DE102010045741A1 - Air conditioning for vehicle - Google Patents

Abstract

An automotive air conditioner (100) comprises: an evaporator (7) disposed in an air conditioning case (10) for cooling air flowing in an air passage (10a) by the heat absorbing effect of refrigerant flowing therein; an internal blower (14) adapted to blow air to the evaporator (7); and an air-conditioning ECU (50) adapted to control the operation of a compressor (2) for conveying the refrigerant to the evaporator (7) and to control the operation of the indoor blower (14). The air conditioning ICG (50) may determine a degree of dryness of the evaporator (7). When the air-conditioning ECU (50) determines that the evaporator (7) has dried to a drying level during an automatic air-conditioning operation, so that it is difficult for a passenger to smell, the air-conditioning ICE (50) causes the air-conditioning ECU (50) Compressor (2) is not operated. Therefore, in the vehicle air conditioner, the operating time of the compressor during the air conditioning operation can be reduced, thereby reducing the consumed power.

Description

The present invention relates to an air conditioner of a vehicle that can perform air conditioning using a heat absorbing effect of refrigerant in an evaporator that is a part of a refrigeration cycle.

In an example of a conventional air conditioner, to prevent odor from being generated on the surface of an evaporator, an odor prevention device is provided based on the relationship between an air temperature exhausted from the evaporator and an odor intensity (for example, see Patent Document 1 (see JP-A-2001-13247 )). In Patent Document 1, when the air temperature blown from the evaporator is reduced to 11 ° C (ie, stop control temperature), a compressor is stopped. In addition, the compressor is restarted when the temperature is raised to 23 ° C. When an interruption control is performed on the compressor, a timing with which odor is generated from air blown from the evaporator is checked based on a relationship between a change pattern of the temperature and the odor intensity of the air, thereby preventing the generation of odor by avoiding the passage of time.

In particular, when the compressor is stopped in the conventional air conditioner, immediately before the condensed water of the evaporator is dried out, while a degree of cooling of the evaporator is changed to a high-temperature side, the odor is generated. In the vehicle air conditioner, the compressor is reactivated by determining a temporary increase in the air blown out of the evaporator. Due to the reactivation of the compressor, a cooling operation is restarted by latent heat from refrigerant of the evaporator. Therefore, condensed water is generated again, and the fin surface of the evaporator becomes wet immediately after the reduction of the air temperature from the evaporator is started. As a result, the odor component can be prevented from being separated from the fin surface of the evaporator, and thereby the odor emission into the blown air can be prevented.

However, the air temperature blown from the evaporator in the conventional air conditioner is continuously monitored while the vehicle is parked, for which it is unnecessary for the compressor to be operated. When an average value of samples of the air temperature blown from the evaporator becomes lower than a predetermined value, a temporary temperature decreasing state is determined, and the compressor is activated. The air temperature blown from the evaporator is further reduced by the activation of the compressor, and then the compressor is stopped when the temperature is lowered to a predetermined stop control temperature.

Therefore, in the conventional air conditioner, the compressor is intermittently operated at a high frequency to perform the odor avoidance control, thereby increasing an operating rate of the compressor. As the operating rate of the compressor is increased, it is difficult to reduce the consumption power required in the vehicle.

In view of the foregoing problems, it is an object of the present invention to provide a vehicle air conditioner that can reduce an operating time of a compressor during an air conditioning operation, whereby the consumed power can be reduced.

It is another object of the present invention to provide an air conditioner for a vehicle in which it is difficult for a passenger to smell while the consumed power can be reduced.

According to an example of the present invention, an air conditioner for a vehicle includes: an air conditioning case ( 10 ) with an air passage ( 10a ) is blown through the air into a vehicle compartment; an evaporator ( 7 ) disposed in the air conditioning case to cool the air passing through the air passage by a heat absorbing effect of the refrigerant flowing therein; a blower device ( 14 ) suitable for blowing air to the evaporator; and a controller ( 50 ), which is suitable for the operation of a compressor ( 2 ), which supplies the refrigerant to the evaporator, and to control the operation of the blower device. The controller may determine a degree of dryness of the evaporator. When the controller determines that the evaporator has dried to a drying level during an automatic air conditioning operation, so that it is difficult for a passenger to smell, the controller causes the compressor not to be operated.

Thus, in the automatic air conditioning operation, the compressor is not operated when the drying state of the evaporator is determined based on the determination of the degree of dryness of the evaporator. Accordingly, when the drying state of the evaporator is satisfied in a state in which it is not necessary to operate the compressor in the air conditioning operation the compressor is forcibly stopped, so that the operating rate of the compressor is reduced and the energy consumed due to the operation of the compressor can be reduced. For example, the effects of reducing the operating rate of the compressor in a season in which the air conditioning operation is generally not required to perform cooling and prevent fogging of the window glass are remarkable, and further, a reduction in the consumed energy can be expected. Therefore, the energy efficiency in the vehicle air conditioner in the entire vehicle can be improved by the reduction of the consumed power.

For example, the controller may determine a possibility of fogging a window of the vehicle. In this case, outside air of the vehicle compartment may be introduced to the vehicle compartment when the controller determines that the possibility of fogging the window is high, and therefore the compressor may be operated if the controller further determines that the possibility of fogging the window is high is.

Accordingly, when it is determined in the air conditioning operation that the possibility of fogging the windowpane is high, the outside air of the vehicle noise is introduced, so that the humidity in the vehicle compartment is reduced. Then, if the possibility of fogging the windowpane continues to increase, the compressor is operated so that the humidity of the vehicle compartment can be promptly reduced. Even if it is necessary to prevent the fogging of the window, the operating time of the compressor can be reduced because the outside air is introduced while the compressor is brought to the stop state, thereby satisfying both the window opacity prevention and the power consumption reduction in the vehicle air conditioner.

Alternatively, in the automatic air conditioning operation, the controller may calculate a target temperature of air to be blown into the vehicle compartment, and may determine whether cooling operation is required based on the calculated target temperature. In this case, the outside air of the vehicle compartment may be introduced into the vehicle compartment when the controller determines that the cooling operation is required, and thereafter the compressor may be operated when the controller determines that a cooling capacity required in the cooling operation is further increased.

Accordingly, when it is determined in the air conditioning operation that the cooling operation is required, the outside air of the vehicle compartment is first introduced, so that the humidity in the vehicle compartment is reduced, thereby preventing the window from fogging up. When the cooling capacity required in the air conditioning operation further increases, the compressor is operated, so that a necessary cooling capacity can be quickly obtained. Even if it is necessary to perform the cooling operation, the operating time of the compressor can be reduced because the outside air is first introduced, thereby satisfying both the cooling capacity and the power consumption reduction in the vehicle air conditioner.

In addition, an air conditioning operation display section (FIG. 51a ) to indicate an operating condition when an air conditioning operation is performed. In this case, the controller causes the air conditioning operation display section to be in a non-operating state when the controller determines that the evaporator is in the dry state and the compressor is not operating.

Accordingly, when the compressor is not operated in the air conditioning operation, the air conditioning operation display section (FIG. 51a ) brought into the non-operating state. Consequently, a passenger can easily know whether the vehicle air conditioner is in an air conditioning operation in which the compressor is stopped and the dehumidifying effect is low. For example, in this case, when a passenger wants to eliminate the feeling of moisture, the compressor is forcibly operated by being manually operated, thereby achieving the dehumidifying effects. Therefore, the energy efficiency in the entire vehicle can be improved, and the air conditioning operation can be easily performed according to a passenger request.

