Hybrid vehicle and its air conditioner

The present invention relates to an air conditioner for a hybrid vehicle equipped with an engine and an electric motor.

[0002] Conventionally, in a hybrid vehicle equipped with an engine and an electric motor for traveling, there is a hybrid vehicle in which a compressor of an air conditioner is driven by an engine. Then, under predetermined conditions such as when the vehicle is stopped or when the vehicle is decelerated, the engine is automatically stopped regardless of the operating status of the air conditioner to save fuel consumption of the engine.

[0003] [Problems to be Solved by the Invention] However, in the above-mentioned conventional hybrid vehicle, the engine is automatically stopped under a predetermined condition regardless of the operating state of the air conditioner, so that the window of the vehicle Even when the glass is antifogging, the engine is stopped and the compressor is also stopped under a predetermined condition, so that there is a problem that the antifogging function cannot be ensured.

[0004] On the other hand, it is not desirable from the viewpoint of fuel consumption to keep the engine running at all times while the air conditioner is operating in order to secure the anti-fog function.

[0005] The present invention has been made in view of the above points, and an object of the present invention is to achieve both an antifogging function of a window glass and fuel saving in an air conditioner of a hybrid vehicle equipped with an engine and an electric motor for traveling. To do.

[Means for Solving the Problems] In order to achieve the above object, in the invention according to claim 1, the operation and operation of the engine (1), the traveling electric motor (2), and the engine (1) are performed. It is mounted on a hybrid vehicle equipped with an engine control means (9) for controlling a stop, and a compressor (41) that compresses and discharges a refrigerant is driven by the engine (1) and is driven by the compressor (41). In a hybrid vehicle air conditioner in which the cooling heat exchanger (45) cools and dehumidifies the air conditioning air by operation to air-condition the interior of the vehicle.<u style="single">An engine operation request signal that requires the operation of the engine (1) when driving the compressor (41) to air-condition the interior of the vehicle, and an air conditioning that requires the engine (1) to operate regardless of the vehicle conditions. Means (S904, S905) that output a priority signal to the engine control means (9) to cause the engine control means (9) to operate the engine (1) regardless of the vehicle conditions, and an engine operation request. Of the signal and the air conditioning priority signal, only the engine operation request signal is output to the engine control means (9), and the engine control means (9) is made to decide the start and stop of the engine (1) in consideration of the vehicle condition. Have the means to do (S911, S912) and</u>Anti-fog control is performed to blow out the air-conditioned air cooled and dehumidified by the cooling heat exchanger (45) toward the window glass (5a) of the vehicle.<u style="single">When</u>To<u style="single">With engine operation request signal</u>Air conditioning priority signal<u style="single">When</u>Is output to the engine control means (9).

[0007] According to this, since the engine is operated and the compressor can be driven while the anti-fog control is being executed by the air-conditioning priority signal from the air conditioner, the anti-fog function is always ensured regardless of the vehicle conditions. Can be done. When the anti-fog control is not executed, the operation and stop of the engine can be controlled based on the situation of the vehicle. Therefore, for example, when the vehicle is stopped, the engine can be stopped to save fuel.

[0008] The invention according to claim 2 is for a hybrid vehicle including an engine (1), a traveling electric motor (2), and an engine control means (9) for controlling operation and stop of the engine (1). The compressor (41) that compresses and discharges the refrigerant is driven by the engine (1), and the cooling heat exchanger (45) cools the air conditioning air by the operation of the compressor (41). In a hybrid vehicle air conditioner that dehumidifies and air-conditions the interior of a vehicle.<u style="single">An engine operation request signal that requires the operation of the engine (1) when driving the compressor (41) to air-condition the interior of the vehicle, and an air conditioning that requires the engine (1) to operate regardless of the vehicle conditions. Means (S904, S905) that output a priority signal to the engine control means (9) to cause the engine control means (9) to operate the engine (1) regardless of the vehicle conditions, and an engine operation request. Of the signal and the air conditioning priority signal, only the engine operation request signal is output to the engine control means (9), and the engine control means (9) is made to decide the start and stop of the engine (1) in consideration of the vehicle condition. Have the means to do (S911, S912) and</u>Relative humidity on the inner surface of the vehicle window glass (5a) exceeds the set value<u style="single">When</u>Cooling of air-conditioning air by a cooling heat exchanger (45), anti-fog control to improve dehumidification performance, relative humidity above the set value<u style="single">When</u>And perform anti-fog control<u style="single">and when</u>To<u style="single">With engine operation request signal</u>Air conditioning priority signal<u style="single">When</u>Is output to the engine control means (9).

[0009] According to this, the same effect as that of the invention of claim 1 can be obtained.

[0010] In the invention according to claim 3, the cool mode for performing air conditioning with an emphasis on comfort in the vehicle interior and the cooling and dehumidifying performance of the air conditioning air by the cooling heat exchanger (45) are lower than those in the cool mode. With economy mode to set and air-condition<u style="single">But</u>It is selectable and cool mode is selected<u style="single">When</u>To<u style="single">With engine operation request signal</u>Air conditioning priority signal<u style="single">When</u>Is output to the engine control means (9).

[0011] According to this, since the engine is running and the compressor can be driven when the cool mode is selected, air conditioning control can always be performed regardless of the vehicle conditions to further improve comfort.

