JP5126173B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that pre-air-conditions a vehicle interior using electric power supplied from a storage battery when an air conditioning operation is instructed by an operation from outside the vehicle while the vehicle is parked.

  Conventionally, as this type of vehicle air conditioner, there is known an apparatus that suppresses power consumption by reducing the compressor rotation speed and the blower air volume when the difference between the vehicle interior temperature and the target vehicle interior temperature is large during pre-air conditioning. (For example, refer to Patent Document 1 below).

JP 2006-298262 A

  However, in the above-described conventional technology, when the vehicle is parked or the like, the maximum rotation speed of the compressor is suppressed to be low, so that the maximum cooling capacity cannot be obtained, and there is a possibility that the occupant points out that the cooling is insufficient. is there. The present invention has been made paying attention to such problems existing in the prior art, and the object thereof is to achieve a target vehicle interior as a target outlet temperature earlier within a limited electric power during pre-air conditioning. An object of the present invention is to provide a vehicle air conditioner that can be brought close to temperature.

In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the invention, a vehicle capable of pre-air conditioning in the vehicle interior using electric power supplied from the storage battery (4) by instructing air conditioning operation by an operation from outside the vehicle while the vehicle is parked. Air conditioner, duct (9) that forms an air passage for air toward the passenger compartment, blower (26) that blows air into the passenger compartment in duct (9), and compressor that compresses and discharges refrigerant ( 20), a first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation. Depressurization means (22, 24) for depressurizing the refrigerant flowing out from the first indoor heat exchanger (61), and the refrigerant flowing outside the first indoor heat exchanger (61) arranged outside the duct (9) ) Evaporation chamber with heat exchange with outside air In the heat exchanger (23) and the duct (9), the refrigerant which is arranged on the air upstream side of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated to evaporate the refrigerant. A second indoor heat exchanger (62) that cools the air in the duct (9) by heat, and a flow path that allows the refrigerant that has flowed out of the first indoor heat exchanger (61) to flow to the outdoor heat exchanger (23) or (2) A refrigeration cycle (31) provided with switching means (31-33) for switching to a flow path flowing through the indoor heat exchanger (62), and capable of operating in a cooling cycle or a heating cycle by switching the flow path with the switching means (31-33) 100) and the air in the duct (9) is heated in the duct (9) by using the electric power that is disposed downstream of the first indoor heat exchanger (61) and supplied from the storage battery (4). Electric heater (52) and little Both operating ratio of the blower (26), the compressor (20), switching means (31 to 33), the air conditioning system and a control means for controlling the operation of the electric heater (52) (8),
An electric fan (29) for ventilating the outside air to the outdoor heat exchanger (23),
When there is a limit to the power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as the air conditioning heat source. Is operated at each predetermined operation rate ,
Further, the control means (8) sets the power consumption corresponding to each operation rate determined in advance according to the air conditioning heat source of the blower (26) as the minimum power, and converts the compressor (20) from the power available for air conditioning. It is characterized in that the blower (26) is operated with a larger power value by comparing the power value obtained by subtracting the power consumption and the power consumption of the electric fan (29) with the minimum power .

According to the first aspect of the present invention, the target blowout temperature can be brought closer to the target vehicle interior temperature earlier within the limited electric power during pre-air conditioning. In addition, when the compressor power is reduced, the amount of heat that is supplied to the passenger compartment is increased by turning the blower power to the blower power, and the effect of pre-air conditioning can be further enhanced. Within the electric power, the target outlet temperature can be brought closer to the target cabin temperature earlier.

The invention according to claim 2 is a vehicle air conditioner capable of performing pre-air-conditioning by instructing an air-conditioning operation by an operation from outside the vehicle while the vehicle is parked. A duct (9) that forms an air passage, (b) a blower (26) that blows air into the vehicle interior in the duct (9), (c) a compressor (20) that compresses and discharges the refrigerant, and a duct (9 The first indoor heat exchanger (61), which condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation, and the first indoor heat exchanger Pressure reducing means (22, 24) for depressurizing the refrigerant flowing out from (61), the refrigerant arranged outside the duct (9) and flowing out from the first indoor heat exchanger (61) into the air and heat outside the duct (9) Outdoor heat exchanger (23) to be exchanged and evaporated, duct (9) , The refrigerant that is disposed upstream of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated, and the air in the duct (9) is cooled by the heat of evaporation. A flow path for flowing the refrigerant flowing out of the second indoor heat exchanger (62) and the first indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62) Switching means (31 to 33) for switching to
From the first indoor heat exchanger (61) in the refrigeration cycle (100) operable in the cooling cycle or the heating cycle by switching the flow path by the switching means (31 to 33), and (d) the duct (9). An electric heater (52) that heats the air in the duct (9) using the power supplied from the storage battery (4) disposed on the downstream side of the air, and (e) the operating rate of at least the blower (26), In a vehicle air conditioner comprising a compressor (20), switching means (31-33), and control means (8) for controlling the operation of the electric heater (52),
When there is a limit to the power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as the air conditioning heat source. Is operated at each predetermined operation rate,
The control means (8) activates the electric heater (52) when preheating is performed using the electric heater (52) and the blower (26) while limiting the electric power so as not to exceed the electric power available for air conditioning. The electric power that can be used by the electric heater (52) during the predetermined time is used as the electric power that can be used for air conditioning .

According to the second aspect of the present invention, the target blowout temperature can be brought closer to the target cabin temperature more quickly within the limited power during pre-air conditioning. Further, on-off hunting due to an inrush current generated when starting the electric heater (52) can be prevented, and after a predetermined time has passed, the target vehicle interior can be quickly set as the target blowing temperature within the limited power during pre-air conditioning. Can be close to temperature.

Moreover, in invention of Claim 3, in the vehicle air conditioner of Claim 1 or 2, each operation rate predetermined according to the air-conditioning heat source of the air blower (26) is the operation rate at the time of a cooling cycle. Compared to, it is characterized by a larger operating rate during the heating cycle. According to the third aspect of the present invention, a sufficient amount of heat can be supplied even during the heating cycle where the pressure loss is larger than that during the cooling cycle.

According to a fourth aspect of the present invention, the vehicle air conditioner according to any one of the first to third aspects further comprises an inside air temperature detecting means (111) for detecting an air temperature in the passenger compartment,
When the pre-air-conditioning is started, the control means (8) has a difference between the vehicle interior temperature detected by the inside air temperature detection means (111) and the calculated target outlet temperature (TAO) less than a predetermined value and the air-conditioning load is small. The pre-air conditioning is performed by correcting the target blowing temperature (TAO) to the side where the feeling of air conditioning becomes stronger.

  Since air conditioning normally performs only weak air conditioning when the air conditioning load is small, even if pre air conditioning is performed when the air conditioning load is not so high, it is difficult to understand that the pre air conditioning has been performed when the passenger gets on. Therefore, according to the fourth aspect of the present invention, when the air conditioning load is small, the target blowing temperature (TAO) in the pre-air conditioning is corrected to the side where the feeling of air conditioning becomes stronger than the air conditioning during normal boarding. The joy of pre-air conditioning can be easily realized when the passenger gets on.

According to a fifth aspect of the present invention, in the vehicle air conditioner according to any one of the first to fourth aspects, the outside air temperature detecting means (112) for detecting the air temperature outside the vehicle compartment, or the vehicle interior is irradiated. A solar radiation amount detecting means (113) for detecting the solar radiation amount,
When the control means (8) performs the cooling operation by pre-air conditioning, the higher the outside air temperature detected by the outside air temperature detecting means (112), or the greater the amount of solar radiation detected by the solar radiation amount detecting means (113). The pre-air-conditioning is performed by correcting the target blowing temperature (TAO) to the lower side.

  According to the fifth aspect of the present invention, in the situation where the outside air temperature is high even when the air conditioning load is small, or in the situation where the amount of solar radiation is large, the target blowing temperature in the pre-air conditioning is compared with the cooling operation during normal riding. By correcting (TAO) to the lower side, it is possible to easily feel the joy of pre-air conditioning when the passenger gets on.

According to a sixth aspect of the present invention, in the vehicle air conditioner according to any one of the first to fifth aspects, the duct (9) is air-conditioned toward at least the inner surface of the vehicle front window glass at the downstream end of the air. A defroster outlet (11) that blows air, a face outlet (12) that blows air-conditioned air toward the passenger's head and chest, a foot outlet (13) that blows air-conditioned air toward the feet of the passenger, and an air outlet (11 ~ 13) and a blower outlet switching means (14-16) for switching between opening and closing, a plurality of blower outlet modes can be selected by control of the blower outlet switching means (14-16),
When the pre-air conditioning is performed, the control means (8) controls the outlet switching means (14 to 16), and the face mode, the bi-level mode, and the foot mode are set as the outlet mode that does not open the defroster outlet (11). It is characterized by either.

According to the sixth aspect of the present invention, the amount of heat released from the front window glass of the vehicle is suppressed, so that the target blowout temperature can be quickly brought closer to the target vehicle interior temperature within the limited power during pre-air conditioning. it can.

Moreover, in invention of Claim 7 , in the vehicle air conditioner in any one of Claim 1 thru | or 6 , it is arrange | positioned in the air upstream end of a duct (9), and the inside air introduce | transduced in a duct (9) An inside / outside air adjusting means (19) for adjusting the ratio with the outside air is provided, and the control means (8) controls the inside / outside air adjusting means (19) to perform the internal unit circulation mode when performing the heating operation by the pre-air conditioning. It is characterized by doing.

According to the seventh aspect of the present invention, when heating operation is performed with the inside air circulation, the possibility of window fogging increases. However, in pre-air-conditioning that is performed in a situation where the occupant is not parked and parked, By making it circulate, it is possible to bring the target air temperature closer to the target vehicle interior temperature more quickly.

According to an eighth aspect of the present invention, in the vehicle air conditioner according to any one of the first, third , sixth , and seventh aspects, at least the amount of air blown into the vehicle compartment by the blower (26) is manually switched. Air volume switching means, air outlet switching means for manually switching the air outlet mode, suction port switching means for manually switching the air inlet mode,
When the pre-air conditioning is performed, the control means (8) controls the operation of the blower (26), the control of the outlet switching means (14 to 16), and the control of the inside / outside air adjustment means (19). It is characterized in that it is executed in preference to the setting in the air outlet switching means and the air inlet switching means.