The controller may cause the compressor to not operate at a start time of the automatic air conditioning operation when the controller determines that the evaporator is in the dry state by controlling the operation of the blower device to blow air to the evaporator during vehicle parking ,

In this case, by performing the drying operation of the evaporator during vehicle parking, it is possible to accurately set the drying state of the evaporator at the start time of the automatic air-conditioning. Therefore, it is possible to start the air conditioning operation without performing unnecessary operation of the compressor. Consequently, the compressor may be stopped until the cooling or defogging is required after the automated air conditioning has been started. As a result, it is possible to reduce the power consumed in the air conditioning operation, thereby increasing the effect of the power reduction.

Alternatively, the controller may cause the compressor not to be operated in the automatic air conditioning operation, if the controller determines that the compressor is stopped more than a predetermined stop time before the air conditioning operation is ended, and determines that the air is in vehicle parking by the blower is blown to the evaporator.

In this case, based on the drying operation of the evaporator due to the blower device in vehicle parking and the compressor stop time of more than the predetermined stop time before the previous air conditioning operation is ended, it is possible to accurately set the drying state of the evaporator at the next start time of the automatic air conditioning operation. Consequently, the air conditioning operation can be started without unnecessary operation of the compressor. Therefore, the compressor can be stopped until cooling or defogging is required. As a result, it is possible to reduce the power consumed in the air conditioning operation, thereby increasing the effect of the power reduction in the vehicle air conditioner.

The controller may set a foot mode as an air-off mode in the automatic air conditioning operation for a predetermined time after the start of the compressor operation. As described above, at the start of the compressor operation in the automatic air conditioning operation, the foot mode is set as the air outlet mode. Accordingly, even if the odor generated by the condensed water of the evaporator is discharged into the vehicle compartment, it is difficult for the passenger to sense the odor because the odor is discharged into the foot area of a passenger in the vehicle compartment.

As a result, the air-conditioning, even if an unexpected smell is caused, can be performed while the passenger in the vehicle compartment is hardly given an uncomfortable feeling.

Additional objects and advantages of the present invention will become more readily apparent from the following detailed description of preferred embodiments when taken in conjunction with the accompanying drawings.

1 Fig. 10 is a schematic diagram showing an air conditioner for a vehicle according to a first embodiment of the invention;

2 is a block diagram illustrating a control of the vehicle air conditioner;

3 Fig. 10 is a flowchart showing a basic air conditioning method performed by an air conditioning ECU of the vehicle air conditioner;

4 Fig. 10 is a flowchart showing a control process (step S6) for determining an internal fan voltage in the air conditioning method;

5 Fig. 10 is a flowchart showing a control process (step S7) for determining an air intake mode in the air conditioning control method;

6 Fig. 10 is a flowchart showing a control process (step S8) for determining an air outlet mode in the air conditioning control method;

7 Fig. 10 is a flowchart showing a control process (step S9) for determining a compressor speed in the air conditioning control method;

8th FIG. 11 is a map showing a relationship between a deviation En for calculating ΔfC in step S910 of FIG 7 and a deviation change rate E point;

9 Fig. 10 is a flowchart showing a control process (step S10) for determining a water pump operation in the air conditioning control process; and

10 FIG. 10 is a flowchart showing a control method (step S6) of determining an internal blower voltage according to a second embodiment of the present invention.

Embodiments for carrying out the present invention will be described hereinafter with reference to the drawings. In the embodiments, a part corresponding to an object described in a previous embodiment may be assigned the same reference number, and the redundant explanation for the part may be omitted. In one embodiment, when only a part of a structure is described, another previous embodiment may be applied to the other part of the structure. The parts can be combined, although it is not explicitly described that the parts can be combined. The embodiments may be partially combined, even though it is not explicitly described that the embodiments may be combined, provided there is no disadvantage in the combination.

First Embodiment

A first embodiment will be described with reference to 1 - 9 described. In the first embodiment, a vehicle air conditioner 100 typically used for a hybrid car. 1 is a schematic diagram showing the air conditioning 100 represents. 2 is a block diagram showing a control of the air conditioner 100 represents.

The hybrid car includes an internal combustion engine 30 , a drive assisting motor generator, an electronic engine control unit (engine ECU) 60 , a battery and a hybrid electronic control unit (hybrid ESG) 70 , The motor generator operates as a motor and a generator to assist in driving the vehicle. The engine-ECU 60 For example, controls a fuel supply amount and an ignition timing for the internal combustion engine 30 , The battery supplies power to the motor generator and the internal combustion engine 60 , The hybrid ESG 70 controls the motor generator, a gearless drive mechanism and an electromagnetic clutch, and outputs a control signal to the engine ECU 60 out. The hybrid ESG 70 chooses the internal combustion engine 30 or the motor generator to transmit a driving force to a drive wheel of the hybrid car. Furthermore, tax the hybrid ESG 70 charging and discharging the battery.

The battery has a charging device for charging power consumed by air conditioning and vehicle driving. The charging device consists of, for example, a nickel hydride storage battery or lithium ion battery. The charging device has a power outlet to be connected to a power source such as a power plant or a household power source. The battery is charged by connecting the electrical power source to the outlet.

In particular, (1) becomes the internal combustion engine 30 essentially stopped while the vehicle is stopped. (2) The of the internal combustion engine 30 generated driving force is, except for a slowing down time, transmitted to the drive wheel while the vehicle is running. The internal combustion engine 30 is interrupted at the deceleration time, and power generated by the motor generator charges the battery (electric drive mode). (3) The vehicle has a high load at the time of starting, accelerating, driving up a hill, or driving at high speed. At this time, those from the engine generator and the internal combustion engine 30 generated driving forces transmitted to the drive wheel (hybrid drive). (4) When the charging amount of the battery becomes lower than a target value, the driving force of the internal combustion engine becomes 30 transferred to the motor generator, and the power generated by the motor generator charges the battery. (5) When the charging amount of the battery becomes lower than the target value while the vehicle is stopped, the driving force of the internal combustion engine becomes 30 by a signal sent to the engine ECU 60 is transmitted to the motor generator.

The present invention is not limited to the air conditioner mounted on the hybrid car. For example, the present invention is applicable to an electric motor car or a vehicle powered by an internal combustion engine using liquid fuels such as light oil and gasoline to generate power.

The air conditioner 100 is capable of performing the air conditioning operation for a vehicle compartment of the vehicle. It is also possible to have an indoor fan 14 to drive to air during a parking of the vehicle, for example, before a passenger drives with the vehicle. As in 1 shown, includes the air conditioning 100 an air conditioning housing 10 , the indoor fan 14 , a refrigeration cycle 1 , a cooling water circuit 31 and an electric air conditioning controller 50 (hereinafter referred to as air-conditioning-ECU). The air conditioning case 10 defines an air passage 10a to introduce conditioned air into the vehicle compartment. The indoor fan 14 corresponds to an air blowing section to an air flow in the air conditioning housing 10 to create. The refrigeration cycle 1 is used to cool air passing through the air conditioning enclosure 10 flows, used. The cooling water circuit 31 is used to heat air passing through the air conditioning enclosure 10 flows.

The air conditioning case 10 is disposed adjacent to a front side of the vehicle compartment of the hybrid car. On the most upstream side of the air conditioner housing 10 is a section that builds an indoor / outdoor air switching box. The box has an inside air inlet 11 provided to introduce air from inside the vehicle compartment (hereinafter referred to as indoor air) and an outside air inlet 12 provided to introduce air from outside the vehicle compartment (referred to as outside air hereinafter).

An inside / outside air switching door 13 is rotatable on insides of the inlets 11 . 12 arranged in the inside / outside air switching box. The indoor / outdoor air switching door 13 is driven by an actuator, such as a servo motor, to change an air intake mode to an indoor air circulation mode, an outdoor air introduction mode, and the like.

