JP2009120022A - Air conditioner for vehicle - Google Patents

Air conditioner for vehicle Download PDF

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Publication number
JP2009120022A
JP2009120022A JP2007295940A JP2007295940A JP2009120022A JP 2009120022 A JP2009120022 A JP 2009120022A JP 2007295940 A JP2007295940 A JP 2007295940A JP 2007295940 A JP2007295940 A JP 2007295940A JP 2009120022 A JP2009120022 A JP 2009120022A
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JP
Japan
Prior art keywords
air
battery
vehicle
air conditioner
conditioning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2007295940A
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Japanese (ja)
Inventor
Hirotaka Egami
弘孝 江上
Yoshinori Isshi
好則 一志
Tetsuya Takechi
哲也 武知
Satoshi Furukawa
智 古川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to JP2007295940A priority Critical patent/JP2009120022A/en
Publication of JP2009120022A publication Critical patent/JP2009120022A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle doubly securing charging quantity of a battery and pre-air conditioning. <P>SOLUTION: This air conditioner for the vehicle is furnished with an air conditioner ECU 10 capable of practicing pre-air conditioning operation to carry out indoor air conditioning before an occupant gets in the vehicle while the hybrid vehicle stops. The air conditioner ECU 10 practices the pre-air conditioning operation by using electric power of the battery 4 when the charging quantity of the battery 4 is more than prescribed quantity in receiving a command to start the pre-air conditioning operation and practices the pre-air conditioning operation by using the electric power of the battery 4 as well as transmitting the command to actuate an engine 1 of the vehicle to a hybrid ECU 6 when the charging quantity of the battery 4 is less than the prescribed quantity. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明はハイブリッド車両に搭載される車両用空調装置に関する。   The present invention relates to a vehicle air conditioner mounted on a hybrid vehicle.

従来、この種の車両用空調装置として、外部から交流２００Ｖまたは１００Ｖの電力が車載のバッテリに入力されると、その電力の仕様に応じて空調の事前作動（プレ空調）の可否を判断する装置が知られている（例えば、特許文献１参照）。   Conventionally, as this type of vehicle air conditioner, when AC 200V or 100V power is externally input to an in-vehicle battery, a device that determines whether or not air conditioning pre-operation (pre-air conditioning) is possible according to the power specifications. Is known (see, for example, Patent Document 1).

この従来の車両用空調装置は、バッテリに交流２００Ｖの電力が入力された場合に空調装置に対してその事前作動を許可し、交流１００Ｖの電力が入力された場合にその事前作動を禁止している。このような制御によって、交流１００Ｖが入力される緊急充電時に空調を作動させることによる充電量低下を抑制している。
特開平７−４６７０１号公報 This conventional vehicle air conditioner permits the air conditioner to perform pre-operation when AC 200V power is input to the battery, and prohibits the pre-operation when AC 100V power is input. Yes. Such control suppresses a decrease in the amount of charge caused by operating the air conditioning during emergency charging when AC 100 V is input.
Japanese Unexamined Patent Publication No. 7-46701

しかしながら、上記特許文献１の車両用空調装置では、例えばバッテリに入力された電力が１００Ｖの電力仕様であるときはプレ空調を行うことができず、ユーザーがプレ空調を必要としているときにその要求に応えられないことがある。また、ユーザーは、充電量が所定条件を満たしていないためにプレ空調が行われない状況を理解するのが難しく、この状況を故障であると思ってしまうこともある。   However, in the vehicle air conditioner disclosed in Patent Document 1, pre-air conditioning cannot be performed when the power input to the battery has a power specification of 100 V, for example, and the request is required when the user needs pre-air conditioning. May not be able to respond. In addition, it is difficult for the user to understand the situation in which the pre-air conditioning is not performed because the charge amount does not satisfy the predetermined condition, and the user may think that this situation is a failure.

そこで、本発明は上記問題点に鑑みてなされたものであり、その目的は、バッテリの充電量確保とプレ空調実施との両立が図れる車両用空調装置を提供することにある。   Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle air conditioner that can ensure both the amount of charge of a battery and the implementation of pre-air conditioning.

上記目的を達成するために以下に示す技術的手段を採用する。すなわち、第１の発明は、ハイブリッド車両の停止中に乗員乗車前の車室内空調を行うプレ空調運転を実行可能とする空調制御装置（１０）を備える車両用空調装置に係る発明であって、
空調制御装置（１０）はプレ空調運転を開始する命令を受信した場合に、
バッテリ（４）の充電量が所定量以上のときはバッテリ（４）の電力を使用してプレ空調運転を実行し、
バッテリ（４）の充電量が所定量未満のときは、車両のエンジン（１）を作動させる命令を送信してエンジン（１）作動による電力を得るとともに、バッテリ（４）の電力を使用してプレ空調運転を実行することを特徴としている。 In order to achieve the above object, the following technical means are adopted. That is, the first invention is an invention relating to a vehicle air conditioner including an air conditioning control device (10) capable of performing a pre-air conditioning operation for performing air conditioning in a passenger compartment before a passenger gets on while the hybrid vehicle is stopped.
When the air conditioning control device (10) receives a command to start the pre-air conditioning operation,
When the charge amount of the battery (4) is equal to or greater than a predetermined amount, the pre-air-conditioning operation is executed using the power of the battery (4),
When the charge amount of the battery (4) is less than a predetermined amount, a command for operating the engine (1) of the vehicle is transmitted to obtain power by operating the engine (1), and the power of the battery (4) is used. It is characterized by executing pre-air conditioning operation.

この発明によれば、プレ空調運転時のバッテリの充電量に応じて、バッテリの電力を使用するか、エンジン作動も併用しつつバッテリの電力を使用するかを使い分けることにより、バッテリの充電量の確保と、バッテリに多大な負荷を与えないユーザー所望のプレ空調による快適性の確保との両立が実現できる。   According to this invention, according to the charge amount of the battery at the time of the pre-air-conditioning operation, the charge amount of the battery can be reduced by selectively using the battery power or using the battery power while also operating the engine. It is possible to achieve both ensuring and ensuring comfort by pre-air conditioning desired by the user without applying a great load to the battery.

また、車両用空調装置は、バッテリ（４）の電力を用いて駆動され、車室内へ送風される空気を冷却するための冷凍サイクルに冷媒を循環させる電動圧縮機（２５）を備え、空調制御装置（１０）はプレ空調運転時に電動圧縮機（２５）を、バッテリ（４）の充電量を用いて決定された回転数に制御することが好ましい。   In addition, the vehicle air conditioner includes an electric compressor (25) that is driven by using the electric power of the battery (4) and circulates the refrigerant in the refrigeration cycle for cooling the air blown into the vehicle interior. It is preferable that the device (10) controls the electric compressor (25) to the rotational speed determined by using the charge amount of the battery (4) during the pre-air conditioning operation.

この発明によれば、プレ空調運転を行う際のバッテリの充電状況に応じて圧縮機の回転数を制御して空調の強さ度合いを調節することにより、乗車したときの乗員の快適性向上とバッテリの充電量確保の両立を実現することができる。   According to this invention, by controlling the number of rotations of the compressor according to the state of charge of the battery when performing the pre-air-conditioning operation and adjusting the degree of strength of the air-conditioning, it is possible to improve passenger comfort when riding It is possible to achieve both of securing the charge amount of the battery.

また、車両用空調装置は、バッテリ（４）の電力を用いて駆動され、車室内に空調された空気を送風する送風機（２４）を備え、空調制御装置（１０）はプレ空調運転時に送風機（２４）を、バッテリ（４）の充電量を用いて決定された回転数に制御することが好ましい。   In addition, the vehicle air conditioner is driven using the electric power of the battery (4), and includes a blower (24) that blows air that has been conditioned in the vehicle interior, and the air conditioning control device (10) is a blower ( 24) is preferably controlled to a rotational speed determined by using the charge amount of the battery (4).

この発明によれば、プレ空調運転を行う際のバッテリの充電状況に応じて空調の強さ度合いを調節する制御を実行することにより、乗車したときの乗員の快適性向上とバッテリの充電量確保の両立を実現することができる。   According to the present invention, by performing control to adjust the degree of air conditioning strength in accordance with the state of charge of the battery when performing pre-air conditioning operation, the passenger comfort is improved and the battery charge is secured when riding. Can be realized.

また、他の発明は、ハイブリッド車両の停止中に乗員乗車前の車室内空調を行うプレ空調運転を実行可能な空調制御装置（１０）を備える車両用空調装置に係る発明であって、
空調制御装置（１０）は、外部電源からの電力がバッテリ（４）に供給されている充電中にプレ空調運転を開始する命令を受信した場合には、
バッテリ（４）の充電電圧値が所定値以上のときはバッテリ（４）の電力を使用してプレ空調運転を実行し、
バッテリ（４）の充電電圧値が所定値未満のときは、車両のエンジン（１）を作動させる命令を送信してエンジン（１）作動による電力を得るとともに、バッテリ（４）の電力を使用して前記プレ空調運転を実行することを特徴としている。 Another invention is an invention related to a vehicle air conditioner including an air conditioning control device (10) capable of performing a pre-air conditioning operation for performing air conditioning in a passenger compartment before a passenger is boarded while the hybrid vehicle is stopped.
When the air-conditioning control device (10) receives a command to start the pre-air-conditioning operation during charging when power from the external power supply is supplied to the battery (4),
When the charging voltage value of the battery (4) is equal to or higher than a predetermined value, the pre-air-conditioning operation is executed using the power of the battery (4),
When the charging voltage value of the battery (4) is less than a predetermined value, a command for operating the engine (1) of the vehicle is transmitted to obtain power by operating the engine (1), and the power of the battery (4) is used. And performing the pre-air-conditioning operation.

この発明によれば、プレ空調運転時にバッテリに充電中の充電電圧値に応じて、バッテリの電力を使用するか、エンジン作動も併用しつつバッテリの電力を使用するかを使い分けることにより、バッテリの充電量の確保と、バッテリに多大な負荷を与えないユーザー所望のプレ空調による快適性の確保との両立が実現できる。   According to this invention, according to the charging voltage value during charging of the battery during the pre-air-conditioning operation, by using the battery power or using the battery power while using the engine together, It is possible to achieve both of securing the amount of charge and ensuring comfort by pre-air conditioning desired by the user without applying a large load to the battery.

