling power mode is selected, by increasing the target cooling heat exchanger temperature TEO, the amount of refrigerant necessary to maintain the cooling heat exchanger temperature is reduced, and the operation amount of the electric compressor 2 is reduced. Therefore, the power consumption of the entire vehicle air conditioner 100 is reduced, the discharge current of the battery is reduced, and as a result, the battery temperature is lowered. As a result, the capacity of the battery is increased and the power consumption of the entire vehicle is also reduced, so that the traveling power mode can be maintained.

(Cycle / PTC selection)
Next, in step S6 of FIG. 7, processing of cycle and PTC heater selection is performed. FIG. 9 is a flowchart showing the cycle / PTC selection process of FIG. In FIG. 9, it is determined in step S901 whether or not pre-air conditioning is performed. In the case of pre-air conditioning, it is determined in step S902 whether or not the outside air temperature is lower than −3 ° C.

  When the outside air temperature is lower than −3 ° C., the effectiveness of the heat pump is deteriorated and frost formation is likely to occur, so pre-air conditioning is performed by energizing the PTC heater in step S903. If the outside air temperature is not lower than −3 ° C., it is determined in step S904 whether or not the automatically selected air outlet mode is the face (FACE).

  If the automatically selected outlet mode is the face, it is determined that heating by the HOT cycle is not necessary, and pre-air conditioning in the COOL cycle is performed in step S905. If the air outlet mode is not the face, pre-air conditioning in the HOT cycle is performed in step S906.

  In step S901, it is determined whether or not pre-air conditioning is performed. If it is determined that the pre-air conditioning is not performed, it is determined in step S907 whether or not the outside air temperature is lower than −3 ° C. When the temperature is lower than −3 ° C., the efficiency of the heat pump is deteriorated and frost formation is likely to occur. Therefore, in step S908, air conditioning is performed using the COOL cycle, and the engine 30 is operated (engine ON).

  As a result of determining whether or not the outside air temperature is lower than −3 ° C. in step S907, it is determined in step S909 whether or not the air outlet mode is the face. In the case of the face, it is determined that the HOT cycle is not necessary, and the COOL cycle air conditioning is performed in step S910. If it is determined in step S909 whether or not the air outlet mode is the face, if it is not a face, air conditioning of the HOT cycle is performed in step S911.

  As described above, for example, when the pre-air-conditioning flag is set and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump is deteriorated and the outdoor heat exchanger 5 is easily frosted. In order to perform the pre-air conditioning by 24, the PTC heater 24 is energized.

  Further, when the outside air temperature is −3 ° C. or higher, if the air outlet mode in the automatic operation is the face mode, it is determined that heating by the heat pump is not necessary, and pre-air conditioning by the COOL cycle is performed. When the outside air temperature is −3 ° C. or higher and the mode is other than the face mode, pre-air conditioning for heating by the HOT cycle is performed.

  If the pre-air conditioning flag is not set, the pre-air conditioning is not performed, and the outside air temperature is lower than −3 ° C., the efficiency of heating by the heat pump is deteriorated and the outdoor heat exchanger 5 is likely to be frosted. Implement air conditioning by cycle. At this time, the engine 30 is operated to increase the temperature of the hot water and the heater core 23. The selection of each cycle shown in FIGS. 1 to 4 can also be performed manually through the operation panel 51.

(Blower voltage determination)
Next, in step S7 shown in FIG. 7, the blower voltage (voltage applied to the blower motor of the indoor blower 21) corresponding to the target blowout temperature TAO is determined using the map stored in the ROM. This step S7 is specifically executed based on FIG. FIG. 10 is a flowchart showing the blower voltage determination process in step S7 of FIG.

  As shown in FIG. 10, in step S1001, it is determined whether the blower control is automatic. In the case of auto, a temporary blower level f (TAO) serving as a base is calculated in step S1002. In this case, in the traveling power mode, a lower blower level is calculated and determined as compared with a case other than the traveling power mode.

  When the traveling power mode is selected, by restricting the blower air volume, the power consumption of the blower motor is reduced, and the increase in temperature of the cooling heat exchanger 8 is also slowed by reducing the air volume. The amount of work also decreases. As a result, the power consumption of the entire vehicle air conditioner 100 is reduced, the battery temperature is lowered, and the power consumption of the entire vehicle is also lowered, so that the traveling power mode can be maintained.