On the most downstream side of the air conditioner housing 10 is a portion that constructs an air outlet portion in which a defroster opening, a face opening, and a foot opening are formed. A defroster canal 23 is connected to the defrost opening, and a defroster air outlet 18 is at the most downstream end of the defroster duct 23 open, so that warm air is blown mainly towards an inner surface of the front windshield of the vehicle. A face canal 24 is connected to the face opening, and a face air outlet 19 is at the most downstream end of the facial canal 24 open, so that cool air can be blown mainly in the direction of an upper body of a passenger in the vehicle compartment. A foot channel 25 is connected to the foot opening, and a Fußluftauslass 20 is at the most downstream end of the foot channel 25 open, so that warm air is blown mainly in the direction of a foot portion of the passenger in the vehicle compartment.

Two air outlet changeover doors 21 . 22 are rotatable on the insides of the outlets 18 . 19 . 20 assembled. Each of the two air outlet switching flaps 21 and 22 is driven by an actuator, such as a servomotor, to change the air outlet mode to a face mode, a bi-level mode, a foot mode, a foot / defroster mode or a defroster mode.

The indoor fan 14 has a blower housing, a fan 16 and a motor 15 , A speed of the engine 15 is corresponding to one to the engine 15 applied voltage. That is, a lot of air coming from the indoor fan 14 is blown by controlling the engine 15 applied voltage controlled on the basis of a control signal from the air conditioning ESG 50 is issued.

The refrigeration cycle 1 includes a compressor 2 , a capacitor 3 , a gas-liquid separator 5 , an expansion valve 6 and an evaporator 7 which are connected in a circuit using refrigerant piping. The compressor 2 compresses refrigerant and its speed is controlled by an inverter 80 controlled. The capacitor 3 The compressed refrigerant cools and condenses to liquid. The gas-liquid separator 5 The condensed refrigerant separates into gas or liquid, and only the liquid refrigerant can flow downstream from the separator 5 stream. The expansion valve 6 The liquid refrigerant decompresses and expands, and the decompressed and expanded refrigerant becomes in the evaporator 7 evaporated.

The evaporator 7 (ie, an example of an indoor heat exchanger for cooling), an air mix door 17 and a heater core 34 are in this order from an upstream side to a downstream side in the air passage 10a of the housing so as to be in an air flow direction downstream of the indoor fan 14 are located.

The compressor 2 is driven by an electric motor, and its speed is controllable, so that the amount of the compressor 2 discharged refrigerant according to the rotational speed of the compressor 2 is variable. AC voltage is applied to the compressor 2 applied, and a frequency of the voltage is from the inverter 80 set. Consequently, a rotational speed of the electric motor of the compressor 2 controlled. To the inverter 80 is supplied by a battery in the vehicle DC power, and the air conditioning ESG 50 controls the operation of the inverter 80 ,

The capacitor 3 is located at a location such as an engine room that easily receives a ride wind generated when the vehicle is running. The capacitor 3 is an outdoor heat exchanger. Heat is between refrigerant that is inside the condenser 3 flows, and outside air, from an outdoor fan 4 is transported and changed wind. The cooling water circuit 31 circulates using an electric water pump 32 Cooling water coming from a water jacket of the internal combustion engine 30 is heated. The cooling water circuit 31 is also provided with a radiator (not shown), a thermostat (not shown) and the heater core 34 Mistake. The cooling water flows after cooling the internal combustion engine 30 through the heater core 34 so that air is the air conditioning case 10 is heated by using the cooling water as a heat source for heating is reheated. A water temperature sensor 33 is a temperature detecting means to a water temperature TW of the by the cooling water circuit 31 to detect flowing cooling water TW. That of the water temperature sensor 33 detected signal is in the air conditioning ESG 50 entered.

The evaporator 7 is set up to the entire passage of the air conditioning enclosure 10 at a position immediately after the indoor fan 14 to cruise, so all from the indoor fan 14 blown air the evaporator 7 passes. Heat is between refrigerant that is inside the evaporator 7 flows, and air flowing through the air passage 10a flows, exchanged. Consequently, the evaporator can 7 Air, the evaporator 7 goes through, in the air passage 10a cool and dehumidify.

The air mix door 17 is in the air passage 10a downstream of the evaporator 7 positioned and upstream of the heater core 34 to get a ratio of air to the heater core 34 goes through, to air, the heater core 34 bypasses, relative to air, the evaporator 7 goes through, adjust. A position of the air mix door 17 is changed, for example, by an actuator to a part of the air passage downstream of the evaporator 7 in the air conditioning case 10 to block. Consequently, the air mix door is 17 a temperature adjusting section configured to set a temperature of air blown into the vehicle compartment.

A refrigerant pressure sensor 43 is in a high pressure side passage of the refrigeration cycle 1 arranged, and detects a high pressure of refrigerant upstream of the condenser 3 that is, a discharge pressure Pre of the compressor 2 , An evaporator temperature sensor 44 is a temperature detecting means for detecting an evaporator temperature TE (a temperature information about the evaporator 7 ), which is a temperature of a predetermined position (in this embodiment, fin temperature) in the evaporator 7 equivalent. An evaporator upstream air temperature sensor 45 is a temperature detecting means to an evaporator upstream temperature TU (a temperature information about the evaporator 7 ), which corresponds to a temperature of air upstream of the evaporator 7 through the air passage 10a flows. An evaporator downstream air temperature sensor 46 is a temperature detecting means for detecting a downstream evaporator temperature TL (a temperature information about the evaporator 7 ), which corresponds to a temperature of air downstream of the evaporator 7 through the air passage 10a flows. Signals coming from the evaporator temperature sensor 44 , the evaporator upstream air temperature sensor 45 and the evaporator downstream temperature sensor 46 be included in the climate control ESG 50 entered.

A moisture sensor 47 and a temperature sensor 48 are provided to detect the typical humidity and temperature of air in the vicinity of an inner surface of the front windshield, and are disposed near the inner surface of the front windshield in the vehicle compartment. The moisture sensor 47 is a capacitance change type sensor. A dielectric constant of a moisture scanning film is changed in accordance with a relative humidity of air, and thereby the electrostatic capacity is changed according to the relative humidity. The temperature sensor 48 is a thermistor, and a resistance of the thermistor changes according to the temperature.

The air conditioning ESG 50 calculates a relative humidity RH of air in the vehicle compartment near the front windshield based on a value received from the humidity sensor 47 is issued. That is, the air conditioning ESG 50 stores in advance a predetermined calculation equation to the output value of the humidity sensor 47 to change RH to RH. The relative humidity RH is calculated by the output value of the humidity sensor 47 is applied to this calculation equation. The following expression 1 is an example of this moisture calculation equation.

(Expression 1)

• RH = αV + β

Here, α is a control coefficient, and β is a constant.

Next, calculate the climate control ESG 50 an air temperature adjacent to the front windshield in the vehicle by providing an output value of the temperature sensor 48 applied to a predetermined calculation equation stored in advance. Next, calculate the climate control ESG 50 a window temperature (temperature on the inner surface of the window) by giving an output value of the window temperature sensor 49 applied to a predetermined calculation equation stored in advance. The air conditioning ES 50 Computes a relative humidity of the window surface (relative humidity of the inner surface of the window) RHW based on the relative humidity RH, the air temperature and the temperature of the window. That is, the relative humidity of the window surface RHW is calculated by using a psychometric graph based on the relative humidity RH, the air temperature, and the window glass temperature.

The air conditioning ESG 50 from 2 is an electric controller capable of controlling air conditioning of the vehicle compartment, and includes a microcomputer, an input circuit, and an output circuit.

