Vehicular control device

Abstract

To stabilize a sensory temperature of an occupant, by controlling drive of a heater for an occupant that directly heats the occupant, in accordance with drive-control of an electric heater that heats air for air conditioning blown into a vehicle interior.SOLUTION: A heater control device 1 comprises: PTC heaters 2 that aid a heat source for air for heating of an air conditioner; and a heater module 4 that performs drive control of a seat heater 3. In an energy-saving drive control state, when output (a duty ratio) of the PTC heaters 2 falls below 80%, the heater module 4 performs drive control of the seat heater 3. This enables the seat heater 3 to make up for a decrease in sensory temperature due to reduction in output (the duty ratio) of the PTC heaters 2, so as to stabilize the sensory temperature.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a vehicle control device including an electric heater that heats conditioned air blown into a vehicle compartment, and an electric heater control means that controls the driving of the electric heater. [Background technology]

[0002] Generally, air conditioners installed in vehicles use engine coolant as a heat source, but a PTC heater may be used to assist the air conditioner's function until the temperature of the engine coolant rises. For example, the PTC heater control device described in Patent Document 1 controls the power supplied to the PTC heater according to the temperature of the engine coolant. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-283790 A Summary of the Invention [Problem to be solved by the invention]

[0004] The control device of Patent Document 1 controls the power supplied to the PTC heater to be reduced when the temperature of the engine coolant rises, but reducing the power to the PTC heater may lower the temperature felt by the occupants, making them feel uncomfortable.

[0005] The present invention has been made in consideration of the above-mentioned problems, and aims to stabilize the temperature felt by occupants by controlling the drive of an occupant heater that directly warms the occupants in accordance with the drive control of an electric heater that heats the air-conditioned air blown into the vehicle cabin. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, the vehicle control device of the present invention is a vehicle control device comprising an electric heater that heats the air-conditioned air blown into the vehicle cabin, and an electric heater control means that controls the drive of the electric heater, and is characterized in that it comprises an occupant heater that is arranged at a contact point with the occupant and directly warms the occupant, and an occupant heater control means that controls the drive of the occupant heater, and the occupant heater control means controls the drive of the occupant heater in response to the drive control of the electric heater by the electric heater control means. Effect of the Invention

[0007] According to this configuration, the passenger heater is driven and controlled in accordance with the electric heater, so that the temperature felt by the passenger can be stabilized. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a vehicle control device according to an embodiment of the present invention; [Diagram 2] 2 is a functional block diagram showing functions of a control unit and a storage unit of the heater module of FIG. 1. [Diagram 3] 11 is a diagram for explaining an example of drive control of a PTC heater in a comparative example. FIG. [Figure 4] 4A to 4C are diagrams for explaining an example of drive control of a PTC heater during normal drive control according to the first embodiment of the present application. [Diagram 5] 4A to 4C are diagrams for explaining an example of drive control of a PTC heater and a seat heater during energy saving drive control according to the first embodiment of the present application. [Figure 6] 4 is a flowchart showing an example of a heater control process according to the first embodiment of the present application. [Figure 7] 2 is a flowchart illustrating an example of a heater control device according to the first embodiment of the present application. [Figure 8] 13 is a diagram for explaining an example of drive control of a PTC heater and a seat heater during energy saving drive control according to a second embodiment of the present application. FIG. [Figure 9]13 is a diagram for explaining an example of drive control of a PTC heater and a seat heater according to a third embodiment of the present application. FIG. [Figure 10] 13 is a diagram for explaining an example of drive control of a PTC heater and a seat heater according to a fourth embodiment of the present application. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] First Embodiment A heater control device according to a first embodiment of the present invention will be described with reference to Fig. 1 to Fig. 5. Fig. 1 is a schematic configuration diagram of the heater control device according to the first embodiment of the present invention, Fig. 2 is a functional block diagram showing the function of the heater module in Fig. 1, Fig. 3 is a diagram for explaining an example of drive control of a PTC heater in a comparative example, Fig. 4 is a diagram for explaining an example of drive control of a PTC heater during normal drive control in the first embodiment, and Fig. 5 is a diagram for explaining an example of drive control of a PTC heater and a seat heater during energy saving drive control in the first embodiment.

[0010] (Schematic configuration of heater control device) A heater control device 1 (corresponding to the "vehicle control device" of the present invention) according to a first embodiment of the present application controls the driving of a PTC heater arranged in a vehicle to heat the conditioned air of the vehicle and a seat heater arranged in a passenger seat. As shown in Fig. 1, the heater control device 1 includes a PTC heater 2 that heats the conditioned air, a seat heater 3 arranged in a vehicle seat, a heater module 4 that controls the driving of the PTC heater 2 and the seat heater 3, an EFI-ECU 5 that outputs various data to the heater module 4, and a battery 6 that supplies power to various devices arranged in the vehicle.

[0011] The PTC heater 2 (corresponding to an example of the "electric heater" of the present invention) is a heater that uses a PTC (Positive Temperature Coefficient) element for heating. Air conditioning in a vehicle usually uses engine coolant as a heat source, but this heater is a heater that supplements the insufficient amount of heat when blowing warm air when the engine coolant is at a low temperature. For example, a ceramic semiconductor whose electrical resistance value rises sharply above the Curie temperature can be used as the PTC element. In this embodiment, three PTC heaters 2 are provided, and each is driven and controlled by a heater module 4. In the following, when the individual PTC heaters 2 are to be distinguished from one another, they are referred to as PTC heater 2a, PTC heater 2b, and PTC heater 2c, and when they are not to be distinguished from one another, they are collectively referred to as PTC heater 2.

[0012] The seat heater 3 (corresponding to an example of an "occupant heater" of the present invention) is disposed on a seat of the vehicle and is formed of, for example, an electric heating wire. In this embodiment, the seat heaters 3 are disposed in two locations, the driver's seat and the passenger's seat, and the driving of each seat heater 3 is controlled by a heater module 4. In the following, when it is necessary to distinguish between the individual seat heaters 3, the seat heater on the driver's seat side will be referred to as seat heater 3D and the seat heater on the passenger's seat side will be referred to as seat heater 3P. In addition, when there is no need to distinguish between the two seat heaters 3D, 3P, they will be collectively referred to as seat heater 3.