  Next, in step S1003, the warm-up air volume f (TW) is calculated according to the water temperature of the heater core 23 and the number of operating PTC heaters 24. Further, in step S1004, it is determined whether or not the outlet is any one of a foot (FOOT), a bi-level (B / L), and a foot differential (F / D). If it is either, the process proceeds to step S1005, and if not, the process proceeds to step S1006.

  In step S1005, the blower level is compared with the minimum value of f (TAO) at that time and f (TW), and the larger one is determined as the blower level. In step S1007, the determined blower level is converted into a blower voltage. On the other hand, in step S1006, the blower level is determined by f (TAO), and in step S1008, the determined blower level is converted into a blower voltage.

  If it is determined in step S1001 that the blower air volume control is not automatic, a voltage of 4 to 12 volts is applied to the blower motor according to the designated blower level by manual operation from Lo to Hi in step S1009.

(Suction port mode decision)
Next, in step S8 of FIG. 7, the suction port mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. Specifically, as is well known, the inside air circulation mode is selected when the target blowing temperature TAO is high, and the outside air introduction mode is selected when the target blowing temperature TAO is low.

(Air outlet mode decision)
Next, in step S9 of FIG. 7, the air outlet mode corresponding to the target air temperature TAO is determined from a map stored in the ROM as is well known. When the target blowing temperature TAO is high, the foot mode (FOOT) is selected, and the bi-level mode (B / L) and the face mode (FACE) are selected as the target blowing temperature TAO decreases, and this control is performed. finish.

(Electric compressor speed etc. determined)
Next, determination processing such as the electric compressor rotation speed is executed in step S10 of FIG. Step S10 is specifically determined based on FIG. FIG. 11 is a flowchart showing a process for determining the rotational speed of the electric compressor of FIG. In FIG. 11, in step S1101, a compressor rotation speed change amount ΔfC for preventing frost during the COOL cycle is calculated. First, in step S1101, the air conditioner ECU 50 calculates the target cooling heat exchanger temperature TEO calculated using the detection signals of various sensors, and the actual evaporator temperature TE (temperature detected by an evaporator temperature sensor not shown). The temperature deviation En is calculated using Equation 2 below.

(Formula 2) En = TEO-TE
Further, the deviation change amount EDOT is calculated using the following Equation 3.

(Formula 3) EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Furthermore, the air conditioner ECU 50 calculates “the compressor rotational speed change amount ΔfC during the COOL cycle” of the electric motor 2a one second ago by using the calculated En and EDOT and the map shown in step S1101 of FIG. The compressor rotational speed change amount ΔfC during the COOL cycle is a value that contributes to prevention of frost of the heat exchanger during the COOL cycle.

  The map shown in FIG. 11 is a map showing the relationship between the deviation En and the deviation change amount EDOT, and is stored in advance in the ROM. The compressor rotational speed change amount ΔfC in the temperature deviation En and the deviation change amount EDOT may be obtained by fuzzy control based on a predetermined membership function and rule stored in the ROM.

  Next, in step S1102, similarly, a compressor rotation speed change amount ΔfH for preventing an abnormally high pressure during the HOT cycle is calculated. In step S1102, the target pressure PDO, the high pressure Pre (Pre is the high pressure measured by the refrigerant pressure sensor 40 (FIGS. 1 and 6)), the deviation Pn, and the deviation change amount PDOT are used. The compressor speed change amount ΔfH is obtained as follows.

  During the HOT cycle operation by the heat pump, in step S1102 of FIG. 11, the previously obtained target blowing temperature TAO is converted into a target pressure PDO (hereinafter also simply referred to as PDO) of the refrigerant flowing on the high pressure side of the refrigeration cycle. A known method may be used for this conversion, and the target blowing temperature TAO may be converted into PDO using a conversion map.