According to the eighth aspect of the present invention, in the pre-air-conditioning that is performed in a situation where the occupant is not parked while parked, the target blowout temperature can be quickly obtained by performing the control in preference to the manual setting. The target vehicle interior temperature can be approached.

According to the ninth aspect of the invention, a vehicle capable of pre-air conditioning in the vehicle interior using electric power supplied from the storage battery (4) by instructing an air conditioning operation by an operation from outside the vehicle while the vehicle is parked. Air conditioner, duct (9) that forms an air passage for air toward the passenger compartment, blower (26) that blows air into the passenger compartment in duct (9), and compressor that compresses and discharges refrigerant ( 20), a first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation. Depressurization means (22, 24) for depressurizing the refrigerant flowing out from the first indoor heat exchanger (61), and the refrigerant flowing outside the first indoor heat exchanger (61) arranged outside the duct (9) ) Outdoor heat that evaporates by exchanging heat with outside air In the exchanger (23) and the duct (9), the refrigerant that is disposed on the air upstream side of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) evaporates to evaporate the heat. From the second indoor heat exchanger (62) for cooling the air in the duct (9), the electric fan (29) for ventilating the outside air to the outdoor heat exchanger (23), and the first indoor heat exchanger (61) There is provided switching means (31-33) for switching the flowed refrigerant to the flow path for flowing to the outdoor heat exchanger (23) or the flow path for flowing to the second indoor heat exchanger (62), and flows by the switching means (31-33). A refrigeration cycle (100) that can be operated in a cooling cycle or a heating cycle by switching the path, and a battery (4) that is disposed on the air downstream side of the first indoor heat exchanger (61) in the duct (9). Use the supplied power to An electric heater (52) for heating the air in the fan (9), at least the operating rate of the blower (26), the compressor (20), the electric fan (29), the switching means (31-33), the electric heater In a vehicle air conditioner comprising control means (8) for controlling the operation of (52),
When there is a limit to the power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as the air conditioning heat source. The power consumption when operating at each predetermined operating rate is the minimum power, and the power consumption of the compressor (20) and the power consumption of the electric fan (29) are subtracted from the power that can be used for air conditioning. It is characterized in that the blower (26) is operated at a power value that is larger than the power value and the minimum power.

According to the ninth aspect of the present invention, when the compressor power is lowered, the amount of heat supplied to the passenger compartment is increased by turning the reduced power to the blower power, and the effect of the pre-air conditioning can be further enhanced. Therefore, the target blowout temperature can be brought closer to the target vehicle interior temperature more quickly within the limited electric power during pre-air conditioning.

In the invention according to claim 10 , a vehicle capable of pre-air conditioning in the vehicle interior using electric power supplied from the storage battery (4) by instructing an air conditioning operation by an operation from outside the vehicle while the vehicle is parked. Air conditioner, duct (9) that forms an air passage for air toward the passenger compartment, blower (26) that blows air into the passenger compartment in duct (9), and storage battery disposed in duct (9) The electric heater (52) for heating the air in the duct (9) using the electric power supplied from (4), and the control means (8) for controlling the operation of at least the blower (26) and the electric heater (52). In a vehicle air conditioner equipped with
The control means (8) has a limit on power that can be used for air conditioning during pre-air conditioning, and performs pre-heating using the electric heater (52) and the blower (26) while limiting power so as not to exceed that power. In this case, the electric power that can be used in the electric heater (52) is set to electric power that can be used in air conditioning for a predetermined time from the start of the electric heater (52).

According to the tenth aspect of the present invention, on-off hunting due to an inrush current generated when starting the electric heater (52) can be prevented, and within a limited electric power during pre-air conditioning after a predetermined time has elapsed. Thus, the target air temperature can be brought closer to the target vehicle interior temperature earlier.

It is a block diagram which shows the control system of the hybrid vehicle in all the embodiment of this invention. It is a whole schematic diagram which shows schematic structure of the vehicle air conditioner 10 in all the embodiments. It is a block diagram which shows the control system of the vehicle air conditioner 10 in all the embodiments. It is a flowchart which shows the main routine of air-conditioner ECU8 in all the embodiments. It is a flowchart which shows the process sequence of TAO calculation in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the air-conditioning heat source selection in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the blower voltage determination in 1st Embodiment of this invention. It is a figure explaining the determination of the blower voltage according to an air-conditioning heat source, (a) is a cooling cycle, (b) is a heating cycle, (c) is an example of an electric heater. It is a flowchart which shows the process sequence of the suction inlet mode determination in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of the blower outlet mode determination in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of electric heater act | operating number determination in 1st Embodiment of this invention. It is a flowchart which shows the process sequence of TAO calculation in 2nd Embodiment of this invention. It is a flowchart which shows the process sequence of the blower voltage determination in 3rd Embodiment of this invention.

  Hereinafter, a plurality of modes for carrying out the present invention will be described with reference to the drawings. In the respective embodiments, portions corresponding to the matters described in the preceding embodiments may be denoted by the same reference numerals and redundant description may be omitted. Further, when only a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those described above. It should be noted that not only the combination of the parts specifically described in each embodiment, but also the embodiments can be partially combined as long as the combination does not hinder.

(First embodiment)
The vehicle air conditioner of 1st Embodiment which is one Embodiment of this invention is demonstrated according to FIGS. FIG. 1 is a block diagram showing a control system for a hybrid vehicle, and FIG. 2 is an overall schematic diagram showing a schematic configuration of a vehicle air conditioner 10. FIG. 3 is a block diagram showing a control system of the vehicle air conditioner 10, and FIG. 4 is a flowchart showing a main routine of the air conditioner ECU (control means) 8. The contents shown in FIGS. 1 to 4 are applied not only to the present embodiment but also to second and third embodiments described later.

  The vehicle air conditioner 10 is mounted on a hybrid vehicle. As shown in FIG. 1, the hybrid vehicle has a traveling engine 1 that generates power by exploding and burning liquid fuel such as gasoline, and a motor generator 2 that has a motor function and a generator function for driving assistance. The engine ECU 3 that controls the fuel supply amount and the start timing of the engine 1, the air conditioner ECU 8 that controls the air conditioning in the vehicle interior, the motor generator 2, the engine ECU 3, each part of the indoor unit, and the refrigeration cycle 100 (see FIG. 2) A battery (storage battery) 4 that supplies electric power to the components of the above, and a hybrid ECU 6 that controls a motor generator 2, a continuously variable transmission (not shown), an electromagnetic clutch 7, and the like and outputs a control signal to the engine ECU 3 I have.

  The hybrid ECU 6 has a function of controlling switching of which driving force of the engine 1 and the motor generator 2 is transmitted to the driving wheels, and a function of controlling charging and discharging of the battery 4. Specifically, the hybrid ECU 6 performs the following control. During traveling of the vehicle except during deceleration, the driving force of the engine 1 is transmitted to the drive wheels, and during deceleration, the engine 1 is stopped, the motor generator 2 generates power, and the battery 4 is charged. When the traveling load such as starting and acceleration is large, the driving force by the motor generator 2 is transmitted to the driving wheels in addition to the driving force by the engine 1.

  Further, when the charge amount of the battery 4 becomes equal to or less than the charge start target value when the engine 1 is operated, the power of the engine 1 is transmitted to the motor generator 2, and the electric power generated by the motor generator 2 is transferred to the inverter 5. To charge the battery 4. Further, when the charge amount of the battery 4 is equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 1 is sent to the engine ECU 3 to transmit the power of the engine 1 to the motor generator 2.

  The battery 4 includes a charging device for charging power consumed by air conditioning in the vehicle interior or traveling, for example, a nickel hydride storage battery. This charging device is provided with a power stand as a power supply source or an outlet connected to a commercial power source, and the battery 4 is charged by connecting the power supply source to the outlet.

  The vehicle air conditioner 10 is used as a so-called auto air conditioner, and as shown in FIG. 2, a duct 9 for sending air into the passenger compartment, and a centrifugal type that generates an air flow in the duct 9. The blower (blower) 26, the vapor compression refrigeration cycle 100, and the air conditioner ECU 8 as an air conditioning control device that operates by receiving power from the battery 4 and automatically controls the operation of each air conditioner.

  The duct 9 is disposed on the front side in the passenger compartment of the hybrid vehicle. The most upstream side (windward side) of the duct 9 is a portion constituting an inside / outside air switching box, and an inside air suction port 17 for taking in air in the vehicle interior (hereinafter referred to as inside air), and air outside the vehicle compartment (hereinafter referred to as “inside air”). It has an outside air inlet 18 for taking in outside air). Further, an inside / outside air switching door (inside / outside air adjusting means) 19 is rotatably supported inside the inside air suction port 17 and the outside air suction port 18. The inside / outside air switching door 19 is driven by an actuator (not shown) such as a servo motor to switch the suction port mode to an inside air circulation mode, an outside air introduction mode, and an inside / outside air introduction mode.

  The inside air circulation mode is a suction port mode in which the inside air suction port 17 is fully opened and the outside air suction port 18 is fully closed, and the outside air introduction mode is a suction port mode in which the inside air suction port 17 is fully closed and the outside air suction port 18 is fully opened. The inside / outside air introduction mode is a suction port mode in which the inside air suction port 17 is half-opened and the outside air suction port 18 is half-opened. The inside / outside air switching door 19 constitutes the inside / outside air adjusting means referred to in the present invention together with the inside / outside air switching box and the actuator.

  Further, the most downstream side (downward side) of the duct 9 is a portion constituting the blowout outlet switching box, and a defroster blowout opening 11 that blows mainly hot air toward the inner surface of the front window glass of the hybrid vehicle, the occupant's head. It has a face air outlet 12 that mainly blows cold air toward the chest, and a foot air outlet 13 that mainly blows hot air toward the feet of the occupant.

  Furthermore, in the present embodiment, a defroster door 14, a face door 15, and a foot door 16 are rotatably supported as mode switching doors inside the air outlets 11 to 13, respectively. These mode switching doors 14 to 16 are driven by an actuator (not shown) such as a servo motor to switch the outlet mode to the face mode, the bi-level mode, the foot mode, the foot defroster mode, and the defroster mode.