[0013] The heater module 4 controls the driving of the PTC heater 2 and the seat heater 3. The heater module 4 includes a control unit 4a (corresponding to the "electric heater control means" and "occupant heater control means" of the present invention) constituted by a CPU and controlling the driving of the PTC heater 2 and the seat heater 3, a storage unit 4b constituted by ROM and RAM and storing various control programs and data necessary for the control, and a plurality of switch elements 4c for controlling the supply of electricity to the PTC heater 2 and the seat heater 3.

[0014] In this embodiment, a normal drive control state and an energy-saving drive control state in which power consumption is reduced below that of the normal drive control state are provided as drive control states of the PTC heater 2 and the seat heater 3. The control unit 4a of the heater module 4 controls the drive of the PTC heater 2 and the seat heater 3 according to each control state and manages switching between the two control states.

[0015] Here, the control unit 4a includes a normal state control unit 4a1 that controls the driving of the PTC heater 2 in a normal drive control state, an energy saving state control unit 4a2 that controls the driving of the PTC heater 2 and the seat heater 3 in an energy saving drive control state, and a control state management unit 4a3 that manages the duration of each of the normal drive control state and the energy saving drive control state and determines whether or not a transition condition to the energy saving drive control state is satisfied (see FIG. 2). Details of the drive control of the PTC heater 2 in the normal drive control state by the normal state control unit 4a1 and the drive control of the PTC heater 2 and the seat heater 3 in the energy saving drive control state by the energy saving state control unit 4a2 will be described later with reference to FIGS. 4 and 5.

[0016] The control state management unit 4a3 determines whether or not a condition for transition to the energy saving drive control state is met, sets and manages the duration of the normal drive control state, and sets and manages the duration of the energy saving drive control state.

[0017] In this embodiment, the condition for transitioning to the energy saving drive control state (energy saving transition condition) is set to be that the power generation current value of the generator multiplied by a coefficient (for example, 0.6) is smaller than the discharge current value of the battery 6. Note that the energy saving transition condition is not limited to this and can be changed as appropriate.

[0018] The control state management unit 4a3 acquires information on the power generation current value of the generator and the discharge current value of the battery 6 from the EFI-ECU 5 at a predetermined determination occasion, and determines whether or not the energy saving transition condition is satisfied. The predetermined determination occasion is when the duration of the normal drive control state or the energy saving drive control state reaches a set value. In this embodiment, the set values ​​for the duration of the normal drive control state are 0 s and 60 s, and the set values ​​for the duration of the energy saving drive control state are 10 s, 30 s, and 60 s.

[0019] Specifically, the control state management unit 4a3 judges whether or not the energy saving transition condition is satisfied at the start of the normal drive control state. If the judgment result is not satisfied, the control state management unit 4a3 sets the duration of the normal drive control state to 60 s. At this time, for example, the control state management unit 4a3 sets 60 s to a control state duration timer 4b1 (see FIG. 2) to manage the duration of the control state. Then, when the duration of the control state becomes 60 s, it judges again whether or not the energy saving transition condition is satisfied. The control state duration timer 4b1 can be set, for example, in a RAM constituting the storage unit 4b of the control unit 4a (see FIG. 2). Note that, if the energy saving transition condition is not satisfied, the normal drive control of the heater (PTC heater 2) is performed by the normal state control unit 4a1 for the duration (60 s) set by the control state management unit 4a3.

[0020] In the normal drive control state, when it is determined that the energy saving transition condition is satisfied, the control state management unit 4a3 sets the duration of the energy saving drive control state. Specifically, when it is determined that the energy saving transition condition is satisfied, the outside air temperature is 5°C or higher, the control state management unit 4a3 sets the duration of the control state to 60s. When the outside air temperature is lower than 5°C and is higher than -5°C, the control state management unit 4a3 sets the duration of the control state to 30s. When the outside air temperature is lower than -5°C, the control state management unit 4a3 sets the duration of the control state to 10s. The control state duration timer 4b1 can be used to manage the duration of the control state, as in the case of the normal drive control state. When the energy saving transition condition is satisfied, the energy saving drive control of the heaters (PTC heater 2 and seat heater 3) is performed by the energy saving state control unit 4a2 for the duration (60s, 30s, 10s) set by the control state management unit 4a3. Then, when the duration of the control state reaches the set time, the control state management unit 4a3 determines again whether or not the energy saving transition condition is satisfied.

[0021] The switch element 4c is provided for each of the PTC heaters 2a to 2c and each of the seat heaters 3D and 3P. The switch element 4c may be, for example, a MOS-FET, but is not limited thereto, and various switch elements capable of switching between energization and de-energization of the PTC heater 2 and the seat heater 3 may be used.

[0022] The EFI-ECU 5 supplies power to various devices in the vehicle and controls the driving of a generator (e.g., an alternator) that generates power for charging the battery 6. The EFI-ECU 5 obtains information on the temperature of the engine coolant, information on the power generation current value of the generator, information on the discharge current value of the battery 6, and information on the outside air temperature of the vehicle, and outputs this information to the heater module 4.

[0023] The AUTO A / C 7 manages the set temperature of the vehicle's air conditioning and outputs information about the set temperature of the air conditioner (air conditioning) set by the occupant to the heater module 4.

[0024] The software SW8 is a switch by which an occupant sets ON / OFF of the seat heater 3, and an ON request signal and an OFF request signal for the seat heater 3 from the software SW8 are output to the heater module 4. When the ON request signal and the OFF request signal are input, the control unit 4a of the heater module 4 performs ON / OFF control of the seat heater 3 according to the signal. However, in an energy saving drive control state described later, when the output (duty ratio) of the PTC heater 2 becomes smaller than 80%, the drive control is automatically performed.

[0025] The MAX-HOT switch 10 is a switch that is set to ON when the set temperature of the air conditioner is set to the maximum value of the set range. The MAX-HOT switch 10 is connected to the heater module 4, so that the control unit 4a of the heater module 4 can detect the ON / OFF setting state.