  Further, a saturated refrigerant temperature Tc is obtained from the target blowing temperature TAO, the temperature efficiency φ that varies depending on the air volume V of the indoor blower 21, and the suction side air temperature of the condenser 3, and the saturated refrigerant temperature Tc and the saturation pressure Pc (condensation) are obtained. The saturation pressure Pc corresponding to the saturated refrigerant temperature Tc is obtained based on the relationship with the condensing pressure of the vessel 3), and this saturation pressure Pc may be used as the target pressure PDO.

  Next, a pressure deviation Pn between the target pressure PDO and the high pressure Pre detected by the refrigerant pressure sensor 40 is calculated by the following formula 4.

(Formula 4) Pn = PDO-Pre
Further, the deviation change amount PDOT is calculated by the following formula 5.

(Formula 5) PDOT = Pn−Pn−1
Pn−1 is the previous value of the deviation Pn. N is a natural number.

  Step S1102 in FIG. 11 describes a map showing the relationship among the pressure deviation Pn, the deviation change amount PDOT, and the compressor rotation speed change amount ΔfH. Next, using this Pn and PDOT and the map shown in FIG. 11 stored in the ROM of the air conditioner ECU 50, the amount of change in the compressor rotational speed that increases or decreases with respect to the electric compressor rotational speed fn-1 one second before. ΔfH is obtained.

  Note that the compressor rotational speed change amount ΔfH in the pressure deviation Pn and the deviation change amount PDOT may be obtained by fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

  In step S1103, it is determined whether or not the travel power mode is set. In the traveling power mode, the process proceeds to step S1104, and the maximum power consumption f (traveling) W is determined to be 4000 watts. If it is not in the traveling power mode, the process proceeds to step S1105, and the maximum power consumption f (traveling) W is determined to be 6000 watts.

  Next, in step S1106, the compressor rotation speed change amount rpm (ΔfPOWER) is calculated using a map from the wattage of the difference between the use permission power of the electric compressor 2 and the actual electric compressor power consumption. In this case, the use permission power is obtained by subtracting the electric fan power consumption and the blower power consumption from the maximum power consumption f (running) W.

  When the difference between the usage-permitted power and the compressor power consumption is large, the compressor rotational speed change amount ΔfPOWER is increased. Further, when the usable electric power of the electric compressor 2 and the actual power consumption of the electric compressor 2 are approximately equal, control is performed so as to decrease the compressor rotational speed change amount ΔfPOWER of the electric compressor 2.

  As described above, when the travel power mode is selected, the maximum power consumption of the vehicle air conditioner 100 is regulated in step S1104, so that the battery discharge current is reduced and the battery temperature is lowered, and the entire vehicle is consumed. Since the electric power is also reduced, there is room for battery power, and it becomes easy to maintain the traveling power mode.

  Next, in step S1107 of FIG. 11, it is determined whether or not it is a COOL cycle. In the case of the COOL cycle, in step S1108, by selecting the smaller one of the compressor rotation speed variations ΔfPOWER and ΔfC, it is possible to achieve both prevention of over-use permitted power and prevention of frost. If it is not the COOL cycle, in step S1109, by selecting the smaller one of ΔfPOWER and ΔfH, it is possible to achieve both prevention of over-use permitted power and prevention of abnormal high voltage.

(Each valve ON / OFF decision)
Next, in step S11 in FIG. 7, the ON or OFF operation of the three-way valve 4 and the electromagnetic valves 11 to 14 in the cycle is determined so that the control can be executed in each predetermined cycle. In this control, an output signal for turning on / off the operation of each valve is determined so that the operation state of each valve corresponding to each cycle shown in FIG.

(Control signal output)
Next, in step S12 of FIG. 7, the engine ECU 60, the inverter 90, the PTC heater 24, various actuators, the three-way valve 4, and the electromagnetic valve are obtained so that the control states calculated or determined in the respective steps S1 to S11 are obtained. Control signals are output to 11-14 and the like. Then, after the elapse of a predetermined time in step S13 in FIG. 7, the process returns to step S3, and each step is continuously executed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described. FIG. 12 is a flowchart showing a determination process (step S10) such as the electric compressor rotation speed of FIG. 7 to be used in the second embodiment of the present invention.

  The temperature deviation En between the target cooling heat exchanger temperature TEO calculated using the detection signals of the various sensors and the actual cooling heat exchanger temperature TE (temperature detected by the evaporator temperature sensor 44 (not shown)) is described above. Calculation is performed using Equation 2. Further, the deviation change amount EDOT is calculated using the above-described equation 3.

