JP6280481B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an air conditioner for a vehicle that sends a refrigerant to an evaporator using a compressor and performs air conditioning.

  Conventionally, Patent Document 1 describes an engine automatic stop control device that performs idle stop control for stopping an engine when the engine is in an idling state so that air conditioning performance is satisfied.

  In this prior art, the transition of the engine water temperature over time when the engine is stopped is predicted, and the engine stop condition is set based on the predicted transition of the engine water temperature. Further, when the air conditioner is in an operating state while the engine is stopped, the engine is automatically started based on the blown air temperature that is the temperature of the air blown from the air conditioner.

  Thereby, before the passenger feels cold, the engine can be started and heating can be performed using the heat generated by the engine, so that the air conditioning performance can be satisfied.

JP 2010-101250 A

  However, according to the above prior art, the engine is stopped based on the transition of the engine water temperature. Therefore, in the initial stage of air conditioning or when the idle stop is repeatedly performed, the vehicle interior temperature or the air blown out from the air conditioner is used. Even if the temperature of the vehicle is not comfortable for the occupant, the engine may stop. As a result, there is a problem that the air conditioning performance cannot be satisfied and the air conditioning comfort is impaired.

  The present invention has been made in view of the above points, and an object thereof is to improve air-conditioning comfort while suppressing deterioration of fuel consumption caused by starting an engine.

In order to achieve the above object, in the invention described in claim 1,
A vehicle air conditioner mounted on a vehicle including idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range that is estimated to be comfortable for the passenger, the idle stop control is performed until the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is in the first temperature range, the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be comfortable for the passenger. Air temperature adjusting means (10, 11, 15, 36, 40).
Idle stop prohibition request output means (50d) for outputting an idle stop prohibition request to the idle stop control means (70) until it is estimated that the temperature of the air adjusted in step 2) falls within the second temperature range ,
The idle stop prohibition request output means (50d) determines whether the air temperature adjusted by the air temperature adjustment means (10, 11, 15, 36, 40) falls within the second temperature range or not. It estimates based on the elapsed time (T) after stopping .

  According to this, when the vehicle interior temperature (Tr) is outside the first temperature range that is estimated to be comfortable for the occupant, the idling stop control is prohibited, so the vehicle interior temperature (Tr) is the first temperature range. The air temperature can be adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) so that the air conditioning comfort can be improved. At this time, the idling stop control is prohibited until the vehicle interior temperature (Tr) is estimated to fall within the first temperature range, so that the engine (EG) despite the vehicle interior temperature (Tr) being comfortable for the occupant. ) Can be prevented from deteriorating fuel consumption.

In addition, when the passenger compartment temperature (Tr) is within the first temperature range, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) feels comfortable to the occupant. When it is outside the estimated second temperature range, the idle stop control is prohibited, so that the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) enters the second temperature range. Thus, the air temperature can be adjusted by the air temperature adjusting means (10, 11, 15, 36, 40), and the air conditioning comfort can be improved. At this time, idling stop is prohibited until it is estimated that the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) falls within the second temperature range, so that the air temperature adjusting means (10 , 11, 15, 36, 40) Even though the occupant feels comfortable with the air adjusted in (11, 15, 36, 40), it is possible to suppress the engine (EG) from starting and deteriorating the fuel consumption.
In order to achieve the above object, in the invention according to claim 2,
A vehicle air conditioner mounted on a vehicle including idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range that is estimated to be comfortable for the passenger, the idle stop control is performed until the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is in the first temperature range, the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be comfortable for the passenger. If it is outside the second temperature range, the idle stop prohibition request is made until it is estimated that the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) enters the second temperature range. Idle stop prohibiting request output means (50d) for outputting to the idle stop control means (70),
Temperature setting means (60a) for setting a target temperature (Tset) in the passenger compartment,
The idling stop prohibition request output means (50d) determines whether or not the vehicle interior temperature (Tr) falls within the first temperature range during cooling, as a threshold (β) that is higher than the target temperature (Tset) and lower than the outside air temperature. It estimates based on the comparison with.
Thus, the same effect as that attained by the 1st aspect can be attained.
In order to achieve the above object, in the invention according to claim 3,
A vehicle air conditioner mounted on a vehicle including idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range that is estimated to be comfortable for the passenger, the idle stop control is performed until the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is in the first temperature range, the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be comfortable for the passenger. If it is outside the second temperature range, the idle stop prohibition request is made until it is estimated that the temperature of the air adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) enters the second temperature range. Idle stop prohibiting request output means (50d) for outputting to the idle stop control means (70),
Temperature setting means (60a) for setting a target temperature (Tset) in the passenger compartment,
During heating, the idle stop prohibition request output means (50d) determines whether or not the vehicle interior temperature (Tr) falls within the first temperature range, a threshold (β) that is lower than the target temperature (Tset) and higher than the outside air temperature. It estimates based on the comparison with.
Thus, the same effect as that attained by the 1st aspect can be attained.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a circuit diagram of the PTC heater of a 1st embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a control characteristic figure used for control processing of the air-conditioner for vehicles of a 1st embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a time chart which shows the example of the control result of the air conditioner for vehicles of a 1st embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a time chart which shows the example of the control result of the vehicle air conditioner of 2nd Embodiment.

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

(First embodiment)
The first embodiment will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is mounted on a vehicle that obtains driving force for vehicle travel from an engine (internal combustion engine) EG.

  The driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. The electric power generated by the generator 80 can be stored in the battery 81, and the electric power stored in the battery 81 can be stored in various in-vehicle devices including the electric component device that constitutes the vehicle air conditioner 1. Can supply.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 is configured to be able to execute air conditioning in the vehicle interior using power supplied from the engine EG and electric power supplied from the battery 81.

  The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10 shown in FIG. 1, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG.

  First, the indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the evaporator 15, the heater core 36, and the PTC heater 37 are disposed in a casing 31 that forms an outer shell thereof. Etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An inside / outside air switching box 20 as an inside / outside air switching means for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 31.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 31 and an outside air introduction port 22 for introducing outside air. Further, inside the inside / outside air switching box 20, the opening area of the inside air introduction port 21 and the outside air introduction port 22 is continuously adjusted, and the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air is set. An inside / outside air switching door 23 to be changed is arranged.

  Accordingly, the inside / outside air switching door 23 constitutes air volume ratio changing means (suction port mode switching means) that changes the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air and switches the air inlet mode. . More specifically, the inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50. The

  Further, as the suction port mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 31, and the inside air introduction port 21 is fully closed and the outside air introduction port 22. The outside air mode in which the outside air is introduced into the casing 31 with the valve fully open, and the opening areas of the inside air introduction port 21 and the outside air introduction port 22 are continuously adjusted between the inside air mode and the outside air mode. There is an internal / external air mixing mode that continuously changes the introduction ratio.

  A blower 32 (blower), which is a blowing means for blowing the air sucked through the inside / outside air switching box 20 toward the vehicle interior, is disposed on the downstream side of the inside / outside air switching box 20. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air blowing capacity) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 functions as a cooling means (heat exchange means) that cools the blown air by exchanging heat between the refrigerant (heat medium) flowing through the evaporator 15 and the blown air blown from the blower 32. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is disposed in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges it, and pulleys Rotating drive by the engine EG through a belt or the like.