[0012] In the invention according to claim 4, the engine (1), the traveling electric motor (2), and the compressor (41) that compresses and discharges the refrigerant are driven by the engine (1), and the compressor (1) The air conditioner (6, 7) that the cooling heat exchanger (45) cools and dehumidifies the air conditioning air by the operation of 41) to air-condition the passenger compartment, the status of the air conditioner (6, 7), and the air conditioner ( It is equipped with an engine control means (9) that controls the start and stop of the engine (1) based on the vehicle conditions other than 6 and 7).<u style="single">The air conditioner (6, 7) includes an air conditioner control means (7) that controls the operation of the air conditioner (6, 7), and the air conditioner control means (7) drives a compressor (41) in the vehicle interior. An engine operation request signal that requires the operation of the engine (1) when performing air conditioning and an air conditioning priority signal that requires the engine (1) to be operated regardless of the vehicle conditions are sent to the engine control means (9). (S904, S905) and means (S911, S912) to output only the engine operation request signal out of the engine operation request signal and the air conditioner priority signal to the engine control means (9).</u>Anti-fog control that blows air-conditioned air cooled and dehumidified by the cooling heat exchanger (45) toward the window glass (5a) of the vehicle.<u style="single">At that time, the engine operation request signal and the air conditioning priority signal are output to the engine control means (9), and the engine control means (9) receives the engine operation request signal and the air conditioning priority signal. When the engine is running, the engine (1) is operated regardless of the vehicle condition, and when only the engine operation request signal among the engine operation request signal and the air conditioning priority signal is received, the engine is taken into consideration the vehicle condition. (1) is to be decided to start and stop</u>It is characterized by that.

[0013] According to this, since the engine is running and the compressor can be driven while the anti-fog control is being executed, the anti-fog function can always be ensured regardless of the situation of the vehicle. When the anti-fog control is not executed, the operation and stop of the engine are controlled based on the condition of the vehicle. Therefore, for example, when the vehicle is stopped, the engine can be stopped to save fuel.

[0014] In the invention according to claim 5, the engine (1), the traveling electric motor (2), and the compressor (41) that compresses and discharges the refrigerant are driven by the engine (1), and the compressor (1). The air conditioner (6, 7) that the cooling heat exchanger (45) cools and dehumidifies the air conditioning air by the operation of 41) to air-condition the passenger compartment, the status of the air conditioner (6, 7), and the air conditioner ( It is equipped with an engine control means (9) that controls the start and stop of the engine (1) based on the vehicle conditions other than 6 and 7).<u style="single">The air conditioner (6, 7) includes an air conditioner control means (7) that controls the operation of the air conditioner (6, 7), and the air conditioner control means (7) drives a compressor (41) in the vehicle interior. An engine operation request signal that requires the operation of the engine (1) when performing air conditioning and an air conditioning priority signal that requires the engine (1) to be operated regardless of the vehicle conditions are sent to the engine control means (9). (S904, S905) and means (S911, S912) to output only the engine operation request signal out of the engine operation request signal and the air conditioner priority signal to the engine control means (9).</u>Relative humidity on the inner surface of the vehicle window glass (5a) exceeds the set value<u style="single">When</u>Cooling of air-conditioning air by a cooling heat exchanger (45), anti-fog control to improve dehumidification performance, relative humidity above the set value<u style="single">When</u>And perform anti-fog control<u style="single">and when</u>To<u style="single">The engine operation request signal and the air conditioning priority signal are output to the engine control means (9), and the engine control means (9) is receiving the engine operation request signal and the air conditioning priority signal. , When the engine (1) is operated regardless of the vehicle condition and only the engine operation request signal is received among the engine operation request signal and the air conditioning priority signal, the engine (1) It is designed to decide to start and stop</u>It is characterized by that.

[0015] According to this, the same effect as that of the invention of claim 4 can be obtained.

[0018] The reference numerals in parentheses of the above means indicate the correspondence with the specific means described in the embodiments described later.

[0019] FIGS. 1 to 11 show an embodiment of the present invention, FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle, and FIG. 2 is an entire air conditioner for a hybrid vehicle. The figure which showed the structure, FIG. 3 is the figure which showed the control system of the air conditioner for a hybrid vehicle.

[0020] In FIG. 1, in the air conditioner of the present embodiment, each air conditioner (actuator) of the air conditioner unit 6 that air-conditions the interior of the hybrid vehicle (hereinafter referred to as a vehicle) 5 is referred to as an air conditioner control device (hereinafter referred to as an air conditioner ECU). ) It is an auto air conditioner configured to automatically control the temperature inside the vehicle to the set temperature by controlling it according to 7.

[0021] The vehicle 5 starts a gasoline engine (internal combustion engine, hereinafter abbreviated as an engine) 1, a traveling electric motor 2 (hereinafter abbreviated as an electric motor) composed of an electric generator, and an engine 1 which are also used for traveling. An engine starting device 3 that fits a starting motor and an ignition device to make the engine start, a battery (for example, a nickel hydrogen storage battery) 4 that supplies power to the electric motor 2 and the engine starting device 3, and a battery 4 that is driven by the engine 1 to charge the battery 4. It is equipped with a generator (not shown).

[0022] The engine 1 is detachably connected to the axle of the vehicle 5. Further, the electric motor 2 is detachably connected to the axle of the vehicle 5, and is connected to the axle when the engine 1 and the axle are not connected. The electric motor 2 is configured to be automatically controlled (for example, inverter control) by a hybrid control device (hereinafter referred to as a hybrid ECU) 8.