[0026] Next, a comparative example of drive control of a PTC heater and its problems will be described with reference to Fig. 3, and then drive control performed by the normal state control unit 4a1 in the normal drive control state of this embodiment and drive control performed by the energy saving state control unit 4a2 in the energy saving drive control state will be described with reference to Fig. 4 and Fig. 5. Fig. 3 is a diagram for explaining an example of drive control of a PTC heater in a comparative example, Fig. 4 is a diagram for explaining an example of drive control of a PTC heater during normal drive control of this embodiment, and Fig. 5 is a diagram for explaining an example of drive control of a PTC heater and a seat heater during energy saving drive control of this embodiment.

[0027] (Heater drive control) (Comparative Example) The comparative example shown in Fig. 3 is an example in which the number of PTC heaters to be driven is controlled according to the temperature of the engine coolant (hereinafter referred to as "coolant temperature"). The upper graph in Fig. 3 shows the relationship between the coolant temperature and the number of PTC heaters to be driven, and the lower graph in Fig. 3 shows the relationship between the coolant temperature and the temperature blown out from the air conditioner (air conditioning) outlet.

[0028] First, assume that the air conditioner is switched ON when the set temperature of the air conditioner is lower than the outside air temperature. Here, when the coolant temperature is low (when the coolant temperature is less than 70°C), such as immediately after the engine has started, all the PTC heaters (three PTC heaters in this example) are set ON. This state continues until the coolant temperature reaches 70°C. As a result, the heat source of the heated air from the air conditioner is supplemented immediately after the engine has started. When time has passed since the engine started and the coolant temperature has risen to 70°C, one of the three PTC heaters is set OFF. This state continues until the coolant temperature reaches 75°C. In other words, as the coolant temperature rises, the output of the PTC heater, which is the supplementary heat source, is weakened. When more time has passed since the engine started and the coolant temperature has risen to 75°C, the ON setting of the PTC heater is changed from two to one. This state continues until the coolant temperature rises to 80°C. When the coolant temperature rises to 80°C, all PTC heaters are set to OFF, and the PTC heaters cease to serve as a heat source for the air conditioner (air conditioning).

[0029] In such a comparative example, as shown in the lower diagram of FIG. 3, the temperature of the heated air from the air conditioner outlet temporarily drops every time the PTC heater is set to OFF. In this case, the sensible temperature drops, and the passenger comfort in the vehicle decreases. Therefore, in this embodiment, as described below, in the normal drive control state, the power consumption required for energizing each of the PTC heaters 2a to 2c is controlled by PWM (Pulse Width Modulation) to stabilize the sensible temperature of the passengers.

[0030] (Heater drive control in normal drive control state) The drive control of the PTC heater 2 in the normal drive control state of this embodiment will be described below with reference to Fig. 4. Note that the following mainly describes the drive control of the heater (PTC heater 2) when the coolant temperature is rising.

[0031] The upper graph in Figure 4 shows the relationship between the cooling water temperature and the number of driven PTC heaters 2a to 2c, the middle graph in Figure 4 shows the relationship between the cooling water temperature and the duty ratio indicating the output [%] of each PTC heater 2a to 2c, and the lower graph in Figure 4 shows the relationship between the cooling water temperature and the temperature (blowout temperature) of the heated air from the air conditioner's outlet.

[0032] In the normal drive control state, when the engine is started (when the IG switch 9 is set to ON), the normal state control unit 4a1 judges whether or not a predetermined PTC drive condition is satisfied. In this embodiment, the predetermined PTC drive condition includes, for example, the MAX-HOT switch 10 being set to ON, the outside air temperature being equal to or lower than a predetermined value, and the coolant temperature being equal to or lower than a predetermined value. The normal state control unit 4a1 acquires information on the outside air temperature and the coolant temperature from the EFI-ECU 5. The predetermined values ​​for the outside air temperature and the coolant temperature are stored, for example, in the ROM constituting the storage unit 4b of the control unit 4a (the outside air temperature threshold storage area 4b2, the coolant temperature threshold storage area 4b3: see FIG. 2).

[0033] When a predetermined PTC driving condition is satisfied, the normal state control unit 4a1 performs normal driving control. In the normal driving control state, the normal state control unit 4a1 controls the driving of the PTC heater 2 according to the coolant temperature. Specifically, as shown in FIG. 4, when the coolant temperature is less than 65°C immediately after the engine starts, the normal state control unit 4a1 drives all the PTC heaters 2a to 2c. At this time, the duty ratio of the driving voltage (gate voltage) of the switch element 4c is controlled to 100% in each of the PTC heaters 2a to 2b. In other words, the output of the PTC heaters 2a to 2c is controlled to 100%. In the following, the duty ratio of the driving voltage of the switch element 4c is simply referred to as the duty ratio.

[0034] When the cooling water temperature rises to 65°C, the normal state control unit 4a1 starts decreasing the duty ratio of the PTC heater 2c. Specifically, in the process of the cooling water temperature increasing from 65°C to 70°C, the normal state control unit 4a1 linearly decreases the duty ratio of the PTC heater 2c from 100% to 0% (output 0%). In other words, the normal state control unit 4a1 slowly decreases the output of the PTC heater 2c while the cooling water temperature increases from 65°C to 70°C, and completely stops the output of the PTC heater 2c when the cooling water temperature reaches 70°C (stopping the drive of the first PTC heater). During this time, the normal state control unit 4a1 maintains the duty ratios of the remaining PTC heaters 2a and 2b at 100%.

[0035] When the cooling water temperature rises to 70°C, the normal state control unit 4a1 completely stops the output of the PTC heater 2c and starts decreasing the duty ratio of the PTC heater 2b. Specifically, in the process in which the cooling water temperature goes from 70°C to 75°C, the normal state control unit 4a1 linearly decreases the duty ratio of the PTC heater 2b from 100% to 0% (output 0%). In other words, the normal state control unit 4a1 slowly decreases the output of the PTC heater 2b while the cooling water temperature goes from 70°C to 75°C, and completely stops the output of the PTC heater 2b when the cooling water temperature reaches 75°C (stops driving the second PTC heater). During this time, the normal state control unit 4a1 maintains the duty ratio of the remaining PTC heaters 2a at 100%.