  The face mode is an air outlet mode in which only the face air outlet 12 is opened, the bi-level mode is an air outlet mode in which the face air outlet 12 and the foot air outlet 13 are opened, and the foot mode is only the foot air outlet 13. It is the blower outlet mode which opens. The foot defroster mode is a blower outlet mode in which the defroster blower outlet 11 and the foot blower outlet 13 are opened, and the defroster mode is a blower outlet mode in which only the defroster blower outlet 11 is opened. The mode switching doors 14 to 16 constitute the air outlet switching means referred to in the present invention together with the air outlets 11 to 13 and the actuator.

  The blower 26 includes a centrifugal multiblade fan 27 rotatably accommodated in a scroll case integrally formed with the duct 9, and a blower motor 28 that drives the centrifugal multiblade fan 27. The air volume (the rotational speed of the blower motor 28) is controlled based on the terminal voltage (blower voltage) of the blower motor 28 applied via the blower motor 28 (not shown).

  The refrigeration cycle 100 can be switched to a cooling cycle or a heating cycle, and includes a refrigerant compressor 20, a first indoor heat exchanger 61, a first decompressor (decompression unit) 22, an outdoor heat exchanger 23, and a second decompression. And a second indoor heat exchanger (indoor heat exchanger) 62, an accumulator 25, a refrigerant flow path switching means to be described later, and a refrigerant pipe connecting these in an annular shape. The flow direction of the refrigerant changes based on the mode. As the air conditioning mode in the present embodiment, a cooling mode (cooling cycle) for performing a cooling operation, a heating mode (heating cycle) for performing a heating operation, a dehumidifying mode (dehumidification cycle) for performing a dehumidifying operation, and the like are set.

  The compressor 20 is an electric compressor, and compresses the gas refrigerant sucked in from the suction port and discharges the high-temperature and high-pressure gas refrigerant from the discharge port, and the compression unit. It consists of an electric motor (not shown) as a drive unit for driving. The compressor 20 includes an air conditioner inverter 30 as a rotation speed control means for controlling the rotation speed of the compressor 20 based on an output signal of the air conditioner ECU 8.

  In the electric motor, the electric power applied from the battery 4 is variably controlled continuously or stepwise by the air conditioner inverter 30. Therefore, the compressor 20 adjusts the flow rate of the refrigerant circulating in the refrigeration cycle 100 by changing the refrigerant discharge capacity according to the change in the rotation speed of the electric motor due to the change in the applied power, thereby the first indoor heat exchanger. The heating capacity of 61 and the cooling capacity of the second indoor heat exchanger 62 are controlled.

  The first indoor heat exchanger 61 is always operated as a refrigerant condenser, and the second indoor heat exchanger 62 is always operated as a refrigerant evaporator. The outdoor heat exchanger 23 is operated as a refrigerant condenser during the cooling mode and the cooling-like dehumidification mode, and is operated as a refrigerant evaporator during the heating mode and the heating-like dehumidification mode.

  The 1st decompressor 22 is a decompression means of this invention, and is a capillary tube which decompresses the refrigerant | coolant which flowed in from the 1st indoor heat exchanger 61 at the time of heating mode and defrost heating mode. The first pressure reducer 22 may be a temperature or electric expansion valve, or a pressure reducing means such as an orifice, but it is desirable to use a fixed throttle such as a capillary tube or an orifice that is inexpensive and does not fail. .

  The outdoor heat exchanger 23 is installed outside the passenger compartment (for example, a place where the traveling wind is easily received), and exchanges heat between the refrigerant flowing inside and the outside air blown by the electric fan 29. The outdoor heat exchanger 23 functions as a refrigerant evaporator that evaporates and vaporizes the low-temperature and low-pressure refrigerant decompressed by the first decompressor 22 by heat exchange with the outside air during the heating mode and the dehumidifying mode, and during the cooling mode, It functions as a refrigerant condenser that condenses and liquefies the refrigerant flowing in from the first indoor heat exchanger 61 by heat exchange with the outside air.

  The second decompressor 24 is a decompression unit of the present invention, and is a capillary tube that decompresses the refrigerant flowing from the outdoor heat exchanger 23 in the cooling mode. The second pressure reducer 24 may be a temperature or electric expansion valve, or a pressure reducing means such as an orifice, but it is desirable to use a fixed throttle such as a capillary tube or an orifice that is inexpensive and has no failure. .

  The second indoor heat exchanger 62 is disposed in the duct 9, and the low-temperature and low-pressure refrigerant decompressed by the second decompressor 24 and the first decompressor 22 in the cooling mode and the dehumidifying mode is used as the air in the duct 9. It functions as a refrigerant evaporator that evaporates and vaporizes by heat exchange. As a result, the refrigerant flowing inside the second indoor heat exchanger 62 removes the latent heat of evaporation from the air passing through the second indoor heat exchanger 62 (heat absorption) and evaporates, whereby the second indoor heat exchanger 62 is obtained. The air passing through is cooled and dehumidified.

  The accumulator 25 functions as a gas-liquid separator that separates the refrigerant flowing into the liquid into a liquid refrigerant and a gas refrigerant, stores the liquid refrigerant, and supplies only the gas refrigerant to the compressor 20. A receiver (liquid receiver) may be used as the gas-liquid separator. The connection point of the receiver is connected between the first indoor heat exchanger 61 and the first pressure reducer 22 or connected between the outdoor heat exchanger 23 and the second pressure reducer 24.

  In the present embodiment, the air mix door 63 is rotatably attached to the air inlet portion of the first indoor heat exchanger 61 in order to prevent heat dissipation of the first indoor heat exchanger 61 without using a four-way valve. The air mix door 63 closes the first indoor heat exchanger 61 during the cooling mode, opens the first indoor heat exchanger 61 during the heating mode and the dehumidifying mode, and operates the first indoor heat exchanger 61 as a refrigerant condenser. . The air mix door 63 is driven by an actuator (not shown) such as a stepping motor or a servo motor, and its opening degree is controlled by the air conditioner ECU 8.

  Moreover, in this embodiment, the hot water which heats the air in the duct 9 by using the cooling water that cools the traveling engine 1 as a heat source between the first indoor heat exchanger 61 and the air mix door 63 in the duct 9. An electric pump (not shown) that circulates cooling water to the hot water heater 51 is disposed in the hot water circuit between the engine 1 and the hot water heater 51. The electric pump is operated and stopped based on the output signal of the air conditioner ECU 8, and the rotational speed of the pump (the circulation amount of the cooling water) is controlled.

  Moreover, in this embodiment, the electric heater 52 which heats the air in the duct 9 using the electric power supplied from the battery 4 between the first indoor heat exchanger 61 in the duct 9 and the outlet switching box. It has. The electric heater 52 includes a plurality of electric heaters 52, and the number of electric heaters 52 energized via a heater driving circuit (not shown) is controlled based on an output signal of the air conditioner ECU 8.

  The refrigerant flow path switching means changes the flow direction of the refrigerant circulating in the refrigeration cycle 100 according to the cooling operation route (the route indicated by the arrow C in FIG. 2), the heating operation route (the route indicated by the arrow H in FIG. 2), and the dehumidification operation route (the figure). 2), a dehumidifying and heating operation route (indicated by arrows D and H in FIG. 2), a dehumidifying and cooling operation route (indicated by arrows D and C in FIG. 2), and a defrosting operation route (not shown). The three first to third solenoid valves (electromagnetic on-off valves) 31 to open when energized (on) and close when energization is stopped (off). 33.

  The 1st solenoid valve 31 is the 1st refrigerant | coolant flow path which flows the refrigerant | coolant which flowed out from the 1st indoor heat exchanger 61 at the time of the heating mode and the heating dehumidification mode to the 1st pressure reduction device 22-> outdoor heat exchanger 23-> accumulator 25 in order. It is an on-off valve that opens and closes X. Specifically, the first electromagnetic valve 31 is installed in a heating refrigerant flow path 41 that connects a branch portion on the downstream side of the outdoor heat exchanger 23 and a junction portion on the upstream side of the accumulator 25.

  The second solenoid valve 32 is provided in the second refrigerant flow path Y for flowing the refrigerant that has flowed out of the first indoor heat exchanger 61 in the air-cooling dehumidification mode in order from the first pressure reducer 22 to the second indoor heat exchanger 62 → the accumulator 25. An on-off valve that opens and closes. Specifically, the second electromagnetic valve 32 is configured to provide a dehumidifying and cooling refrigerant flow that bypasses the second decompressor 24 and connects the upstream branch portion of the second decompressor 24 and the downstream junction portion of the second decompressor 24. It is installed in a road (bypass road) 42.

  The third solenoid valve 33 transfers the refrigerant that has flowed out of the first indoor heat exchanger 61 during the cooling mode and the cooling-dehumidifying mode to the outdoor heat exchanger 23 → the second decompressor 24 → the second indoor heat exchanger 62 → the accumulator 25. It is an on-off valve that opens and closes the third refrigerant flow path Z that flows in sequence. Specifically, the third electromagnetic valve 33 is a cooling refrigerant flow path (bypass path) that connects the downstream side of the first indoor heat exchanger 61 and the upstream side of the outdoor heat exchanger 23 by bypassing the first pressure reducer 22. 43.

  Here, the 1st refrigerant | coolant flow path X connects the branch part 45 of the downstream of the 1st pressure reduction device 22, and the confluence | merging part 46 of the upstream of the accumulator 25, and the outdoor heat which acts as a refrigerant evaporator at the time of heating dehumidification mode. This is a flow path for flowing the refrigerant through the exchanger 23. Further, the second refrigerant flow path Y connects the branching portion 45 on the downstream side of the first pressure reducer 22 and the merging portion 46 on the upstream side of the accumulator 25 to bypass the second pressure reducing device 24 in the air-cooling dehumidification mode. This is a flow path for flowing the refrigerant to the second indoor heat exchanger 62 that functions as a refrigerant evaporator.

  Further, the third refrigerant flow path Z causes the refrigerant to flow to the outdoor heat exchanger 23 that bypasses the first pressure reducer 22 and functions as a refrigerant condenser in the cooling mode and the air-cooled dehumidifying mode, and passes through the second pressure reducer 24. This is a flow path for flowing the refrigerant to the second indoor heat exchanger 62 that functions as a refrigerant evaporator.

  Next, the control system of the vehicle air conditioner 10 will be described mainly with reference to FIG. The air conditioner ECU 8 is a pre-air-conditioning operation command transmitted from the microcomputer 8a, signals from various switches on the control panel 40 provided in the front of the vehicle interior, sensor signals from various sensors 111 to 116, and a portable terminal 50 described later. An input circuit 8b to which signals and the like are input and an output circuit 8c for sending output signals to various actuators M1 to M6 are provided.