The engine starting device 3 is configured to be automatically controlled by an engine control device (hereinafter referred to as an engine ECU) 9 so as to maximize the combustion efficiency of the engine 1. The engine ECU 9 starts the engine when a large driving force is required to drive the vehicle 5 (during high load driving), when driving the compressor 41 of the air conditioner (details will be described later), and when the battery 4 needs to be charged. The device 3 is energized and controlled to operate the engine 1. The engine ECU 9 corresponds to an engine control means for controlling the start and stop of the engine 1 based on the condition of the air conditioner and the condition of the vehicle other than the air conditioner.

[0024] In FIG. 2, the air conditioning unit 6 includes an air conditioning duct 10 that forms an air passage for guiding air conditioning air in the vehicle interior of the vehicle 5, a centrifugal blower 30 that generates an air flow in the air conditioning duct 10, and an air conditioning duct 10. It is composed of a refrigeration cycle 40 for cooling the air flowing inside and cooling the interior of the vehicle, a cooling water circuit 50 for heating the air flowing inside the air conditioning duct 10 to heat the interior of the vehicle, and the like.

[0025] The air conditioning duct 10 is arranged on the front side of the vehicle interior of the vehicle 5. The most upstream side (wind side) of the air conditioning duct 10 is a part that constitutes a suction port switching box (inside / outside air switching box), and is an inside air suction port 11 that takes in vehicle interior air (hereinafter referred to as inside air) and vehicle interior outside air (hereinafter referred to as inside air). It has an outside air suction port 12 that takes in outside air). Further, inside and outside air (suction port) switching dampers 13 are rotatably attached to the inside of the inside air suction port 11 and the outside air suction port 12. The inside / outside air switching damper 13 is driven by an actuator 14 (see FIG. 3) such as a servomotor to switch the suction mode to the inside air circulation mode, the outside air introduction mode, and the like. The inside / outside air switching damper 13 constitutes an inside / outside air switching means together with a suction port switching box.

[0026] Further, the most downstream side (leeward side) of the air conditioning duct 10 is a portion constituting the air outlet switching box, and a defroster opening, a face opening, and a foot opening are formed. A defroster duct 15 is connected to the DEF opening, and a defroster outlet 18 that mainly blows warm air toward the inner surface of the front window glass 5a of the vehicle 5 opens at the most downstream end of the defroster duct 15. are doing.

[0027] Further, a face duct 16 is connected to the face opening, and a face outlet 19 that mainly blows cold air toward the cephalothorax of the occupant is opened at the most downstream end of the face duct 16. .. Further, a foot duct 17 is connected to the foot opening, and a foot outlet 20 that mainly blows warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 17.

[0028] Two air outlet switching dampers 21 are rotatably attached to the inside of each air outlet. The two outlet switching dampers 21 are driven by an actuator 22 such as a servomotor (see Fig. 3), and the outlet mode is set to either face mode, bi-level mode, foot mode, foot differential mode, or defroster mode. Switch.

By the way, in the face mode, the entire amount of the air conditioning air is blown from the face outlet 19, in the bi-level mode, the air conditioning air is blown from the face outlet 19 and the foot outlet 20, and in the foot mode, most of the air conditioning air is blown out. (Approximately 80% of the total air volume) is blown out from the foot outlet 20 and part of the air conditioning air is blown out from the defroster outlet 18. In the foot differential mode, the air is blown out from the defroster outlet 18 and the foot outlet 20. Specifically, the air volume from the defroster air outlet 18 is about 40% of the total air volume, at least 1/3 of the total air volume. It is set to the above. Further, in the defroster mode, the entire amount of air conditioning air is blown out from the defroster outlet 18. The two outlet switching dampers 21 together with the outlet switching box constitute an outlet switching means.

[0030] The centrifugal blower 30 includes a centrifugal fan 31 rotatably housed in a scroll case integrally formed with an air conditioning duct 10, and a blower motor 32 for rotationally driving the centrifugal fan 31. .. The blower motor 32 controls the amount of air blown (rotational speed of the centrifugal fan 31) based on the blower terminal voltage (hereinafter referred to as the blower voltage) applied via the blower drive circuit 33 (see FIG. 3).

In the refrigeration cycle 40, the compressor 41 driven by the engine 1 to compress the refrigerant, the condenser 42 to condense and liquefy the compressed refrigerant, and the condensed liquefied refrigerant are gas-liquid separated to separate only the liquid refrigerant. It is composed of a receiver 43 that flows downstream, an expansion valve 44 that decompresses and expands the liquid refrigerant, an evaporator 45 that evaporates and vaporizes the decompressed and expanded refrigerant, and a refrigerant pipe that connects these in a ring shape.

[0032] Of these, the evaporator 45 is arranged in the air conditioning duct 10 so as to completely block the air passage, and has an air cooling action for cooling the air passing through itself and an air dehumidifying function for dehumidifying the air passing through itself. It is an indoor heat exchanger that acts. In other words, the evaporator 45 is a cooling heat exchanger that cools and dehumidifies the air conditioning air by operating the compressor 41.

Further, the compressor 41 is connected to an electromagnetic clutch 46 as a clutch means for interrupting the transmission of rotational power from the engine 1 to the compressor 41. The electromagnetic clutch 46 is controlled by a clutch drive circuit 47 (see FIG. 3).