[0036] When the cooling water temperature rises to 75° C., the normal state control unit 4a1 completely stops the output of the PTC heater 2b and starts decreasing the duty ratio of the PTC heater 2a. Specifically, in the process in which the cooling water temperature goes from 75° C. to 80° C., the normal state control unit 4a1 linearly decreases the duty ratio of the PTC heater 2a from 100% to 0% (output 0%). In other words, the normal state control unit 4a1 slowly decreases the output of the PTC heater 2a while the cooling water temperature goes from 75° C. to 80° C., and completely stops the output of the PTC heater 2a when the cooling water temperature reaches 80° C. (stopping the driving of all PTC heaters).

[0037] As described above, in the normal drive control state, when the cooling water temperature reaches 70°C, 75°C, and 80°C, the output of the PTC heaters 2a to 2c is completely stopped one by one. However, unlike the comparative example described above, when the predetermined temperature (cooling water temperature) is reached, the output is not suddenly controlled from 100% to 0%, but is linearly reduced from 100% to 0% within a temperature range of 5°C. Therefore, there is no sudden drop in the air conditioner's outlet temperature due to the PTC heater stopping as shown in the lower diagram of Figure 3 in the comparative example, and the air conditioner's outlet temperature rises gradually between 65°C and 80°C when the cooling water temperature is between 65°C and 80°C, as shown in the lower diagram of Figure 4.

[0038] When the cooling water temperature decreases, in the normal drive control state, the control is performed in the opposite manner to the above-mentioned case where the cooling water temperature increases, but a detailed description thereof will be omitted.

[0039] (Heater drive control in energy saving drive control state)

[0040] The drive control of the PTC heater 2 and the seat heater 3 in the energy saving drive control state of this embodiment will be described below with reference to Fig. 5. Note that the following description will be given taking as an example the drive control of the heaters (PTC heater 2, seat heater 3) when the coolant temperature is rising.

[0041] The first figure from the top in Figure 5 shows the relationship between the coolant temperature and the number of driven PTC heaters 2a to 2c, the second figure from the top in Figure 5 shows the relationship between the coolant temperature and the duty ratio indicating the output [%] of each PTC heater 2a to 2c, the third figure from the top in Figure 5 shows the relationship between the coolant temperature and the duty ratio indicating the output [%] of the seat heater 3, and the fourth figure from the top in Figure 5 shows the relationship between the coolant temperature and the temperature of the heated air from the air conditioner (air conditioning) outlet.

[0042] When a predetermined condition for transition to the energy saving drive control state is satisfied in the normal drive control state, the energy saving state control unit 4a2 performs energy saving drive control. In the energy saving drive control state, the energy saving state control unit 4a2 performs drive control of the PTC heater 2 and the seat heater 3 according to the coolant temperature. Specifically, as shown in the second diagram from the top of FIG. 5, when a predetermined condition for transition to the energy saving drive control state is satisfied, the energy saving state control unit 4a2 linearly reduces the duty ratios of all the PTC heaters 2a to 2c from 100% to 50% at a predetermined rate. As a result, the output of each of the PTC heaters 2a to 2c is controlled to 50%, that is, the power consumption is controlled to 50%. The predetermined reduction rate can be set appropriately. For example, it is sufficient to make the duty ratio 50% before the coolant temperature rises to 67°C.

[0043] After the duty ratio of each of the PTC heaters 2a to 2c is reduced to 50%, the energy saving state control unit 4a2 maintains the duty ratio (50%) until the cooling water temperature rises to 67°C.

[0044] When the cooling water temperature rises to 67°C, the energy saving state control unit 4a2 further reduces the duty ratio of the PTC heater 2c. Specifically, the energy saving state control unit 4a2 linearly reduces the duty ratio of the PTC heater 2c from 50% to 0% (output 0%) while the cooling water temperature is going from 67°C to 70°C. That is, the energy saving state control unit 4a2 gradually reduces the output of the PTC heater 2c while the cooling water temperature is going from 67°C to 70°C, and completely stops the output of the PTC heater 2c when the cooling water temperature reaches 70°C (stops driving the first PTC heater). During this time, the energy saving state control unit 4a2 maintains the duty ratio of the remaining PTC heaters 2a and 2b at 50%.

[0045] When the cooling water temperature is between 70° C. and 72° C., the energy saving state control unit 4a2 maintains the duty ratio of the PTC heaters 2a and 2b at 50%.

[0046] When the cooling water temperature rises to 72°C, the energy saving state control unit 4a2 further reduces the duty ratio of the PTC heater 2b. Specifically, in the process of the cooling water temperature decreasing from 72°C to 75°C, the energy saving state control unit 4a2 linearly reduces the duty ratio of the PTC heater 2b from 50% to 0% (output 0%). In other words, the energy saving state control unit 4a2 gradually reduces the output of the PTC heater 2b while the cooling water temperature increases from 72°C to 75°C, and completely stops the output of the PTC heater 2b when the cooling water temperature reaches 75°C (stopping the drive of the second PTC heater). During this time, the energy saving state control unit 4a2 maintains the duty ratio of the remaining PTC heaters 2a at 50%.

[0047] When the cooling water temperature is between 75° C. and 77° C., the energy saving state control unit 4a2 maintains the duty ratio of the PTC heater 2a at 50%.

[0048] When the cooling water temperature rises to 77° C., the energy saving state control unit 4a2 further reduces the duty ratio of the PTC heater 2a. Specifically, the energy saving state control unit 4a2 linearly reduces the duty ratio of the PTC heater 2a from 50% to 0% (output 0%) as the cooling water temperature increases from 77° C. to 80° C. In other words, the energy saving state control unit 4a2 gradually reduces the output of the PTC heater 2a as the cooling water temperature increases from 77° C. to 80° C., and completely stops the output of the PTC heater 2a when the cooling water temperature reaches 80° C. (stopping the driving of all PTC heaters).