  The microcomputer 8a 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 control panel 40 or the like. It has various programs used for the calculation.

  The control panel 40 includes an air conditioner switch for commanding start and stop of the compressor 20, a suction port changeover switch for switching the suction port mode, a temperature setting switch for setting the vehicle interior temperature, and a vehicle interior by the blower 26. An air volume switching switch for switching the air flow rate to the air outlet, an air outlet switching switch for switching the air outlet mode, and the like are provided.

  The various sensors are an inside air temperature sensor (inside air temperature detecting means) 111 for detecting the air temperature in the vehicle interior, an outside air temperature sensor (outside air temperature detecting means) 112 for detecting the outside air temperature outside the vehicle interior, and the amount of solar radiation irradiated to the vehicle interior. A solar radiation sensor (solar radiation amount detecting means) 113 for detecting the air temperature, an evaporator blown air temperature sensor 114 for detecting the air temperature immediately after passing through the second indoor heat exchanger 62 constituting the refrigerant evaporator of the refrigeration cycle 100, a hot water type A water temperature sensor 115 that detects the temperature of the cooling water supplied to the heater 51, a seating sensor 116 that can detect whether or not an occupant is seated on the seat, and the like.

  The signal output from the microcomputer 8a is subjected to D / A conversion or amplification by the output circuit 8c, and then the outlet mode switching doors 14 to 16, the inside / outside air switching door 19, the air mix door 63, the blower 26, the compression The drive signal is output to various actuators M1 to M6 that drive the machine 20 and the electric heater 52, respectively.

  The air conditioner ECU 8 is provided with a portable terminal 50 that is operated by the occupant when it is desired to perform air conditioning operation (pre-air conditioning) in the passenger compartment before boarding the passenger. The air conditioner ECU 8 receives a pre-air conditioning command signal transmitted from the portable terminal 50. Then, the pre-air-conditioning operation can be executed by performing a calculation according to a predetermined program. In order to make the air-conditioning environment in the passenger compartment comfortable before attempting to get into the vehicle, the occupant operates the portable terminal 50 and performs pre-air-conditioning on the vehicle air-conditioning device through the center which is a communication station. Send a command.

  Next, air conditioning control processing by the air conditioner ECU 8 will be described with reference to FIGS. First, when the air conditioning ECU 8 receives the pre-air conditioning command signal transmitted from the portable terminal 50 or when the ignition switch of the vehicle is turned on, the air conditioning ECU 8 starts executing the air conditioning control process according to the main routine shown in FIG. First, in step S1, a control program stored in a memory such as a ROM or RAM is started, and data stored in the RAM is initialized.

  Next, in step S2, it is determined whether or not the air-conditioning to be performed is pre-air-conditioning (that is, whether or not normal air-conditioning is on board). In principle, the pre-air-conditioning is permitted under the condition that the ignition switch of the vehicle is in an off state or that a signal indicating that an occupant is on board is not transmitted to the air conditioner ECU 8. Therefore, the determination in step S2 is made based on whether or not the ignition switch is in an off state, or whether or not the occupant is seated on the seat is detected by the seating sensor 116.

  When the ignition switch is turned on or when the seating sensor 116 detects the seating of an occupant, the air conditioner ECU 8 determines that the air conditioning is in boarding. On the other hand, when the ignition switch is not turned on or the seating sensor 116 has not detected the seating of the passenger, it is determined that the pre-air conditioning is before the boarding.

  Next, in step S3, signals of various switches of the control panel 40 are read, and in step S4, the inside air temperature sensor 111, the outside air temperature sensor 112, the solar radiation sensor 113, the evaporator blown air temperature sensor 114, the water temperature sensor 115, and the like. Read the signal.

  In the next step S5, the program shown in FIG. 5 is executed as the calculation of the target blowing temperature TAO. FIG. 5 is a flowchart showing a TAO calculation processing procedure in the first embodiment of the present invention. First, in step S21, a target blowing temperature TAO that is a base of air blown into the vehicle interior is calculated using Formula 1 stored in the ROM.

(Formula 1)
TAO = Kset × Tset−KR × TR-KAM × TAM-KS × TS + C
Here, Tset is the set temperature, TR is the inside air temperature detected by the inside air temperature sensor 111, TAM is the outside air temperature detected by the outside air temperature sensor 112, and TS is the amount of solar radiation detected by the solar radiation sensor 113. . Kset is a set temperature gain, KR is an inside air temperature gain, KAM is an outside air temperature gain, KS is a solar radiation gain, and C is a correction constant applied to the whole.

  In the next step S22, it is determined whether or not the determination result performed in step S2 is pre-air conditioning. If this determination result is NO and normal on-board air conditioning is performed, the process proceeds to step S23. In step S23, the subsequent air conditioning control is performed with the base TAO value calculated in step S21 as it is as the target blowing temperature. If the result of determination in step S22 is YES and pre-air conditioning is performed, the process proceeds to step S24.

  In step S24, whether or not the difference between the inside air temperature detected by the inside air temperature sensor 111 and the target outlet temperature TAO calculated in step S21 is less than a predetermined value (5 ° C. in the present embodiment), that is, the air conditioning load. Judge the size. If the determination result is NO, the difference between the inside air temperature and the target outlet temperature TAO is equal to or greater than a predetermined value, and it is determined that the air conditioning load is not small, the process proceeds to step S23. In step S23, the subsequent air conditioning control is performed with the base TAO value calculated in step S21 as it is as the target blowing temperature.

  However, if the determination result in step S24 is YES, the difference between the inside air temperature and the target outlet temperature TAO is less than a predetermined value, and it is determined that the air conditioning load is small, the process proceeds to step S25. In step S25, a correction amount for correcting the target blowing temperature TAO to the side where the air conditioning feeling becomes stronger is calculated. In the present embodiment, the correction amount is three times the value obtained by subtracting the set temperature from the target blowing temperature TAO.

  Then, in the next step S26, the value obtained by adding the correction amount calculated in step S25 to the base TAO value calculated in step S21 is compared with 1 ° C., and the larger value is set as the target blowout temperature. Control is advanced. Note that the larger value compared to 1 ° C. is that when the cooling is performed, the corrected target blowing temperature TAO becomes too low, and the second indoor heat exchanger 62 acting as an evaporator is frozen. This is to prevent this.

  In other words, even if pre-air conditioning is performed for either cooling or heating, if the difference between the inside air temperature and the target outlet temperature TAO is small and the air conditioning load is small, the air conditioning is usually weak and the pre-air conditioning is performed. However, it becomes difficult to understand that the pre-air-conditioning has been carried out when the passenger gets on.

  Therefore, when the air conditioning load is small, the target air temperature TAO in the pre-air conditioning is corrected to the side where the feeling of air conditioning becomes stronger compared to the normal air conditioning during boarding, so that the joy of the pre-air conditioning can be realized when the passenger gets on. Can be made easier. In addition, when pre-air conditioning is performed by correcting the air-conditioning feeling with the plug-in, air-conditioning power consumption during traveling can be reduced, so that the travel distance by the battery 4 can be extended.

  Subsequently, in step S6 of the main routine shown in FIG. 4, the air conditioner ECU 8 executes the program shown in FIG. 6 as the selection of the air conditioning heat source. FIG. 6 is a flowchart showing a processing procedure for selecting an air conditioning heat source in the first embodiment of the present invention. In step S31, the air conditioner ECU 8 determines whether or not strong heating is necessary based on whether or not the outside air temperature detected by the outside air temperature sensor 112 is lower than a predetermined temperature (-3 ° C. in the present embodiment). When the determination result is YES and the outside air temperature is lower than −3 ° C. and strong heating is required, the process proceeds to step S32.

  In step S32, it is determined whether or not the determination result performed in step S2 is pre-air conditioning. When the determination result is YES and pre-air conditioning is performed, the process proceeds to step S33, and heating using the electric heater 52 using the electric power of the battery 4 is selected. Further, when the determination result in step S32 is NO and normal on-board air conditioning, the process proceeds to step S34, where the engine 1 is operated and heating is performed using the hot water heater 51 using the cooling water as a heat source. Is selected. This is because, for example, heating using a heat pump cycle is not efficient, and the outdoor heat exchanger 23 is liable to be frosted and heat pump heating may not be continued.

  On the other hand, if the determination result in step S31 is NO and the outside air temperature is higher than −3 ° C., the process proceeds to step S35, and the air outlet mode when the auto (automatic) mode is set is calculated using the characteristic diagram shown in step S35. To do. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the base target outlet temperature TAO calculated in the previous step S21 and the outlet mode, and this characteristic diagram shows the target outlet temperature. The outlet mode for TAO can be determined. Specifically, the air conditioner ECU 8 automatically selects the face mode, the bi-level mode, and the foot mode sequentially from a low temperature to a high target air temperature TAO.

  In the next step S36, it is determined whether or not cooling is necessary depending on whether or not the air outlet mode calculated in step S36 is the face mode. If the determination result is YES and the face mode is selected in the auto mode, the process proceeds to step S37, and it is determined that the heating cycle is not necessary, and the cooling operation using the cooling cycle is selected. If the determination result in step S36 is NO and the foot mode or the bi-level mode other than the face mode is selected in the auto mode, the process proceeds to step S38, and heating operation or dehumidification operation using the heating cycle is selected. It has come to be.

  Subsequently, in step S7 of the main routine shown in FIG. 4, the air conditioner ECU 8 executes the program shown in FIG. 7 as the blower voltage determination. FIG. 7 is a flowchart showing a processing procedure for determining the blower voltage in the first embodiment of the present invention. In step S41, the air conditioner ECU 8 determines whether or not the determination result performed in step S2 is pre-air conditioning. If this determination result is NO and normal on-board air conditioning is selected, the process proceeds to step S42.

  In step S42, it is determined whether or not the operation mode of the blower 26 is an auto (automatic) mode (ie, a manual mode). This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on. If this determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S43, and the air conditioner ECU 8 operates as a manual mode operation and the air flow set by an air volume changeover switch (not shown) of the control panel 40. At the blower voltage (0V, 4V, 6V, 8V, 10V, 12V in this embodiment) set in advance corresponding to the level (six levels of OFF, Lo, M1, M2, M3, Hi in this embodiment) It is determined.