[0034] Then, when the electromagnetic clutch 46 is energized, the rotational power of the engine 1 is transmitted to the compressor 41, and the evaporator 45 performs an air cooling action. At this time, the discharge capacity of the refrigerant discharged from the discharge port of the compressor 41 changes in proportion to the rotation speed of the engine 1. Further, when the energization of the electromagnetic clutch 46 is stopped, the engine 1 and the compressor 41 are shut off, and the air cooling action by the evaporator 45 is stopped. Here, the condenser 42 is arranged in a place where the traveling wind generated when the vehicle 5 travels is easily received, and the outdoor heat exchanges heat between the refrigerant flowing inside and the outside air blown by the cooling fan 48 and the traveling wind. It is an exchanger.

[0035] The cooling water circuit 50 is a circuit that circulates the cooling water warmed by the water jacket of the engine 1 by a water pump (not shown), and has a radiator, a thermostat (none of which are shown), and a heater core 51. .. Cooling water that cools the engine 1 flows inside the heater core 51, and the cooling water is used as a heat source for heating to reheat the cold air.

[0036] The heater core 51 is arranged in the air conditioning duct 10 on the downstream side of the evaporator 45 so as to partially block the air passage. An air mix damper 52 is rotatably attached to the air upstream side of the heater core 51. The air mix damper 52 is driven by an actuator 53 such as a servomotor, adjusts the ratio of the amount of air passing through the heater core 51 to the amount of air bypassing the heater core 51 according to the stop position, and blows out into the vehicle interior. It works as a blowout temperature adjusting means for adjusting the blowout temperature of air.

Next, the configuration of the control system of the present embodiment will be described with reference to FIGS. 1, 3 and 4. The communication signal output from the engine ECU 9, the switch signal from each switch on the control panel P provided on the front surface of the vehicle interior, and the sensor signal from each sensor are input to the air conditioner ECU 7. The air conditioner ECU 7 corresponds to an air conditioner control means that controls the operation of the air conditioner and outputs a predetermined signal to the engine ECU 9 based on the condition of the air conditioner.

[0038] Here, as shown in FIG. 4, the switches on the control panel P are an air conditioner (A / C) switch 60 and an economy (ECO) switch 61 for instructing the operation and stop of the air conditioner. , Suction port changeover switch 62 for switching the suction mode, temperature setting lever 63 for setting the temperature inside the vehicle to the desired temperature, air volume switching lever 64 for switching the air volume of the centrifugal fan 31, and the air outlet. It is an air outlet changeover switch for switching modes.

[0039] Of these, the A / C switch 60 is an air conditioner operation switch that commands a cool mode that emphasizes comfort in the vehicle interior. In addition, the ECO switch 61 is an economy mode in which the cooling degree of the air conditioning air by the evaporator 45 is set lower than that in the cool mode to perform air conditioning. Specifically, the ON / OFF temperature of the compressor 41 is 4 in the cool mode. It is an air conditioner operation switch that commands an economy mode that emphasizes fuel economy (fuel saving) by setting 13 ° CON and 12 ° COFF to 13 ° CON and 3 ° COFF.

The air volume switching lever 64 has an OFF position for stopping energization of the blower motor 32, an AUTO position for automatically controlling the blower voltage of the blower motor 32, and an LO position for minimizing the blower voltage applied to the blower motor 32 to set the minimum air volume. It is possible to operate at the ME position where the blower voltage applied to the blower motor 32 is the intermediate value and the intermediate air volume is set, and at the HI position where the blower voltage applied to the blower motor 32 is set to the maximum value and the maximum air volume is set.

[0041] The outlet changeover switch includes a face (FACE) switch 65 for fixing to the FACE mode, a high level (B / L) switch 66 for fixing to the B / L mode, and a high level (B / L) switch 66 for fixing to the FOOT mode. Foot (FOOT) switch 67, foot differential (F / D) switch 68 for fixing to F / D mode, defroster (DEF) switch 69 for fixing to DEF mode, and auto (AUTO) to automatically control the outlet mode. ) There is a switch 70.

As shown in FIG. 3, the sensors are an inside air temperature sensor 71 that detects the air temperature inside the vehicle interior (hereinafter referred to as the inside air temperature), and the air temperature outside the vehicle interior (hereinafter referred to as the outside air temperature). The outside air temperature sensor 72, the solar radiation sensor 73 that detects the amount of solar radiation radiated into the vehicle interior, the post-evasion temperature sensor 74 that detects the air cooling temperature of the evaporator 45, and the temperature (cooling) of the engine cooling water that flows into the heater core 51. There are a cooling water temperature sensor 75 that detects water temperature), a vehicle speed sensor 76 that detects the vehicle speed of the vehicle 5, a humidity sensor 77 that detects the relative humidity of the inner surface of the front window glass 5a, and the like.

[0043] Of these, the post-evaporation temperature sensor 74 is specifically arranged at a portion immediately after the evaporator 45, and comprises a thermistor that detects the air temperature immediately after passing through the evaporator 45 (hereinafter referred to as the post-evaporation temperature). .. Further, the humidity sensor 77 generates a voltage proportional to the relative humidity of the inner surface of the front window glass 5a, and is installed in the vicinity of the front window glass 5a.

Next, the control process of the air conditioner ECU 7 of the present embodiment will be described with reference to FIGS. 5 to 9. Here, FIG. 5 is a flowchart showing the basic control processing by the air conditioner ECU7.