[0049] The energy saving state control unit 4a2 controls the driving of the seat heater 3 in response to the driving control of the PTC heater 2. Specifically, when the duty ratio of each of the PTC heaters 2a to 2c decreases to less than 80% (corresponding to the "predetermined value" of the "duty ratio is less than a predetermined value" of the present invention), the energy saving state control unit 4a2 drives the seat heater 3. At this time, the energy saving state control unit 4a2 determines whether or not an occupant is seated in the passenger seat, and when it is determined that an occupant is seated, it drives both the seat heater 3D on the driver's seat side and the seat heater 3P on the passenger's seat side. On the other hand, when it is determined that no occupant is seated in the passenger seat, the energy saving state control unit 4a2 does not drive the seat heater 3P on the passenger's seat side, and drives only the seat heater 3D on the driver's seat side.

[0050] The energy saving state control unit 4a2 also controls the duty ratio of the seat heater 3 when the seat heater 3 starts to be driven to a value smaller than 100% (for example, 70%). Then, as the coolant temperature rises, the duty ratio of the driven seat heater 3 is increased to 100%. The energy saving state control unit 4a2 maintains the duty ratio of the seat heater 3 at 100% until the coolant temperature rises to, for example, 70°C (the temperature at which the driving of the PTC heater 2c is completely stopped). When the coolant temperature rises to around 70°C, the air outlet temperature of the air conditioner also rises, so the energy saving state control unit 4a2 gradually reduces the duty ratio of the seat heater 3 from 100% when the coolant temperature exceeds 70°C. Such control of the duty ratio of the seat heater 3 by the energy saving state control unit 4a2 is applied to both the driver's seat side seat heater 3D and the passenger's seat side seat heater 3P when both are driven.

[0051] The duty ratio of the seat heater 3 at the start of driving is not limited to 70% as described above and can be changed as appropriate. For example, the seat heater 3 may be driven with a duty ratio of 100% from the start. The increase rate when increasing the duty ratio from the start of driving to a duty ratio of 100% can also be changed as appropriate. For example, the increase rate may be set so that the duty ratio of the seat heater 3 becomes 100% at the timing when the duty ratios of the PTC heaters 2a to 2c decrease to 50%.

[0052] When the cooling water temperature is decreasing, in the energy saving drive control state, the control is performed in the opposite manner to the above-mentioned case where the cooling water temperature is increasing, but a detailed description thereof will be omitted.

[0053] As described above, in the energy-saving drive control state, when the cooling water temperature reaches 70°C, 75°C, and 80°C, the output of the PTC heaters 2a-2c is completely stopped one by one. However, unlike the normal drive control state described above, the output of each PTC heater 2a-2c is not maintained at 100% until the predetermined temperature (cooling water temperature: 65°C) is reached, but the output of each PTC heater 2a-2c is first reduced to 50%. Then, the output of each PTC heater 2a-2c is linearly reduced from 50% to 0% within a temperature range of 3°C. In this case, the sudden drop in the air-conditioner's blowing temperature caused by the PTC heater stopping as shown in the lower diagram of FIG. 3 for the comparative example does not occur, and as shown in the fourth diagram from the top of FIG. 5, in the energy-saving drive control state, the cooling water temperature rises gently between 65°C and 80°C.

[0054] However, since the output of each PTC heater 2a-2c is reduced compared to the normal drive control state, the temperature of the air conditioner (air conditioning) blown out is lower than that in the normal drive control state over the entire range of the coolant temperature. In this case, it is expected that the temperature felt by the passengers will drop. Therefore, in the energy saving drive control state, the seat heater 3 is driven at the timing when the output (duty ratio) of each PTC heater 2a-2c becomes smaller than 80%.

[0055] Next, the heater control process, which is the process related to the normal drive control and the energy saving drive control of the present embodiment, will be described with reference to Fig. 6 and Fig. 7. Fig. 6 is a flowchart showing an example of the heater control process according to the present embodiment, and Fig. 7 is a flowchart following Fig. 6.

[0056] (Heater control processing) First, the normal state control unit 4a1 waits until the PTC activation condition is satisfied (step S1). As described above, the PTC activation condition is satisfied when the MAX-HOT switch 10 is set to ON, the outside air temperature is equal to or lower than a predetermined value, and the cooling water temperature is equal to or lower than a predetermined value.

[0057] If the PTC drive condition is met (YES in step S1), the normal state control unit 4a1 acquires information regarding the coolant temperature from the EFI-ECU 5 and starts drive control (normal drive control) of the PTC heater 2 according to the coolant temperature (step S2: see the middle diagram in Figure 4).

[0058] Next, the control state management unit 4a3 determines whether or not the energy saving transition condition is satisfied (step S3). In this embodiment, the energy saving transition condition is set such that the power generation current value of the generator x the coefficient (e.g., 0.6) is smaller than the discharge current value of the battery 6, as described above, and the control state management unit 4a3 obtains information on the power generation current value of the generator and information on the discharge current value of the battery 6 from the EFI-ECU 5 to determine whether or not the energy saving transition condition is satisfied.

[0059] In step S3, when it is determined that the energy saving transition condition is not satisfied (NO in step S3), the control state management unit 4a3 sets the control state duration timer 4b1 to 60 s and manages the duration (60 s) of the normal drive control state. During this time, the normal drive control of the PTC heater 2 by the normal state control unit 4a1 continues (step S4).

[0060] When the duration of the normal drive control state reaches 60 seconds, the process returns to step S3, and the control state management unit 4a3 again determines whether the energy saving transition condition is satisfied. In other words, in the normal drive control state, a determination is made as to whether the energy saving transition condition is satisfied every 60 seconds.

[0061] In step S3, if the control state management unit 4a3 determines that the energy saving transition condition is satisfied, the energy saving state control unit 4a2 starts energy saving drive control (step S5). At this time, the energy saving state control unit 4a2 acquires information on the coolant temperature from the EFI-ECU 5, and reduces the output (duty ratio) of each of the PTC heaters 2a to 2c according to the coolant temperature (step S6: see the second diagram from the top in FIG. 5).