  If the determination result in step S42 is YES and the automatic air conditioning switch is turned on, the process proceeds to step S44, and the air conditioner ECU 8 indicates the blower voltage corresponding to the air conditioning load in step S44 as the operation in the auto mode. Calculate using the figure. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target blowout temperature TAO calculated in step S5 and the blower voltage, and the blower voltage relative to the target blowout temperature TAO is represented by this characteristic diagram. Can be determined.

  On the other hand, when the determination result of step S41 is YES and pre-air conditioning, the process proceeds to step S45. In step S45, it is determined whether or not the air conditioning heat source selected in the previous step S6 is a cooling cycle. If the determination result is YES and the cooling cycle is selected, the process proceeds to step S46. In step S46, it is determined to operate at a blower voltage of 8 V as the operation rate of the blower 26 according to the use of the cooling cycle as the air conditioning heat source.

  On the other hand, if the determination result in step S45 is NO and a mode other than the cooling cycle is selected, the process proceeds to step S47. In step S47, it is determined whether or not the air conditioning heat source selected in the previous step S6 is a heating cycle. When the determination result is YES and the heating cycle is selected, the process proceeds to step S48. In step S48, it is determined to operate at a blower voltage of 10 V as the operating rate of the blower 26 according to the use of the heating cycle as the air conditioning heat source.

  Moreover, when the determination result in step S47 is NO, and other than the heating cycle is selected, the process proceeds to step S49. In step S49, the electric heater 52 is selected as the air conditioning heat source, and it is determined that the blower 26 operates at the blower voltage 12V as the operating rate of the blower 26 according to the use of the electric heater 52.

  It should be noted that the operation at a predetermined operating rate (blower voltage) of the blower 26 according to the air-conditioning heat source during such pre-air-conditioning is set by the control panel 40 (automatic air-conditioning switch on / off or air volume switching switch). When the vehicle is switched to on-board air conditioning, a new operation according to the normal air conditioning control program is performed.

  FIG. 8 is a diagram for explaining the determination of the blower voltage according to such an air conditioning heat source, where (a) is a cooling cycle, (b) is a heating cycle, and (c) is an example of an electric heater. Since pre-air conditioning is performed using power supplied from the battery 4 or a household power source (not shown), there is a limit to the power that can be used for air conditioning during pre-air conditioning. On the other hand, the power used during air conditioning is mainly the compressor power + blower power or the electric heater power + blower power. For this reason, as the blower power decreases, the power that can be used for the compressor power or the electric heater power increases.

  When the vehicle interior temperature is lowered using the cooling cycle, the vehicle interior temperature can be lowered in a short time if the air volume is large and the blowing temperature is low. However, in the example of the cooling cycle shown in FIG. 8A, when the blower power is reduced (= the air volume is small), the compressor power is increased (= the blowing temperature is lowered), and the air volume is reduced even if the blowing temperature is low. If the amount is too low, the ability to cool the passenger compartment will be reduced, and the temperature in the passenger compartment will be difficult to decrease.

  Conversely, if the blower power is increased (= the air volume is large), the compressor power decreases (= the blowing temperature is increased), and even if the air volume is large, the temperature inside the vehicle is hardly lowered as the blowing temperature is high. End up. With these relationships, when the permitted electric power for air conditioning is determined, the blower voltage at which the room temperature decreases most using the cooling cycle can be obtained by experiments.

  The same applies to the case where the vehicle interior temperature is increased using the heating cycle. If the air volume is large and the blowout temperature is high, the vehicle interior temperature can be increased in a short time. However, in the example of the heating cycle shown in FIG. 8B, when the blower power is reduced (= the amount of air is small), the compressor power increases (= the air temperature is increased), and the air amount is high even when the air temperature is high. If it is less, the ability to warm the passenger compartment will be reduced, and the temperature in the passenger compartment will be difficult to increase.

  Conversely, if the blower power is increased (= the air volume is large), the compressor power decreases (= the blowing temperature is lowered), and even if the air volume is large, the vehicle interior temperature is difficult to increase as the blowing temperature is low. End up. With these relationships, when the permitted electric power for air conditioning is determined, the blower voltage that raises the room temperature most by using the heating cycle can be obtained by experiments.

  In the case of an electric heater, since it is difficult to continuously control the power consumption, the power consumption is constant. For this reason, in the example of the electric heater shown in FIG.8 (c), since the capability to warm a vehicle interior increases so that air volume is high, an optimal blower voltage becomes higher than the above-mentioned cooling cycle or heating cycle.

  In addition, the cooling using the cooling cycle is normally a face blowing mode using the face outlet 12, and the heating using the heating or electric heater is a foot blowing mode using the normal foot outlet 13. However, since the face blowout has a lower pressure loss than the foot blowout and can produce a large air volume even with the same blower power, the above-mentioned optimum blower voltage is lower in the cooling cycle than in the heating cycle.

  For the above reasons, the optimal blower power within the limited permitted power during pre-air-conditioning is efficient in any air-conditioning mode by controlling the relationship between the cooling cycle <heating cycle <electric heater. Optimum air conditioning can be achieved. In other words, within the limited power at the time of pre-air conditioning, by controlling with different blower voltage in each of the cooling cycle, heating cycle, and electric heater, the target blowout temperature is earlier within the estimated time from the start of pre-air conditioning to boarding As shown in FIG.

  Subsequently, in step S8 of the main routine shown in FIG. 4, the air conditioner ECU 8 executes the program shown in FIG. 9 as the determination of the suction port mode. FIG. 9 is a flowchart showing a processing procedure for determining the inlet mode in the first embodiment of the present invention. In step S51, the air conditioner ECU 8 determines whether or not the determination result performed in step S2 is pre-air conditioning. If this determination result is YES and pre-air conditioning, the process proceeds to step S52.

  In step S52, it is determined whether or not the air conditioning mode to be performed is a heating operation. When the determination result is YES and the heating operation is performed, the process proceeds to step S53. In step S53, the air conditioner ECU 8 operates the inside / outside air switching door 19 to set the suction port mode to the inside air circulation mode. In normal air conditioning during boarding, the possibility of window fogging increases when heating operation is performed with internal air circulation.

  However, in pre-air-conditioning that is carried out in a situation where no occupant is in the park, the loss of ventilation can be reduced by using the inside air circulation, and it can be brought closer to the target vehicle interior temperature as the target outlet temperature, A fuel saving effect is also obtained. When the determination result in step S52 is NO and the operation other than the heating operation is performed, the special inside / outside air switching door 19 is not operated as the suction port mode as it is.

  On the other hand, if the decision result in the step S51 is NO and it is normal on-board air conditioning, the process proceeds to a step S54. In step S54, it is determined whether or not the operation mode of the inside / outside air switching door 19 is the auto (automatic) mode (that is, the manual mode). This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on.

  If the determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S55, and the air conditioner ECU 8 is set by a suction port changeover switch (not shown) of the control panel 40 as an operation in the manual mode. Either the inside air circulation mode or the outside air introduction mode is determined according to the suction port mode.

  If the determination result in step S54 is YES and the automatic air conditioning switch is turned on, the process proceeds to step S56, and the air conditioner ECU 8 indicates the suction port mode corresponding to the air conditioning load in step S56 as the operation in the auto mode. Calculate using the characteristic diagram. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target outlet temperature TAO calculated in step S5 and the inlet mode. The inlet port with respect to the target outlet temperature TAO is represented by this characteristic diagram. The mode can be determined from any of the inside air circulation mode, the inside / outside air introduction mode, and the outside air introduction mode.

  In this way, if the heating operation is performed during pre-air conditioning, setting the suction port mode to the inside air circulation mode is related to the setting on the control panel 40 (automatic air conditioning switch on / off or manual setting value at the suction port switch). When it is switched to air conditioning during boarding, a new operation according to the normal air conditioning control program is performed.

  Subsequently, in step S9 of the main routine shown in FIG. 4, the air conditioner ECU 8 executes the program shown in FIG. 10 as the determination of the air outlet mode. FIG. 10 is a flowchart showing a processing procedure for determining the air outlet mode in the first embodiment of the present invention. In step S61, the air conditioner ECU 8 determines whether or not the determination result performed in step S2 is pre-air conditioning. If the determination result is YES and pre-air conditioning, the process proceeds to step S62.

  In step S62, the air conditioner ECU 8 operates the mode switching doors 14 to 16 to set the air outlet mode to one of the face mode, the bi-level mode, and the foot mode. In normal air conditioning during boarding, there is a possibility that the window is clouded during heating operation or the like by setting the blowing mode in which the defroster outlet 11 is not opened. However, in pre-air conditioning that is performed in a situation where the vehicle is parked and no occupant is in the vehicle, the amount of heat released from the front window glass of the vehicle is suppressed as a mode in which the defroster air outlet 11 is not opened as the air outlet mode. Within the limited electric power, the target blowout temperature can be brought closer to the target vehicle interior temperature more quickly.

  On the other hand, if the decision result in the step S61 is NO and it is normal on-board air conditioning, the process proceeds to a step S63. In step S63, it is determined whether or not the operation mode of the mode switching doors 14 to 16 is the auto (automatic) mode (that is, the manual mode). This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on.

  If the determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S64, and the air conditioner ECU 8 is set by an air outlet changeover switch (not shown) of the control panel 40 as an operation in the manual mode. The face mode, bi-level mode, foot mode, foot defroster mode, or defroster mode is determined according to the air outlet mode.

  If the determination result in step S63 is YES and the automatic air conditioning switch is on, the process proceeds to step S65, and the air conditioner ECU 8 indicates the air outlet mode corresponding to the air conditioning load in step S65 as the operation in the auto mode. Calculate using the characteristic diagram. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target blowout temperature TAO calculated in step S5 and the blowout outlet mode. The mode can be determined from any one of the face mode, the bi-level mode, and the foot mode.

  The air conditioner ECU 8 controls to automatically switch the blow mode of the air conditioning zone in the order of the face mode, the bi-level mode, and the foot mode as the target blow temperature TAO increases. The face mode is a mode in which conditioned air is blown out only from the face air outlet 12, and the bar level mode is a mode in which conditioned air is blown out from the face air outlet 12 and the foot air outlet 13, and the foot mode is In this mode, the conditioned air is blown out only from the foot outlet 13.