  The compressor 11 may be a variable capacity compressor that can adjust the refrigerant discharge capacity by changing the discharge capacity, or a fixed capacity compressor that adjusts the refrigerant discharge capacity by changing the operating rate of the compressor operation by switching the electromagnetic clutch. Either of these may be used.

  The condenser 12 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the blower fan 12a as the outdoor blower, thereby discharging the refrigerant discharged from the compressor 11. It is an outdoor heat exchanger that condenses water. The condenser 12 is a radiator that radiates the heat of the refrigerant discharged from the compressor 11.

  The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 12 and stores excess refrigerant, and flows only the liquid-phase refrigerant downstream. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 14 and exerts an endothermic effect on the refrigerant. Thereby, the evaporator 15 functions as a heat exchanger for cooling which cools blowing air.

  The refrigeration cycle 10 having the compressor 11 and the evaporator 15 constitutes an air temperature adjusting means for adjusting the temperature of the air blown into the vehicle interior using the power generated by the engine EG.

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the casing 31, on the downstream side of the air flow of the evaporator 15, there are an air passage such as a cooling cold air passage 33 and a cold air bypass passage 34 for flowing air after passing through the evaporator 15, and a heating cold air passage 33 and a cold air bypass passage. A mixing space 35 for mixing the air flowing out from 34 is formed.

  A heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the cooling air passage 33 for heating in the direction of air flow. The heater core 36 functions as a heat exchanger (air heating means) for heating the blown air after passing through the evaporator 15 using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. The engine EG functions as cooling water heating means for heating the cooling water.

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe, and the cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured. The cooling water circuit 40 is provided with a cooling water pump 40a for circulating the cooling water. The cooling water pump 40 a is an electric water pump whose rotational speed (cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50. The coolant pump 40a may be rotationally driven by the engine EG.

  The heater core 36 and the cooling water circuit 40 constitute air temperature adjusting means for adjusting the temperature of the air blown into the vehicle interior using the heat generated by the engine EG.

  The PTC heater 37 has an PTC element (positive characteristic thermistor), and is an electric heater as auxiliary heating means that generates heat when electric power is supplied to the PTC element and heats the air after passing through the heater core 36. Note that the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  More specifically, as shown in FIG. 3, the PTC heater 37 is composed of a plurality (three in this embodiment) of PTC heaters 37a, 37b, and 37c. FIG. 3 is a circuit diagram showing an electrical connection mode of the PTC heater 37 of the present embodiment.

  The positive side of each PTC heater 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to the ground side via each switch element SW1, SW2, SW3 of each PTC heater 37a, 37b, 37c. Yes. Each switch element SW1, SW2, SW3 switches between the energized state (ON state) and the non-energized state (OFF state) of each PTC element h1, h2, h3 included in each PTC heater 37a, 37b, 37c.

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

  On the other hand, the cold air bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing through the heater core 36 and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the amount of cold air that flows into the heating cold air passage 33 and the cold air bypass passage 34 on the downstream side of the air flow of the evaporator 15 and on the inlet side of the heating cold air passage 33 and the cold air bypass passage 34. An air mix door 39 that continuously changes the ratio is disposed. Accordingly, the air mix door 39 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 35 (the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 39 includes a rotary shaft driven by the electric actuator 63 for the air mix door, and a plate-like door main body having a rotary shaft connected to one end thereof. The so-called cantilever door. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31. Specifically, the air outlets 24 to 26 include a face air outlet 24 that blows air-conditioned air toward the upper body of an occupant in the vehicle interior, a foot air outlet 25 that blows air-conditioned air toward the feet of the occupant, and the front of the vehicle. A defroster outlet 26 that blows air-conditioned air toward the inner side surface of the window glass is provided.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the vehicle. Both the face air outlet 24 and the foot air outlet 25 are opened. A bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, a foot mode in which the foot outlet 25 is fully opened and the defroster outlet 26 is opened by a small opening, and air is mainly blown out from the foot outlet 25. In addition, there is a foot defroster mode in which the foot outlet 25 and the defroster outlet 26 are opened to the same extent and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  Furthermore, it can also be set as the defroster mode which a passenger | crew operates the switch of the operation panel 60 shown in FIG. 2 fully, opens a defroster blower outlet, and blows air from a defroster blower outlet to the vehicle front window glass inner surface.

  Further, the vehicle air conditioner 1 according to the present embodiment includes an electric heat defogger (not shown). The electric heat defogger is a heating wire arranged inside or on the surface of the vehicle interior window glass, and is a window glass heating means for preventing fogging or eliminating window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  Furthermore, the vehicle air conditioner 1 of the present embodiment includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is auxiliary heating means for increasing the surface temperature of a seat on which a passenger is seated. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  And when the heating of a vehicle interior may become inadequate with the conditioned wind which blows off from each blower outlet 24-26 of the indoor air conditioning unit 10, the function which supplements a passenger | crew's heating feeling by operating | operating is fulfill | performed. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioner control apparatus 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.

  Moreover, in the vehicle air conditioner 1 of this embodiment, you may provide the seat air blower, the steering heater, and the knee radiation heater. The seat blower is a blower that blows air from the inside of the seat toward the passenger. The steering heater is a steering heating means for heating the steering with an electric heater. The knee radiation heater is a heating means that radiates heat source light, which is a heat source of radiant heat, toward an occupant's knee. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air-conditioning control device 50 (air-conditioning control means), the engine control device 70, and the body control device 71 are composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and a control program stored in the ROM. Based on the above, various calculations and processes are performed to control the operation of various devices connected to the output side.

  Various engine constituent devices constituting the engine EG are connected to the output side of the engine control device 70. Specifically, as various engine components, a starter for starting the engine EG, a fuel injection valve (injector) drive circuit (not shown) for supplying fuel to the engine EG, and the like are connected.

  Further, on the input side of the engine control device 70, an accelerator opening sensor that detects the accelerator opening Acc, an engine speed sensor that detects the engine speed Ne, and a vehicle speed sensor that detects the vehicle speed Vv (none of which are shown). Various engine control sensor groups such as the above are connected.

  On the output side of the air conditioning controller 50, the blower 32, the electromagnetic clutch 61 of the compressor 11, the blower fan 12a, the various electric actuators 62, 63, 64, the first to third PTC heaters 37a, 37b, 37c, and the cooling water pump 40a. The seat air conditioner 90 and the like are connected.