A microcomputer composed of a CPU, ROM, RAM, etc. (not shown) is provided inside the air conditioner ECU 7, and sensor signals from the sensors 71 to 75 are A / by an input circuit (not shown) in the air conditioner ECU 7. It is configured to be input to the microcomputer after being D-converted.

[0046] First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 7, the routine shown in FIG. 5 is activated to perform each initialization and initial setting (step S1). Next, the switch signal is read from each switch such as the temperature setting lever 63 (step S2). Next, the sensor signals from the inside air temperature sensor 71, the outside air temperature sensor 72, the solar radiation sensor 73, the post-evasion temperature sensor 74, the cooling water temperature sensor 75, the vehicle speed sensor 76, and the humidity sensor 77 are A / D converted and then read ( Step S3).

Subsequently, the target blowing temperature (TAO) of the air blown into the vehicle interior is calculated based on the following equation (1) stored in the ROM in advance (step S4).

[0048] [Number 1] TAO = KSET x TSET-KR x TR-KAM x TAM-KS x TS + C TSET is the set temperature set by the temperature setting lever 63, and TR is detected by the inside air temperature sensor 71. The inside air temperature, TAM is the outside air temperature detected by the outside air temperature sensor 72, and TS is the amount of solar radiation detected by the solar radiation sensor 73. KSET, KR, KAM and KS are gains, and C is a correction constant.

Next, the blower voltage (voltage applied to the blower motor 32) corresponding to the target blowing temperature is determined from the characteristic diagram (see FIG. 6) stored in the ROM in advance (step S5).

Next, when the auto switch 70 on the control panel P shown in FIG. 4 is operated and the auto mode is selected, from the characteristic diagram (map, see FIG. 7) stored in the ROM in advance, Determine the blowout mode corresponding to the target blowout temperature (step S6). This blowing mode is switched from face mode to bi-level mode to foot mode as the target blowing temperature rises from the low temperature side to the high temperature side. If any of the outlet selector switches 65 to 69 is manually selected, the selected outlet mode is set.

Next, the suction broom mode corresponding to the target blowing temperature is determined from the characteristic diagram (see FIG. 8) stored in the ROM in advance (step S7). Here, in the determination of the suction low mode, as the target blowing temperature rises from the low temperature side to the high temperature side, the inside air circulation mode the inside / outside air introduction (semi-inside air) mode the outside air introduction mode is switched and set.

[0052] The inside air circulation mode is a suction port mode in which the inside / outside air switching damper 13 is set at the two-dot chain line position in FIG. 2 and the inside air is sucked from the inside air suction port 11. The inside / outside air introduction mode is a suction mode in which the inside / outside air switching damper 13 is set at an intermediate position, the inside air is sucked from the inside air suction port 11, and the outside air is sucked from the outside air suction port 12. Further, the outside air introduction mode is a suction mode in which the inside / outside air switching damper 13 is set at the solid line position in FIG. 2 and the outside air is sucked from the outside air suction port 12.

Next, the target damper opening degree (SW) of the air mix damper 52 is calculated based on the following equation (2) stored in the ROM in advance (step S8).

[0054] [Equation 2] SW = {(TAO-TE) / (TW-TE)} × 100 (%) TE is the post-evasion temperature detected by the post-evasion temperature sensor 74, and TW is the cooling water temperature. It is the cooling water temperature detected by the sensor 75.

[0055] Then, when calculated as SW 0 (%), the air mix damper 52 is controlled to a position (MAX COOL position) in which all the cold air from the evaporator 45 is diverted from the heater core 51. Further, when calculated as SW 100 (%), the air mix damper 52 is controlled to a position (MAXHOT position) where all the cold air from the evaporator 45 is passed through the heater core 51. Further, when calculated as 0 (%) &lt;SW &lt;100 (%), the air mix damper 52 is a position where a part of the cold air from the evaporator 45 is passed through the heater core 51 and the rest of the cold air is diverted from the heater core 51. Is controlled by.

Next, the routine shown in FIG. 9 is activated to determine the control state of the compressor 41 (step S9). The details of this step S9 will be described later.

Next, a control signal is output to the actuators 14, 22, 53, the blower drive circuit 33, and the clutch drive circuit 47 so that the control states calculated or determined in each step S4 to S9 can be obtained. To do. Further, communication (transmission and reception) with the engine ECU 9 is performed (step S10).

Next, the control of the compressor 41 according to step S9 of FIG. 5 will be described with reference to FIG. Here, FIG. 9 is a flowchart showing the details of compressor control by the air conditioner ECU 7.

[0059] First, when the routine of FIG. 9 is activated, it is determined in step S901 whether or not it is necessary to perform anti-fog control for preventing fogging of the front window glass 5a. In this step S901, even if both the A / C switch 60 and the ECO switch 61 are in the OFF state, for example, when heating is performed with the compressor 41 stopped, the necessity of anti-fog control is determined. It is supposed to do. Then, in step S901, the following cases (a) and (b) are determined to require anti-fog control.

(A) When the foot diff switch 68 or the defroster switch 69 is manually selected from the air outlet selector switches 65 to 69, that is, the foot diff mode or the defroster mode is selected, and the front from the defroster air outlet 18 is selected. When the conditioned air is blown toward the inner surface of the window glass 5a, it is determined that anti-fog control is necessary.