[0062] Next, the energy saving state control unit 4a2 determines whether the output (duty ratio) of each PTC heater 2a to 2c has become smaller than 80% due to a decrease in the output (duty ratio) of each PTC heater 2a to 2c (step S7), and the energy saving state control unit 4a2 controls the output of each PTC heater 2a to 2c to decrease until the output (duty ratio) of each PTC heater 2a to 2c becomes smaller than 80%.

[0063] In step S7, when the energy saving state control unit 4a2 determines that the output (duty ratio) of each of the PTC heaters 2a to 2c is smaller than 80% (YES in step S7), it determines whether or not an occupant is seated in the passenger seat (step S8). When the energy saving state control unit 4a2 determines that an occupant is seated in the passenger seat (YES in step S8), it starts driving control of both the seat heater 3D on the driver's seat and the seat heater 3P on the passenger seat (step S12: the third diagram from the top in FIG. 5). On the other hand, when the energy saving state control unit 4a2 determines that an occupant is not seated in the passenger seat (NO in step S8), it starts driving control of only the seat heater 3D on the driver's seat (step S9: (step S12: the third diagram from the top in FIG. 5)).

[0064] Next, the control state management unit 4a3 determines whether the outside air temperature is lower than 5° C. (step S10). If the control state management unit 4a3 determines that the outside air temperature is 5° C. or higher (NO in step S10), it sets the control state duration timer 4b1 to 60 s. As a result, the energy saving drive control by the energy saving state control unit 4a2 continues for 60 s (step S11).

[0065] When the control state management unit 4a3 determines that the outside air temperature is lower than 5° C. (YES in step S10), it determines whether the outside air temperature is lower than −5° C. (step S13). When the control state management unit 4a3 determines that the outside air temperature is −5° C. or higher (NO in step S13), it sets the control state duration timer 4b1 to 30 s. As a result, the energy saving drive control by the energy saving state control unit 4a2 continues for 30 s (step S14).

[0066] In step S13, when the control state management unit 4a3 determines that the outside air temperature is lower than -5°C (YES in step S13), it sets the control state duration timer 4b1 to 10 s. As a result, the energy saving drive control by the energy saving state control unit 4a2 continues for 10 s (step S15).

[0067] When the duration of the energy saving drive control state set in step S11, step S14, or step S15 is reached, the process returns to step S3, and the control state management unit 4a3 determines whether the energy saving transition condition is satisfied. That is, in the energy saving drive control state, three types of duration, 60 s, 30 s, and 10 s, are set according to the outside air temperature, and each time the set duration elapses, it is determined again whether the energy saving transition condition is satisfied.

[0068] Therefore, according to this embodiment, in the normal drive control state, when the coolant temperature (engine coolant temperature) rises to 70°C, 75°C, and 80°C, the three PTC heaters 2a to 2c are stopped one by one. At this time, the output (duty ratio) of each PTC heater 2a to 2c is not suddenly controlled from 100% to 0%, but is PWM controlled so as to decrease linearly from 100% to 0% (output 0%) between a temperature 5°C lower than the coolant temperature at which the heater is completely stopped (for example, 65°C in the case of the PTC heater 2c) and the coolant temperature at which the heater is completely stopped (for example, 70°C in the case of the PTC heater 2c), as shown in the center diagram of FIG. 4. In this way, a sudden drop in the blowing temperature of the air conditioner (air conditioning) caused by the stop of the drive of each PTC heater does not occur, as in the comparative example shown in FIG. 3, and the temperature felt by the occupants can be stabilized. In addition, by performing such PWM control, it is possible to reduce power consumption compared to a comparative example in which each PTC heater is turned off one by one at cooling water temperatures of 70°C, 75°C, and 80°C.

[0069] As shown in the second diagram from the top of FIG. 5, when the energy saving drive control is started, the output (duty ratio) of all the PTC heaters 2a-2c is reduced from 100% to 50% at a predetermined rate by PWM control. Then, when the coolant temperature (engine coolant temperature) rises to 70°C, 75°C, and 80°C, the output (duty ratio) of the three PTC heaters 2a-2c is reduced from 50% to 0% one by one (stopping the drive of each PTC heater 2a-2c). At this time, the output (duty ratio) of each PTC heater 2a-2c is not suddenly controlled from 50% to 0%, but is linearly reduced from 50% to 0% (output 0%) from a temperature 3°C lower than the coolant temperature at which the heater is completely stopped (for example, 67°C in the case of the PTC heater 2c) to the coolant temperature at which the heater is completely stopped (for example, 70°C in the case of the PTC heater 2c). In this way, the temperature felt by the passengers can be stabilized without a sudden drop in the temperature of the air conditioner caused by the stop of driving of each PTC heater, as in the comparative example shown in Fig. 3. Also, power consumption can be reduced compared to normal driving control.

[0070] In addition, in the energy saving drive control, the output (duty ratio) of each PTC heater 2a to 2c is kept low compared to the normal drive control, so the air conditioner's outlet temperature (see the fourth diagram from the top in FIG. 5) is lower than in the normal drive control. Therefore, it is expected that the occupant's sensible temperature will decrease. Therefore, in the energy saving drive control state, the seat heater 3 is driven at the timing when the output (duty ratio) of each PTC heater 2a to 2c becomes smaller than 80%. Since the seat heater 3 is disposed on the seat that the occupant touches, the occupant is likely to feel the heat generated by the seat heater. Therefore, the seat heater 3 can compensate for the decrease in sensible temperature caused by the decrease in the output (duty ratio) of each PTC heater 2a to 2c, and the sensible temperature in the energy saving drive control state is stabilized.

[0071] In addition, in this embodiment, an energy-saving drive control state is provided in which power consumption is reduced compared to the normal drive control state, so that power consumption can be reduced in systems that use a PTC heater as an auxiliary heat source for an air conditioner (air conditioning).