  Note that setting the blowing mode in which the defroster outlet 11 is not opened at the time of pre-air conditioning is executed regardless of the setting on the control panel 40 (automatic air conditioning switch on / off or manual setting value at the outlet switching switch). At the same time, when switching to on-board air conditioning, operation is newly performed in accordance with a normal air conditioning control program.

  Subsequently, the air conditioner ECU 8 calculates the target opening degree of the air mix door 63 in step S10 of the main routine shown in FIG. However, at the time of pre-air conditioning, the air passage passing through the first indoor heat exchanger 61 and the electric heater 52 is fully closed for cooling operation, and the first indoor heat exchanger 61 and the electric heater 52 are closed for heating operation. The air mix door 63 is controlled so that the passing air passage is fully opened.

  Further, the opening degree of the air mix door 63 during air-conditioning during boarding is detected by the target air temperature TAO calculated in step S5, the air temperature after the evaporator detected by the evaporator air temperature sensor 114, and the water temperature sensor 115. The calculated cooling water temperature is calculated by calculating with Equation 2 stored in the ROM.

(Formula 2)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
Here, TE is the air temperature after the evaporator, and TW is the cooling water temperature.

  Subsequently, in step S11 of the main routine shown in FIG. 4, the air conditioner ECU 8 determines the rotation speed of the compressor 20 based on a flowchart (not shown) stored in the ROM, RAM, etc., and in the subsequent step S12, The program shown in FIG. 11 is executed as the operation number determination of the electric heater. FIG. 11 is a flowchart showing a processing procedure for determining the number of operation of the electric heater according to the first embodiment of the present invention.

  In step S71, the air conditioner ECU 8 determines whether or not the determination result performed in step S2 is pre-air conditioning. If the determination result is NO and normal on-board air conditioning, the process proceeds to step S72. In step S72, the number of actuations of the electric heater 52 corresponding to the air conditioning load (maximum of three in this embodiment) is calculated using the characteristic diagram shown in step S72 as the operation in the on-board air conditioning.

  This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the outside air temperature detected by the outside air temperature sensor 112 and the number of operations of the electric heater 52, and this characteristic diagram shows the electric heater. 52 operating numbers can be determined. The air conditioner ECU 8 performs control so that the operation number of the electric heater 52 increases automatically as the outside air temperature decreases.

  On the other hand, when the determination result of step S71 is YES and the pre-air conditioning is performed, the process proceeds to step S73. In step S73, it is determined whether or not the electric heater 52 is operated as pre-air conditioning. If the determination result is NO and there is no need to operate the electric heater 52, the program in step S12 is terminated. However, if the determination result in step S73 is YES and the electric heater 52 is to be operated, the process proceeds to step S74.

  In step S74, first, the maximum number of heater operations (three in this embodiment) and the blower voltage 12V determined in step S7 (flowchart in FIG. 7) are set. Then, in the next step S75, it is determined whether or not the power obtained by adding the heater power and the blower power at a low normal time is equal to or lower than the power that can be used for air conditioning during pre-air conditioning (hereinafter referred to as usable power). To do. If the determination result is NO and the power obtained by adding the heater power and the blower power at a low constant exceeds the usable power, the process proceeds to step S76.

  In step S76, the heater operation number is reduced by one from the current operation number (at that time), and the determination in step S75 is performed again. Then, when the determination result in step S75 is YES and the power obtained by adding the heater power and the blower power at the low normal time becomes equal to or lower than the usable power, the process proceeds to step S77. In step S77, it is determined whether or not the actual power used by adding the actual heater power, blower power, and other power is less than or equal to the usable power.

  If the determination result is YES and the actual power used by adding the actual heater power, blower power, and other power is equal to or lower than the usable power, the process proceeds to step S78. In step S78, the heater power supplied to the electric heater 52 is set to the power obtained by subtracting the blower power from the usable power. In this way, by supplying all the electric power obtained by subtracting the blower power from the usable power to the electric heater 52, the target air temperature is brought closer to the target vehicle interior temperature earlier within the limited power during pre-air conditioning. Can do.

  If the determination result in step S77 is NO and the actual power usage exceeds the available power, the process proceeds to step S79. In step S79, it is determined whether or not it is within a predetermined time (for example, 30 seconds) after the electric heater 52 is turned on. If the determination result is YES and the electric heater 52 is turned on and within a predetermined time, the process proceeds to step S80. In step S80, the heater power supplied to the electric heater 52 is all available power.

  This is because an inrush current is generated when the electric heater 52 is turned on, and it takes a predetermined time for the steady heater power to stabilize, and heater power = usable power is used only during this predetermined time. Thus, on-off hunting when the electric heater 52 is activated can be prevented.

  If the determination result in step S79 is NO, that is, if the actual power consumption exceeds the usable power regardless of the predetermined time after the electric heater is started, the process proceeds to step S81. In step S81, the operation of the electric heater 52 and the blower 26 is stopped assuming that the heating operation using the electric heater 52 cannot be performed within the available power.

  Subsequently, the air conditioner ECU 8 sends a control signal to the actuators M1 to M6 and the hybrid ECU 6 so that the control states calculated or determined in steps S5 to S12 are obtained in step S13 of the main routine shown in FIG. Output. Thereafter, when a predetermined time has elapsed in step S14, the air conditioner ECU 8 returns to the process of step S2 and repeats the above-described control process (steps S2 to S14). By repeating such processing, air conditioning in the air conditioning zone becomes highly comfortable.

  Next, the features and effects of this embodiment will be described. First, the air conditioner ECU 8 determines the blower 26 in advance depending on whether the cooling cycle, the heating cycle, or the electric heater 52 is used as the air conditioning heat source when there is a limit to the power that can be used for air conditioning during pre-air conditioning. The operation rate (blower voltage) is used. According to this, within the limited electric power at the time of pre-air-conditioning, the target blowing temperature can be brought closer to the target vehicle interior temperature earlier.

  Each operation rate (blower voltage) determined in advance according to the air conditioning heat source of the blower 26 increases the operation rate (blower voltage) during the heating cycle compared to the operation rate (blower voltage) during the cooling cycle. Yes. According to this, it is possible to supply a sufficient amount of heat even in a heating cycle in which the pressure loss is larger than that in a cooling cycle.

  Further, the air conditioner ECU 8 includes an inside air temperature sensor 111 that detects the air temperature in the vehicle interior, and the air conditioner ECU 8 is configured such that the difference between the vehicle interior temperature detected by the inside air temperature sensor 111 and the calculated target outlet temperature TAO is a predetermined value when pre-air conditioning is started. If the air conditioning load is less than the target air temperature, the pre-air conditioning is performed by correcting the target blowing temperature TAO to the side where the feeling of air conditioning becomes stronger.

  Since air conditioning normally performs only weak air conditioning when the air conditioning load is small, even if pre air conditioning is performed when the air conditioning load is not so high, it is difficult to understand that the pre air conditioning has been performed when the passenger gets on. Therefore, according to this, when the air-conditioning load is small, the pre-air-conditioning target air temperature TAO is corrected to the side where the air-conditioning feeling becomes stronger than the normal air-conditioning, so that the pre-air-conditioning is performed when the passenger gets on the air-conditioning load. This makes it easier to realize the joy of happiness.

  In addition, when the air conditioner ECU 8 performs pre-heating using the electric heater 52 and the blower 26 while restricting electric power so as not to exceed the electric power that can be used for air conditioning, the air conditioner ECU 8 does not operate for a predetermined time from the activation of the electric heater 52. The electric power that can be used by the electric heater 52 is changed to electric power that can be used for air conditioning. According to this, on-off hunting due to the inrush current generated when starting the electric heater 52 can be prevented, and after the predetermined time has elapsed, the target vehicle temperature can be quickly set as the target blowing temperature within the limited power during pre-air conditioning. Can be close to room temperature.

  In addition, when performing pre-air conditioning, the air conditioner ECU 8 controls the mode switching doors 14 to 16 so that the defroster outlet 11 is not opened and is set to one of the face mode, the bi-level mode, and the foot mode. ing. According to this, by suppressing the amount of heat released from the vehicle front window glass, it is possible to quickly approach the target vehicle interior temperature as the target outlet temperature within the limited power during pre-air conditioning.

  The air conditioner ECU 8 controls the inside / outside air switching door 19 to perform the internal unit circulation mode when performing heating operation with pre-air conditioning. According to this, when heating operation is performed with the inside air circulation, the possibility of window fogging increases, but in pre-air-conditioning that is performed in a situation where the occupant is not parked while parked, by using the inside air circulation, The target air temperature can be quickly brought close to the target vehicle interior temperature.

  Further, when performing pre-air conditioning, the air conditioner ECU 8 controls the operation of the blower 26, the control of the mode switching doors 14 to 16, and the control of the inside / outside air switching door 19, all of which are an air volume switching switch, an outlet switching switch, and an inlet switching. It is set so that it is executed in preference to the setting on the switch. According to this, in pre-air conditioning that is performed in a situation where the vehicle is parked and no occupant is on board, control is performed in preference to manual setting, so that the target outlet temperature can be brought closer to the target cabin temperature sooner. Can do.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. When performing pre-air conditioning, if the difference between the inside air temperature and the target outlet temperature TAO is small and the air conditioning load is small, the air conditioning load is usually weak. There is a problem that it becomes difficult to understand that the implementation has been carried out.

  FIG. 12 is a flowchart showing a TAO calculation processing procedure in the second embodiment of the present invention. In addition, it becomes a modification of the flowchart of FIG. 5 in step S5 of 1st Embodiment mentioned above. First, in step S21, a target blowing temperature TAO that is a base of air blown into the vehicle interior is calculated using Formula 1 stored in the ROM.

(Formula 1)
TAO = Kset × Tset−KR × TR-KAM × TAM-KS × TS + C
Here, Tset is the set temperature, TR is the inside air temperature detected by the inside air temperature sensor 111, TAM is the outside air temperature detected by the outside air temperature sensor 112, and TS is the amount of solar radiation detected by the solar radiation sensor 113. . Kset is a set temperature gain, KR is an inside air temperature gain, KAM is an outside air temperature gain, KS is a solar radiation gain, and C is a correction constant applied to the whole.

  In the next step S221, it is determined whether or not the determination result performed in step S2 is pre-air conditioning in the cooling operation (hereinafter referred to as pre-cooling). If this determination result is NO and normal air-conditioning during boarding or pre-air-conditioning in heating operation, the process proceeds to step S23. Then, in step S23, the subsequent air conditioning control is advanced using the base TAO value calculated in step S21 as it is as the target outlet temperature. If the determination result in step S221 is YES and pre-cooling is performed, the process proceeds to step S24.