また、車両用空調装置は、バッテリ（４）の電力を用いて駆動され、車室内へ送風される空気を冷却するための冷凍サイクルに冷媒を循環させる電動圧縮機（２５）を備え、空調制御装置（１０）は、プレ空調運転時に電動圧縮機（２５）を、バッテリ（４）に充電中の充電電圧値を用いて決定された回転数に制御することが好ましい。   In addition, the vehicle air conditioner includes an electric compressor (25) that is driven by using the electric power of the battery (4) and circulates the refrigerant in the refrigeration cycle for cooling the air blown into the vehicle interior. It is preferable that the apparatus (10) controls the electric compressor (25) to the rotational speed determined by using the charging voltage value during charging of the battery (4) during the pre-air-conditioning operation.

この発明によれば、プレ空調運転を行う際にバッテリに充電されている電圧状況に応じて圧縮機の回転数を制御して空調の強さ度合いを調節することにより、乗車したときの乗員の快適性向上とバッテリの充電量確保の両立を実現することができる。   According to the present invention, when the pre-air-conditioning operation is performed, the rotation speed of the compressor is controlled according to the voltage state charged in the battery to adjust the strength level of the air-conditioner, thereby It is possible to achieve both improvement of comfort and securing of the charge amount of the battery.

また、車両用空調装置は、バッテリ（４）の電力を用いて駆動され、車室内に空調された空気を送風する送風機（２４）を備え、空調制御装置（１０）は、プレ空調運転時に送風機（２４）を、バッテリ（４）に充電中の充電電圧値を用いて決定された回転数に制御することが好ましい。   In addition, the vehicle air conditioner includes a blower (24) that is driven using the electric power of the battery (4) and blows air that has been air-conditioned into the vehicle interior. It is preferable to control (24) to the rotation speed determined using the charging voltage value during charging of the battery (4).

この発明によれば、プレ空調運転を行う際にバッテリに充電されている電圧状況に応じて空調の強さ度合いを調節する制御を実行することにより、乗車したときの乗員の快適性向上とバッテリの充電量確保の両立を実現することができる。   According to the present invention, when the pre-air-conditioning operation is performed, the control for adjusting the strength level of the air-conditioning according to the voltage state charged in the battery is executed, thereby improving the passenger comfort and the battery when getting on. It is possible to achieve both of securing the amount of charge.

なお、上記各手段の括弧内の符号は、後述する実施形態の具体的手段との対応関係を示す一例である。   In addition, the code | symbol in the bracket | parenthesis of each said means is an example which shows a corresponding relationship with the specific means of embodiment mentioned later.

以下、図面を参照しながら本発明を実施するための複数の形態を説明する。各形態において先行する形態で説明した事項に対応する部分には同一の参照符号を付して重複する説明を省略する場合がある。各形態において構成の一部のみを説明している場合は、構成の他の部分については先行して説明した形態と同様とする。実施の各形態で具体的に説明している部分の組合せばかりではなく、特に組合せに支障が生じなければ、実施の形態同士を部分的に組み合せることも可能である。   Hereinafter, a plurality of modes for carrying out the present invention will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. In the case where only a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those described previously. In addition to the combination of parts specifically described in each embodiment, the embodiments may be partially combined as long as the combination is not particularly troublesome.

（第１実施形態）
本発明の一実施形態である第１実施形態の車両用空調装置を図１〜図５にしたがって説明する。図１は、本実施形態だけでなく後述の第２実施形態にも適用されるハイブリッド自動車の制御システムを示したブロック図である。図２は本実施形態だけでなく後述の第２実施形態にも適用される車両用空調装置の制御システムを示したブロック図である。 (First embodiment)
The vehicle air conditioner of 1st Embodiment which is one Embodiment of this invention is demonstrated according to FIGS. FIG. 1 is a block diagram showing a hybrid vehicle control system applied not only to the present embodiment but also to a second embodiment described later. FIG. 2 is a block diagram showing a control system for a vehicle air conditioner that is applied not only to the present embodiment but also to a second embodiment described later.

この車両用空調装置は、ハイブリッド自動車に搭載され、蒸気圧縮式冷凍サイクルと、蒸気圧縮式冷凍サイクルを用いて冷房を行う室内ユニットと、室内ユニットの各部および蒸気圧縮式冷凍サイクルの構成部品である電動圧縮機２５等を自動制御可能な空調制御装置としてのエアコンＥＣＵ１０と、所望の運転を設定するために乗員によって操作されるコントロールパネル４０と、乗員乗車前の車室内の空調運転（プレ空調運転）を行いたいときに乗員を含むユーザーが操作する携帯端末５０と、を備えている。エアコンＥＣＵ１０は、携帯端末５０から送信されるプレ空調運転の命令信号を受信すると、所定のプログラムによる演算を行ってプレ空調運転を実行することができる。   This vehicle air conditioner is mounted on a hybrid vehicle, and is a vapor compression refrigeration cycle, an indoor unit that cools using the vapor compression refrigeration cycle, each part of the indoor unit, and components of the vapor compression refrigeration cycle An air conditioner ECU 10 as an air conditioning control device capable of automatically controlling the electric compressor 25 and the like, a control panel 40 operated by an occupant to set a desired operation, and an air conditioning operation (pre-air conditioning operation) in the passenger compartment before the occupant gets on the vehicle ), And a portable terminal 50 operated by users including passengers. When the air conditioner ECU 10 receives the pre-air-conditioning operation command signal transmitted from the portable terminal 50, the air-conditioner ECU 10 can perform the pre-air-conditioning operation by performing a calculation according to a predetermined program.

ユーザーは、車両に乗車しようとする前に、車室内の空調環境を快適にしておくために、携帯端末５０を操作して、通信局であるセンタを通じて車両の空調装置に対してプレ空調運転の指令を送信する。このプレ空調運転は、原則として、車両のイグニッションスイッチがＯＦＦ状態であること、あるいはエアコンＥＣＵ１０に対して乗員が乗車している信号が送信されていないことが許容条件となる。   Before the user tries to get on the vehicle, the user operates the portable terminal 50 to perform a pre-air-conditioning operation on the vehicle air-conditioning device through the center as a communication station in order to make the air-conditioning environment in the passenger compartment comfortable. Send a command. In principle, this pre-air-conditioning operation has an allowable condition that the ignition switch of the vehicle is in an OFF state, or that a signal indicating that an occupant is on board is not transmitted to the air conditioner ECU 10.

蒸気圧縮式冷凍サイクルは、電動圧縮機２５と、電動圧縮機２５の吐出口より吐出された冷媒が流入する凝縮器と、凝縮液化された冷媒を気液分離し下流に供給するレシーバと、液冷媒を減圧膨張させる膨張弁等の減圧装置と、減圧膨張された冷媒を蒸発気化させる蒸発器とを備えており、これらを環状に接続して構成されている。   The vapor compression refrigeration cycle includes an electric compressor 25, a condenser into which the refrigerant discharged from the discharge port of the electric compressor 25 flows, a receiver that separates the condensed and liquefied refrigerant into gas and liquid, and supplies the liquid downstream. A decompression device such as an expansion valve for decompressing and expanding the refrigerant, and an evaporator for evaporating and evaporating the decompressed and expanded refrigerant are provided, and these are connected in a ring shape.

図１に示すように、ハイブリッド自動車はガソリン等の液体燃料を爆発、燃焼させて動力を発生する走行用のエンジン１と、走行補助用の電動機機能および発電機機能を有する電動発電機２と、エンジン１の燃料供給量、始動時期等を制御するエンジンＥＣＵ３と、車室内の空調を制御するエアコンＥＣＵ１０と、電動発電機２、エンジンＥＣＵ３、室内ユニットの各部および蒸気圧縮式冷凍サイクルの構成部品に電力を供給するバッテリ４と、電動発電機２、無段変速機（図示しない）、電磁クラッチ７等の制御を行うとともに、エンジンＥＣＵ３に制御信号を出力するハイブリッドＥＣＵ６と、を備えている。   As shown in FIG. 1, a hybrid vehicle explodes and burns liquid fuel such as gasoline to generate power, and a motor generator 2 having a motor function and a generator function for driving assistance, The engine ECU 3 that controls the fuel supply amount of the engine 1, the start timing, etc., the air conditioner ECU 10 that controls the air conditioning in the vehicle interior, the motor generator 2, the engine ECU 3, each part of the indoor unit, and the components of the vapor compression refrigeration cycle A battery 4 that supplies electric power, and a hybrid ECU 6 that controls the motor generator 2, the continuously variable transmission (not shown), the electromagnetic clutch 7, and the like and outputs a control signal to the engine ECU 3 are provided.

ハイブリッドＥＣＵ６は、電動発電機２、エンジン１のいずれの駆動力を駆動輪に伝えるかの切替えを制御する機能と、バッテリ４の充電、放電を制御する機能とを有している。   The hybrid ECU 6 has a function of controlling switching of which driving force of the motor generator 2 and the engine 1 is transmitted to the drive wheels, and a function of controlling charging and discharging of the battery 4.

ハイブリッドＥＣＵ６は、具体的に以下のような制御を行う。車両走行中（減速時を除く）は、エンジン１で駆動した動力を駆動輪に伝え、減速時はエンジン１を停止して電動発電機２で発電してバッテリ４に充電する。そして、発進時、加速時等の走行負荷が大きいときは、エンジン１による駆動力に加えて電動発電機２による駆動力を駆動輪に伝達させる。   Specifically, the hybrid ECU 6 performs the following control. While the vehicle is running (except during deceleration), the power driven by the engine 1 is transmitted to the drive wheels, and during deceleration, the engine 1 is stopped and the motor generator 2 generates power and charges the battery 4. When the traveling load such as when starting or accelerating is large, the driving force by the motor generator 2 is transmitted to the driving wheels in addition to the driving force by the engine 1.

さらに、エンジン１作動時にバッテリ４の充電量が充電開始目標値以下になった場合には、エンジン１の動力を電動発電機２に伝達し電動発電機２によって発電された電力をインバータ５を介してバッテリ４に充電する。また、車両停止時にバッテリ４の充電量が充電開始目標値以下である場合には、エンジンＥＣＵ３に対してエンジン１を始動する命令を送り、エンジン１の動力を電動発電機２に伝達する。   Further, when the charge amount of the battery 4 becomes equal to or less than the charge start target value when the engine 1 is operated, the power of the engine 1 is transmitted to the motor generator 2 and the electric power generated by the motor generator 2 is passed through the inverter 5. To charge the battery 4. Further, when the charge amount of the battery 4 is equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 1 is sent to the engine ECU 3 to transmit the power of the engine 1 to the motor generator 2.

バッテリ４は、車室内空調、走行等によって消費した電力を充電するための充電装置を備えており、例えばニッケル水素蓄電池等が用いられる。この充電装置は、電力供給源としての電気スタンドや商業用電源に接続されるコンセントを備えており、このコンセントに電源供給源を接続することにより、バッテリ４の充電が行われる。   The battery 4 includes a charging device for charging electric power consumed by vehicle interior air conditioning, traveling, and the like. For example, a nickel hydride storage battery or the like is used. The charging device includes a power stand as a power supply source and an outlet connected to a commercial power source, and the battery 4 is charged by connecting the power supply source to the outlet.