[0072] Generally, the power consumption of a PTC heater is higher than that of a seat heater. For example, the power consumption of each of the PTC heaters 2a and 2c in this embodiment at 100% output is 135W (watts), and the power consumption of the PTC heater 2b at 100% output is 165W. In contrast, the power consumption of each of the seat heaters 3D and 3P at 100% output is 40W. In this case, if the seat heaters 3D and 3P are driven when the output of each of the PTC heaters 2a to 2c is 100%, the power consumption may exceed the power consumption of the PTC heater 2 in the normal drive control state (135W×2+165W=435W) even though the energy-saving drive control state is in effect. However, in this embodiment, the drive of the seat heater 3 is started when the output (duty ratio) of each of the PTC heaters 2a to 2c becomes smaller than 80%. The total power consumption when the output of each of the PTC heaters 2a to 2c is 80% is 435W×0.8=348W, and even if the power consumption (40W×2=80W) when the two seat heaters 3D and 3P are driven at 100% output is added, it is 428W. Therefore, it is lower than the total power consumption (435W) when each of the PTC heaters 2a to 2c is driven at 100% output. That is, in this embodiment, even if the seat heater 3 is driven in the energy saving drive control state, the power consumption is adjusted so as not to exceed the power consumption when the output of each of the PTC heaters 2a to 2c is 100%. As a result, even if the seat heaters 3D and 3P are driven in addition to driving the PTC heaters 2a to 2c in the energy saving drive control state, a low power consumption state can be maintained.

[0073] In this embodiment, the output (duty ratio) of the seat heater 3 is also PWM controlled so as to decrease with an increase in the coolant temperature. Specifically, the duty ratio of the seat heater 3 starts to decrease when the coolant temperature reaches 70°C, and the duty ratio of the seat heater 3 is gradually decreased with the subsequent increase in the coolant temperature. This prevents the seat heater 3 from becoming hot alone and causing the occupant to feel uncomfortable, even though the output of the PTC heater 2 is decreased with an increase in the coolant temperature. This also contributes to lower power consumption.

[0074] In this embodiment, when the duration of the energy saving drive control state reaches a predetermined time, the control state management unit 4a3 judges again whether the energy saving transition condition is satisfied. At this time, the duration of the energy saving drive control state is set to be shorter as the outside air temperature is lower (energy saving duration in FIG. 7: 60 s, 30 s, 10 s). The duration of the energy saving drive control state set here corresponds to the time until the next determination of whether the energy saving transition condition is satisfied. In this way, the time until the next determination of whether the energy saving transition condition is satisfied can be changed according to the outside air temperature. As a result, for example, it is possible to prevent a long period of discomfort caused by the air conditioner (air conditioning) being kept low due to the energy saving drive control despite the low outside air temperature.

[0075] In this embodiment, when the seat heater 3 is driven, the energy saving state control unit 4a2 judges whether or not an occupant is seated in the passenger seat, and if it is judged that an occupant is not seated, only the seat heater 3D on the driver's seat side is driven. In this case, it is possible to prevent a waste of power consumption caused by driving the seat heater 3P on the passenger seat side even though no occupant is sitting in the passenger seat.

[0076] In this embodiment, the seat heater 3 is driven by PWM control in the energy saving drive control state. However, the seat heater 3 may be configured to be driven by ON / OFF control (second embodiment).

[0077] Second Embodiment A second embodiment of the present invention will be described with reference to Fig. 8. This embodiment differs from the first embodiment described with reference to Figs. 1 to 7 in that, in the energy saving drive control, the drive of the seat heater 3 is controlled by ON / OFF control instead of PWM control. Since the other configurations are the same as those of the first embodiment, the different parts will be mainly described.

[0078] As shown in the third diagram from the top in Fig. 8, in the energy-saving drive control state, when the output (duty ratio) of each of the PTC heaters 2a to 2c reaches 80%, the energy-saving state controller 4a2 drives the seat heater 3 (output 100%: ON control). This state is maintained until the coolant temperature reaches 80°C, and when the coolant temperature reaches that temperature (80°C), the energy-saving state controller 4a2 stops driving the seat heater 3 (output 0%: OFF control). Even in this way, the seat heater 3 can compensate for the drop in sensible temperature caused by the drop in the output (duty ratio) of each of the PTC heaters 2a to 2c, and the sensible temperature in the energy-saving drive control state is stabilized.

[0079] In addition, in the first embodiment described above, the drive control of both the PTC heater 2 and the seat heater 3 was performed by PWM control, but the drive control of the PTC heater 2 may be ON / OFF control and the drive of the seat heater 3 may be PWM controlled (third embodiment).

[0080] <Third embodiment> A third embodiment of the present invention will be described with reference to FIG. 9. This embodiment is different from the first embodiment described with reference to FIG. 1 to FIG. 7 in that the drive control of the PTC heater 2 is performed by ON / OFF. In addition, in the above-mentioned first and second embodiments, the case where two types of control, normal drive control and energy saving drive control, are performed is described, but in this embodiment, the case where the drive control of the heaters (PTC heater 2, seat heater 3) is performed by one type of control without distinguishing between normal drive control and energy saving drive control is described as an example. In this embodiment, the relationship between the cooling water temperature and the drive of the PTC heaters 2a to 2c (the first diagram from the top of FIG. 9) and the relationship between the cooling water temperature and the blowing temperature of the air conditioner (air conditioning) are the same as those in the comparative example described with reference to FIG. 3, so the description will be omitted and the relationship between the cooling water temperature and the duty ratio of the seat heater 3 (the second diagram from the top of FIG. 9) will be mainly described.

[0081] When the PTC heater driving condition is satisfied, the PTC heaters 2a to 2c are driven and the seat heater 3 is also driven at an output (duty ratio) of 100%. After that, as the coolant temperature rises, the temperature of the air conditioner (air conditioning) outlet rises, and the output (duty ratio) of the seat heater 3 is gradually reduced accordingly. When the coolant temperature rises to 70°C, the driving of the PTC heater 2c is stopped (OFF control). At this time, the temperature of the air conditioner (air conditioning) outlet temporarily drops, so the output (duty ratio) of the seat heater 3 is gradually increased to compensate for this (coolant temperature: from 70°C to T1). When the coolant temperature reaches T1, the temperature of the air conditioner (air conditioning) outlet starts to rise, and the output (duty ratio) of the seat heater 3 is reduced accordingly (coolant temperature: from T1 to 75°C).