  In step S24, whether or not the difference between the inside air temperature detected by the inside air temperature sensor 111 and the target outlet temperature TAO calculated in step S21 is less than a predetermined value (5 ° C. in the present embodiment), that is, the air conditioning load. Judge the size. If the determination result is NO, the difference between the inside air temperature and the target outlet temperature TAO is equal to or greater than a predetermined value, and it is determined that the air conditioning load is not small, the process proceeds to the previous step S23 and the base calculated in step S21. The subsequent air conditioning control will proceed with the TAO value as the target blowout temperature.

  However, if the determination result in step S24 is YES, the difference between the inside air temperature and the target blowing temperature TAO is less than a predetermined value, and it is determined that the air conditioning load is small, the process proceeds to step S251. In step S251, a correction amount for correcting the target blowing temperature TAO to the side where the air-conditioning feeling becomes stronger is calculated. In the present embodiment, the correction amount 1 is three times the value obtained by subtracting the target blowing temperature TAO from the outside air temperature detected by the outside air temperature sensor 112. Further, the amount of solar radiation detected by the solar radiation sensor 113 is gain-corrected and a value obtained by multiplying the amount by three is used as the correction amount 2.

  In the next step S261, the value obtained by adding the correction amounts 1 and 2 calculated in step S251 to the base TAO value calculated in step S21 is compared with 1 ° C., and the larger value is set as the target blowing temperature. The subsequent air conditioning control is advanced. Note that the larger value compared with 1 ° C. is that, when performing cooling, the corrected target blowout temperature TAO becomes too low, and the second indoor heat exchanger 62 acting as an evaporator freezes. This is to prevent this.

  When performing pre-cooling, the air conditioner ECU 8 corrects the target blowing temperature TAO to a lower side as the outside air temperature detected by the outside air temperature sensor 112 is higher or as the amount of solar radiation detected by the solar radiation sensor 113 is larger. Pre-air conditioning is implemented. According to this, in a situation where the outside air temperature is high or the amount of solar radiation is large even if the air conditioning load is small, the target blowing temperature TAO in the pre-cooling is corrected to be lower than in the cooling operation during normal riding. By doing so, it is possible to easily feel the joy of pre-cooling when the passenger gets on.

  In addition, when pre-cooling is performed by correcting the air-conditioning feeling to be increased by the plug-in, air-conditioning power consumption during traveling can be reduced, so that the traveling distance by the battery 4 can be extended.

(Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 13 is a flowchart showing a processing procedure for determining the blower voltage in the third embodiment of the present invention. In addition, it becomes a modification of the flowchart of FIG. 7 in step S7 of 1st Embodiment mentioned above. First, in step S41, it is determined whether or not the determination result performed in step S2 is pre-air conditioning. If this determination result is NO and normal on-board air conditioning is selected, the process proceeds to step S42.

  In step S42, it is determined whether or not the operation mode of the blower 26 is an auto (automatic) mode (ie, a manual mode). This determination is made based on whether or not an automatic air conditioning switch (not shown) of the control panel 40 is turned on. If this determination result is NO and the automatic air conditioning switch is not turned on, the process proceeds to step S43, and the air conditioner ECU 8 operates as a manual mode operation and the air flow set by an air volume changeover switch (not shown) of the control panel 40. At the blower voltage (0V, 4V, 6V, 8V, 10V, 12V in this embodiment) set in advance corresponding to the level (six levels of OFF, Lo, M1, M2, M3, Hi in this embodiment) It is determined.

  If the determination result in step S42 is YES and the automatic air conditioning switch is turned on, the process proceeds to step S44, and the air conditioner ECU 8 indicates the blower voltage corresponding to the air conditioning load in step S44 as the operation in the auto mode. Calculate using the figure. This characteristic diagram is used for normal automatic air-conditioning control, and represents the relationship between the target blowout temperature TAO calculated in step S5 and the blower voltage, and the blower voltage relative to the target blowout temperature TAO is represented by this characteristic diagram. Can be determined.

  On the other hand, when the determination result of step S41 is YES and pre-air conditioning, the process proceeds to step S45. In step S45, it is determined whether or not the air conditioning heat source selected in the previous step S6 is a cooling cycle. When the determination result is YES and the cooling cycle is selected, the process proceeds to step S461. In step S461, it is determined that the power consumption corresponding to the operation rate (blower voltage) of the blower 26 according to the use of the cooling cycle as the air conditioning heat source is set to the minimum power, and the operation is performed with the blower voltage 8V → the minimum power 140W. The

  On the other hand, if the determination result in step S45 is NO and a mode other than the cooling cycle is selected, the process proceeds to step S47. In step S47, it is determined whether or not the air conditioning heat source selected in the previous step S6 is a heating cycle. If the determination result is yes and the heating cycle is selected, the process proceeds to step S481. In step S481, it is determined that the power consumption corresponding to the operation rate (blower voltage) of the blower 26 according to the use of the heating cycle as the air conditioning heat source is set as the minimum power, and the operation is performed at the blower voltage 10 V → the minimum power 220 W. The

  In addition, when the determination result in step S47 is NO and other than the heating cycle is selected, the process proceeds to step S491. In step S491, the electric heater 52 is selected as the air conditioning heat source, and the power consumption corresponding to the operation rate (blower voltage) of the blower 26 according to the use of the electric heater 52 is set as the minimum power. It is determined to operate with a blower voltage of 12 V and a minimum power of 300 W.

  In the next step S50, the power value obtained by subtracting the power of the compressor 20 and the power of the electric fan 29 from the power that can be used for air conditioning during pre-air conditioning (hereinafter referred to as usable power), and step S461, step Compared with the lowest power of the blower 26 determined in any one of S481 and S491, the subsequent air conditioning control is performed using the larger power value as the blower power. That is, when the compressor power is reduced in step S50, the amount of heat supplied to the passenger compartment is increased by turning the reduced power to the blower power, and the effect of the pre-air conditioning can be further enhanced.

  FIG. 8 is a diagram for explaining the determination of the blower voltage according to such an air conditioning heat source, where (a) is a cooling cycle, (b) is a heating cycle, and (c) is an example of an electric heater. Since pre-air conditioning is performed using power supplied from the battery 4 or a household power source (not shown), there is a limit to the power that can be used for air conditioning during pre-air conditioning. On the other hand, the power used during air conditioning is mainly the compressor power + blower power or the electric heater power + blower power. For this reason, as the blower power decreases, the power that can be used for the compressor power or the electric heater power increases.

  When the vehicle interior temperature is lowered using the cooling cycle, the vehicle interior temperature can be lowered in a short time if the air volume is large and the blowing temperature is low. However, in the example of the cooling cycle shown in FIG. 8A, when the blower power is reduced (= the air volume is small), the compressor power is increased (= the blowing temperature is lowered), and the air volume is reduced even if the blowing temperature is low. If the amount is too low, the ability to cool the passenger compartment will be reduced, and the temperature in the passenger compartment will be difficult to decrease.

  Conversely, if the blower power is increased (= the air volume is large), the compressor power decreases (= the blowing temperature is increased), and even if the air volume is large, the temperature inside the vehicle is hardly lowered as the blowing temperature is high. End up. With these relationships, when the permitted electric power for air conditioning is determined, the blower voltage at which the room temperature decreases most using the cooling cycle can be obtained by experiments.

  The same applies to the case where the vehicle interior temperature is increased using the heating cycle. If the air volume is large and the blowout temperature is high, the vehicle interior temperature can be increased in a short time. However, in the example of the heating cycle shown in FIG. 8B, when the blower power is reduced (= the amount of air is small), the compressor power increases (= the air temperature is increased), and the air amount is high even when the air temperature is high. If it is less, the ability to warm the passenger compartment will be reduced, and the temperature in the passenger compartment will be difficult to increase.

  Conversely, if the blower power is increased (= the air volume is large), the compressor power decreases (= the blowing temperature is lowered), and even if the air volume is large, the vehicle interior temperature is difficult to increase as the blowing temperature is low. End up. With these relationships, when the permitted electric power for air conditioning is determined, the blower voltage that raises the room temperature most by using the heating cycle can be obtained by experiments.

  In the case of an electric heater, since it is difficult to continuously control the power consumption, the power consumption is constant. For this reason, in the example of the electric heater shown in FIG.8 (c), since the capability to warm a vehicle interior increases so that air volume is high, an optimal blower voltage becomes higher than the above-mentioned cooling cycle or heating cycle.

  Further, the cooling using the cooling cycle is normally a face blowing mode using the face outlet 12, and the heating using the heating cycle and the electric heater is a foot blowing mode using the normal foot outlet 13. However, since the face blowout has a lower pressure loss than the foot blowout and can produce a large air volume even with the same blower power, the above-mentioned optimum blower voltage is lower in the cooling cycle than in the heating cycle.

  For the above reasons, the optimal blower power within the limited permitted power during pre-air-conditioning is efficient in any air-conditioning mode by controlling the relationship between the cooling cycle <heating cycle <electric heater. Optimum air conditioning can be achieved. The operation with the blower power determined according to the air-conditioning heat source during pre-air-conditioning is not related to the settings on the control panel 40 (automatic air-conditioning switch on / off or manual setting value on the air volume changeover switch). When it is executed and switched to on-board air conditioning, a new operation according to the normal air conditioning control program is performed.

  In this way, the air conditioner ECU 8 sets the power consumption corresponding to each operation rate determined in advance according to the air conditioning heat source of the blower 26 as the minimum power, and uses the power consumption of the compressor 20 and the electric power from the power available for air conditioning. The blower 26 is operated with a larger power value by comparing the power value obtained by subtracting the power consumption of the fan 29 and the minimum power.

  According to this, when the compressor power is reduced, the amount of heat that is supplied to the passenger compartment is increased by turning the reduced power to the blower power, and the effect of the pre-air conditioning can be further enhanced. Within the limited electric power, the target air temperature can be brought closer to the target vehicle interior temperature earlier.