Sensor signals are from different switches on a control panel 51 located on a front of the vehicle compartment, an inside air sensor 40 , an outdoor air sensor 41 , a sun sensor 42 , the refrigerant pressure sensor 43 , the evaporator temperature sensor 44 , the evaporator upstream air temperature sensor 45 , the evaporator downstream Air temperature sensor 46 , the water temperature sensor 33 , the humidity sensor 47 , the air temperature sensor 48 and the window temperature sensor 49 entered into the input circuit. Output signals are output from the output circuit into various actuators. The microcomputer has a memory such as a ROM (Read Only Memory) or RAM (Memory allowing reading and writing) and a CPU (Central Processing Unit), etc. A variety of programs are stored in the microcomputer to perform calculations based on a command issued by the control panel 51 and the like is sent.

An air conditioning display 51a is as an air conditioning operation display part in the control panel 51 arranged to come in a display state while the air conditioner 100 is working. The air conditioning display 51a is controlled by a command signal received from the climate control ECU 51a is controlled to have a display state (for example, lighting state) or a non-display state (for example, non-lighting state).

When an air-conditioning operation is performed, the air-conditioning ECU receives and calculates 50 Air conditioning environment information, air conditioning operation condition information and vehicle environment information. Then a capacity of the compressor 2 to be ejected from the air conditioning-ECU 50 calculated. The air conditioning ESG 50 Gives a control signal to the inverter based on the calculated result 80 out, and a discharge amount of the compressor 2 is from the inverter 80 controlled. Operating signals, such as activation, stop or preset temperature due to manual operation of the control panel 51 and detection signals of various sensors are put into the air conditioning ECU 50 entered. In this case, the air conditioning ESG communicates 50 with the engine-ECU 60 and the hybrid ESG 70 and similar. Then the compressor 2 , the indoor fan 14 , the outdoor fan 4 , the air mix door 17 , the water pump 32 , the indoor / outdoor air switching door 13 and the exhaust switching door 21 . 22 controlled based on the calculated results.

3 FIG. 11 is a flowchart showing a basic control method performed by the air conditioning ECU 50 is carried out. When the air conditioning method of 3 is started, leads the air conditioning ESG 50 the procedure below. For example, the control process from S2 to S9 is performed once every 250 ms.

(Initialization)

Everyone in the RAM of the climate control ESG 50 stored parameters are initialized at step S1.

(Reading the switch signals)

At step S2, each of the control panel 51 read switch signal read.

(Reading the sensor signals)

Next, at step S3, sensor signals output from the sensors are read.

(Basic control of TAO calculation)

At step S4, a target temperature TAO of air to be blown into the vehicle compartment is calculated using an expression 2 stored in the ROM.

(Expression 2)

• TAO = Ksoll × Tsoll - Kr × Tr - Kam × Tam - Ks × Ts + C

Here, Tsoll is a target temperature set by the temperature setting switch, Tr is an inside air temperature received from the inside air sensor 40 Tam is an outside air temperature detected by the outside air sensor 41 is detected, and Ts is a set of solar radiation emitted by the solar radiation sensor 53 is detected. In addition, Ksoll, Kr, Kam and Ks are gains, and C is a correction constant for the entire expression 2. A control value of the actuator of the air mix door 17 and a control value of the speed of the water pump 32 are calculated using the TAO value and the signals output from the sensors.

(Determination of the air mixing valve opening)

At step S5, an opening degree of the air mix door becomes 17 is calculated using an expression 3 stored in ROM.

(Expression 3)

• Opening degree = ((TAO-TE) / (TW-TE)) × 100 (%).

In this expression 3, TE represents an evaporator temperature (eg, evaporator fin temperature) derived from the evaporator temperature sensor 44 is detected, and TW represents the cooling water temperature supplied by the water temperature sensor 33 is detected.

(Determination of the fan voltage)

Next, a blower voltage is determined at step S6. In particular, step S6 is based on 4 carried out. At step S6, the blower voltage is determined based on whether a drying control of the evaporator 7 is required. 4 FIG. 12 is a flowchart showing the details of the blower voltage determination at step S6 of FIG 3 shows. This fan voltage is a voltage applied to the internal fan 14 which is powered by power supplied by the battery.

When the control of step S6 is started, as in 4 In step S600, it is determined whether or not an ignition switch (hereinafter referred to as an IG switch) is OFF. The IG switch is a vehicle switch to allow the vehicle to run. This vehicle switch is a switch to allow starting of the drive devices (internal combustion engine, electric motor, etc.) that drive the vehicle. At step S600, it is determined that the vehicle is parked when the IG switch is in the OFF state, and it is determined that the vehicle is not parked when the IG switch is in the ON state. When the IG switch is in the ON state and it is determined that the vehicle is not in a parked state, there is a high possibility that the air conditioning is performed. At this time, as shown in step S605, the blower voltage is set according to a relationship between the target temperature TAO and the blower voltage stored in advance in the ROM. Then, the blower voltage determination of S6 is ended. Using the map at step S605, the blower voltage can be properly determined based on the target temperature TAO.

If the IG switch is determined to be OFF at step S600, it is determined at step S610 whether a predetermined time (for example, 5 minutes) has elapsed after a door of the vehicle is closed from an open vehicle door state. By the determination of step S610, it is detectable that a probability that no passenger is in the vehicle is high. In addition, by checking the elapsed time of 5 minutes after closing the vehicle door, it is surely detectable that there is no passenger. Because of this, people will feel even if the smell is generated when the evaporator 7 dried, flowing through the vehicle compartment, no unpleasant feeling given. This determination is repeated until it is determined that the predetermined time has elapsed.

If it is determined at step S610 that a predetermined time (for example, 5 minutes) has elapsed, step S615 determines whether a drying mark of the evaporator 7 is zero. In the determination of step S615, it may be determined whether the evaporator 7 has condensed before the vehicle parking, so that he has a condensation. When the compressor 2 is operated and the drying mark is made zero in the previous process, it is determined that the evaporator 7 is in a non-dry state. When the compressor 2 in contrast, a predetermined stopping time or longer is stopped or if by the indoor fan 14 a drying control of the evaporator 7 is performed so that the drying mark is made 1, it is determined that the evaporator 7 is in a dry state. If the drying mark is not zero at step S615, it is determined that the evaporator 7 is in the dry state, and the control program proceeds to step S650. Then the drying mark becomes 7 at step S650, and the blower voltage is set to zero at step S655 to complete the blower voltage determination. In this case, the indoor fan 14 not activated, and a drying operation for drying the evaporator 7 is not performed, thereby reducing the consumed power in the vehicle.

When the drying flag is determined to be zero at step S615 after the IG switch is turned off, the evaporator becomes 7 as determined in a non-dry state, and the determination in step S620 is performed. At step S620, it is determined whether there is an electric power supply from the external power source such as an electrical outlet (for example, a state of charge through a plug). If there is no power supply from the outside at step S620, the control is performed at step S650, and the drying mark of the evaporator 7 is maintained by taking into account power shortages such as battery failure. In addition, the blower voltage is set to zero at step S655 to complete the blower voltage determination. In this case, the indoor fan 14 not activated, and the drying operation for drying the evaporator 7 is not performed.

Conversely, if it is determined at step S620 that there is a power supply from the external power source, the blower voltage is set at 6V at step S625 to supply 6V to the motor 15 of the internal fan 14 without considering a shortage of service. The indoor fan 14 conveys air at an average level equivalent to 6 V to the evaporator 7 , whereby the drying operation of evaporator 7 is started. In general, a possibility that a passenger will resume driving in a short time becomes high when a quick charge is performed on the vehicle. In this case, the drying operation of the evaporator 7 not done. When the drying operation of the evaporator 7 can be performed by the evaporator 7 odor generated in the vehicle compartment remain or an air temperature in the vehicle compartment may fall due to the introduction of outside air.