図２にしたがって車両用空調装置の制御システムを説明する。エアコンＥＣＵ１０は、マイクロコンピュータ１１と、車室内前面に設けられたコントロールパネル４０上の各種スイッチからの信号、携帯端末５０から送信されるプレ空調運転命令信号および各種センサ３０〜３６からのセンサ信号やハイブリッドＥＣＵ６から出力される通信信号が入力される入力回路１３と、各種アクチュエータＭ１〜Ｍ５に出力信号を送る出力回路１２と、を備えている。マイクロコンピュータ１１は、ＲＯＭ（読み込み専用記憶装置）、ＲＡＭ（読み込み書き込み可能記憶装置）等のメモリおよびＣＰＵ（中央演算装置）等から構成されており、コントロールパネル４０等から送信された運転命令に基づいた演算に使用される各種プログラムを有している。   A control system for a vehicle air conditioner will be described with reference to FIG. The air conditioner ECU 10 includes signals from the microcomputer 11 and various switches on the control panel 40 provided in the front of the vehicle interior, pre-air conditioning operation command signals transmitted from the portable terminal 50, and sensor signals from the various sensors 30 to 36. An input circuit 13 to which a communication signal output from the hybrid ECU 6 is input, and an output circuit 12 that sends output signals to various actuators M1 to M5 are provided. The microcomputer 11 includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the control panel 40 or the like. It has various programs used for the calculation.

コントロールパネル４０には、電動圧縮機２５の起動および停止を命令するためのエアコンスイッチ、吸込口モードを切り替えるための吸込口切替スイッチ、車室内温度を設定するための温度設定スイッチ、ブロワ２４（送風機）による車室内への送風量を切り替えるための風量切替スイッチ、吹出口モードを切り替えるための吹出口切替スイッチ等が設けられている。   The control panel 40 includes an air conditioner switch for commanding start and stop of the electric compressor 25, a suction port switching switch for switching the suction port mode, a temperature setting switch for setting the vehicle interior temperature, and a blower 24 (blower ), An air volume switching switch for switching the air flow into the vehicle interior, an air outlet switching switch for switching the air outlet mode, and the like.

各種センサは、車室内の空気温度を検出する内気温センサ３０、車室外の外気温度を検出する外気温センサ３１、車室内に照射される日射量を検出する日射センサ３２、蒸気圧縮式冷凍サイクルの冷却用熱交換器を構成する蒸発器を通過した直後の空気温度を検出する蒸発器吹出空気温度センサ３３、室内ユニット内部の送風空気を加熱するヒータへの冷却水温度を検出する水温センサ３４、車両の走行速度を検出する車速センサ３５、乗員がシートに着座しているか否かを検出することができる着座センサ３６等である。   The various sensors are an inside air temperature sensor 30 that detects the air temperature inside the vehicle interior, an outside air temperature sensor 31 that detects outside air temperature outside the vehicle interior, a solar radiation sensor 32 that detects the amount of solar radiation irradiated into the vehicle interior, and a vapor compression refrigeration cycle. The evaporator blown air temperature sensor 33 detects the air temperature immediately after passing through the evaporator constituting the cooling heat exchanger, and the water temperature sensor 34 detects the cooling water temperature to the heater that heats the blown air inside the indoor unit. A vehicle speed sensor 35 for detecting the traveling speed of the vehicle, a seating sensor 36 for detecting whether or not an occupant is seated on the seat, and the like.

マイクロコンピュータ１１は、ＲＯＭ（読み込み専用記憶装置）、ＲＡＭ（読み込み書き込み可能記憶装置）等のメモリおよびＣＰＵ（中央演算装置）等から構成されており、コントロールパネル４０等から送信された運転命令に基づいた演算に使用される各種プログラムを有している。マイクロコンピュータ１１から出力された信号は、出力回路１２によってＤ／Ａ変換、増幅等された後に、吹出口切替ドア２１、内外気切替ドア２２、エアミックスドア２３、ブロワ２４、電動圧縮機２５のそれぞれを駆動する各種アクチュエータＭ１，Ｍ２，Ｍ３，Ｍ４，Ｍ５に駆動信号として出力される。   The microcomputer 11 includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the control panel 40 or the like. It has various programs used for the calculation. The signal output from the microcomputer 11 is D / A converted, amplified, and the like by the output circuit 12, and then the air outlet door 21, the inside / outside air switching door 22, the air mix door 23, the blower 24, and the electric compressor 25. It is output as a drive signal to various actuators M1, M2, M3, M4, and M5 that drive each of them.

次に、エアコンＥＣＵ１０による空調制御処理について図３ないし図５を用いて説明する。図３は、エアコンＥＣＵ１０による空調制御のメインルーチンを示したフローチャートである。   Next, air conditioning control processing by the air conditioner ECU 10 will be described with reference to FIGS. 3 to 5. FIG. 3 is a flowchart showing a main routine of air conditioning control by the air conditioner ECU 10.

まず、エアコンＥＣＵ１０にプレ空調運転を含む空調運転命令が入力されると、図３に示すメインルーチンにしたがって空調制御処理の実行を開始し、ＲＯＭ，ＲＡＭなどのメモリに記憶された制御プログラムがスタートしてＲＡＭに記憶されるデータなどを初期化する（ステップ１００）。ここで車室内空調が複数の空調ゾーン毎に行われる場合には、各空調ゾーンの空調運転は空調ゾーン毎に担当する空調ユニット（例えば前席空調ユニット、後席空調ユニット）によって実行される。   First, when an air-conditioning operation command including pre-air-conditioning operation is input to the air-conditioner ECU 10, the execution of the air-conditioning control process is started according to the main routine shown in FIG. 3, and the control program stored in the memory such as ROM or RAM is started. Then, the data stored in the RAM is initialized (step 100). Here, when vehicle interior air conditioning is performed for each of a plurality of air conditioning zones, the air conditioning operation of each air conditioning zone is performed by an air conditioning unit (for example, a front seat air conditioning unit, a rear seat air conditioning unit) in charge for each air conditioning zone.

次に、エアコンＥＣＵ１０は、ステップ２００でコントロールパネル４０、内気温センサ３０、外気温センサ３１、日射センサ３２、蒸発器吹出空気温度センサ３３、水温センサ３４、車速センサ３５および着座センサ３６等からの信号を読み込み、ＲＯＭに記憶された数式１を用いて車室内に吹き出す空気の目標吹出温度ＴＡＯを算出する（ステップ３００）。   Next, in step 200, the air conditioner ECU 10 receives from the control panel 40, the inside air temperature sensor 30, the outside air temperature sensor 31, the solar radiation sensor 32, the evaporator blown air temperature sensor 33, the water temperature sensor 34, the vehicle speed sensor 35, the seating sensor 36, and the like. The signal is read, and the target blowout temperature TAO of the air blown into the vehicle interior is calculated using Formula 1 stored in the ROM (step 300).

（数式１）
ＴＡＯ＝Ｋｓｅｔ×Ｔｓｅｔ−ＫＲ×ＴＲ−ＫＡＭ×ＴＡＭ−ＫＳ×ＴＳ＋Ｃ
ここで、Ｔｓｅｔは設定された設定温度、ＴＲは内気温センサ３０によって検出された内気温度、ＴＡＭは外気温センサ３１によって検出された外気温度、ＴＳは日射センサ３２によって検出された日射量である。また、Ｋｓｅｔは設定温度ゲイン、ＫＲは内気温ゲイン、ＫＡＭは外気温度ゲイン、ＫＳは日射ゲインであり、Ｃは全体に掛かる補正定数である。 (Formula 1)
TAO = Kset × Tset−KR × TR-KAM × TAM-KS × TS + C
Here, Tset is the set temperature, TR is the inside air temperature detected by the inside air temperature sensor 30, TAM is the outside air temperature detected by the outside air temperature sensor 31, and TS is the amount of solar radiation detected by the solar radiation sensor 32. . Kset is a set temperature gain, KR is an inside air temperature gain, KAM is an outside air temperature gain, KS is a solar radiation gain, and C is a correction constant applied to the whole.

続いてエアコンＥＣＵ１０は、ステップ４００において、バッテリ４の電力により駆動されるブロワ２４を作動するための電圧を決定する。このブロワ電圧の決定処理は、図４に示す特性図を用いて算出される。図４は空調制御メインルーチンにおいてブロワ電圧を決定するために用いる特性図である。この特性図は、バッテリ４の現在の充電量について、ステップ３００で算出された目標吹出温度ＴＡＯ[℃］とブロワ電圧［Ｖ］との関係を表したものであり、この特性図によって目標吹出温度ＴＡＯ[℃］に対する適正なブロワ電圧［Ｖ］をバッテリ４の充電量を考慮して決定することができる。   Subsequently, in step 400, the air conditioner ECU 10 determines a voltage for operating the blower 24 driven by the power of the battery 4. This blower voltage determination process is calculated using the characteristic diagram shown in FIG. FIG. 4 is a characteristic diagram used to determine the blower voltage in the air conditioning control main routine. This characteristic diagram shows the relationship between the target blowing temperature TAO [° C.] calculated in step 300 and the blower voltage [V] with respect to the current charge amount of the battery 4, and this characteristic diagram shows the target blowing temperature. An appropriate blower voltage [V] for TAO [° C.] can be determined in consideration of the charge amount of the battery 4.

エアコンＥＣＵ１０は充電量に対応する複数の特性図を記憶しており、その一例として図４には、バッテリ４の現在の充電量が７０％以上のときに使用する特性図（Ｖ１で示す図）と、充電量が７０％未満のときに使用する特性図（Ｖ２で示す図）が示されている。   The air conditioner ECU 10 stores a plurality of characteristic diagrams corresponding to the charge amount. As an example, FIG. 4 shows a characteristic diagram (shown by V1) used when the current charge amount of the battery 4 is 70% or more. And the characteristic figure (figure shown by V2) used when charge amount is less than 70% is shown.