4 ... Battery (storage battery)
8. Air conditioner ECU (control means)
9 ... Duct 11 ... Defroster outlet 12 ... Face outlet 13 ... Foot outlet 14 ... Defroster door (outlet switching means)
15 ... Face door (air outlet switching means)
16 ... Foot door (air outlet switching means)
19 ... Inside / outside air switching door (inside / outside air adjusting means)
20 ... Compressor 22 ... First decompressor (pressure reducing means)
23 ... Outdoor heat exchanger 24 ... Second decompressor (pressure reducing means)
26 ... Blower (blower)
29 ... Electric fan 31 ... First solenoid valve (switching means)
32. Second solenoid valve (switching means)
33 ... Third solenoid valve (switching means)
52 ... Electric heater 61 ... First indoor heat exchanger 62 ... Second indoor heat exchanger (indoor heat exchanger)
DESCRIPTION OF SYMBOLS 100 ... Refrigeration cycle 111 ... Inside air temperature sensor (inside air temperature detection means)
112 ... Outside air temperature sensor (outside air temperature detecting means)
113 ... Solar radiation sensor (irradiance detection means)
TAO ... Target blowing temperature

Claims (10)

It is a vehicle air conditioner capable of pre-air conditioning by instructing air conditioning operation by an operation from outside the vehicle while the vehicle is parked,
(A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
A first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation.
Decompression means (22, 24) for decompressing the refrigerant flowing out of the first indoor heat exchanger (61);
An outdoor heat exchanger (23) that is arranged outside the duct (9) and evaporates the refrigerant flowing out of the first indoor heat exchanger (61) by exchanging heat with the air outside the duct (9);
In the duct (9), the refrigerant which is disposed upstream of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated, and the heat of evaporation evaporates the duct. (9) a second indoor heat exchanger (62) for cooling the air inside,
And switching means (31-31) for switching to a flow path for flowing the refrigerant flowing out of the first indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62). 33)
A refrigeration cycle (100) operable in a cooling cycle or a heating cycle by switching the flow path with the switching means (31-33);
(D) The air in the duct (9) using the power supplied from the storage battery (4) disposed downstream of the first indoor heat exchanger (61) in the duct (9). An electric heater (52) for heating
(E) At least an operating rate of the blower (26), the compressor (20), the switching means (31 to 33), and a control means (8) for controlling the operation of the electric heater (52). In vehicle air conditioners,
An electric fan (29) for ventilating outside air to the outdoor heat exchanger (23);
When there is a limit to the electric power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as an air conditioning heat source. (26) is operated at each predetermined operation rate ,
Furthermore, the control means (8) sets the power consumption corresponding to each operation rate determined in advance according to the air conditioning heat source of the blower (26) as the minimum power, and converts the compressor from the power usable in the air conditioning. The vehicle (26) is operated with a larger power value by comparing a power value obtained by subtracting the power consumption of (20) and the power consumption of the electric fan (29) and the minimum power. Air conditioning equipment. It is a vehicle air conditioner capable of pre-air conditioning by instructing air conditioning operation by an operation from outside the vehicle while the vehicle is parked,
(A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
A first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation.
Decompression means (22, 24) for decompressing the refrigerant flowing out of the first indoor heat exchanger (61);
An outdoor heat exchanger (23) that is arranged outside the duct (9) and evaporates the refrigerant flowing out of the first indoor heat exchanger (61) by exchanging heat with the air outside the duct (9);
In the duct (9), the refrigerant which is disposed upstream of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated, and the heat of evaporation evaporates the duct. (9) a second indoor heat exchanger (62) for cooling the air inside,
And switching means (31-31) for switching to a flow path for flowing the refrigerant flowing out of the first indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62). 33)
A refrigeration cycle (100) operable in a cooling cycle or a heating cycle by switching the flow path with the switching means (31-33);
(D) The air in the duct (9) using the power supplied from the storage battery (4) disposed downstream of the first indoor heat exchanger (61) in the duct (9). An electric heater (52) for heating
(E) At least an operating rate of the blower (26), the compressor (20), the switching means (31 to 33), and a control means (8) for controlling the operation of the electric heater (52). In vehicle air conditioners,
When there is a limit to the electric power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as an air conditioning heat source. (26) is operated at each predetermined operation rate ,
When the control means (8) performs pre-heating using the electric heater (52) and the blower (26) while restricting electric power so as not to exceed the electric power usable in the air conditioning, the electric heater The vehicle air conditioner characterized in that electric power that can be used by the electric heater (52) is used as electric power that can be used by the air conditioning for a predetermined time from the start of (52) . Each operating rate predetermined in accordance with the air-conditioning heat source of the blower (26), according to claim 1 or claim, characterized in that to increase the operating rate of the heating cycle than the operation rate of the cooling cycle Item 3. The vehicle air conditioner according to Item 2 . An internal air temperature detecting means (111) for detecting the air temperature in the passenger compartment,
When the pre-air conditioning is started, the control means (8) is such that the difference between the vehicle interior temperature detected by the inside air temperature detection means (111) and the calculated target outlet temperature (TAO) is less than a predetermined value and the air conditioning load is 4. The vehicle air conditioner according to claim 1, wherein when the temperature is smaller, the target air temperature (TAO) is corrected to a side where the feeling of air conditioning becomes stronger, and pre-air conditioning is performed. An outside air temperature detecting means (112) for detecting the air temperature outside the passenger compartment, or a solar radiation amount detecting means (113) for detecting the amount of solar radiation irradiated into the passenger compartment,
When the control means (8) performs the cooling operation by pre-air conditioning, the higher the outside air temperature detected by the outside air temperature detecting means (112), or the solar radiation amount detected by the solar radiation amount detecting means (113). 5. The vehicle air conditioner according to claim 1, wherein pre-air-conditioning is performed by correcting the target blowing temperature (TAO) to be lower as the amount of air increases. The duct (9) has a defroster outlet (11) that blows out conditioned air toward at least the inner surface of the vehicle front window glass at the downstream end of the air, and a face outlet (12) that blows out conditioned air toward the head and chest of the occupant. , A foot air outlet (13) for blowing air-conditioned air toward the feet of the occupant, and air outlet switching means (14 to 16) for switching opening and closing of the air outlets (11 to 13), the air outlet switching means ( A plurality of outlet modes can be selected by the control of 14 to 16),
The said control means (8) controls the said blower outlet switching means (14-16), when performing pre air-conditioning, face mode, bi-level mode as a blower outlet mode which does not open the said defroster blower outlet (11), The vehicle air conditioner according to any one of claims 1 to 5 , wherein one of the foot modes is selected. An inside / outside air adjusting means (19) arranged at the air upstream end of the duct (9) to adjust the ratio of inside air to outside air introduced into the duct (9);
The said control means (8) controls the said inside / outside air adjustment means (19), when performing heating operation by pre-air-conditioning, and makes it an internal-unit circulation mode, The one in any one of Claim 1 thru | or 6 characterized by the above-mentioned. The vehicle air conditioner described. At least air volume switching means for manually switching the amount of air blown into the passenger compartment by the blower (26), air outlet switching means for manually switching the air outlet mode, and suction port switching for manually switching the air inlet mode With any of the means,
When the control means (8) performs pre-air conditioning, all of the operation control of the blower (26), the control of the outlet switching means (14 to 16), the control of the inside / outside air adjustment means (19), The vehicle air conditioner according to any one of claims 1, 3 , 6 , and 7 , wherein the air conditioner is executed in preference to settings in the air volume switching means, the outlet switching means, and the inlet switching means. . It is a vehicle air conditioner capable of pre-air conditioning in the passenger compartment by instructing air conditioning operation by an operation from outside the vehicle while the vehicle is parked,
(A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) a compressor (20) for compressing and discharging the refrigerant;
A first indoor heat exchanger (61) which is disposed in the duct (9) and condenses the refrigerant discharged from the compressor (20) and heats the air in the duct (9) by the heat of condensation.
Decompression means (22, 24) for decompressing the refrigerant flowing out of the first indoor heat exchanger (61);
An outdoor heat exchanger (23) that is arranged outside the duct (9) and evaporates the refrigerant flowing out of the first indoor heat exchanger (61) by exchanging heat with the air outside the duct (9);
In the duct (9), the refrigerant which is disposed upstream of the first indoor heat exchanger (61) and flows out of the first indoor heat exchanger (61) is evaporated, and the heat of evaporation evaporates the duct. (9) a second indoor heat exchanger (62) for cooling the air inside,
An electric fan (29) for passing outside air through the outdoor heat exchanger (23);
And switching means (31-31) for switching to a flow path for flowing the refrigerant flowing out of the first indoor heat exchanger (61) to the outdoor heat exchanger (23) or a flow path for flowing to the second indoor heat exchanger (62). 33)
A refrigeration cycle (100) operable in a cooling cycle or a heating cycle by switching the flow path with the switching means (31-33);
(D) The air in the duct (9) using the power supplied from the storage battery (4) disposed downstream of the first indoor heat exchanger (61) in the duct (9). An electric heater (52) for heating
(E) Control means for controlling at least the operating rate of the blower (26), the compressor (20), the electric fan (29), the switching means (31-33), and the operation of the electric heater (52). (8) In the vehicle air conditioner provided with,
When there is a limit to the electric power that can be used for air conditioning during pre-air conditioning, the control means (8) depends on whether the cooling cycle, the heating cycle, or the electric heater (52) is used as an air conditioning heat source. The power consumption when operating (26) at each predetermined operation rate is set as the minimum power, and the power consumption of the compressor (20) and the electric fan (29) are calculated from the power usable in the air conditioning. The vehicle air conditioner is characterized in that the blower (26) is operated with a larger power value by comparing a power value obtained by subtracting power consumption and the minimum power. It is a vehicle air conditioner capable of pre-air conditioning in the passenger compartment by instructing air conditioning operation by an operation from outside the vehicle while the vehicle is parked,
(A) a duct (9) that forms an air passage for air to the passenger compartment;
(B) a blower (26) for blowing air into the passenger compartment in the duct (9);
(C) an electric heater (52) that heats the air in the duct (9) using electric power that is arranged in the duct (9) and is supplied from the storage battery (4);
(D) In a vehicle air conditioner comprising at least the blower (26) and a control means (8) for controlling the operation of the electric heater (52).
The control means (8) has a limit on the power that can be used for air conditioning during pre-air conditioning, and pre-controls the power using the electric heater (52) and the blower (26) while limiting the power so as not to exceed that power. In the case of heating, the vehicle air is characterized in that the electric power that can be used by the electric heater (52) is used as the electric power that can be used by the air conditioning for a predetermined time from the start of the electric heater (52). Harmony device.

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