At step S630, it is determined whether the humidity (RHW) of air downstream of the evaporator 7 less than 80%. For example, the humidity of air corresponds to the relative humidity of the window surface RHW. The relative humidity of the window surface RHW is calculated based on a relative humidity RH of air in the vehicle compartment, a temperature of air inside the vehicle compartment, and a temperature of the inner surface of the window. The relative humidity RH of air in the vehicle compartment near the front windshield is determined using the output value of the humidity sensor 47 and Expression 1 described above. The temperature of air in the vehicle compartment near the front windshield is determined using the output value of the temperature sensor 48 and calculates the given calculation formula. In addition, the temperature of the inner surface of the window is calculated using the output value of the window temperature sensor 49 and the given calculation formula. When the relative humidity of the window surface RHW is equal to or higher than 80%, it is determined that the condensed water of the evaporator 7 now vaporized in the air and the evaporator 7 is in the drying operation and is not completely dried. Then, the drying operation is continued at step S645 until a predetermined drying time (for example, 1 hour) has passed after the drying operation of the evaporator 7 was started. When the drying operation of the evaporator 7 When the predetermined drying time is long, step S650 is performed, and at step S650, the drying mark of the evaporator becomes 7 maintained. Then, the blower voltage is set to 0 V at step S655, and the blower voltage determination is ended.

In contrast, when the relative humidity of the window surface RHW is lower than 80% at step S630, it is determined that the evaporator 7 in the dry state. The humidity of air downstream of the evaporator 7 is used to complete the drying operation of the evaporator 7 to determine. If the evaporation of condensation (condensation) on the evaporator 7 is complete and if the evaporator 7 When it is almost in the dry state, the moisture from the air will flow downstream from the evaporator 7 to about the same humidity as that of air upstream of the evaporator 7 reduced. Further, at step S635, it is determined whether or not a subtraction value corresponding to a temperature difference (TU-TL) is less than a first predetermined value (eg, 3 ° C). The subtraction value is defined by that of the sensor 46 detected evaporator downstream temperature TL from that of the sensor 45 is subtracted from the detected upstream evaporator temperature TU.

The determination process of step S635 is performed based on the following characteristics. When the drying of the evaporator 7 is continued, the evaporation amount of the condensed water on the evaporator 7 decreases, so that the temperature of air downstream of the evaporator 7 near the temperature of air upstream of the evaporator 7 becomes. That is, when the drying operation comes close to the end, the degree of dryness of the evaporator becomes 7 high, humidity around the evaporator 7 around it is less, and the heat of evaporation is less. As a result, the temperature of air becomes downstream of the evaporator 7 increased to approximately equal to the temperature of air upstream of the evaporator 7 to become. Therefore, when the subtraction value corresponding to the temperature difference (TU-TL) between the upstream evaporator temperature TU and the downstream evaporator temperature TL is determined to be less than the first predetermined value determined from experiment data, it may be determined that the evaporator 7 reached the drying state.

If the temperature difference (TU-TL) is smaller than the first predetermined value at step S635, it is determined that the drying of the evaporator 7 is completed, and the drying mark of the evaporator 7 is set to 1 at step S640. Then, the blower voltage is set to zero at step S655, so that the drying operation of the evaporator 7 is completed, and the blower voltage determination is terminated. If the temperature difference (TU - TL) is determined to be lower than the first predetermined value, the operation of the internal blower can 14 Continue for 5 minutes while introducing outside air to ventilate the vehicle compartment before performing step S640. In this case, the moisture carried into the vehicle compartment with the drying operation can be discharged from the vehicle compartment. Consequently, odor in the vehicle compartment can be reduced in consideration of a passenger, and an uncomfortable feeling due to moisture can be avoided.

If it is determined in step S635 that the temperature difference (TU-TL) is equal to or higher than the first predetermined value (eg, 3 ° C), step S645 is performed. Then, the drying operation is continuously performed until the drying operation for the predetermined drying time is completed, and at step S650, the drying mark of the evaporator becomes 7 maintained. Then, the blower voltage is set as 0V in step S655, and the blower voltage determination is ended. In addition, the drying operation is forcibly terminated when a predetermined drying operation time (for example, 1 hour) from the start of the drying operation of the evaporator 7 has passed so that the power consumption can be reduced and the durability resulting from the operating time of the engine 15 of the blower 14 results, can be ensured.

If the evaporator 7 is not in the dry state (eg, a state where the drying is insufficient so that people perceive a smell) while the vehicle is parking controls the air-conditioning ECU 50 the operation of the internal fan 14 to the evaporator 7 to ventilate. When it is determined by the drying operation control during vehicle parking, that the evaporator 7 in the dry state, the capacitor becomes 2 in a case where an automatic air conditioning operation is started, not operated (see step S9, which will be described later).

(Determination of the air intake mode)

Next, at step S7, the air intake mode is determined. Specifically, the control at step S7 is performed according to the flowchart of FIG 5 carried out. 5 FIG. 12 is a flowchart showing details of the air intake mode determination at step S7 of FIG 3 shows.

As in 5 is shown, if step S7 is started, it is determined at step S700 whether the IG switch is in the ON state. When the IG switch is in the OFF state at this time, it is determined that the vehicle is parked, and the step S705 is performed. At step S705, the air intake mode is set to the outside air introduction mode having the outside air introduction ratio of 100%, and then step S705 is ended. Consequently, the humidity in the vehicle compartment is easily discharged outside the vehicle by setting the outside air introduction mode as the air intake mode while the vehicle is parked. If, for example, the drying operation of the evaporator 7 is not performed by the operation of the internal fan 14 is stopped, can be prevented that the moisture in the vehicle compartment is stuffy by the outside air introduction mode is set.

When the IG switch is determined to be ON at step S700, it is determined at step S710 whether an automatic mode is set. If it is determined in step S710 that the automatic mode is not set but a manual mode is set, the control operation is performed in step S715 based on a manual mode setting. That is, when the inside air circulation mode is set manually, the outside air introduction rate is set to 0%, and when the outside air introduction mode is manually set, the outside air introduction mode is set to 100%. Thereafter, the control operation is ended at step S7.

If it is determined at step S710 that the automatic mode is set, it is determined at step S720 whether or not a compressor ON mode is set. The compressor ON mode is a compressor control mode in which the compressor 2 is controlled so that the evaporator temperature TE becomes a target temperature. Thus, the compressor ON mode differs from a compressor mode in which the compressor is actually operated. For example, the compressor is 2 during the compressor ON mode is stopped when the evaporator temperature TE is lower than the target temperature, and the operation of the compressor 2 is restarted when the evaporator temperature TE becomes higher than the target temperature.

If the compressor ON mode is determined in step S720, the air intake mode is set in step S725 using a map stored in the ROM based on the target temperature TAO. As shown in the map of step S725, when the target temperature TAO is increased from low to high, the inside air circulation mode, the inside / outside air introduction mode in which both the inside and outside air are sucked, and the outside air introduction operation waiting in this order become selective connected.

If the compressor ON mode is not determined at step S720, a transient outside air introduction ratio f (RHW) corresponding to the relative humidity of the window surface RHW is determined at step S730 using a map stored in the ROM. That is, at step S730, the temporary outside air introduction ratio f (RHW) for demisting, hereinafter referred to as a first transient outdoor air introduction ratio f (RHW), corresponding to a probability of cloudy window (ie the relative humidity of the window surface RHW). The first temporary outside air introduction ratio f (RHW) is set so as to become larger as the probability of the dim window (RHW) becomes higher, so that a large amount of outside air can be introduced into the vehicle compartment when the window fogging probability (RHW) gets higher. For example, the first temporary outside air introduction ratio f (RHW) is increased from 0 to 100 as shown in the map of step S730 when the RHW is increased in a range of 80-90%, and the first temporary outside air introduction ratio f (RHW) is set to a constant value of 100 if the RHW is equal to or higher than 90%. As described above, when the RHW is higher, that is, when the probability of the dim window (RHW) is higher, the amount of outside air introduced into the vehicle compartment is increased by facilitating the ventilation of the vehicle compartment. In this case, the temperature or humidity in the vehicle compartment tends to be reduced, whereby the probability of a dim window (RHW) tends to be reduced. Thus, at step S730, the probability of the dim window of the vehicle is determined and outside air is introduced into the vehicle compartment when, in a case where the determination of step S720 is NO, there is a likelihood that the window of the vehicle will fog up.