図４に示すように、エアコンＥＣＵ１０は、バッテリ４の充電量が７０％以上の場合にはＴＡＯ[℃］が低温時および高温時において充電量７０％未満の場合よりも高電圧のブロワ電圧をアクチュエータＭ４に印加するように決定する。また、ＴＡＯ[℃］が高温や低温でない中温時には充電量の大きさによって印加するブロワ電圧に差を設けることなく、図４に示すＴＡＯ[℃］に相当するブロワ電圧を印加するように決定する。   As shown in FIG. 4, when the charge amount of the battery 4 is 70% or more, the air conditioner ECU 10 generates a higher blower voltage than when the TAO [° C.] is less than 70% at low temperature and high temperature. It determines so that it may apply to the actuator M4. Further, it is determined that the blower voltage corresponding to TAO [° C.] shown in FIG. 4 is applied without making a difference in the blower voltage to be applied depending on the amount of charge when the TAO [° C.] is not high or low. .

つまり、エアコンＥＣＵ１０は、ＴＡＯ[℃］が低温時および高温時においては、充電量が所定値（満タンに対して７０％）未満の時にバッテリ４の消費電力を抑制するためにブロワ２４に低めの電圧を供給する制御を実行し、充電量が所定値（満タンに対して７０％）以上の時は前者よりも高い電圧をブロワ２４に供給することにより、前者のようなバッテリ４の消費電力を抑制する制御ではなく、適切な送風量を供給してユーザーが所望する空調環境を重視する制御を実行する。   That is, the air conditioner ECU 10 lowers the blower 24 to suppress the power consumption of the battery 4 when the amount of charge is less than a predetermined value (70% of full tank) when TAO [° C.] is low and high. When the amount of charge is equal to or higher than a predetermined value (70% with respect to full tank), a voltage higher than the former is supplied to the blower 24, thereby consuming the battery 4 like the former. Rather than controlling the power, an appropriate amount of air is supplied to execute control that places importance on the air conditioning environment desired by the user.

このようにエアコンＥＣＵ１０は、プレ空調運転時等において、図４に示すような制御特性図を用いた演算により、バッテリ４の充電量を用いてブロワ２４の回転数を決定し、当該回転数となるようにブロワ２４の作動を制御する。この制御によれば、プレ空調運転等を行う際にバッテリ４の充電状況に応じて空調の強さを制限して、空調の強さ度合いを調節することによって、乗車時の乗員の快適性向上とバッテリ４の充電量確保の両面に優れた制御を実現できる。   As described above, the air conditioner ECU 10 determines the rotation speed of the blower 24 using the charge amount of the battery 4 by the calculation using the control characteristic diagram as shown in FIG. Thus, the operation of the blower 24 is controlled. According to this control, when performing pre-air-conditioning operation or the like, by restricting the air-conditioning strength according to the state of charge of the battery 4 and adjusting the degree of air-conditioning strength, passenger comfort is improved when riding In addition, it is possible to realize excellent control in both aspects of securing the charge amount of the battery 4.

次にエアコンＥＣＵ１０は、ステップ５００において、ステップ３００で算出された目標吹出温度ＴＡＯに対応する吸込口モードを決定する処理を実行する。エアコンＥＣＵ１０は、目標吹出温度ＴＡＯが所定の目標吹出温度よりも高いときには内気循環モードを選択し、所定の目標吹出温度以下であるときには外気導入モードを選択する。   Next, in step 500, air conditioner ECU10 performs the process which determines the suction inlet mode corresponding to the target blowing temperature TAO calculated in step 300. FIG. The air conditioner ECU 10 selects the inside air circulation mode when the target blowing temperature TAO is higher than the predetermined target blowing temperature, and selects the outside air introduction mode when the target blowing temperature TAO is lower than the predetermined target blowing temperature.

次にエアコンＥＣＵ１０は、ステップ６００において、ＲＯＭ、ＲＡＭなどに記憶されている吹出ロモード決定するための特性図（図示せず）にしたがい、ステップ３００で算出された目標吹出温度ＴＡＯに対応する吹出口モードを決定する処理を実行する。エアコンＥＣＵ１０は、目標吹出温度ＴＡＯが上昇するにつれて、空調ゾーンの吹出ロモードをフェイスモード、バイレベルモード、フットモードの順番に自動的に切り替えるように制御する。なお、フェイスモードとは、フェイス吹出口だけから空調風を吹き出すモードであり、フットモードとは、フット吹出口だけから空調風を吹き出しモードである。また、バレベルモードとは、フェイス吹出口およびフット吹出口から空調風を吹き出すモードである。   Next, in step 600, the air conditioner ECU 10 follows the characteristic chart (not shown) for determining the blowout mode stored in the ROM, RAM, etc., and the blowout port corresponding to the target blowout temperature TAO calculated in step 300. A process for determining the mode is executed. The air conditioner ECU 10 performs control so that the blow mode of the air conditioning zone is automatically switched in the order of the face mode, the bi-level mode, and the foot mode as the target blow temperature TAO increases. The face mode is a mode in which conditioned air is blown out only from the face outlet, and the foot mode is a mode in which conditioned air is blown out only from the foot outlet. Further, the bar level mode is a mode in which conditioned air is blown out from the face air outlet and the foot air outlet.

次にエアコンＥＣＵ１０は、ステップ７００において、エアミックスドア２３の目標開度を算出する。エアミックスドア２３の開度は、ステップ３００で算出された目標吹出温度ＴＡＯ、蒸発器吹出空気温度センサ３３によって検出された蒸発器後の空気温度、水温センサ３４によって検出された冷却水温を、ＲＯＭに記憶された数式２で演算することによって算出される。   Next, in step 700, the air conditioner ECU 10 calculates a target opening degree of the air mix door 23. The opening degree of the air mix door 23 is calculated by using the target blowing temperature TAO calculated in step 300, the air temperature after the evaporator detected by the evaporator blowing air temperature sensor 33, the cooling water temperature detected by the water temperature sensor 34, and the ROM. It is calculated by calculating with the numerical formula 2 memorize | stored in this.

（数式２）
開度＝（（ＴＡＯ−ＴＥ）／（ＴＷ−ＴＥ））×１００（％）
ここで、ＴＥは蒸発器後の空気温度、ＴＷは冷却水温である。 (Formula 2)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
Here, TE is the air temperature after the evaporator, and TW is the cooling water temperature.

次にエアコンＥＣＵ１０は、図５に示すフローチャートに基づいて電動圧縮機２５の回転数を決定した後（ステップ８００）、各ステップ３００〜８００で算出または決定された各制御状態が得られるようにアクチュエータＭ１〜Ｍ５およびハイブリッドＥＣＵ６に対して制御信号を出力する（ステップ９００）。   Next, the air conditioner ECU 10 determines the number of rotations of the electric compressor 25 based on the flowchart shown in FIG. 5 (step 800), and then obtains each control state calculated or determined in each step 300 to 800. A control signal is output to M1 to M5 and hybrid ECU 6 (step 900).

エアコンＥＣＵ１０は、その後、所定時間が経過すると（ステップ１０００）、ステップ２００の処理に戻り、上述の制御処理（ステップ２００〜１０００）を繰り返す。このような処理の繰り返しによって空調ゾーンの空調は、快適性の高いものとなる。   Thereafter, when a predetermined time elapses (step 1000), the air conditioner ECU 10 returns to the process of step 200 and repeats the above-described control process (steps 200 to 1000). By repeating such processing, air conditioning in the air conditioning zone becomes highly comfortable.

次に、図５に示すフローチャートについて説明する。図５は、電動圧縮機２５の回転数を決定するルーチンの処理手順を示したフローチャートである。   Next, the flowchart shown in FIG. 5 will be described. FIG. 5 is a flowchart showing a processing procedure of a routine for determining the rotational speed of the electric compressor 25.

まず、エアコンＥＣＵ１０は、乗員が乗車中であるか否かを判断する（ステップ８０１）。この判断は、イグニッションスイッチがＯＮされているか否か、または、着座センサ３６により乗員がシートに着座していることを検出したか否かによって行われる。イグニッションスイッチがＯＮされている、または着座センサ３６によって乗員の着座が検出された場合には、エアコンＥＣＵ１０は、乗車中であると判断し、各種センサ３０〜３５のセンサ信号に基づいて算出した目標蒸発器後温度ＴＥＯと、蒸発器吹出空気温度センサ３３によって検出された実際の蒸発器後温度ＴＥとの温度偏差Ｅnを以下の数式３を用いて演算する（ステップ８０２）。   First, the air conditioner ECU 10 determines whether or not an occupant is on board (step 801). This determination is made based on whether or not the ignition switch is turned on, or whether or not the seating sensor 36 detects that an occupant is seated on the seat. When the ignition switch is turned on or when the seating sensor 36 detects the seating of the occupant, the air conditioner ECU 10 determines that the passenger is in the vehicle and calculates the target calculated based on the sensor signals of the various sensors 30 to 35. A temperature deviation En between the post-evaporator temperature TEO and the actual post-evaporator temperature TE detected by the evaporator blown air temperature sensor 33 is calculated using the following Equation 3 (step 802).

（数式３）
Ｅn＝ＴＥＯ−ＴＥ
次に、エアコンＥＣＵ１０は、以下の数式４を用いて偏差変化率Ｅdotを演算する（ステップ８０３）。 (Formula 3)
En = TEO-TE
Next, the air conditioner ECU 10 calculates the deviation change rate Edot using the following mathematical formula 4 (step 803).

（数式４）
Ｅdot＝Ｅn−Ｅn-1
ここで、Ｅnは１秒に１回更新されるため、Ｅn-1はＥnに対して１秒前の値となる。 (Formula 4)
Edot = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

さらに、エアコンＥＣＵ１０は、ステップ８０２で求めたＥnとステップ８０３で求めたＥdotとを用いて、ＲＯＭに記憶されたメンバーシップ関数とファジー理論とに基づいて１秒前の電動圧縮機２５のアクチュエータＭ５（電動モータ）の目標回転数ＩＶＯn-1に対して増減する目標増加回転数Δｆを算出する（ステップ８０４）。   Further, the air conditioner ECU 10 uses the En obtained in step 802 and Edot obtained in step 803 based on the membership function stored in the ROM and the fuzzy theory, and the actuator M5 of the electric compressor 25 one second ago. A target increased rotational speed Δf that increases or decreases with respect to the target rotational speed IVOn-1 of (electric motor) is calculated (step 804).

次に、エアコンＥＣＵ１０は、以下の数式５を用いて電動圧縮機２５の電動モータの目標回転数ＩＶＯnを算出する（ステップ８０５）。そして、算出された目標回転数ＩＶＯnに基づいてステップ９００の処理が実行される。   Next, the air conditioner ECU 10 calculates the target rotational speed IVOn of the electric motor of the electric compressor 25 using the following formula 5 (step 805). Then, the process of step 900 is executed based on the calculated target rotational speed IVOn.