  Further, on the input side of the air conditioning control device 50, an inside air sensor 51 (vehicle interior temperature detecting means) for detecting the vehicle interior temperature Tr, an outside air sensor 52 (external air temperature detecting means) for detecting the outside air temperature Tam, and solar radiation in the vehicle interior. A solar radiation sensor 53 for detecting the amount Ts, a discharge temperature sensor 54 (discharge temperature detecting means) for detecting the compressor 11 discharge refrigerant temperature Td, and a discharge pressure sensor 55 (discharge pressure detecting means) for detecting the compressor 11 discharge refrigerant pressure Pd. , An evaporator temperature sensor 56 (evaporator temperature detecting means) for detecting the temperature of air blown from the evaporator 15 (evaporator temperature) TE, and a coolant temperature sensor for detecting the coolant temperature Tw of the coolant flowing out from the engine EG 58, near-window humidity sensor 59 as a humidity detecting means for detecting the relative humidity of the vehicle interior air in the vicinity of the window glass in the vehicle interior (hereinafter referred to as the near-window relative humidity), near the window glass Vehicle interior temperature sensor that detects the temperature of the air, and sensors for various air conditioning control, such as window glass surface temperature sensor for detecting the window glass surface temperature is connected.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted. The detection values of the window vicinity humidity sensor 59, the temperature sensor, and the window glass surface temperature sensor are used to calculate the relative humidity RHW of the window glass surface.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Specifically, various air conditioning operation switches provided on the operation panel 60 include an operation switch of the vehicle air conditioner 1, an auto switch, an operation mode changeover switch, an outlet mode changeover switch, an air volume setting switch of the blower 32, A vehicle interior temperature setting switch 60a, a display unit for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

  The auto switch is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger. The vehicle interior temperature setting switch 60a is target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger.

  In addition, the air conditioning control device 50 and the engine control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the engine control device 70. When engine control device 70 receives a request signal (operation request signal) for requesting operation of engine EG from air conditioning control device 50, engine control device 70 determines whether or not operation of engine EG is necessary, and the engine according to the determination result. Control the operation of the EG.

  Furthermore, the air conditioning control device 50 is electrically connected to a body control device 71 (body control means) that performs various controls relating to the body. An output signal (such as a signal indicating whether or not the wiper is operating) output from the body control device 71 is input to the air conditioning control device 50 of the present embodiment. The wiper has a wiper blade that wipes raindrops on the front window glass of the vehicle, a wiper arm that holds the wiper blade, and the like.

  Here, the air-conditioning control device 50, the engine control device 70, and the body control device 71 are configured such that control means for controlling various devices to be controlled connected to the output side are integrally configured. The configuration (hardware and software) for controlling the operation of the device constitutes a control means for controlling the operation of each control target device.

  For example, the engine control device 70 performs idle stop control for stopping the engine EG when the engine EG enters an idling state. Therefore, the structure which performs idle stop control among the engine control apparatuses 70 comprises the idle stop control means.

  For example, in the air-conditioning control device 50, the configuration that controls the operation of the blower 32 that is the blowing unit and controls the blowing capability of the blower 32 constitutes the blowing capability control unit 50 a, and the operation of the electromagnetic clutch 61 of the compressor 11. The structure which controls refrigerant | coolant discharge capacity of the compressor 11 comprises compressor control means, and the structure which controls switching of blower outlet mode comprises the blower outlet mode switching means 50b.

  Further, the configuration for controlling the cooling capacity of the evaporator 15 as the cooling means constitutes the cooling capacity control means 50c, and the configuration for controlling the heating capacity of the heater core 36 as the heating means constitutes the heating capacity control means.

  Moreover, the structure which transmits / receives a control signal with the engine control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output means 50d. The request signal output means 50d constitutes an idle stop prohibition request means for outputting an idle stop prohibition request for prohibiting the idle stop control and operating the engine EG to the engine control device 70.

  Further, the engine control device 70 transmits and receives control signals to and from the air conditioning control device 50, and determines whether or not the engine EG needs to be operated in accordance with an output signal from the request signal output means 50d (operation necessity determination means). ) Constitutes a signal communication means.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. FIG. 4 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. This control process is started when the operation switch of the vehicle air conditioner 1 is turned on in a state where power is supplied from the battery 81 to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. To do. Each of the control steps in FIGS. 4 to 12 constitutes various function realizing means that the air conditioning control device 50 has.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, a suction port mode switch setting signal, and the like.

  Next, in step S3, a vehicle environmental state signal used for air-conditioning control, that is, a detection signal of the above-described sensor groups 51 to 59 is read. In step S 3, part of the detection signals of the sensor group connected to the input side of the engine control device 70 and the control signals output from the engine control device 70 are also read from the engine control device 70.

Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. Therefore, step S4 constitutes a target blowing temperature determining means. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  The target blowing temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and is regarded as the air conditioning heat load required for the vehicle air conditioner 1. be able to.

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

Details of step S5 will be described with reference to the flowchart of FIG. First, in step S51, a provisional air mix opening degree SWdd is calculated by the following mathematical formula F2, and the process proceeds to step S52.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F2)
Note that {MAX (10, Tw− (TE + 2))} in Formula F2 means the larger value of 10 and Tw− (TE + 2).

  Subsequently, in step S52, the air mix opening SW is determined based on the temporary air mix opening SWdd calculated in step S51 with reference to a control map stored in the air conditioning control device 50 in advance. Proceed to step S6. In this control map, as shown in step S52 of FIG. 5, the value of the air mix opening SW with respect to the temporary air mix opening SWdd is determined nonlinearly.

  As described above, since the cantilever door is adopted as the air mix door 39 in the present embodiment, the cold air bypass passage 34 viewed from the actual flow direction of the blown air with respect to the change in the air mix opening SW. This is because the change in the opening area and the change in the opening area of the heating cool air passage 33 have a non-linear relationship.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the blower motor voltage applied to the electric motor) is determined. Details of step S6 will be described with reference to the flowchart of FIG.

  As shown in FIG. 6, first, in step S611, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S612, the blower motor voltage at which the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined is determined, and the process proceeds to step S7. move on.

  Specifically, the air volume setting switch of the present embodiment can set five levels of air volume of Lo → M1 → M2 → M3 → Hi, and the blower motor voltage is set in the order of 4V → 6V → 8V → 10V → 12V. Determined to be higher.

  On the other hand, when it is determined in step S611 that the auto switch is turned on, in step S613, the control map stored in the air conditioning control device 50 in advance based on the TAO determined in step S4 is referred to. To determine the temporary blower level f (TAO).

  The control map for determining the temporary blower level f (TAO) in the present embodiment is configured such that the value of the temporary blower level f (TAO) for TAO draws a bathtub-like curve.

  That is, as shown in step S613 of FIG. 6, the airflow of the blower 32 is maximum in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and the extremely high temperature region (in this embodiment, 80 ° C. or higher). The temporary blower level f (TAO) is raised to a high level so that the air volume is near.

  Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the temporary blower level f (TAO) is decreased so that the amount of air blown from the blower 32 is reduced as TAO increases. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower level f (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in this embodiment), the temporary blower level f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes the minimum air volume. Thereby, the basic blower level corresponding to the air conditioning heat load is calculated.

  As is apparent from the above description, the temporary blower level f (TAO) is a value determined based on TAO, and is therefore based on the vehicle interior set temperature Tset, the internal temperature Tr, the external temperature Tam, and the solar radiation amount Ts. It is determined based on the value determined by

  In subsequent step S614, a lower limit blower level f (window relative relative humidity) is determined with reference to a control map stored in advance in the air conditioning controller 50 based on the window relative humidity detected by the window vicinity humidity sensor 59.