A condition for increasing the outside air introduction ratio may be set to be more easily satisfied than the condition for operating the compressor 2 , In this case, the frequency to operate the compressor 2 be reduced, and the operating ratio of the compressor 2 can be reduced, which reduces power consumed.

Next, at step S735, it is determined whether or not the outside air temperature TAM is higher than the target temperature TAO. When the outside air temperature TAM is not higher than the target temperature TAO, an outside air correction value is determined at step S740 using a map stored in the ROM based on a temperature difference (TE - TAO). As shown in the map of step S740, the outside air correction value is set larger as the temperature difference (TE-TAO) becomes larger, so that a second transient air introduction ratio f (AM) of step S741 can be increased. As described above, the outside air correction value is calculated to set the temperature of air to be blown into the vehicle compartment. Consequently, the frequency of operating the compressor 2 be reduced, and the operating ratio of the compressor 2 can be reduced, which reduces the power consumed.

Then, at step S741, the second temporary outside air introduction ratio f (AM) for the cooling is calculated. That is, the second temporary outside air introduction ratio f (AM) is calculated by adding the previous outside air introduction ratio and the outside air correction value calculated at step S740. In addition, at step S742, the first outside air introduction external ratio f (RHW) calculated at step S730 and the second outside air introduction external ratio f (AM) calculated at step S741 are compared, and the larger one is set as the current outside air introduction ratio. Then, the determination method for the air intake mode is ended. In the present embodiment, the step 741 for example, updated once in 4 seconds.

If it is determined at step S735 that the outside air temperature TAM is higher than the target temperature TAO, it is determined at step S736 whether the compressor 2 stopped manually. When the compressor 2 is not manually stopped, the indoor air circulation mode with the outside air introduction ratio of 0% is set at step S737. The inside air circulation mode is set in a case where the target temperature TAO is hard to obtain even if the outside air introduction ratio is maximally increased because the outside air temperature TAM is higher than the target temperature TAO. In this case, in addition to the compressor speed control, in which the compressor 2 is operated and the speed of the compressor 2 at step S8 described later, by setting the inside air circulation mode as the air intake mode, a suction temperature of the compressor is controlled 2 can be reduced, whereby the cooling efficiency can be improved.

If the compressor is manually stopped at step S736, the outside air introduction mode having the outside air introduction ratio of 100% is set at step S738. When the outside air introduction mode is set, the air temperature blown into the vehicle compartment may become higher than the target temperature TAO. Even in this case, the temperature of air blown into the vehicle compartment can be reduced as much as possible by setting the outside air introduction ratio to the maximum.

As described above, in the air intake mode determination of step S7, first outside air introduction ratio f (RHW) for defogging and second outside air outside introduction ratio f (AM) for cooling are compared, and the higher of f (RHW) and f (AM) is determined as the outside air introduction ratio. Consequently, an inside and outside air control can be performed that satisfies both the prevention of the window fitting and the cooling requirement.

(Determination of the air outlet mode)

Next, the air outlet mode is determined at step S8. Specifically, the control operation of step S8 is based on the flowchart of FIG 6 carried out. 6 FIG. 12 is a flowchart showing details of the air outlet mode determination in step S8 of FIG 3 shows.

If, as in 6 1, the control operation of step S8 is started, it is determined in step S80 whether the IG switch is in the OFF state. At this time, when the IG switch is in the OFF state, it is determined that the vehicle is parked, and the control operation of S81 is performed. At step S81, the air outlet mode is set to the defroster mode, and the control operation at step S8 is ended. When the IG switch is determined to be ON at step S80, it is determined at step S82 whether an automatic mode is set. If it is determined in step S82 that the automatic mode is not set but a manual mode is set, the air outlet mode is determined based on a manual determination at step S83, and then the control operation is ended at step S8.

If it is determined at step S82 that the automatic mode is set, it is determined at step S84 whether a predetermined start time (for example, 15 seconds) has passed after the compressor 2 switched from off to on. If it is determined in step S84 that the predetermined start time has passed, the air outlet mode is set in step S86 using the map stored in the ROM based on the target temperature TAO, and then the control operation is ended in step S8. When the target temperature TAO increases from low to high according to the map of step S80, the air outlet mode is set to the face mode, the bi-level mode, the foot mode, the foot / defroster mode (F / D) in this order.

If it is determined in step S84 that the predetermined start time immediately after the start of the compressor 2 has not elapsed, the foot mode is set as the air outlet mode at step S85, and then the control operation is terminated at step S8. As described above, the foot mode for the predetermined start time from the start of the compressor 2 set as the air outlet mode. Even if, therefore, from the condensed water of the evaporator 7 generated odor is discharged into the vehicle compartment, it is difficult for the passenger to perceive the smell, because the smell is delivered to the foot of the passenger.

(Determination of compressor speed)

At step S9, a compressor speed and the like are determined. At step S9, the rotational speed of the compressor becomes 2 determines, and it determines if the evaporator 7 is in a dry state in which it is difficult for a passenger to perceive the smell in the automatic air conditioning operation.

7 FIG. 10 is a flowchart showing details for determining the compressor speed at step S9 of FIG 3 shows. When the control operation of step S9, as in FIG 7 is shown started determines the climate control ESG 50 at step S900, if the IG switch is in the ON state. When the IG switch is determined to be in the OFF state at step S900, the actual rotational speed of the compressor becomes 2 is set to zero (stop) at step S901, and then step S9 is ended.

When the IG switch is determined to be ON at step S900, it is determined at step S902 whether a drying mark of the evaporator 7 1 is. At step S902, it is determined whether the evaporator 7 in the dry state, where it is difficult for a passenger to perceive the odor. When the evaporator drying mark has been set to zero in the previous method, it is determined that the evaporator 7 in the non-dry state. In contrast, when the evaporator drying mark was set to 1 in the previous method, it is determined that the evaporator 7 in the dry state. If the drying mark is not determined to be 1 in step S902, the evaporator is 7 in the non-dry state, and there is a possibility that a passenger perceives the smell. In this case, the operation goes from the step S902 to the step S907 in which the air conditioning display 51a is turned on to be in a display state and the air-conditioning ECU 50 allows the operation of the compressor 2 by setting f (DRY) = 10000 (rpm).

When the drying mark is set as 1 at step S902, the evaporator becomes 7 as determined in the dry state, and the determination in step S903 is performed. Then, at step S903, it is determined whether the Window surface RHW RH is higher than 95%. If it is determined in step S903 that the relative humidity of the window surface RHW is higher than 95%, the control program goes to step S907, and the control in step S907 is performed.

On the contrary, when the relative humidity of the window surface RHW is equal to or lower than 95% at step S903, it is determined that a window fogging probability is not high. In this case, it is determined at step S904 whether or not the outside air temperature TAM is higher than the target temperature TAO. The step S904 is a control method for determining whether the cooling operation is necessary. When the outside air temperature TAM is higher than the target temperature TAO, even if the outside air introduction ratio is made maximum, the temperature of air to be blown into the vehicle compartment is higher than the target temperature TAO. Consequently, in this case, it is determined that the cooling operation is required, at step S907, the operation of the compressor is allowed 2 is performed, and a mode for starting the operation of the compressor 2 is carried out. In contrast, when the outside air temperature TAM is not higher than the target temperature TAO, it is determined that the cooling operation is unnecessary, and thereby the air-conditioning ECU allows 50 the operation of the compressor 2 not by setting f (dry) = 0 rpm at step S905. Next, at step S906, the air conditioning display 51a turned off to be in the non-display state, and the control program goes to step S910.