（数式５）
ＩＶＯn＝ＩＶＯn-1＋Δｆ
ここで、ＩＶＯn-1は１秒前の回転数で、Δｆは１秒前の電動圧縮機２５の電動モータの目標回転数ＩＶＯn-1に対して増減する回転数である。 (Formula 5)
IVOn = IVOn-1 + Δf
Here, IVOn-1 is the rotational speed one second before, and Δf is the rotational speed that increases or decreases with respect to the target rotational speed IVOn-1 of the electric motor of the electric compressor 25 one second ago.

一方、エアコンＥＣＵ１０は、イグニッションスイッチがＯＮされていない、または着座センサ３６によって乗員の着座が検出されていない場合には、乗車前であると判断し、次にプレ空調運転を実行する指令があるか否かを判断する（ステップ８１０）。エアコンＥＣＵ１０は、プレ空調運転を実行する指令が送られていない場合には、電動圧縮機２５を起動させる必要がないため、電動圧縮機２５の目標回転数ＩＶＯを０ｒｐｍに決定する（ステップ８１１）。そして、決定された０ｒｐｍの目標回転数ＩＶＯに基づいてステップ９００の処理が実行される。   On the other hand, if the ignition switch is not turned on or the seating sensor 36 has not detected the seating of the occupant, the air conditioner ECU 10 determines that it is before boarding and then has a command to execute the pre-air conditioning operation. Whether or not (step 810). The air conditioner ECU 10 determines that the target rotational speed IVO of the electric compressor 25 is 0 rpm because there is no need to start the electric compressor 25 when a command to execute the pre-air conditioning operation is not sent (step 811). . Then, the process of step 900 is executed based on the determined target rotational speed IVO of 0 rpm.

逆にエアコンＥＣＵ１０は、プレ空調運転を実行する指令が送られていると判断した場合には、次にバッテリ４の充電量を検出し、充電量が７０％以上であるか否かを判断する（ステップ８１２）。そして、充電量が７０％未満である場合には、エンジン１を起動する指令をハイブリッドＥＣＵ６に送信し、ハイブリッドＥＣＵ６は電磁クラッチ７を制御してエンジン１を作動させる（ステップ８１３）。なお、バッテリ４の充電量を検出し、その充電量が所定値以上であるか否かを判断するのは、ハイブリッドＥＣＵ６が行うように構成してもよい。   Conversely, if the air conditioner ECU 10 determines that a command to execute the pre-air conditioning operation is sent, the air conditioner ECU 10 next detects the charge amount of the battery 4 and determines whether the charge amount is 70% or more. (Step 812). When the charge amount is less than 70%, a command for starting the engine 1 is transmitted to the hybrid ECU 6, and the hybrid ECU 6 controls the electromagnetic clutch 7 to operate the engine 1 (step 813). The hybrid ECU 6 may be configured to detect the amount of charge of the battery 4 and determine whether or not the amount of charge is equal to or greater than a predetermined value.

充電量が７０％以上である場合や、ステップ８１３によってエンジン１の作動が実行された場合には、次に、エアコンが作動可能状態（カーエアコンが空調運転をできない状態にないこと）であるか否かを判断する（ステップ８１４）。エアコンＥＣＵ１０は、エアコンが作動可能状態でないと判断した場合には電動圧縮機２５を作動させる必要がないため、ステップ８１１で電動圧縮機２５の目標回転数ＩＶＯを０ｒｐｍに決定する。逆にエアコンが作動可能状態であると判断した場合には、エアコンＥＣＵ１０はプレ空調運転を開始すべく、電動圧縮機２５を停止状態から起動させる時であるか否か、つまり前回の目標回転数ＩＶＯn-1が０ｒｐｍであるか否かを判断する（ステップ８１５）。   If the charge amount is 70% or more, or if the operation of the engine 1 is executed in step 813, then whether the air conditioner is in an operable state (the car air conditioner is not in an inoperable state). It is determined whether or not (step 814). The air conditioner ECU 10 determines that the target rotational speed IVO of the electric compressor 25 is 0 rpm in step 811 because it is not necessary to operate the electric compressor 25 when it is determined that the air conditioner is not operable. Conversely, if it is determined that the air conditioner is in an operable state, the air conditioner ECU 10 determines whether it is time to start the electric compressor 25 from a stopped state in order to start the pre-air conditioning operation, that is, the previous target rotational speed. It is determined whether IVOn-1 is 0 rpm (step 815).

電動圧縮機２５を停止状態から起動させる時である場合、つまり前回の目標回転数ＩＶＯn-1が０ｒｐｍである場合には、エアコンＥＣＵ１０はステップ８１６において、目標回転数ＩＶＯnを決定する。ステップ８１６における目標回転数ＩＶＯnの決定処理は、図５のステップ８１６に示す特性図を用いて算出される。この特性図は、バッテリ４の現在の充電量について、ステップ３００で算出された目標吹出温度ＴＡＯ[℃］と目標回転数ＩＶＯn［ｒｐｍ］との関係を表したものであり、この特性図によって目標吹出温度ＴＡＯ[℃］に対する適正な目標回転数ＩＶＯn［ｒｐｍ］をバッテリ４の充電量を考慮して決定することができる。   When it is time to start up the electric compressor 25 from the stopped state, that is, when the previous target rotational speed IVOn-1 is 0 rpm, the air conditioner ECU 10 determines the target rotational speed IVOn in step 816. The target rotational speed IVOn determination process in step 816 is calculated using the characteristic diagram shown in step 816 in FIG. This characteristic diagram shows the relationship between the target blowing temperature TAO [° C.] calculated in step 300 and the target rotational speed IVOn [rpm] for the current charge amount of the battery 4. An appropriate target rotational speed IVOn [rpm] for the blowing temperature TAO [° C.] can be determined in consideration of the charge amount of the battery 4.

エアコンＥＣＵ１０は充電量に対応する複数の特性図を記憶しており、その一例としてステップ８１６には、バッテリ４の現在の充電量が７０％以上のときに使用する特性図と、充電量が７０％未満のときに使用する特性図とが示されている。   The air conditioner ECU 10 stores a plurality of characteristic diagrams corresponding to the charge amount. As an example, in step 816, a characteristic diagram used when the current charge amount of the battery 4 is 70% or more and a charge amount of 70 are stored. The characteristic diagram used when it is less than% is shown.

エアコンＥＣＵ１０は、バッテリ４の充電量が７０％以上の場合にはＴＡＯ[℃］が所定値（例えば１０℃）以下の比較的低温時において充電量７０％未満の場合よりも高回転数の目標回転数ＩＶＯnに決定し、ステップ９００で、当該目標回転数ＩＶＯnにアクチュエータＭ５（電動モータ）を制御する。また、ＴＡＯ[℃］が所定値（例えば１０℃）以上のときには充電量の大きさによって目標回転数ＩＶＯnに差を設けることなく、例えば目標回転数ＩＶＯnを２０００ｒｐｍに決定し、ステップ９００で、アクチュエータＭ５（電動モータ）を２０００ｒｐｍに制御する。   When the charge amount of the battery 4 is 70% or more, the air conditioner ECU 10 sets a target of a higher rotation speed than when the charge amount is less than 70% at a relatively low temperature when TAO [° C.] is a predetermined value (eg, 10 ° C.) or less. At step 900, the actuator M5 (electric motor) is controlled to the target rotational speed IVOn. Further, when TAO [° C.] is equal to or higher than a predetermined value (for example, 10 ° C.), for example, the target rotational speed IVOn is determined to be 2000 rpm without providing a difference in the target rotational speed IVOn depending on the magnitude of the charge amount. M5 (electric motor) is controlled to 2000 rpm.

つまり、エアコンＥＣＵ１０は、ＴＡＯ[℃］が低温時においては、充電量が所定値（満タンに対して７０％）未満の時にバッテリ４の消費電力を抑制するために電動圧縮機２５を低めの目標回転数ＩＶＯnに制御し、充電量が所定値（満タンに対して７０％）以上の時は電動圧縮機２５を前者よりも高めの目標回転数ＩＶＯnに制御することにより、前者のようなバッテリ４の消費電力を抑制する制御ではなく、適切な冷却能力を発揮させてユーザーが所望する空調環境を重視する制御を実行する。   That is, when the TAO [° C.] is low, the air conditioner ECU 10 lowers the electric compressor 25 in order to suppress the power consumption of the battery 4 when the charge amount is less than a predetermined value (70% with respect to the full tank). By controlling the target rotational speed IVOn and controlling the electric compressor 25 to a target rotational speed IVOn higher than the former when the charge amount is a predetermined value (70% or more with respect to full tank), Instead of the control for suppressing the power consumption of the battery 4, the control for emphasizing the air conditioning environment desired by the user by executing an appropriate cooling capacity is executed.

このようにエアコンＥＣＵ１０は、プレ空調運転時等において、バッテリ４の充電量を用いて電動圧縮機２５の回転数を決定し、当該回転数となるように電動圧縮機２５の作動を制御する。この制御によれば、プレ空調運転等を行う際にバッテリ４の充電状況に応じて空調の強さを制限することにより空調能力の強さ度合いを調節して、乗員が乗車した時の快適性の確保と各種機器の運転に支障のないバッテリ４の充電量確保との両面に優れた制御を実現できる。   As described above, the air conditioner ECU 10 determines the rotational speed of the electric compressor 25 using the charge amount of the battery 4 during the pre-air conditioning operation or the like, and controls the operation of the electric compressor 25 so as to be the rotational speed. According to this control, when pre-air-conditioning operation or the like is performed, the strength of the air-conditioning capability is adjusted by limiting the strength of the air-conditioning according to the state of charge of the battery 4, and the comfort when the passenger gets on And excellent control in both aspects of securing the charge amount of the battery 4 that does not hinder the operation of various devices.

また、電動圧縮機２５を停止状態から起動させる時でない場合、つまり前回の目標回転数ＩＶＯn-1が０ｒｐｍでない場合には、エアコンＥＣＵ１０は各種センサ３０〜３５のセンサ信号に基づいて上記ステップ８０２〜８０４の処理と同様に目標増加回転数Δｆを算出し（ステップ８１７，８１８，８１９）、以下の数式６を用いて電動圧縮機２５の電動モータの仮の目標回転数ＩＶＯnを算出する（ステップ８２０）。   Further, when it is not time to start the electric compressor 25 from the stopped state, that is, when the previous target rotational speed IVOn-1 is not 0 rpm, the air conditioner ECU 10 performs the above steps 802 to 802 based on the sensor signals of the various sensors 30 to 35. Similar to the processing of 804, the target increase rotational speed Δf is calculated (steps 817, 818, 819), and the temporary target rotational speed IVOn of the electric motor of the electric compressor 25 is calculated using the following expression 6 (step 820). ).