  That is, as shown in step S614 of FIG. 6, when the window-side relative humidity is less than 95%, the lower limit blower level f (window vicinity relative humidity) is set to 0, and when the window vicinity relative humidity is 100% or more, the lower limit blower. When the level f (near window relative humidity) is 20, and the window near relative humidity is 95% or more and less than 100%, the lower limit blower level f (window near relative humidity) is increased in accordance with the increase in window near relative humidity.

In subsequent step S615, the blower level corresponding to the blower voltage applied to the electric motor to determine the blower capacity of the blower 32 is determined. Specifically, the blower level is calculated by the following formula F3.
Blower level = MAX (f (TAO), f (relative humidity near window)) (F3)
In addition, MAX (f (TAO), f (window vicinity relative humidity)) of Formula F3 means a larger value of f (TAO) and f (window vicinity relative humidity).

  Then, the process proceeds to step S616, and the blower voltage (blower motor voltage) is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the blower level determined in step S615.

  That is, as shown in step S615 of FIG. 6, the blower voltage (blower motor voltage) is increased according to the increase in the blower level.

  According to this, the lower limit blower level f (window vicinity relative humidity) is determined to be larger as the window vicinity relative humidity is higher. For this reason, when the possibility that fogging will occur in the window glass is high, the lower limit blower level f (the relative humidity in the vicinity of the window) is easily selected as the blower level, and the blowing capacity of the blower 32 is likely to be increased.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 7, first, in step S71, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S72, the outside air introduction rate corresponding to the manual mode is determined, and the process proceeds to step S8.

  Specifically, when the intake port mode is the all-in-air mode (REC mode), the outside air introduction rate is determined to be 0%, and when the intake port mode is the all-outside air mode (FRS mode), the outside air introduction rate is set to 100%. decide.

  On the other hand, if it is determined in step S71 that the auto switch is turned on, the process proceeds to step S73, and the control map stored in the air conditioning control device 50 in advance is referred to based on the target blowing temperature TAO. Determine the inlet mode.

  Specifically, when TAO is in the rising process, the outside air mode is set if TAO ≧ first predetermined temperature T1, and the inside / outside air mixing mode is set if first predetermined temperature T1> TAO ≧ second predetermined temperature T2, If the second predetermined temperature T2> TAO, the inside air mode is set.

  On the other hand, when the TAO is in the descending process, the inside air mode is set if the third predetermined temperature T3 ≧ TAO, the inside / outside air mixing mode is set if the third predetermined temperature T3 ≧ TAO> the second predetermined temperature T2, and TAO> the second. 2 If it is the predetermined temperature T2, the process proceeds to step S8 as the outside air mode. Each predetermined temperature has a relationship of T1> T2> T3. Moreover, the temperature difference of each predetermined temperature is set as a hysteresis width for preventing control hunting.

  In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 8, first, in step S81, the provisional outlet mode f1 (TAO) is determined with reference to a control map stored in advance in the air conditioning controller 50 based on TAO.

  In the present embodiment, as shown in step S81 in FIG. 8, the temporary outlet mode f1 (TAO) is sequentially switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature region to the high temperature region. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S81 of FIG. 8, a hysteresis width for preventing control hunting is set.

  In a succeeding step S82, it is determined whether or not the temporary outlet mode f1 (TAO) is a bi-level mode or a foot mode. If it is determined that the temporary outlet mode f1 (TAO) is the bi-level mode or the foot mode, the process proceeds to step S83, and is stored in the air-conditioning control device 50 in advance based on the window-side relative humidity detected by the window-side humidity sensor 59. The outlet mode is determined with reference to the control map.

  Specifically, when the relative humidity near the window is less than 95%, the air outlet mode is set to the temporary air outlet mode f1 (TAO) determined in step S81, and when the relative humidity near the window is 95% or more and less than 99%, When the air outlet mode is the foot defroster mode and the relative humidity in the vicinity of the window is 99% or more, the air outlet mode is the defroster mode. In the control map shown in step S83 of FIG. 8, a hysteresis width for preventing control hunting is set.

  On the other hand, when it determines with temporary blower outlet mode f1 (TAO) not being a bi-level mode or a foot mode in step S82, it progresses to step S84 and the temporary blower outlet mode f1 (TAO) determined by step S81. And

  Accordingly, when the relative humidity in the vicinity of the window is high and the possibility of fogging of the window glass is high, the foot defroster mode or the defroster mode is selected, and the ratio of the air volume blown from the defroster outlet 26 can be increased. it can.

  In the next step S9, a target blowing temperature TEO of the blowing air temperature TE from the evaporator 15 is determined. For example, in the present embodiment, based on the TAO determined in step S4 and the like, the control map (for example, FIG. 9) stored in advance in the air conditioning control device 50 is referred to, and the blown air temperature TE from the evaporator 15 is changed. The target blowing temperature TEO is determined.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the temporary air mix opening SWdd determined in step S51, and the cooling water temperature Tw. To decide.

  Details of step S10 will be described with reference to the flowchart of FIG. First, in step S101, it is determined whether or not the PTC heater 37 needs to be operated based on the outside air temperature. Specifically, it is determined whether or not the outside air temperature detected by the outside air sensor 52 is higher than a predetermined temperature (26 ° C. in the present embodiment).

  If it is determined in step S101 that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the process proceeds to step S105, where the number of operation of the PTC heater 37 is reduced to zero. decide. On the other hand, if it is determined in step S101 that the outside air temperature is lower than 26 ° C., the process proceeds to step S102.

  In steps S102 and S103, it is determined whether or not the PTC heater 37 needs to be operated based on the provisional air mix opening degree SWdd. Here, since the provisional air mix opening degree SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, so the air mix opening degree SW becomes small. Accordingly, the necessity of operating the PTC heater 37 is reduced.

  Therefore, in step S102, the air mix opening SW determined in step S5 is compared with a predetermined reference opening, and the air mix opening SW is equal to or less than the first reference opening (100% in this embodiment). If there is, it is not necessary to operate the PTC heater 37, and the PTC heater operation flag f (SW) = OFF is set.

  On the other hand, if the air mix opening is equal to or greater than the second reference opening (110% in this embodiment), it is assumed that the PTC heater 37 needs to be operated, and the PTC heater operation flag f (SW) = ON. . The opening difference between the first reference opening and the second reference opening is set as a hysteresis width for preventing control hunting.

  In step S103, if the PTC heater operation flag f (SW) determined in step S102 is OFF, the process proceeds to step S105, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, if the PTC heater operation flag f (SW) is ON, the process proceeds to step S104, the number of operation of the PTC heater 37 is determined, and the process proceeds to step S11.

  In step S104, the number of operating PTC heaters 37 is determined according to the cooling water temperature Tw. Specifically, when the cooling water temperature Tw is in an increasing process, if the cooling water temperature Tw <the first predetermined temperature T1, the number of operation is three, and the first predetermined temperature T1 ≦ the cooling water temperature Tw <second. If the predetermined temperature T2, the number of operation is two, and if the second predetermined temperature T2 ≦ cooling water temperature Tw <the third predetermined temperature T3, the number of operation is one, and the third predetermined temperature T3 ≦ the cooling water temperature Tw. If there is, the number of operation is 0.