[0082] When the coolant temperature rises to 75°C, the driving of the PTC heater 2b is stopped (OFF control). At this time, the temperature of the air conditioner's outlet temporarily drops, so the output (duty ratio) of the seat heater 3 is gradually increased to compensate for this (coolant temperature: from 75°C to T2). When the coolant temperature reaches T2, the temperature of the air conditioner's outlet starts to rise, so the output (duty ratio) of the seat heater 3 is decreased accordingly (coolant temperature: from T2 to 80°C).

[0083] When the coolant temperature rises to 80°C, the driving of the PTC heater 2a is stopped (OFF control). At this time, the temperature of the air conditioner's outlet temporarily drops, so the output (duty ratio) of the seat heater 3 is gradually increased to compensate for this (coolant temperature: from 80°C to T3). When the coolant temperature reaches T3, the temperature of the air conditioner's outlet starts to rise, so the output (duty ratio) of the seat heater 3 is decreased accordingly (coolant temperature: T3 or higher).

[0084] According to this embodiment, the output (duty ratio) of the seat heater 3 is increased in accordance with the temporary drop in the air conditioner's outlet temperature caused by the stop of the PTC heaters 2a to 2c, so that the temperature felt by the occupant can be stabilized. Also, as the temporarily lowered air conditioner's outlet temperature rises, the output (duty ratio) of the seat heater 3 is gradually decreased, so that power consumption can be reduced.

[0085] In addition, in the first embodiment described above, the driving of both the PTC heater 2 and the seat heater 3 was performed by PWM control, but the driving control of both the PTC heater 2 and the seat heater 3 may be performed by ON / OFF (fourth embodiment).

[0086] <Fourth embodiment> A fourth embodiment of the present invention will be described with reference to FIG. 10. This embodiment is different from the first embodiment described with reference to FIG. 1 to FIG. 7 in that the drive control of both the PTC heater 2 and the seat heater 3 is performed with ON / OFF. In addition, in the above-mentioned first and second embodiments, the case where two types of control, normal drive control and energy saving drive control, are performed is described, but in this embodiment, the case where the drive control of the heaters (PTC heater 2, seat heater 3) is performed with one type of control as in the third embodiment is described as an example. In this embodiment, the relationship between the cooling water temperature and the drive of the PTC heaters 2a to 2c (the first diagram from the top in FIG. 9) and the relationship between the cooling water temperature and the blowing temperature of the air conditioner (air conditioning) are the same as those in the comparative example described with reference to FIG. 3, so the description will be omitted and the description will be focused on the relationship between the cooling water temperature and the drive of the seat heater (the second diagram from the top in FIG. 10).

[0087] When the PTC heater drive condition is met, the PTC heaters 2a to 2c are driven and the seat heater 3 is also set to ON. When the coolant temperature rises to 65°C, the air conditioner's outlet temperature also rises to a certain degree, so the seat heater 3 is temporarily set to OFF. When the coolant temperature rises to 70°C, the drive of the PTC heater 2c is stopped (OFF control).

[0088] Next, the seat heater 3 is set to ON at a timing slightly delayed from the timing when the PTC heater 2c is stopped. The timing to turn on the seat heater 3 at this time may be when a predetermined time has elapsed since the PTC heater 2c is stopped, or when the cooling water temperature is slightly higher (for example, 71°C) than the driving stop temperature of the PTC heater 2c (70°C).

[0089] Thereafter, when the cooling water temperature rises to, for example, 73°C, the air conditioner's outlet temperature, which had temporarily dropped, also rises, and the seat heater 3 is set to OFF at that timing. The same applies when the remaining PTC heaters 2b, 2a are stopped. That is, the seat heater 3 is set to ON with a slight delay after the PTC heaters 2b, 2a are stopped (for example, when the cooling water temperature is 76°C, 81°C), and the seat heater 3 is set to OFF at a timing when the air conditioner's outlet temperature, which had temporarily dropped, also rises (for example, when the cooling water temperature is 78°C, 83°C).

[0090] According to this embodiment, the seat heater 3 is set to ON in accordance with the temporary drop in the air conditioner's outlet temperature caused by the stop of the PTC heaters 2a to 2c, so that the temperature felt by the occupant can be stabilized. Also, when the temporarily lowered air conditioner's outlet temperature rises, the seat heater 3 is set to OFF, so that power consumption can be reduced.

[0091] The present invention is not limited to the above-described embodiments, and various modifications are possible without departing from the spirit of the present invention. For example, some or all of the configurations of the above-described embodiments may be combined.

[0092] In addition, in each of the above-mentioned embodiments, the seat heater 3 has been described as an example of a heater that comes into contact with an occupant in the vehicle and directly warms the occupant, but this can be changed as appropriate to a heater that is arranged in a part of the vehicle that comes into contact with the occupant, such as a steering heater.

[0093] Furthermore, the present invention is not limited to engine vehicles, but can also be applied to electric vehicles and hybrid vehicles.

[0094] Furthermore, the present invention can be adopted in various vehicle control devices including an electric heater for heating conditioned air blown into the vehicle compartment and an electric heater control means for controlling the driving of the electric heater. [Explanation of symbols]

[0095] 1: Heater control device (vehicle control device) 2: PTC heater (electric heater) 3: Seat heater (passenger heater) 4a: Control unit (electric heater control means, passenger heater control means)

Claims

1. A vehicle control device including an electric heater that heats conditioned air blown into a vehicle compartment, and an electric heater control means that controls the driving of the electric heater, an occupant heater disposed at a contact portion of the occupant to directly warm the occupant; an occupant heater control means for controlling the driving of the occupant heater; Equipped with The vehicle control device, wherein the passenger heater control means controls the driving of the passenger heater in response to the driving control of the electric heater by the electric heater control means.

2. The vehicle control device according to claim 1, The electric heater control means controls the driving of the electric heater by PWM control, The passenger heater control means controls the driving of the passenger heater based on a duty ratio in PWM control of the electric heater control means.

3. 3. The vehicle control device according to claim 2, The passenger heater control means controls the driving of the passenger heater when a duty ratio in the PWM control of the electric heater control means is less than a predetermined value.

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