（数式６）
仮のＩＶＯn＝ＩＶＯn-1＋Δｆ
さらにエアコンＥＣＵ１０は、ステップ８２１において、バッテリ４の充電量［％］に応じて最高回転数Ｙ［ｒｐｍ］を算出する。ステップ８２１における最高回転数Ｙの決定処理は、図５のステップ８２１に示す特性図を用いて算出される。この特性図は、バッテリ４の現在の充電量［％］と最高回転数Ｙ［ｒｐｍ］との関係を表したものであり、この特性図によってバッテリ４の充電量［％］に対する最高回転数Ｙ［ｒｐｍ］を決定することができる。 (Formula 6)
Temporary IVOn = IVOn-1 + Δf
Further, in step 821, the air conditioner ECU 10 calculates the maximum rotational speed Y [rpm] according to the charge amount [%] of the battery 4. The determination process of the maximum rotational speed Y in step 821 is calculated using the characteristic diagram shown in step 821 of FIG. This characteristic diagram shows the relationship between the current charge amount [%] of the battery 4 and the maximum rotational speed Y [rpm], and this characteristic diagram shows the maximum rotational speed Y with respect to the charge amount [%] of the battery 4. [Rpm] can be determined.

次にエアコンＥＣＵ１０は、ステップ８２０で算出した仮の目標回転数ＩＶＯnと、ステップ８２１で算出された最高回転数Ｙとを比較し、このうち小さい値の方を目標回転数ＩＶＯnに決定する（ステップ８２２）。そしてエアコンＥＣＵ１０は、決定された目標回転数ＩＶＯnにアクチュエータＭ５（電動モータ）を制御する（ステップ９００）。   Next, the air conditioner ECU 10 compares the temporary target rotational speed IVOn calculated in step 820 with the maximum rotational speed Y calculated in step 821, and determines the smaller value as the target rotational speed IVOn (step). 822). Then, the air conditioner ECU 10 controls the actuator M5 (electric motor) to the determined target rotational speed IVOn (step 900).

以上のように本実施形態の車両用空調装置は、ハイブリッド車両の停止中に乗員乗車前の車室内空調を行うプレ空調運転を実行可能とするエアコンＥＣＵ１０を備える。エアコンＥＣＵ１０はプレ空調運転を開始する命令を受信した場合に、バッテリ４の充電量が所定量以上のときはバッテリ４の電力を使用してプレ空調運転を実行し、バッテリ４の充電量が所定量未満のときは、エンジン１を作動させる命令をハイブリッドＥＣＵ６に送信してエンジン１の作動による電力を得るとともに、バッテリ４の電力を使用してプレ空調運転を実行する。   As described above, the vehicle air conditioner according to the present embodiment includes the air conditioner ECU 10 that can execute the pre-air conditioning operation for performing the air conditioning in the vehicle compartment before the occupant gets on while the hybrid vehicle is stopped. When the air-conditioner ECU 10 receives a command to start the pre-air-conditioning operation, if the charge amount of the battery 4 is equal to or greater than a predetermined amount, the air-conditioner ECU 10 executes the pre-air-conditioning operation using the power of the battery 4, and the charge amount of the battery 4 is When it is less than the fixed amount, a command for operating the engine 1 is transmitted to the hybrid ECU 6 to obtain power by operating the engine 1, and the pre-air-conditioning operation is executed using the power of the battery 4.

この構成によれば、プレ空調運転時のバッテリ４の充電量に応じて、バッテリ４の電力を使用するか、エンジン１の作動も併用しつつバッテリ４の電力を使用するかを使い分けることにより、バッテリ４の充電量の確保と、バッテリ４に多大な負荷を与えないユーザーが所望するプレ空調による快適性の確保との両方を実現した制御を提供できる。またこの制御により、従来、ハイブリッド車両においてプレ空調運転を行うことができなかった状況でも確実な運転が行われるので、ユーザーにとってうれしさが増すとともに、プレ空調運転が実行されないことによってユーザーが故障したと誤認識することがなくなる。   According to this configuration, depending on the amount of charge of the battery 4 during the pre-air-conditioning operation, by using the power of the battery 4 or using the power of the battery 4 while using the operation of the engine 1 in combination, The control which implement | achieved both ensuring of the charge amount of the battery 4 and ensuring of the comfort by the pre air conditioning which the user who does not give a big load to the battery 4 can provide can be provided. In addition, this control ensures reliable operation even in situations where hybrid vehicle has not been able to perform pre-air-conditioning operation in the past, which increases joy for the user and causes failure of the user because pre-air-conditioning operation is not performed. Will not be mistaken.

（第２実施形態）
本実施形態では、上記第１実施形態に対して、空調制御メインルーチンにおける、ブロワ電圧決定ルーチンおよび電動圧縮機の回転数決定ルーチンの変形例を図６および図７にしたがって示す。図６は空調制御のメインルーチンのブロワ電圧を決定するために用いる特性図である。図７は、電動圧縮機の回転数を決定するルーチンの処理手順を示したフローチャートである。 (Second Embodiment)
In the present embodiment, a modification of the blower voltage determination routine and the electric compressor rotation speed determination routine in the air conditioning control main routine is shown in accordance with FIGS. 6 and 7 with respect to the first embodiment. FIG. 6 is a characteristic diagram used to determine the blower voltage in the main routine of air conditioning control. FIG. 7 is a flowchart showing a processing procedure of a routine for determining the rotation speed of the electric compressor.

本実施形態における空調制御の処理フローは、第１実施形態で説明した空調制御の処理フローに対して、図３のステップ４００およびステップ８００の処理のみが異なっており、さらに、本実施形態の図７に示すフローは、図７のステップ８３０、８４２および８４６のみが異なっている。なお、その他の各構成部品、これらの作動、制御処理手順については、第１実施形態の車両用空調装置と同様である。   The processing flow of the air conditioning control in the present embodiment is different from the processing flow of the air conditioning control described in the first embodiment only in the processing of Step 400 and Step 800 in FIG. The flow shown in FIG. 7 differs only in steps 830, 842, and 846 in FIG. In addition, about each other component, these operation | movement, and a control processing procedure, it is the same as that of the vehicle air conditioner of 1st Embodiment.

本実施形態のブロワ電圧の決定処理について図６にしたがって説明する。図６に示す特性図は、充電中のバッテリ４の充電電圧値について、図３のステップ３００で算出された目標吹出温度ＴＡＯ[℃］とブロワ電圧［Ｖ］との関係を表したものであり、この特性図によって目標吹出温度ＴＡＯ[℃］に対する適正なブロワ電圧［Ｖ］を充電中のバッテリ４の充電電圧値を考慮して決定することができる。   The blower voltage determination process of this embodiment will be described with reference to FIG. The characteristic diagram shown in FIG. 6 represents the relationship between the target blowing temperature TAO [° C.] and the blower voltage [V] calculated in step 300 of FIG. 3 for the charging voltage value of the battery 4 being charged. In this characteristic diagram, an appropriate blower voltage [V] with respect to the target blowing temperature TAO [° C.] can be determined in consideration of the charging voltage value of the battery 4 being charged.

エアコンＥＣＵ１０は複数の充電電圧値にそれぞれ対応する特性図を記憶しており、その一例として図６には、充電電圧値が交流２００Ｖのときに使用する特性図（Ｖ３で示す図）と、充電電圧値が交流１００Ｖのときに使用する特性図（Ｖ４で示す図）が示されている。   The air conditioner ECU 10 stores characteristic diagrams respectively corresponding to a plurality of charging voltage values. As an example, FIG. 6 shows a characteristic diagram (shown by V3) used when the charging voltage value is 200 V AC, and charging. A characteristic diagram (shown by V4) used when the voltage value is AC 100V is shown.

図６に示すように、エアコンＥＣＵ１０は、バッテリ４の充電電圧値２００Ｖの場合にはＴＡＯ[℃］が低温時および高温時において充電電圧値１００Ｖの場合よりも高電圧のブロワ電圧をアクチュエータＭ４に印加するように決定する。また、ＴＡＯ[℃］が高温や低温でない中温時には充電量の大きさによって印加するブロワ電圧に差を設けることなく、図６に示すＴＡＯ[℃］に相当するブロワ電圧を印加するように決定する。   As shown in FIG. 6, when the charging voltage value of the battery 4 is 200 V, the air conditioner ECU 10 gives a higher blower voltage to the actuator M4 than when the TAO [° C.] is low and high and the charging voltage value is 100 V. Decide to apply. Further, it is determined that the blower voltage corresponding to TAO [° C.] shown in FIG. 6 is applied without providing a difference in the blower voltage to be applied depending on the amount of charge when the TAO [° C.] is not high or low. .

つまり、エアコンＥＣＵ１０は、ＴＡＯ[℃］が低温時および高温時においては、充電電圧値が低い１００Ｖの時はバッテリ４の消費電力を抑制するためにブロワ２４に低めの電圧を供給する制御を実行し、充電電圧値が高い２００Ｖの時は前者よりも高い電圧をブロワ２４に供給することにより、前者のようなバッテリ４の消費電力を抑制する制御ではなく、適切な送風量を供給してユーザーが所望する空調環境を重視する制御を実行する。   That is, the air conditioner ECU 10 performs control to supply a lower voltage to the blower 24 in order to suppress the power consumption of the battery 4 when the charging voltage value is 100 V when TAO [° C.] is low and high. However, when the charging voltage value is 200V, a voltage higher than that of the former is supplied to the blower 24, so that an appropriate air flow rate is supplied to the user instead of controlling the power consumption of the battery 4 as in the former. The control which attaches importance to the desired air-conditioning environment is executed.

このようにエアコンＥＣＵ１０は、プレ空調運転時等において、図６に示すような制御特性図を用いた演算により、バッテリ４に充電中の充電電圧値を用いてブロワ２４の回転数を決定し、当該回転数となるようにブロワ２４の作動を制御する。この制御によれば、プレ空調運転等を行う際にバッテリ４の充電状況に応じて空調の強さを制限することにより空調能力の度合いを調節して、乗員が乗車した時の快適性の確保と各種機器の運転に支障のないバッテリ４の充電量確保との両面に優れた制御を実現できる。   In this way, the air conditioner ECU 10 determines the rotation speed of the blower 24 using the charging voltage value during charging of the battery 4 by calculation using the control characteristic diagram as shown in FIG. The operation of the blower 24 is controlled so as to achieve the rotation speed. According to this control, when performing pre-air-conditioning operation or the like, the degree of air-conditioning capability is adjusted by limiting the strength of the air-conditioning according to the state of charge of the battery 4 to ensure comfort when the passenger gets on In addition, it is possible to realize excellent control in both aspects of securing the charge amount of the battery 4 that does not hinder the operation of various devices.