  On the other hand, when the cooling water temperature Tw is in the descending process, if the fourth predetermined temperature T4 <the cooling water temperature Tw, the number of operation is zero, and the fifth predetermined temperature T5 <the cooling water temperature Tw ≦ the fourth predetermined temperature T4. If so, the number of operation is one, and if the sixth predetermined temperature T6 <cooling water temperature Tw ≦ the fifth predetermined temperature T2, the number of operation is two, and if the cooling water temperature Tw ≦ the sixth predetermined temperature T6, the operation is performed. The number is set to 3 and the process proceeds to step S11.

  Each predetermined temperature has a relationship of T3> T2> T4> T1> T5> T6. In this embodiment, specifically, T3 = 75 ° C., T2 = 70 ° C., T4 = 67.5 ° C., T1 = 65 ° C., T5 = 62.5 ° C., and T6 = 57.5 ° C. Further, the temperature difference between the predetermined temperatures in the ascending process and the descending process is set as a hysteresis width for preventing control hunting.

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

  In the next step S11, a request signal output from the air conditioning control device 50 to the engine control device 70 is determined. As this request signal, there is an idle stop prohibition request signal or the like.

  The idle stop prohibition request signal is a signal that requests the engine control device 70 to prohibit the idle stop control. The idle stop control is a control for stopping the engine EG when the engine EG enters an idling state in order to improve vehicle fuel efficiency.

  Since the engine EG is stopped when the idle stop control is executed, the compressor 11 of the refrigeration cycle 10 is also stopped. Therefore, the temperature of the refrigerant in the evaporator 15 gradually increases, and the temperature of the air after passing through the evaporator 15 also gradually increases. That is, the cooling and dehumidifying effect of air by the evaporator 15 is gradually reduced. Further, the engine coolant temperature gradually decreases, and the temperature of the air after passing through the heater core 36 also gradually decreases. That is, the heating effect of air by the heater core 36 gradually decreases.

  Details of step S11 will be described with reference to the flowchart of FIG. First, in step S1101, based on an input signal from the engine control device 70, it is determined whether or not the engine EG is stopped for the first time by the idle stop control.

  The number of stops of the engine EG by the idle stop control is reset when the ignition switch of the vehicle is turned on. Therefore, in step S1101, it is determined whether or not the idling stop has been performed for the first time since the most recent ignition switch of the vehicle was turned on.

  If it is determined that the idle stop is the first time, the process proceeds to step S1102, the correction temperature α is determined to be 5 ° C., and the process proceeds to step S1104. If it is determined that the idle stop is not the first time, that is, the second or later time, the process proceeds to step S1103, the correction temperature α is determined to be 3 ° C., and the process proceeds to step S1104.

  In steps S1105 and S1109, the correction temperature α is used to determine whether or not the vehicle interior temperature Tr is within a temperature range that is estimated to be comfortable for the occupant.

  In step S1104, it is determined whether or not the target air temperature TAO of the vehicle interior air is equal to or higher than a predetermined temperature (25 ° C. in the present embodiment).

  If it is determined that the target outlet temperature TAO of the vehicle interior air is not equal to or higher than the predetermined temperature, it can be determined that the cooling operation is being performed, and thus the process proceeds to step S1105, where it is estimated that the vehicle interior temperature Tr feels comfortable for the passenger. It is determined whether it is within the temperature range.

Specifically, based on the vehicle interior temperature Tr and the control map shown in step S1105 of FIG. 11, it is estimated whether the vehicle interior temperature Tr feels hot or not for the occupant. The threshold value β used in the control map is calculated by the following mathematical formula F4.
β = MIN (Tr, (Tset + α)) (F4)
Here, Tr is the cabin temperature detected by the inner gas sensor 5 1, Tset is cabin temperature setting switch 60a cabin target temperature set by, alpha is a step S1102, S1103 in set correction temperature It is.

  In Formula F4, MIN (Tr, (Tset + α)) means the smaller value of Tr and (Tset + α).

  When the idle stop is the first time, the correction temperature α is set to a larger value than when the idle stop is the second time or later. Therefore, when the idling stop is the first time, the upper limit value of the passenger compartment temperature Tr, which is estimated that the occupant feels not hot, is higher than when the idling stop is the second or later.

  If it is estimated that the passenger compartment temperature Tr feels hot in step S1105, it can be determined that the passenger compartment needs to be cooled. Therefore, the process proceeds to step S1106, and it is determined to output an idle stop prohibition request signal. The process proceeds to step S12 shown in FIG. Thereby, idle stop control is complete | finished and it becomes possible to cool the air by the evaporator 15. FIG.

  On the other hand, when it is estimated in step S1105 that the passenger compartment temperature Tr feels that the occupant is not hot, the process proceeds to step S1107, where the blown air temperature TE from the evaporator 15 is estimated to be comfortable for the occupant. It is determined whether it is in. That is, the evaporator 15 determines whether the air can be sufficiently cooled or not cooled.

  If the evaporator 15 determines that the air cannot be cooled sufficiently, it can be determined that the interior of the vehicle needs to be cooled. Therefore, the process proceeds to step S1106, and it is determined that an idle stop prohibition request signal is output. It progresses to step S12 shown. Thereby, idle stop control is complete | finished and it becomes possible to cool the air by the evaporator 15. FIG.

  On the other hand, when it is determined that the evaporator 15 can sufficiently cool the air, the process proceeds to step S1108, it is determined not to output the idle stop prohibition request signal, and the process proceeds to step S12 shown in FIG. Thereby, idle stop control is implemented and it becomes possible to improve fuel consumption.

  On the other hand, if it is determined that the target outlet temperature TAO of the air blown into the vehicle interior is equal to or higher than the predetermined temperature, it can be determined that the vehicle is in the heating operation. It is determined whether the temperature is within the first temperature range.

Specifically, based on a control map shown in step S1109 of the vehicle interior temperature Tr and 11, to estimate the feel or cold wards occupant cold the Most feel. The threshold value β used in the control map is calculated by the above mathematical formula F4.

  When the idle stop is the first time, the correction temperature α is set to a larger value than when the idle stop is the second time or later. Therefore, when the idle stop is the first time, the lower limit value of the passenger compartment temperature Tr that the passenger feels is not cold is lower than when the idle stop is the second time or later.

Step S110 If it is estimated to feel occupant cold at 9, it can be determined that it is necessary to heat the passenger compartment, the process proceeds to step S1106, and decides to output the idle stop prohibition request signal, shown in FIG. 4 Proceed to step S12. Thereby, idle stop control is complete | finished and it becomes possible to heat the air by the heater core 36. FIG.

  On the other hand, if it is estimated in step S1109 that the occupant feels not cold, the process proceeds to step S1110, and whether or not the temperature of the air blown from the heater core 36 is within a second temperature range that is estimated to be comfortable for the occupant. judge. That is, it is determined whether the heater core 36 can sufficiently warm the air or not.

  The temperature of the air blown from the heater core 36 can be estimated based on the temperature of the cooling water in the cooling water circuit 40. As the temperature of the air blown from the heater core 36, the temperature of the cooling water in the cooling water circuit 40 may be used as it is.

  If it is determined that the heater core 36 cannot sufficiently warm the air, it can be determined that the vehicle interior needs to be heated. Therefore, the process proceeds to step S1106, and it is determined to output an idle stop prohibition request signal. It progresses to step S12 shown. Thereby, idle stop control is complete | finished and it becomes possible to heat the air by the heater core 36. FIG.