  Further, the air conditioner ECU 50 uses the calculated En and EDOT and the map shown in step S1201 of FIG. 12 to calculate “the compressor rotational speed change amount ΔfC during the COOL cycle” of the electric motor 2a one second ago. . The compressor rotational speed change amount ΔfC during the COOL cycle is a value that contributes to prevention of frost of the heat exchanger during the COOL cycle.

  The map shown in step S1201 of FIG. 12 is a map showing the relationship between the deviation En and the deviation change amount EDOT, and is stored in the ROM in advance. The compressor rotational speed change amount ΔfC in the temperature deviation En and the deviation change amount EDOT may be obtained by fuzzy control based on a predetermined membership function and rule stored in the ROM.

  Next, in step S1202, a change in the compressor speed of the electric compressor 2 is performed using the target pressure PDO, the high pressure Pre (Pre is a high pressure measured by the refrigerant pressure sensor 40), the deviation Pn, and the deviation change amount PDOT. The quantity PDOT is determined as described below.

  Hereinafter, a method for obtaining the compressor rotational speed change amount PDOT will be described in detail. During the HOT cycle operation by the heat pump, the previously obtained target blowing temperature TAO is converted into the target pressure PDO (hereinafter also simply referred to as PDO) of the refrigerant flowing on the high pressure side of the COOL cycle. A known method may be used for this conversion, and the target blowing temperature TAO may be converted into PDO using a conversion map.

  Further, as described above, the saturation pressure Pc may be obtained from the target blowing temperature TAO and the air volume V of the indoor blower 21, and the saturation pressure Pc may be used as the target pressure PDO. Next, the pressure deviation Pn between the target pressure PDO and the high pressure Pre detected by the refrigerant pressure sensor 40 is calculated by the above Equation 4. Further, the deviation change amount PDOT is calculated by the above equation 5.

  The map shown in step S1202 of FIG. 12 shows the relationship among the pressure deviation Pn, the deviation change amount PDOT, and the compressor rotation speed change amount ΔfH. Next, using this Pn, PDOT, and the map shown in step S1202 stored in the ROM of the air conditioner ECU 50, the amount of change in the compressor speed that increases or decreases with respect to the electric compressor speed fn-1 one second ago. ΔfH is obtained.

  Note that the compressor rotational speed change amount ΔfH in the pressure deviation Pn and the deviation change amount PDOT may be obtained by fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

  In step S1203, it is determined whether or not the travel power mode is set. In the traveling power mode, the process proceeds to step S1204, and the maximum rotation speed f (traveling) rpm for power limitation is determined to be 7000 rpm. If it is not in the traveling power mode, the process proceeds to step S1205, and the maximum rotation speed f (traveling) rpm is determined to be 10,000 rpm.

  Next, in step S1206, it is determined whether it is a COOL cycle. In the case of the COOL cycle, (Δf) is set to ΔfC in step S1207. If it is not a COOL cycle, (Δf) is set to ΔfH in step S1208. In step S1209, the value obtained by adding (Δf) to the previous electric compressor rotation speed is compared with f (running) rpm, and the smaller one is set as the current electric compressor rotation speed.

  As described above, in the second embodiment, in step S1203, it is determined whether or not the travel power mode is set. In the travel power mode, the maximum rotational speed for limiting the rotational speed in step S1204 is not the travel power mode. The rotation speed is set lower than the hour.

  In step S1206, in the case of a COOL cycle, frost can be prevented by selecting ΔfC in step S1207. If it is not a COOL cycle, abnormal high pressure can be prevented by selecting ΔfH in step S1208.

  In step S1209, the current compressor speed is calculated. The current amount of change (Δf) is added to the previous compressor rotational speed, but at this time, the maximum rotational speed f (running) rpm is set not to be exceeded. Thereby, when the traveling power mode is selected, the work amount of the electric compressor 2 is reduced by lowering the maximum rotational speed of the electric compressor 2, so that the power consumption is reduced and the battery temperature is lowered. In addition, since the power consumption of the entire vehicle is reduced, the traveling power mode can be maintained.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the first embodiment described above, the present invention is applied to a hybrid vehicle. However, the present invention is not limited to a hybrid vehicle and may be an electric vehicle.