次に、エアコンＥＣＵ１０は、図７に示す電動圧縮機２５の回転数を決定するフローチャートについて説明する。まず、エアコンＥＣＵ１０は、現在バッテリ４に充電がなされているか否かを判断する（ステップ８３０）。この判断はバッテリ４が充電中になるまで繰り返される。   Next, the air conditioner ECU 10 will be described with reference to a flowchart for determining the rotational speed of the electric compressor 25 shown in FIG. First, the air conditioner ECU 10 determines whether or not the battery 4 is currently charged (step 830). This determination is repeated until the battery 4 is being charged.

エアコンＥＣＵ１０は、充電中であると判断した場合には、前述のステップ８０１と同様に乗車中であるか否かを判断する（ステップ８３１）。エアコンＥＣＵ１０は、乗車中であると判断した場合には前述のステップ８０２〜８０５と同様の各処理を実行して目標回転数ＩＶＯnを算出し、算出された目標回転数ＩＶＯnに基づいてステップ９００の処理を実行する。   If the air conditioner ECU 10 determines that charging is in progress, the air conditioner ECU 10 determines whether or not the vehicle is in the same manner as in step 801 described above (step 831). If the air conditioner ECU 10 determines that the vehicle is on the vehicle, the air conditioner ECU 10 executes the same processes as in steps 802 to 805 described above to calculate the target rotational speed IVOn, and based on the calculated target rotational speed IVOn, Execute the process.

一方、エアコンＥＣＵ１０は、乗車中でないと判断した場合には前述のステップ８１０と同様の処理を実行し（ステップ８４０）、ステップ８４０でプレ空調運転を実行する指令が送られていないと判断した場合には、前述のステップ８１１と同様に、電動圧縮機２５の目標回転数ＩＶＯを０ｒｐｍに決定する（ステップ８４１）。そして、決定された０ｒｐｍの目標回転数ＩＶＯに基づいてステップ９００の処理を実行する。   On the other hand, if the air conditioner ECU 10 determines that the vehicle is not in the vehicle, the air conditioner ECU 10 executes the same process as in step 810 described above (step 840), and if it is determined in step 840 that the command to execute the pre-air conditioning operation is not sent. In the same manner as step 811 described above, the target rotational speed IVO of the electric compressor 25 is determined to be 0 rpm (step 841). Then, the process of step 900 is executed based on the determined target rotational speed IVO of 0 rpm.

エアコンＥＣＵ１０は、ステップ８４０でプレ空調運転を実行する指令が送られていると判断した場合には、次に充電中のバッテリ４の充電電圧値が２００Ｖであるか否かを判断する（ステップ８４２）。そして、充電電圧値が２００Ｖである場合には、前述のステップ８１３の処理と同様に、エンジン１を起動する指令をハイブリッドＥＣＵ６に送信し、ハイブリッドＥＣＵ６は電磁クラッチ７を制御してエンジン１を作動させる（ステップ８４３）。   If the air conditioner ECU 10 determines in step 840 that a command to execute the pre-air conditioning operation is sent, the air conditioner ECU 10 next determines whether or not the charging voltage value of the battery 4 being charged is 200 V (step 842). ). If the charging voltage value is 200 V, a command for starting the engine 1 is transmitted to the hybrid ECU 6 in the same manner as in the above-described step 813, and the hybrid ECU 6 controls the electromagnetic clutch 7 to operate the engine 1. (Step 843).

エアコンＥＣＵ１０は、充電電圧値が２００Ｖでない（例えば交流１００Ｖである）場合や、ステップ８１３によってエンジン１の作動が実行された場合には、続いて前述のステップ８１４と同様のステップ８４４の判断処理（ステップ８４４においてＹＥＳの場合はステップ８１１と同様のステップ８４１の処理を実行する）を実行し、ステップ８４４においてＮＯの場合はステップ８１５と同様のステップ８４５の判断処理を実行する。さらにエアコンＥＣＵ１０は、ステップ８４５においてＮＯの場合はステップ８１７〜８２２と同様のステップ８４７、８４８、８４９、８５０、８５１、８５２の各処理を実行し、決定された目標回転数ＩＶＯに基づいてステップ９００の処理を実行する。   When the charge voltage value is not 200 V (for example, AC 100 V), or when the operation of the engine 1 is executed in step 813, the air conditioner ECU 10 continues to perform the determination processing in step 844 (step 844 similar to step 814 described above). If YES in step 844, the process of step 841 similar to step 811 is executed), and if NO in step 844, the determination process of step 845 similar to step 815 is executed. Further, in the case of NO at step 845, the air conditioner ECU 10 executes steps 847, 848, 849, 850, 851, and 852 similar to steps 817 to 822, and performs step 900 based on the determined target rotational speed IVO. Execute the process.

また、エアコンＥＣＵ１０は、ステップ８４５においてＹＥＳの場合（電動圧縮機２５を停止状態から起動させる時である場合、つまり前回の目標回転数ＩＶＯn-1が０ｒｐｍである場合）には、ステップ８４６において、目標回転数ＩＶＯnを決定する。ステップ８４６における目標回転数ＩＶＯnの決定処理は、図７のステップ８４６に示す特性図を用いて算出される。この特性図は、バッテリ４に対して充電されている充電電圧値について、ステップ３００で算出された目標吹出温度ＴＡＯ[℃］と目標回転数ＩＶＯn［ｒｐｍ］との関係を表したものであり、この特性図によって目標吹出温度ＴＡＯ[℃］に対する適正な目標回転数ＩＶＯn［ｒｐｍ］をバッテリ４への充電能力を考慮して決定することができる。   If YES in step 845 (if it is time to start up electric compressor 25 from a stopped state, that is, if the previous target rotational speed IVOn-1 is 0 rpm), in step 846, air conditioner ECU 10 The target rotational speed IVOn is determined. The target rotational speed IVOn determination process in step 846 is calculated using the characteristic diagram shown in step 846 of FIG. This characteristic diagram represents the relationship between the target blowing temperature TAO [° C.] calculated in step 300 and the target rotational speed IVOn [rpm] for the charging voltage value charged to the battery 4, From this characteristic diagram, an appropriate target rotational speed IVOn [rpm] with respect to the target blowing temperature TAO [° C.] can be determined in consideration of the charging ability of the battery 4.

エアコンＥＣＵ１０は充電電圧値、言い換えれば充電能力レベルに対応する複数の特性図を記憶しており、その一例としてステップ８４６には、バッテリ４への充電電圧が交流２００Ｖのときに使用する特性図と、充電電圧が交流１００Ｖのときに使用する特性図とが示されている。   The air conditioner ECU 10 stores a plurality of characteristic diagrams corresponding to the charging voltage value, in other words, the charging capacity level. As an example, step 846 includes a characteristic diagram used when the charging voltage to the battery 4 is 200 V AC. The characteristic diagram used when the charging voltage is 100 V AC is shown.

エアコンＥＣＵ１０は、充電電圧が２００Ｖの場合にはＴＡＯ[℃］が所定値（例えば１０℃）以下の比較的低温時において充電電圧が１００Ｖの場合よりも高回転数の目標回転数ＩＶＯnに決定し、ステップ９００で、当該目標回転数ＩＶＯnにアクチュエータＭ５（電動モータ）を制御する。また、ＴＡＯ[℃］が所定値（例えば１０℃）以上のときには充電電圧値の大きさによって目標回転数ＩＶＯnに差を設けることなく、例えば目標回転数ＩＶＯnを２０００ｒｐｍに決定し、ステップ９００で、アクチュエータＭ５（電動モータ）を２０００ｒｐｍに制御する。   When the charging voltage is 200V, the air conditioner ECU 10 determines that the target rotational speed IVOn is higher than that when the charging voltage is 100V at a relatively low temperature when TAO [° C] is a predetermined value (eg, 10 ° C) or less. In step 900, the actuator M5 (electric motor) is controlled to the target rotational speed IVOn. Further, when TAO [° C.] is equal to or higher than a predetermined value (for example, 10 ° C.), for example, the target rotational speed IVOn is determined to be 2000 rpm without setting a difference in the target rotational speed IVOn depending on the magnitude of the charging voltage value. Actuator M5 (electric motor) is controlled to 2000 rpm.

つまり、エアコンＥＣＵ１０は、ＴＡＯ[℃］が低温時においては、充電電圧値が所定値未満の時（交流１００Ｖの電圧を充電時）にバッテリ４の消費電力を抑制するために電動圧縮機２５を低めの目標回転数ＩＶＯnに制御し、充電量が所定値以上の時（交流２００Ｖの電圧を充電時）は電動圧縮機２５を前者よりも高めの目標回転数ＩＶＯnに制御することにより、前者のようなバッテリ４の消費電力を抑制する制御ではなく、適切な冷却能力を発揮させてユーザーが所望する空調環境を重視する制御を実行する。   That is, when the TAO [° C.] is low, the air conditioner ECU 10 sets the electric compressor 25 to suppress the power consumption of the battery 4 when the charging voltage value is less than a predetermined value (when charging an AC voltage of 100 V). By controlling the electric compressor 25 to a target rotational speed IVOn higher than the former by controlling the electric compressor 25 to a lower target rotational speed IVOn and when the charge amount is equal to or higher than a predetermined value (when charging an AC voltage of 200V). Rather than the control for suppressing the power consumption of the battery 4 as described above, the control for emphasizing the air conditioning environment desired by the user by executing an appropriate cooling capacity is executed.

そして、エアコンＥＣＵ１０は、ステップ８４６で決定された目標回転数ＩＶＯに基づいてステップ９００の処理を実行する。エアコンＥＣＵ１０は、その後、所定時間が経過すると（ステップ１０００）、ステップ２００の処理に戻り、上述の制御処理（ステップ２００〜１０００）を繰り返す。このような処理の繰り返しによって空調ゾーンの空調は、快適性の高いものとなる。   Then, the air conditioner ECU 10 executes the process of step 900 based on the target rotational speed IVO determined in step 846. Thereafter, when a predetermined time elapses (step 1000), the air conditioner ECU 10 returns to the process of step 200 and repeats the above-described control process (steps 200 to 1000). By repeating such processing, air conditioning in the air conditioning zone becomes highly comfortable.