  On the other hand, if it is determined that the heater core 36 can sufficiently warm the air, the process proceeds to step S1111 and it is determined not to output the idle stop prohibition request signal, and the process proceeds to step S12 shown in FIG. Thereby, idle stop control is implemented and it becomes possible to improve fuel consumption.

  Next, in Step S12, it is determined whether or not to operate the cooling water pump 40a for circulating the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it is determined in step S122 that the blower 32 is not operating, the process proceeds to step S124, and it is determined to stop (OFF) the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a (ON). As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S14, various devices 32, 12a, 61, 62, 63, 64, 12a, 37, 40a, and so on are provided from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 is obtained. A control signal and a control voltage are output to 80. Further, the request signal determined in step S11 is transmitted from request signal output means 50c to engine control device 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 32 is cooled by the evaporator 15. The cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.

  When the inside air temperature Tr in the passenger compartment is cooled below the outside air temperature Tam by the conditioned air blown into the inside of the passenger compartment, cooling of the inside of the passenger compartment is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  In this embodiment, idle stop is prohibited by step S11 like the time chart shown in FIG. 13, for example.

  FIG. 13 shows an example of a time chart during cooling. When the ignition switch of the vehicle is turned on and the engine EG and the vehicle air conditioner 1 are started, the cooling effect is exhibited and the vehicle interior temperature Tr falls below β = 30 ° C. (vehicle interior target temperature Tset + α). A stop is implemented. In the first idle stop, the correction temperature α = 5.

  When the vehicle interior temperature Tr exceeds β + 2 = 32 ° C. (vehicle interior target temperature Tset + α + 2) during the first idle stop, the idle stop is prohibited (step S1105 and Formula F4).

  When the idling stop is prohibited, the cooling effect is exerted, the vehicle interior temperature Tr falls below β = 28 ° C. (vehicle interior target temperature Tset + α), and the evaporator temperature TE falls below 5 ° C., the second idle stop Is implemented (steps S1105, S1107 and mathematical formula F4). In the second and subsequent idle stops, the correction temperature α = 3.

  When the second idle stop is performed, the cooling effect is not exhibited and the evaporator temperature TE exceeds 17 ° C., the idle stop is prohibited (step S1107).

  When the idling stop is prohibited and the cooling effect is exhibited and the evaporator temperature TE becomes 5 ° C. or less, the third idling stop is performed (step S1107).

  When the third idle stop is performed, the cooling effect is not exhibited, and the idle stop is prohibited when the evaporator temperature TE exceeds 17 ° C. (step S1107).

  When the idling stop is prohibited and the cooling effect is exhibited and the evaporator temperature TE becomes 5 ° C. or lower, the fourth idling stop is performed (step S1107).

  When the fourth idle stop is performed, the cooling effect is no longer exhibited, and when the vehicle interior temperature Tr exceeds β + 2 = 30 ° C. (vehicle interior target temperature Tset + α + 2), the idle stop is prohibited (step S1105 and equation F4). .

  When the idling stop is prohibited, the cooling effect is exhibited, and when the temperature falls below β = 28 ° C. (the vehicle interior target temperature Tset + α) and the evaporator temperature TE becomes 5 ° C. or less, the fifth idling stop is performed ( Steps S1105, S1107 and Formula F4).

  When the fifth idle stop is performed, the cooling effect is not exhibited, and the idle stop is prohibited when the evaporator temperature TE exceeds 17 ° C. (step S1107).

  Thus, by repeating idle stop according to the vehicle interior temperature Tr and the evaporator temperature TE from the beginning of air conditioning, the deterioration of fuel consumption due to starting the engine EG is suppressed, and the air conditioning comfort of the passenger is improved. be able to.

  Since the first idle stop is started / finished at a higher vehicle interior temperature Tr than the second and subsequent times, the fuel efficiency improvement effect by the idle stop can be improved.

  That is, at the time of high temperature such as summer, when cooling is started for the first time after boarding, it takes time to lower the passenger compartment temperature Tr. Further, immediately after boarding, the passenger feels comfortable even if the amount of decrease in the passenger compartment temperature Tr is small.

  From this, it is possible to ensure cooling comfort by starting and ending the first idle stop at a higher vehicle interior temperature Tr compared to the second and subsequent times, and the frequency of outputting an idle stop prohibition request during cooling. As a result, the fuel efficiency improvement effect by idling stop can be improved.

  Since it is the same during heating, the illustration of an example of a time chart during heating is omitted.

  In the vehicle air conditioner 1 of the present embodiment, as described in the control step S11, the air conditioner control device 50 (idle stop prohibition request output means 50d) estimates that the passenger compartment temperature Tr is comfortable for the passenger. When the temperature is out of the first temperature range, an idle stop prohibition request is output to the engine control device 70 (idle stop control means 70) until it is estimated that the vehicle interior temperature Tr falls within the first temperature range.

  Further, the air conditioning control device 50 idle stop prohibition request output means 50d indicates that the air temperature adjusted by the evaporator 15 or the heater core 36 is comfortable for the passenger when the passenger compartment temperature Tr is in the first temperature range. If it is outside the second temperature range estimated to be felt, an idle stop prohibition request is sent to the engine controller 70 until it is estimated that the temperature of the air adjusted by the evaporator 15 or the heater core 36 enters the second temperature range. Output.

  According to this, when the vehicle interior temperature Tr is outside the first temperature range that is estimated to be comfortable for the occupant, the idle stop control is prohibited, so that the vehicle interior temperature Tr falls within the first temperature range. The temperature of air can be adjusted by the evaporator 15 or the heater core 36, and the air conditioning comfort can be improved. At this time, the idling stop control is prohibited until the vehicle interior temperature Tr is estimated to fall within the first temperature range, so that the engine EG is started and the fuel consumption is improved even though the vehicle interior temperature Tr is comfortable for the occupant. Can be prevented from worsening.

  Further, when the passenger compartment temperature Tr is in the first temperature range, the temperature of the air adjusted by the evaporator 15 or the heater core 36 is outside the second temperature range in which it is estimated that the passenger feels comfortable. In this case, since the idle stop control is prohibited, the air temperature can be adjusted by the evaporator 15 or the heater core 36 so that the temperature of the air adjusted by the evaporator 15 or the heater core 36 falls within the second temperature range. Can be improved. At this time, idle stop is prohibited until it is estimated that the temperature of the air adjusted by the evaporator 15 or the heater core 36 falls within the second temperature range, so that the occupant can comfortably use the air adjusted by the evaporator 15 or the heater core 36. However, it is possible to suppress the deterioration of fuel consumption by starting the engine EG despite the feeling.

  In the vehicle air conditioner 1 of the present embodiment, as described in the control step S1107, the air conditioner control device 50 determines whether or not the temperature of the air adjusted by the evaporator 15 falls within the second temperature range. Estimate based on the temperature of

  Thereby, it can be estimated accurately whether the temperature of the air adjusted with the evaporator 15 enters into the 2nd temperature range.