[0061] Even in the foot mode, a part of the air conditioning air (about 20% of the total blown air volume) is blown out from the defroster outlet 18, but in the present embodiment, the blown air volume from the defroster outlet 18 is the total blown air volume. When the blowout mode, that is, the foot differential mode or the defroster mode, which is approximately 1/3 or more of the above, is selected, it is determined that anti-fog control is required.

(B) On the other hand, when the auto switch 70 is operated and the auto mode is selected, anti-fog control is required when the relative humidity of the inner surface of the front window glass 5a is equal to or higher than the set value (for example, 90%). Is determined.

Next, if the step S901 is YES, the process proceeds to step S902, and the necessity of operating the compressor 41 is determined based on the post-evasion temperature TE from the characteristic diagram of step S902 stored in the ROM in advance. To do.

[0064] Specifically, when the post-evasion temperature TE rises above the first frost limit temperature (4 ° C in this example), it is determined that the compressor 41 needs to be operated (YES in step S902). On the other hand, when the post-evasion temperature TE drops below the second frost limit temperature (3 ° C in this example), which is lower than the first frost limit temperature, it is determined that the compressor 41 does not need to be operated (step S902). Is NO).

If step S902 is YES, the process proceeds to step S903. In this step S903, it is determined whether or not the compressor operation permission signal is output from the engine ECU 9. Specifically, the compressor operation permission signal is output from the engine ECU 9 when there is no problem in operating the compressor 41 judging from the operating status of the engine 1 (engine output and load status). ..

If this compressor operation permission signal is output and step S903 is YES, the process proceeds to step S904, the electromagnetic clutch 46 is energized, and the compressor operation signal for operating the compressor 41 is output. An engine operation request signal requesting the operation of the engine 1 is output to the engine ECU 9, and an air conditioning priority signal requesting the engine 1 to be operated regardless of the situation of the vehicle 5 other than the air conditioner is output to the engine ECU 9. And output. Although the details will be described later, when the engine ECU 9 receives only the engine operation request signal among the engine operation request signal and the air conditioner priority signal, the engine 1 takes into consideration the situation of the vehicle 5 other than the air conditioner. Decide to start and stop.

On the other hand, if step S903 is NO, the process proceeds to step S905, and by stopping the output of the compressor operation signal, the energization of the electromagnetic clutch 46 is stopped, the compressor 41 is stopped, and the engine operation request is made. The signal and air conditioning priority signal are output to the engine ECU9.

Next, when the step S901 is NO (no anti-fog control is required), the process proceeds to step S906 to determine whether or not the A / C switch 60 is turned on. If this determination result is YES, the control after step S902 described above is executed.

[0069] If the determination result in step S906 is NO, the process proceeds to step S907, and it is determined whether or not the ECO switch 61 is turned on. If the determination result in step S907 is YES, the process proceeds to step S908, and it is determined whether the vehicle 5 is running or stopped. Specifically, when the vehicle speed of the vehicle 5 detected by the vehicle speed sensor 76 is equal to or higher than the predetermined vehicle speed (5 km / h in this example), that is, when the vehicle 5 is running, the determination result is YES and the process proceeds to step S909. ..

[0070] In this step S909, it is determined whether or not the compressor 41 needs to be operated based on the post-evasion temperature TE from the characteristic diagram of step S909 stored in the ROM in advance. Specifically, when the post-evasion temperature TE rises above the first start control temperature (13 ° C in this example), it is determined that the compressor 41 needs to be operated (YES in step S909), while after the evacuation. When the temperature TE drops below the first stop control temperature (12 ° C in this example), it is determined that the compressor 41 does not need to be operated (step S909 is NO).

If step S909 is YES, the process proceeds to step S910, and it is determined whether or not the compressor operation permission signal is output from the engine ECU 9. If this compressor operation permission signal is output and step S910 is YES, the process proceeds to step S911, the compressor operation signal is output, the engine operation request signal is output to the engine ECU9, and the air conditioning priority signal is output. To stop.

On the other hand, if step S910 is NO, the process proceeds to step S912, the output of the compressor operation signal is stopped, the engine operation request signal is output to the engine ECU 9, and the output of the air conditioning priority signal is stopped.

[0073] If step S902, step S907, step S908 and step S909 are NO, the process proceeds to step S913, and the output of the compressor operation signal, the engine operation request signal, and the air conditioning priority signal are all stopped.

Next, the control process of the engine ECU 9 of the present embodiment will be described with reference to FIG. Here, FIG. 10 is a flowchart showing the basic control processing by the engine ECU 9.

[0075] The engine ECU 9 is input with each sensor signal as a driving state detecting means for detecting the driving state of the vehicle 5 and communication signals from the air conditioner ECU 7 and the hybrid ECU 8. As the sensors, an engine rotation speed sensor, a throttle opening sensor, a battery voltmeter (none of which are shown), a cooling water temperature sensor 75, a vehicle speed sensor 76, and the like are used. Inside the engine ECU 9, a microcomputer consisting of a CPU, ROM, RAM, etc. (not shown) is provided, and the sensor signals from each sensor are A / D converted by an input circuit (not shown) in the engine ECU 9, and then micro. It is configured to be input to the computer.