  In the first embodiment described above, the PTC heater 24 is employed as the electric auxiliary heat source, but the present invention is not limited to this. The electric auxiliary heat source may be another device as long as it is energized to generate heat from a heating element or the like to heat surrounding air or an object.

  Moreover, although the vehicle air conditioner of the heat pump cycle is shown in the embodiment, the present invention is an expansion valve in which heating is performed exclusively by using the engine cooling water temperature in the heater core, and high pressure and liquid refrigerant is in the vehicle. Using a cooler cycle (also called an air conditioner cycle, etc.) that leads to the evaporator in the air conditioning case with the pressure reduced in step 1, and sends the vaporized refrigerant to the condenser outside the air conditioner case after compressing the vaporized refrigerant with an electric compressor It can also be applied to a vehicle air conditioner.

2 Electric compressor 3 Condenser (heat exchanger for heating)
5 Outdoor heat exchanger 8 Evaporator (heat exchanger for cooling)
20 Air-conditioning case 21 Indoor blower 23 Heater core (heat exchanger for heating)
24 PTC heater (electric auxiliary heat source)
25 Inside / outside air switching door constituting inside / outside air switching means 30 Engine 50 Air conditioner ECU (control means)
60 Electronic control unit for engine (engine ECU)
70 Hybrid ECU
100 Air conditioner for vehicle En Deviation EDOT Deviation change amount f (travel) W Maximum power consumption f (travel) rpm Maximum rotation speed ΔfC, ΔfH Compressor rotation speed change amount ΔfPOWER Compressor rotation speed change amount PDO Target pressure PDOT Deviation change amount Pn Deviation Pre High pressure S81, S1001, S1103, S1203 Traveling power mode determination means S82 Means for increasing the target cooling heat exchanger temperature S82, S1001, S1104, S1204 Means for suppressing power consumed by the vehicle air conditioner S1001 Air conditioning Means for reducing the amount of wind S1104 Means for setting the maximum power consumption low S1204 Means for setting the maximum rotational speed low TEO Heat exchanger temperature for target cooling

Claims (6)

A vehicle control system for a vehicle in which a vehicle interior is air-conditioned by a vehicle air conditioner (100) that consumes battery power, and a driving wheel is driven or assisted by a driving motor that rotates by the battery power,
A traveling power mode determining means for determining that a traveling power mode in which the output of the traveling motor obtained with respect to a predetermined accelerator operation amount is higher than other traveling modes is selected from among a plurality of traveling modes. S81, S1002, S1103, S1203),
Means (S82, S1002, S1104) for suppressing electric power consumed by the vehicle air conditioner (100) when the traveling power mode determining means determines that the traveling power mode is selected, compared to when the traveling power mode is not. , S1204), and a vehicle control system.   2. The vehicle control system according to claim 1, further comprising means (S <b> 1002) for reducing the amount of conditioned air of the vehicle air conditioner (100) when it is determined that the traveling power mode is set. .   The vehicle air conditioner (100) cools the blower air generated in the indoor blower (21) by the cooling heat exchanger (8) to form the air conditioned air, and the inside of the cooling heat exchanger (8). The vehicle control system according to claim 2, wherein the refrigerant pressurized by the electric compressor (2) flows.   The vehicle air conditioner (100) controls the temperature of the cooling heat exchanger (8) based on the set target cooling heat exchanger temperature (TEO), and determines that it is in the traveling power mode. 4. The vehicle control system according to claim 3, further comprising means (S <b> 82) for increasing the target cooling heat exchanger temperature (TEO) as compared to when not in the traveling power mode.   Means (S1104) for setting the maximum power consumption (f (travel) W) of the electric compressor (2) lower than when not in the travel power mode when determined as the travel power mode. The vehicle control system according to claim 3 or 4, characterized in that   Means (S1204) for setting the maximum number of revolutions (f (travel) rpm) of the electric compressor (2) lower when it is determined as the travel power mode than when not in the travel power mode; The vehicle control system according to claim 3 or 4, characterized in that

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