  In the vehicle air conditioner 1 of the present embodiment, as described in the control step S1107, the air conditioner control device 50 determines whether or not the temperature of the air adjusted by the heater core 36 falls within the second temperature range. Estimate based on the temperature of the cooling water.

  Accordingly, it can be accurately estimated whether or not the temperature of the air adjusted by the heater core 36 falls within the second temperature range.

  In the vehicle air conditioner 1 according to the present embodiment, as described in the control step S1105, the air conditioner control device 50 determines whether or not the vehicle interior temperature Tr falls within the first temperature range based on the vehicle interior target temperature Tset during cooling. Is estimated on the basis of a comparison with a threshold value β that is higher and lower than the outside air temperature.

  According to this, since the threshold value β is set higher than the vehicle interior target temperature Tset, it is possible to reduce the frequency of outputting the idle stop prohibition request during cooling, thereby improving the fuel efficiency improvement effect by the idle stop. Moreover, since the threshold value β is set lower than the outside air temperature, cooling comfort can be ensured.

  At the time of high temperatures such as summer, when cooling is started for the first time after boarding, it takes time for the passenger compartment temperature Tr to drop. Further, immediately after boarding, the passenger feels comfortable even if the amount of decrease in the passenger compartment temperature Tr is small.

  In view of this, in the vehicle air conditioner 1 according to the present embodiment, as described in the control steps S1101 to S1103 and S1105, when the first idle stop control is performed after turning on the ignition switch of the vehicle. Then, the threshold value β is set to a larger value as compared with the case where the second and subsequent idle stop controls are executed after the ignition switch is turned on.

  According to this, the frequency of outputting the idle stop prohibition request at the time of cooling can be reduced, and as a result, the fuel efficiency improvement effect by the idle stop can be improved and the cooling comfort can be ensured.

  In the vehicle air conditioner 1 according to the present embodiment, as described in the control step S1109, the air conditioner control device 50 determines whether or not the vehicle interior temperature Tr is in the first temperature range during heating, based on the vehicle interior target temperature Tset. Is estimated based on a comparison with a threshold value β that is lower than the ambient temperature and higher than the outside air temperature.

  According to this, since the threshold value β is set lower than the vehicle interior target temperature Tset, the frequency of outputting the idle stop prohibition request during heating can be reduced, and the fuel efficiency improvement effect by the idle stop can be improved. Moreover, since the threshold value β is set higher than the outside air temperature, heating comfort can be ensured.

  At low temperatures such as in winter, when heating is started for the first time after boarding, it takes time for the vehicle interior temperature Tr to rise. Further, immediately after boarding, the passenger feels comfortable even if the amount of increase in the passenger compartment temperature Tr is small.

  In view of this, in the vehicle air conditioner 1 of the present embodiment, as described in the control steps S1101 to S1103 and S1109, when the first idle stop control is executed after the ignition switch of the vehicle is turned on. Then, the threshold value β is set to a small value as compared with the case where the idling stop control is executed for the second and subsequent times after the ignition switch is turned on.

  According to this, the frequency of outputting the idle stop prohibition request during heating can be reduced, and as a result, the fuel efficiency improvement effect by the idle stop can be improved, and heating comfort can be ensured.

(Second Embodiment)
In this embodiment, as shown in FIG. 14, step S1100 is added to the first embodiment, and steps S1107 and S1110 of the first embodiment are changed to steps S1112 and S1113.

  In step S1100, the idle stop possible time T of the air conditioning factor is calculated, and the process proceeds to step S1101. Specifically, as the outside air temperature is lower, heating is necessary and the window is likely to be cloudy, so the idle stop possible time T is set shorter. On the other hand, when the outside air temperature is high, since cooling is necessary, the idle stop possible time T is set short.

  In step S1112, it is determined whether or not the blown air temperature TE from the evaporator 15 is within a second temperature range that is estimated to be comfortable for the occupant. That is, the evaporator 15 determines whether the air can be sufficiently cooled or not cooled. Specifically, it is determined whether or not an idle stop possible time T has elapsed since the engine EG was stopped by the idle stop control.

  If it is determined that the idling stop possible time T has elapsed since the engine EG has stopped, it is estimated that the evaporator 15 cannot sufficiently cool the air, so it can be determined that the vehicle interior needs to be cooled. Proceeding to S1106, it is determined to output an idle stop prohibition request signal, and the process proceeds to step S12 shown in FIG. Thereby, idle stop control is complete | finished and it becomes possible to cool the air by the evaporator 15. FIG.

  On the other hand, if it is determined that the idling stop possible time T has not elapsed since the engine EG has stopped, it is estimated that the evaporator 15 can sufficiently cool the air, so that it is not necessary to further cool the vehicle interior. Therefore, the process proceeds to step S1108, determines not to output the idle stop prohibition request signal, and proceeds to step S12 shown in FIG. Thereby, idle stop control is implemented and it becomes possible to improve fuel consumption.

  In step S1113, it is determined whether or not the temperature of the air blown from the heater core 36 is within a second temperature range that is estimated to be comfortable for the occupant. That is, it is determined whether the heater core 36 can sufficiently warm the air or not. Specifically, it is determined whether or not an idle stop possible time T has elapsed since the engine EG was stopped by the idle stop control.

  If it is determined that the idling stop possible time T has elapsed since the engine EG has stopped, it is estimated that the heater core 36 cannot sufficiently warm the air, so it can be determined that the vehicle interior needs to be heated. Proceeding to S1106, it is determined to output an idle stop prohibition request signal, and the process proceeds to step S12 shown in FIG. Thereby, idle stop control is complete | finished and it becomes possible to heat the air by the heater core 36. FIG.

  On the other hand, when it is determined that the idling stop possible time T has not elapsed since the engine EG has stopped, it is estimated that the heater core 36 can sufficiently warm the air, and therefore it can be determined that there is no need to further heat the vehicle interior. Therefore, it progresses to step S1111, determines not outputting an idle stop prohibition request signal, and progresses to step S12 shown in FIG. Thereby, idle stop control is implemented and it becomes possible to improve fuel consumption.

  In the present embodiment, the idle stop is prohibited by step S11, for example, as shown in the time chart of FIG.

  FIG. 15 shows an example of a time chart during cooling. When the ignition switch of the vehicle is turned on and the engine EG and the vehicle air conditioner 1 are started, the cooling effect is exhibited and the vehicle interior temperature Tr falls below β = 30 ° C. (vehicle interior target temperature Tset + α). A stop is implemented. In the first idle stop, the correction temperature α = 5.

  When the vehicle interior temperature Tr exceeds β + 2 = 32 ° C. (vehicle interior target temperature Tset + α + 2) during the first idle stop, the idle stop is prohibited (step S1105 and Formula F4).

  When the idling stop is prohibited, the cooling effect is exhibited, and when the vehicle interior temperature Tr falls below β = 28 ° C. (vehicle interior target temperature Tset + α), the second idle stop is performed (step S1105 and Formula F4). . In the second and subsequent idle stops, the correction temperature α = 3.

  When T = 60 seconds elapses after the second idle stop is performed, the idle stop is prohibited (step S1112).

  When the idling stop is prohibited, the cooling effect is exhibited, and when the vehicle interior temperature Tr falls below β = 28 ° C. (vehicle interior target temperature Tset + α), the third idle stop is performed (step S1105 and Formula F4). .