As described above, step S903 is a control method that determines that the probability of the dim window is very high by determining the probability of misting the window of the vehicle. In addition, the step S907 is a control method that causes the compressor 2 is operated when the probability of the dim window is increased. In addition, the step S904 determines whether the cooling operation is required based on the target temperature TAO and the air conditioning ECU 50 at step S907, causes the compressor 2 is operated when the cooling capacity required in the cooling operation is further increased.

Next, step S908 determines, if necessary, an initial speed at a first start of the compressor 2 set. When the control process of step S908 is performed for the first time, step S909 is performed, in which the rotational speed of the compressor 2 from the previous time is set to 3000 rpm. On the contrary, if the control process of step S908 is not performed the first time, it is determined that it is unnecessary to set the initial speed of the compressor 2 and the control of step S910 is performed.

Next, at step S910, a temperature deviation En is calculated based on the target evaporator temperature TEO and an actual evaporator temperature TE using the following expression 4. The evaporator temperature TEO is calculated using detection signals from the various sensors.

(Expression 4)

• En = TEO - TE

In addition, a deviation change rate E point is calculated by using the following expression 5 at step.

(Expression 5)

• E point = En - En - 1

Since En is updated once every second, En - 1 becomes 1 second in relation to En.

In addition, the climate control ESG calculates 50 a speed change amount ΔfC of the compressor 2 the current time in relation to the previous time 1 Second before the current time based on the calculated En and Epunkt using the in 8th shown map. This in 8th The map shown is a map in which the relationship between the deviation En and the deviation change rate E point is shown, and is stored in advance in the ROM.

Next, at step S911, the sum of the previous compressor speed and the speed change amount ΔfC calculated at step S910 is compared with the f (dry) determined at step S905 or step S907, and the smaller becomes the current speed of the compressor 2 used. If f (dry) = 0 at step S905, after the respective steps S902, S903, S904 have been performed, the current compressor speed becomes zero (0 rpm), and thereby the compressor becomes 2 controlled so that it is turned off.

In the present embodiment, step S911 is updated once per second. The speed change amount ΔfC due to the temperature deviation En and the deviation change rate E point may be calculated by the fuzzy control based on a predetermined membership function and a rule stored in the ROM.

Then, at step S912, it is determined whether the current compressor speed determined at step S911 is zero. Step S912 is a control method that determines whether the condensed water amount of the evaporator 7 due to the stop of the compressor 2 is increased. Then, in steps S912 to S917, control processes with respect to step S902 in which the drying state of the evaporator 7 the next time it is determined. If the step S912 determines that the current compressor speed is not zero, it is determined that the condensed water of the evaporator 7 is increased, and thereby the likelihood of producing the odor is high when air to the evaporator 7 is blown. In this case, the drying mark of the evaporator 7 is set to zero at step S913, and the determining method for determining the compressor speed is ended.

Conversely, if the current compressor speed is zero at step S912, it is determined that the condensed water of the evaporator 7 not increased. In this case, the step S914 determines whether the to the indoor fan 14 applied voltage is greater than zero (0 V), that is, determines whether from the internal fan 14 Air to the evaporator 7 is blown. When the to the indoor fan 14 applied voltage is zero, it is determined that the condensation of the evaporator 7 is hardly dry, and the control program goes to step S916, in which the drying mark of the evaporator 7 is maintained. Then, the determination process for determining the compressor speed is ended.

When the to the indoor fan 14 applied voltage is not zero, so that at step S914, air to the evaporator 7 is blown, the step S915 determines whether a stop state of the compressor 2 continues for a predetermined time (eg 15 minutes) or longer. When the step S915 determines that the stop state of the compressor 2 does not continue the predetermined stop time long or longer, the drying mark of the evaporator 7 at step S916, and the determining process for determining the compressor rotational speed is ended. When the step S912 determines that the stop state of the compressor 2 If the predetermined stop time is continued long or longer, it is determined that the condensed water of the evaporator 7 is dried to a level where it is difficult for a passenger to smell. In this case, at step S917, the drying mark of the evaporator 7 is set to 1, and the determining method for determining the compressor speed is terminated. Through the control process at step S917, the stop control of the compressor 2 at the next determination of step S902 next time.

When the stop of the compressor 2 manually set by a passenger becomes the compressor 2 moreover, forcibly stopped regardless of the control procedure of step S9.

In a case where the refrigerant flow direction through a switching valve in the refrigeration cycle, for the vehicle air conditioner 100 being switched, thereby being able to switch between a heating operation cycle and a cooling operation cycle, the condensed water of the evaporator becomes 7 not increased if the refrigeration cycle is adjusted as the heating operation cycle. Consequently, the determination in step S912 must surely be YES in this case.

(Determination of water pump operation)

Next, a water pumping operation in step S10 of FIG 3 certainly. Specifically, the control operation of step S10 is based on the flowchart of FIG 9 carried out. 9 FIG. 12 is a flowchart showing details of the water pump operation determination in step S10 of FIG 3 shows.

As in 9 When step S10 is started, it is determined at step S100 whether or not the water temperature sensor is being started 33 detected water temperature TW of the cooling water is higher than the evaporator temperature TE. When the water temperature TW is determined to be equal to or lower than the evaporator temperature TE, a request to turn off the water pump is made at step S101 32 determines, and step S10 is terminated.

If it is determined at step S100 that the water temperature TW is higher than the evaporator temperature TE, it is determined at step S102 whether the indoor blower 14 is in a state in which it should be turned on (to be operated) or not. If the indoor fan 14 is in a state in which it is to be turned off, a request for turning off the water pump is made in step S101 32 determined, and the step S10 is terminated. If the indoor fan 14 At step S102, in the state where it is to be turned on, at step S103, the request for turning on the water pump 32 determined, and the step S10 is terminated. Consequently, the climate control ESG controls 50 the operation of the electric water pump 32 according to the water temperature of cooling water and the operating state of the internal blower 14 ,

(Control signal output)

At step S11 of FIG 3 Control signals are sent to the inverter 80 and outputs the actuators so that each control state calculated or determined at step S2-S9 can be obtained. If at step S12 of FIG 3 a predetermined time elapses, the control process returns to step S2, and respective next steps are continuously performed.

Results of the vehicle air conditioner 100 The present embodiment will be described below. The vehicle air conditioner 100 includes: the air conditioner housing 10 that the air passage 10a defines the air that is to be carried into a vehicle compartment of the vehicle; the evaporator 7 who is in the air conditioner housing 10 is arranged to be cooled by the heat absorbing effect of the refrigerant flowing therein, air in the air passage 10a flows; the indoor fan 14 that is suitable to air to the evaporator 7 to blow; and the climate control ESG 50 that is suitable to the operation of the compressor 2 to control the refrigerant to the evaporator 7 to convey and the operation of the indoor fan 14 to control. The air conditioning ESG 50 can change the degree of dryness of the evaporator 7 determine. In an automatic air conditioning operation, the climate control ECU performs 50 In a case where the vehicle switch (eg, ignition switch) for allowing driving of the vehicle in a hybrid car or a car that can receive the driving force using liquid fuel such as light oil and gasoline is turned on, a controller through, in which the compressor 2 is not operated (step S905, S911) when the air-conditioning ECU 50 determines that the evaporator 7 is dried to a drying level, so that it is difficult for a passenger to perceive the smell (step S902).