[0076] First, when the ignition switch is turned on and DC power is supplied to the engine ECU 9, the routine shown in FIG. 10 is activated to perform each initialization and initial setting (step S41). Next, each sensor signal from the engine rotation speed sensor, the throttle opening sensor, the battery voltmeter, the cooling water temperature sensor 75, and the vehicle speed sensor 76 is read (step S42). Next, communication (transmission and reception) with the hybrid ECU 8 is performed (step S43). Next, communication (transmission and reception) with the air conditioner ECU 7 is performed (step S44).

Next, in step S45, it is determined whether to start or stop the engine 1 based on each sensor signal. FIG. 11 is a flowchart showing the details of the control process of step S45, and the control process of step S45 will be described with reference to FIG.

[0078] First, when the throttle opening detected by the throttle opening sensor is large and a large driving force is required (during high load running), or when the voltage of the battery 4 detected by the battery voltmeter is determined. When the voltage is less than the predetermined voltage required to be charged by the generator, the determination result in step S451 becomes YES, and the process proceeds to step S452 to start the engine 1 with respect to the engine starting device 3 including the starting motor and the ignition device. Output the control signal.

Next, the process proceeds to step S453, and it is determined whether or not there is no problem in operating the compressor 41 based on the operating status of the engine 1 (engine output and load status). Then, when there is no problem in operating the compressor 41, step S453 becomes YES, and the process proceeds to step S454 to output the compressor operation permission signal, while when step S453 is NO, the process proceeds to step S455. Stops the output of the compressor operation permission signal.

[0080] On the other hand, when the voltage of the battery 4 exceeds the above-mentioned predetermined voltage, the determination result of the above step S451 becomes NO, and the process proceeds to step S456 when the vehicle is stopped or when the vehicle is running with a low load.

[0081] In this step S456, it is determined whether or not the engine operation request signal is output from the air conditioner ECU 7, and if the signal is not output, the determination becomes NO and the process proceeds to step S457, and the engine starting device 3 is reached. On the other hand, a control signal is output so as to stop the engine 1.

Further, when the engine operation request signal is output from the air conditioner ECU 7, step S456 becomes YES, and it is determined in step S458 whether or not the air conditioner priority signal is output.

Then, when the air conditioning priority signal is output, step S458 becomes YES, and the process proceeds to step S452 to start the engine 1. That is, when the air conditioner priority signal is output, the engine 1 is operated regardless of the situation of the vehicle 5 other than the air conditioner.

On the other hand, when the air conditioner priority signal is not output, that is, when only the engine operation request signal among the engine operation request signal and the air conditioner priority signal is output, step S458 becomes NO, and steps S459 and S460. Determines whether or not the vehicle 5 satisfies the predetermined condition, and operates the engine 1 when the predetermined condition is satisfied, and stops the engine 1 when the predetermined condition is not satisfied.

[0085] Specifically, when the traveling speed of the vehicle 5 is 60 km / h or more, step S459 becomes YES, and the process proceeds to step S452 to start the engine 1. Further, even if step S459 is NO, if the brake is inactive, step S460 becomes NO, and the process proceeds to step S452 to start the engine 1.

On the other hand, when the vehicle speed is less than 60 km / h (step S459 is NO) and the brake is operating (step S460 is YES), that is, when decelerating or stopping in a relatively low speed range, step S457 is performed. Proceed to stop engine 1.

Next, the operation of the vehicle air conditioner of the present embodiment will be described with reference to FIGS. 1 to 11.

When the A / C switch 60 or the ECO switch 61 is turned on, the operation and stop of the compressor 41 are controlled so that the post-evaporation temperature TE becomes a predetermined temperature, and the air sucked into the air conditioning duct 10 is released. After being cooled when passing through the evaporator 45, it is reheated when passing through the heater core 51, and the temperature of the air blown into the vehicle interior is adjusted to reach the target blowing temperature TAO. As a result, the temperature inside the vehicle interior is controlled to the set temperature TSET set by the occupant operating the temperature setting lever 63.

[0089] Then, when the ECO switch 61 is turned on and the anti-fog control is not in progress, the operation and stop of the compressor 41 are controlled so that the post-evasion temperature TE becomes relatively high (12 to 13 ° C). Therefore, the operating frequency of the compressor 41 is reduced, the compressor drive load can be reduced, and the fuel consumption of the engine 1 can be reduced.

[0090] Further, when the ECO switch 61 is turned on and the anti-fog control is not performed, the compressor 41 is stopped when the vehicle speed is considered to be less than 5 km / h (step S908 in FIG. 9). , Step S913), the fuel consumption of the engine 1 can be reduced.

Further, when the ECO switch 61 is turned on and the anti-fog control is not performed, the air conditioning priority signal is not output (see steps S911 to 913 in FIG. 9), so that it is based on the situation of the vehicle 5 other than the air conditioner. The start or stop of engine 1 is determined (see steps S458 to 460 in FIG. 11). That is, the engine 1 is stopped when decelerating or stopping in a relatively low speed range. Therefore, it is possible to avoid the engine 1 being operated only for driving the compressor 41 and to save fuel.

On the other hand, when it is determined in step S901 of FIG. 9 that anti-fog control is required, that is, when the foot differential switch 68 or the defroster switch 69 is manually selected, or inside the front window glass 5a. When the relative humidity on the surface is above the set value, the operation and stop of the compressor 41 are controlled so that the post-eva temperature TE becomes 3 to 4 ° C (see step S902 in Fig. 9), and the ECO switch 61 is turned on. The post-evasion temperature TE is controlled lower than when anti-fog control is not executed. As a result, the amount of dehumidification is increased and the antifogging performance is enhanced.