  When T = 60 seconds elapses after the third idle stop, the idle stop is prohibited (step S1112).

  When the idling stop is prohibited, the cooling effect is exhibited, and when the vehicle interior temperature Tr falls below β = 28 ° C. (vehicle interior target temperature Tset + α), the fourth idle stop is performed (step S1105 and Formula F4). .

  When the fourth idling stop is performed, the cooling effect is not exhibited, and the idling stop is prohibited when the vehicle interior temperature Tr exceeds β + 2 = 30 ° C. (vehicle interior target temperature Tset + α + 2) (step S1105 and formula F4). .

  When the idling stop is prohibited, the cooling effect is exhibited, and when the vehicle interior temperature Tr falls below β = 28 ° C. (vehicle interior target temperature Tset + α), the fifth idle stop is performed (step S1105 and Formula F4). .

  When T = 60 seconds elapses after the fifth idle stop, the idle stop is prohibited (step S1112).

  In this way, from the beginning of the air conditioning, by repeating the idle stop according to the vehicle interior temperature Tr and the elapsed time after the idling stop, the occupant is suppressed while suppressing the deterioration of the fuel consumption due to starting the engine EG. The air conditioning comfort can be improved.

  Further, as in the first embodiment, since the first idle stop is started and ended at a higher vehicle interior temperature Tr than the second and subsequent times, the fuel efficiency improvement effect by the idle stop can be improved.

  Since it is the same during heating, the illustration of an example of a time chart during heating is omitted.

  In the vehicle air conditioner 1 of the present embodiment, as described in the control steps S1112 and S1113, the air conditioner control apparatus 50 determines whether or not the temperature of the air adjusted by the evaporator 15 or the heater core 36 falls within the second temperature range. Is estimated based on the elapsed time T since the engine EG was stopped.

  Thereby, it can be estimated simply whether the temperature of the air adjusted with the evaporator 15 or the heater core 36 enters into the 2nd temperature range.

(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

  In the above-described embodiment, the vehicle air conditioner 1 is mounted on a vehicle that obtains driving force for vehicle travel from the engine (internal combustion engine) EG, but the vehicle air conditioner 1 includes the engine EG and the travel electric motor. The vehicle may be mounted on a hybrid vehicle that can travel with driving force from both sides.

11 Compressor 12 Condenser (radiator)
14 Expansion valve (pressure reduction means)
15 Evaporator (cooling heat exchanger, air temperature adjusting means)
36 Heater core (air temperature adjustment means)
50d Request signal output means (idle stop prohibition request output means)
51 Inside air sensor (vehicle compartment temperature detection means)
60a Car interior temperature setting switch (air conditioning target determination means)
70 Engine control device (idle stop control means)

Claims (7)

A vehicle air conditioner mounted on a vehicle including an idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range estimated to be comfortable for the passenger, the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting idle stop control and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is within the first temperature range, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is comfortable for the occupant. When it is outside the second temperature range estimated to feel that the air temperature is adjusted, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be within the second temperature range. Until idle stop prohibition request output means (50d) for outputting the idle stop prohibition request to the idle stop control means (70) ,
The idle stop prohibition request output means (50d) determines whether or not the temperature of the air adjusted by the air temperature adjustment means (10, 11, 15, 36, 40) falls within the second temperature range. A vehicle air conditioner that estimates based on an elapsed time (T) since the engine (EG) was stopped . A vehicle air conditioner mounted on a vehicle including an idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range estimated to be comfortable for the passenger, the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting idle stop control and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is within the first temperature range, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is comfortable for the occupant. When it is outside the second temperature range estimated to feel that the air temperature is adjusted, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be within the second temperature range. Until idle stop prohibition request output means (50d) for outputting the idle stop prohibition request to the idle stop control means (70) ,
Temperature setting means (60a) for setting a target temperature (Tset) in the vehicle compartment,
The idle stop prohibition request output means (50d) determines whether or not the vehicle interior temperature (Tr) enters the first temperature range during cooling, and is higher than the target temperature (Tset) and lower than the outside air temperature. A vehicle air conditioner estimated based on a comparison with a threshold value (β) . A vehicle air conditioner mounted on a vehicle including an idle stop control means (70) for performing idle stop control for stopping the engine (EG) when the engine (EG) is in an idling state,
Air temperature adjusting means (10, 11, 15, 36, 40) for adjusting the temperature of air blown into the vehicle interior using at least one of power and heat generated by the engine (EG);
Vehicle interior temperature detection means (51) for detecting the vehicle interior temperature (Tr);
When the vehicle interior temperature (Tr) is outside the first temperature range estimated to be comfortable for the passenger, the vehicle interior temperature (Tr) is estimated to be within the first temperature range. An idle stop prohibition request for prohibiting idle stop control and operating the engine (EG) is output to the idle stop control means (70),
When the passenger compartment temperature (Tr) is within the first temperature range, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is comfortable for the occupant. When it is outside the second temperature range estimated to feel that the air temperature is adjusted, the air temperature adjusted by the air temperature adjusting means (10, 11, 15, 36, 40) is estimated to be within the second temperature range. Until idle stop prohibition request output means (50d) for outputting the idle stop prohibition request to the idle stop control means (70) ,
Temperature setting means (60a) for setting a target temperature (Tset) in the passenger compartment,
The idle stop prohibition request output means (50d) determines whether or not the vehicle interior temperature (Tr) falls within the first temperature range during heating, and is lower than the target temperature (Tset) and higher than the outside air temperature. A vehicle air conditioner estimated based on a comparison with a threshold value (β) . When the idle stop prohibition request output means (50d) is executing the first idle stop control after turning on the ignition switch of the vehicle, the idle stop for the second and subsequent times after turning on the ignition switch. The vehicle air conditioner according to claim 2 , wherein the threshold value (β) is set to a large value as compared with a case where control is executed. When the idle stop prohibition request output means (50d) is executing the first idle stop control after turning on the ignition switch of the vehicle, the idle stop for the second and subsequent times after turning on the ignition switch. The vehicle air conditioner according to claim 3 , wherein the threshold value (β) is set to a small value as compared with a case where control is executed. The air temperature adjusting means (10)
A compressor (11) driven by the engine (EG) for sucking and discharging refrigerant;
A radiator (12) for radiating heat of the refrigerant discharged by the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
A cooling heat exchanger (15) for cooling the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air blown into the passenger compartment,
The idle stop prohibition request output means (50d) determines whether or not the temperature of the air adjusted by the air temperature adjustment means (10, 11, 15) falls within the second temperature range. The vehicle air conditioner according to any one of claims 2 to 5, wherein the vehicle air conditioner is estimated based on a temperature of the vessel (15). The air temperature adjusting means (40)
A heat exchanger (36) for heating that heats the air by exchanging heat between the cooling water for cooling the engine (EG) and the air blown into the vehicle interior;
The idle stop prohibition request output means (50d) determines whether or not the temperature of the air adjusted by the air temperature adjustment means (36, 40) falls within the second temperature range based on the temperature of the cooling water. The vehicle air conditioner according to any one of claims 2 to 5, wherein the vehicle air conditioner is estimated.

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