このようにエアコンＥＣＵ１０は、プレ空調運転時等において、バッテリ４に充電中の充電電圧値を用いて電動圧縮機２５の回転数を決定し、当該回転数となるように電動圧縮機２５の作動を制御する。この制御によれば、プレ空調運転等を行う際に充電中のバッテリ４の充電能力に応じて空調の強さを制限して、空調の強さ度合いを調節することによって、乗車時の乗員の快適性向上とバッテリ４の充電量確保の両面に優れた制御を実現できる。   In this way, the air conditioner ECU 10 determines the rotation speed of the electric compressor 25 using the charging voltage value during charging of the battery 4 during pre-air-conditioning operation or the like, and operates the electric compressor 25 so as to be the rotation speed. To control. According to this control, when performing the pre-air-conditioning operation or the like, the strength of the air-conditioning is limited according to the charging capacity of the battery 4 being charged, and the degree of the strength of the air-conditioning is adjusted. It is possible to achieve excellent control both in terms of improving comfort and securing the charge amount of the battery 4.

以上のように本実施形態のエアコンＥＣＵ１０は、プレ空調運転を開始する命令を受信した場合に、バッテリ４の充電電圧が所定量以上のとき（例えば交流２００Ｖ充電の時）はバッテリ４の電力を使用してプレ空調運転を実行し、バッテリ４の充電量が所定量未満のとき（例えば交流１００Ｖ充電の時）は、エンジン１を作動させる命令をハイブリッドＥＣＵ６に送信してエンジン１の作動による電力を得るとともに、バッテリ４の電力を使用してプレ空調運転を実行する。   As described above, the air conditioner ECU 10 according to the present embodiment receives the command to start the pre-air conditioning operation, and when the charging voltage of the battery 4 is equal to or higher than a predetermined amount (for example, when charging with AC 200V), When the pre-air-conditioning operation is performed and the charge amount of the battery 4 is less than a predetermined amount (for example, when AC 100 V is charged), a command for operating the engine 1 is transmitted to the hybrid ECU 6 to generate electric power by operating the engine 1 And the pre-air-conditioning operation is executed using the electric power of the battery 4.

この構成によれば、プレ空調運転時のバッテリ４に充電中の充電電圧値に応じて、バッテリ４の電力を使用するか、エンジン１の作動も併用しつつバッテリ４の電力を使用するかを使い分けることにより、バッテリ４の充電量の確保と、バッテリ４に多大な負荷を与えないユーザーが所望するプレ空調による快適性の確保との両方を実現した制御を提供できる。またこの制御により、従来、ハイブリッド車両においてプレ空調運転を行うことができなかった状況でも確実な運転が行われるので、ユーザーにとってうれしさが増すとともに、プレ空調運転が実行されないことによってユーザーが故障したと誤認識することがなくなる。   According to this configuration, whether to use the power of the battery 4 or to use the power of the battery 4 while using the operation of the engine 1 in accordance with the charging voltage value during charging of the battery 4 during the pre-air-conditioning operation. By properly using the control, it is possible to provide control that realizes both securing of the charge amount of the battery 4 and ensuring of comfort by pre-air conditioning desired by a user who does not give a large load to the battery 4. In addition, this control ensures reliable operation even in situations where hybrid vehicle has not been able to perform pre-air-conditioning operation in the past, which increases joy for the user and causes failure of the user because pre-air-conditioning operation is not performed. Will not be mistaken.

本発明のすべての実施形態に使用されるハイブリッド自動車の制御システムを示したブロック図である。It is the block diagram which showed the control system of the hybrid vehicle used for all the embodiment of this invention. すべての実施形態における車両用空調装置の制御システムを示したブロック図である。It is the block diagram which showed the control system of the vehicle air conditioner in all the embodiments. すべての実施形態の車両用空調装置における空調制御のメインルーチンを示したフローチャートである。It is the flowchart which showed the main routine of the air-conditioning control in the vehicle air conditioner of all the embodiments. 本発明の一実施形態である第１実施形態において、空調制御のメインルーチンのブロワ電圧を決定するために用いる特性図である。In 1st Embodiment which is one Embodiment of this invention, it is a characteristic view used in order to determine the blower voltage of the main routine of air-conditioning control. 第１実施形態における電動圧縮機の回転数を決定するルーチンの処理手順を示したフローチャートである。It is the flowchart which showed the process sequence of the routine which determines the rotation speed of the electric compressor in 1st Embodiment. 第２実施形態における空調制御のメインルーチンのブロワ電圧を決定するために用いる特性図である。It is a characteristic view used in order to determine the blower voltage of the main routine of the air-conditioning control in 2nd Embodiment. 第２実施形態における電動圧縮機の回転数を決定するルーチンの処理手順を示したフローチャートである。It is the flowchart which showed the process sequence of the routine which determines the rotation speed of the electric compressor in 2nd Embodiment.

符号の説明Explanation of symbols

１…エンジン
４…バッテリ
１０…エアコンＥＣＵ（空調制御装置）
２４…ブロワ（送風機）
２５…電動圧縮機 DESCRIPTION OF SYMBOLS 1 ... Engine 4 ... Battery 10 ... Air-conditioner ECU (air-conditioning control apparatus)
24 ... Blower (blower)
25 ... Electric compressor

Claims (6)

ハイブリッド車両の停止中に乗員乗車前の車室内空調を行うプレ空調運転を実行可能とする空調制御装置（１０）を備える車両用空調装置であって、
前記空調制御装置（１０）は前記プレ空調運転を開始する命令を受信した場合に、
バッテリ（４）の充電量が所定量以上のときは前記バッテリ（４）の電力を使用して前記プレ空調運転を実行し、
前記バッテリ（４）の充電量が前記所定量未満のときは、前記車両のエンジン（１）を作動させる命令を送信して前記エンジン（１）作動による電力を得るとともに、前記バッテリ（４）の電力を使用して前記プレ空調運転を実行することを特徴とする車両用空調装置。 A vehicle air conditioner including an air conditioning control device (10) capable of performing a pre-air conditioning operation for performing air conditioning in a passenger compartment before a passenger gets on while the hybrid vehicle is stopped,
When the air conditioning control device (10) receives a command to start the pre-air conditioning operation,
When the charge amount of the battery (4) is equal to or greater than a predetermined amount, the pre-air conditioning operation is executed using the power of the battery (4),
When the charge amount of the battery (4) is less than the predetermined amount, a command for operating the engine (1) of the vehicle is transmitted to obtain electric power by operating the engine (1), and the battery (4) A vehicle air conditioner that performs the pre-air-conditioning operation using electric power. 前記バッテリ（４）の電力を用いて駆動され、前記車室内へ送風される空気を冷却するための冷凍サイクルに冷媒を循環させる電動圧縮機（２５）を備え、
前記空調制御装置（１０）は、前記プレ空調運転時に前記電動圧縮機（２５）を、前記バッテリ（４）の充電量を用いて決定された回転数に制御することを特徴とする請求項１に記載の車両用空調装置。 An electric compressor (25) that is driven using the electric power of the battery (4) and circulates a refrigerant in a refrigeration cycle for cooling air blown into the vehicle interior;
The said air-conditioning control apparatus (10) controls the said electric compressor (25) at the rotation speed determined using the charge amount of the said battery (4) at the time of the said pre air-conditioning driving | operation. The vehicle air conditioner described in 1. 前記バッテリ（４）の電力を用いて駆動され、前記車室内に空調された空気を送風する送風機（２４）を備え、
前記空調制御装置（１０）は、前記プレ空調運転時に前記送風機（２４）を、前記バッテリ（４）の充電量を用いて決定された回転数に制御することを特徴とする請求項１または２に記載の車両用空調装置。 Driven using the power of the battery (4), and equipped with a blower (24) for blowing air conditioned in the vehicle interior,
The said air-conditioning control apparatus (10) controls the said air blower (24) to the rotation speed determined using the charge amount of the said battery (4) at the time of the said pre air conditioning driving | operation. The vehicle air conditioner described in 1. ハイブリッド車両の停止中に乗員乗車前の車室内空調を行うプレ空調運転を実行可能な空調制御装置（１０）を備える車両用空調装置であって、
前記空調制御装置（１０）は、外部電源からの電力がバッテリ（４）に供給されている充電中に前記プレ空調運転を開始する命令を受信した場合には、
前記バッテリ（４）の充電電圧値が所定値以上のときは前記バッテリ（４）の電力を使用して前記プレ空調運転を実行し、
前記バッテリ（４）の充電電圧値が前記所定値未満のときは、前記車両のエンジン（１）を作動させる命令を送信して前記エンジン（１）作動による電力を得るとともに、前記バッテリ（４）の電力を使用して前記プレ空調運転を実行することを特徴とする車両用空調装置。 A vehicle air conditioner comprising an air conditioning control device (10) capable of performing a pre-air conditioning operation for performing air conditioning in a passenger compartment before a passenger is boarded while the hybrid vehicle is stopped,
When the air-conditioning control device (10) receives an instruction to start the pre-air-conditioning operation during charging when power from an external power source is supplied to the battery (4),
When the charging voltage value of the battery (4) is equal to or greater than a predetermined value, the pre-air-conditioning operation is executed using the power of the battery (4),
When the charging voltage value of the battery (4) is less than the predetermined value, a command for operating the engine (1) of the vehicle is transmitted to obtain power by operating the engine (1), and the battery (4) The pre-air-conditioning operation is executed using the electric power of the vehicle. 前記バッテリ（４）の電力を用いて駆動され、前記車室内へ送風される空気を冷却するための冷凍サイクルに冷媒を循環させる電動圧縮機（２５）を備え、
前記空調制御装置（１０）は、前記プレ空調運転時に前記電動圧縮機（２５）を、前記バッテリ（４）に充電中の前記充電電圧値を用いて決定された回転数に制御することを特徴とする請求項１に記載の車両用空調装置。 An electric compressor (25) that is driven using the electric power of the battery (4) and circulates a refrigerant in a refrigeration cycle for cooling air blown into the vehicle interior;
The air conditioning control device (10) controls the electric compressor (25) to a rotational speed determined by using the charging voltage value during charging of the battery (4) during the pre-air conditioning operation. The vehicle air conditioner according to claim 1. 前記バッテリ（４）の電力を用いて駆動され、前記車室内に空調された空気を送風する送風機（２４）を備え、
前記空調制御装置（１０）は、前記プレ空調運転時に前記送風機（２４）を、前記バッテリ（４）に充電中の前記充電電圧値を用いて決定された回転数に制御することを特徴とする請求項４または５に記載の車両用空調装置。 Driven using the power of the battery (4), and equipped with a blower (24) for blowing air conditioned in the vehicle interior,
The air-conditioning control device (10) controls the blower (24) to a rotational speed determined using the charging voltage value during charging of the battery (4) during the pre-air-conditioning operation. The vehicle air conditioner according to claim 4 or 5.
JP2007295940A 2007-11-14 2007-11-14 Air conditioner for vehicle Pending JP2009120022A (en)

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