[0093] Further, even if both the A / C switch 60 and the ECO switch 61 are in the OFF state, if it is determined in step S901 that anti-fog control is required, the operation of the compressor 41 is automatically started, whereby the operation of the compressor 41 is started. The air conditioning wind is dehumidified and the anti-fog performance is improved.

Further, since the air conditioner priority signal is output during the execution of the antifogging control (see step S904 and step S905 in FIG. 9), the engine 1 is operated regardless of the situation of the vehicle 5 other than the air conditioner (see step S904 in FIG. 11). (See steps S458 and S452), therefore, the compressor 41 can be driven regardless of the situation of the vehicle 5, and the antifogging function of the air conditioner can be ensured.

[0095] Further, when the A / C switch 60 is turned on, the air conditioning priority signal is output (see step S904 and step S905 in FIG. 9), and the compressor 41 can be driven regardless of the situation of the vehicle 5. At the same time, the post-evasion temperature TE is controlled to be low (see step S906 and step S902 in FIG. 9), and comfort-oriented control is performed, so that comfort can be improved.

(Other Embodiments) In the above embodiment, the humidity sensor 77 is installed in the vicinity of the window glass 5a in order to detect the relative humidity of the inner surface of the front window glass 5a, but the humidity sensor 77 is used as a vehicle instrument. It may be installed below the panel to detect the relative humidity of the vehicle interior air.

[0097] In this case, the relative humidity of the inner surface of the front window glass 5a can be estimated as follows. First, based on the outside air temperature TAM, the temperature of the window glass 5a is estimated in consideration of the vehicle speed and the amount of solar radiation. Further, the relative humidity of the inner surface of the window glass 5a is estimated from the estimated temperature of the window glass 5a, the inside air temperature TR, and the relative humidity of the vehicle interior air detected by the humidity sensor 77. Then, by performing the determination in step S901 based on the estimated relative humidity of the inner surface of the window glass 5a, the same control as in the above embodiment can be performed.

[0098] Further, the information on the relative humidity of the vehicle interior air detected by the humidity sensor 77 can be used to control the vehicle interior air to a comfortable humidity. Specifically, when the vehicle interior relative humidity detected by the humidity sensor 77 exceeds the target relative humidity (for example, around 60%), the compressor 41 is operated so that the post-evasion temperature TE becomes lower than before. When the relative humidity in the vehicle interior drops below the target relative humidity (for example, around 50%) by controlling the stoppage to increase the dehumidification amount, the compressor 41 is operated so that the post-evasion temperature TE becomes higher than before. Control the stop. In this way, by switching the post-evasion temperature TE according to the actual relative humidity in the vehicle interior, the relative humidity in the vehicle interior can be maintained near the target relative humidity.

[0099] In the above embodiment, the air conditioner ECU 7 and the engine ECU 9 are connected and the hybrid ECU 8 and the engine ECU 9 are connected. However, the air conditioner ECU 7 and the hybrid ECU 8 may be connected and the hybrid ECU 8 and the engine ECU 9 may be connected. .. In this case, the control process executed by the engine ECU 9 in the above embodiment may be executed by the hybrid ECU 8.

[0100] Further, the air conditioner ECU7, the engine ECU9, and the engine ECU9 may be connected to each other by LAN communication or the like. In this case, all of the control processes executed by the three ECUs 7, 8 and 9 in the above embodiment may be executed by any one of the ECUs, or the three ECUs 7, 8 and 9 in the above embodiment may be executed. The control process executed in 9 may be shared and executed by each ECU.

[0101] Further, in the above embodiment, the air conditioner ECU7, the hybrid ECU8, and the engine ECU9 are provided, but these three ECUs 7, 8 and 9 are integrated into one ECU, and the air conditioner and the engine are used by the one ECU. 1 and the electric motor 2 may be controlled. In this case, the part that mainly controls the air conditioning device in one ECU corresponds to the air conditioning control means of the present invention, and the part that mainly controls the control of the engine 1 corresponds to the engine control means of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS [Fig. 1] Fig. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle according to an embodiment of the present invention.

2 is a schematic view showing the overall configuration of the air conditioner of FIG. 1. FIG.

3 is a block diagram showing a control system of the air conditioner of FIG. 2. FIG.

FIG. 4 is a diagram showing details of the control panel of FIG.

5 is a flowchart showing a basic control process by the air conditioner ECU of FIG. 1. FIG.

FIG. 6 is a characteristic diagram showing a relationship between a target blowout temperature and a blower voltage.

FIG. 7 is a characteristic diagram showing a relationship between a target outlet temperature and an outlet mode.

FIG. 8 is a characteristic diagram showing a relationship between a target outlet temperature and a suction port mode.

9 is a flowchart showing a compressor control process by the air conditioner ECU of FIG. 1. FIG.

10 is a flowchart showing a basic control process by the engine ECU of FIG. 1. FIG.

11 is a flowchart showing an engine control process by the engine ECU of FIG. 1. FIG.

[Explanation of codes] 1 ... engine, 2 ... electric motor, 5a ... window glass, 6 ... air conditioner unit that composes air conditioner, 7 ... air conditioner ECU that composes air conditioner, 9 ... Engine ECU that forms the engine control means, 41 ... Compressor, 45 ... Evaporator that forms the cooling heat exchanger.