Consequently, the compressor becomes 2 not operated when the drying state of the evaporator 7 in the automatic air conditioning operation based on the determination of the drying wheel of the evaporator 7 is determined. Consequently, when the drying state of the evaporator 7 is met in a condition in which it is not necessary to use the compressor 2 in the air conditioning operation, the compressor becomes 2 forcibly stopped, so that the operating rate of the compressor 2 is reduced and due to the operation of the compressor 2 Consumed energy can be reduced. For example, in a season in which it is generally not necessary for the air conditioning operation to perform the cooling and prevent fogging of the window, the effects for reducing the operating mode of the compressor 2 considerably, and further, a reduction in the energy consumed can be expected. In addition, when a heat exchanger (for example, heater core) for heating air using the heat of engine cooling water downstream of the evaporator 7 can be arranged, the heat absorption of air in the evaporator 7 be reduced, thereby preventing an air temperature at the air inlet of the heater core is unnecessarily reduced. Consequently, a frequency for activating the internal combustion engine is reduced, and thereby the fuel consumption can be reduced. Therefore, in the vehicle air conditioner, the energy efficiency of the vehicle as a whole can be improved by reducing the consumed power and the fuel consumption.

The air conditioning ESG 50 Also determines the possibility of fogging the window of the vehicle, and in step S730, the outside air is introduced into the vehicle compartment when the possibility of fogging the window is determined to be high. If the possibility of fogging the window is further increased, in steps S903, S907, the control for operating the compressor 2 carried out.

Accordingly, when it is determined in the air conditioning operation that the possibility of fogging the window is high, the outside air of the vehicle compartment is first introduced, so that the humidity in the vehicle compartment is reduced, thereby preventing the cloudy window. If the probability of fogging the window continues to increase, the compressor becomes 2 operated, so that the humidity of the vehicle compartment is reduced immediately. Even if it is necessary to prevent misting of the window, the operating time of the compressor can 2 be reduced because the outside air is introduced into the vehicle compartment, while the compressor 2 is set to the stop state, thereby satisfying both the hazy window prevention and the power consumption reduction.

In addition, the climate control ESG determines 50 based on the target temperature TAO calculated in the automatic air conditioning operation, whether the cooling operation is required or not (steps S735, S904). When it is determined that the cooling operation is required, the outside air is introduced into the vehicle compartment (S740-S742). Thereafter, when the cooling capacity required in the cooling operation is further increased, the control for operating the compressor becomes 2 performed (S907).

Accordingly, when it is determined that the cooling operation is required in the air conditioning operation, the outside air of the vehicle compartment is introduced, so that the humidity in the vehicle compartment is reduced, thereby preventing the cloudy window. When the cooling capacity required in the air conditioning operation further increases, the compressor becomes 2 operated, so that by the heat absorption effect of the refrigerant in the evaporator 7 a necessary cooling capacity can be obtained. Even if it is necessary to perform the cooling operation, the operating time of the compressor 2 be reduced because first the outside air is introduced while the compressor 2 is set in the stop state, whereby both the cooling capacity and the power consumption reduction are met.

In addition, the air conditioning 100 with the air conditioning display 51a is provided, which comes in an operation display state (eg, lit state) indicating the operating state of the air conditioning operation when the air conditioning operation is performed. The air conditioning ESG 50 causes the air conditioning indicator 51a in a non-operation display state (for example, non-illuminated state) is the non-operation of the compressor 2 indicates when the climate control ESG 50 the dry state of the evaporator 7 certainly and the compressor 2 is not operated (steps S905, 906).

Consequently, if the compressor 2 is not operated in the air conditioning, the air conditioning display 51a in the non-enlightened state. Consequently, a passenger can easily know that the vehicle air conditioner 100 in an air conditioning mode in which the compressor is 2 is stopped and the dehumidifying effect is low. If a passenger in this case wants to eliminate the sensation of moisture or wants to have a cooling feeling, the control panel will 51 Manually operated, so the compressor 2 is operated forcibly, whereby the dehumidifying effects and the cooling effects are obtained. Therefore, the energy efficiency in the whole vehicle can be improved, and the air conditioning operation can be easily performed according to a passenger's demand such as the feeling of humidity.

The air conditioning ESG 50 controls the operation of the internal fan 14 when parking the vehicle and causes the internal fan 14 Air to the evaporator 7 blowing (steps S625, S640). If the air conditioning toughened 50 It also determines that the evaporator 7 is in the dry state, causes the air conditioning-ECU 50 that the compressor 2 at the start time of the automatic air conditioning is not operated (steps S902, S905).

As the drying operation of the evaporator 7 When parking the vehicle is carried out, it is possible to the drying state of the evaporator 7 to specify exactly at the start time of automatic air conditioning. Consequently, it is possible to perform the air conditioning operation without operating the compressor 2 to start. Therefore, the compressor can 2 be stopped until cooling or defogging is required after the automatic air conditioning is started. Consequently, it is possible to increase the effect of the power reduction and the effect of the fuel consumption reduction due to the power reduction.

The air conditioning ESG 50 causes the compressor 2 is not operated at the start time of the automatic air conditioning (steps S902, S905) when the compressor is stopped for longer than a predetermined stop time before the previous air conditioning operation is terminated (steps S915, S917) and when parking the vehicle from the indoor blower 14 Air to the evaporator 7 is blown (steps S625, S640).

In this case, it is based on the drying operation of the evaporator 7 When parking the vehicle and the longer compressor stop time than the predetermined stop time, before the previous air conditioning operation is terminated, possible, the dry state of the evaporator 7 to specify exactly the next start time of the automatic air conditioning. Consequently, it is possible to perform the air conditioning operation without operating the compressor 2 to start. Therefore, the compressor can 2 be stopped without being pressed until cooling or defogging is required after the automatic air conditioning in the vehicle air conditioner 100 is started. Consequently, it is possible to increase the effect of the power reduction and the effect of the fuel consumption reduction due to the power reduction.

While the evaporator 7 in the vehicle air conditioner 100 is not in the dry state, the supply of refrigerant to the evaporator 7 stopped, but during the parking of the vehicle, air becomes the evaporator 7 conveyed (step S615, S625). Therefore, the evaporator 7 be set to the dry state by moisture is evaporated, which contains an odor component, before the air conditioning is performed. Consequently, it is possible to prevent the smell together with air from being supplied to the vehicle compartment when air is conveyed immediately after the air conditioning operation is started. Consequently, the supply of conditioned air containing odor can be restricted at the start time of the air conditioning operation, and thereby it can be made comfortable for a passenger of the vehicle. In addition, because of the dry state of the evaporator 7 While parking the vehicle can be maintained, the spread of bacteria in the evaporator 7 be limited. Therefore, dirt and corrosion of the evaporator can 7 can be reduced, and thereby the durability of the evaporator 7 increase.

The air conditioning ESG 50 determines that the evaporator 7 in the dry state is when the temperature difference (TU - TL) between the upstream temperature TU and the downstream temperature TL is smaller than a predetermined value. The upstream temperature TU is as the air temperature upstream of the evaporator 7 is defined, and the downstream temperature TL is as the air temperature at a predetermined position downstream of the evaporator 7 defined (steps S635, S640).

Therefore, based on the temperature difference (TU - TL) between the upstream temperature TU of the evaporator 7 and the downstream temperature TL of the evaporator 7 the completion of the evaporator drying operation can be determined when the drying operation of the evaporator 7 is carried out. Consequently, the dry state of the evaporator 7 can be ensured, and highly efficient operation can be performed while reducing unnecessary operation.

Second Embodiment

In a second embodiment, another example of determining the blower voltage in the main procedure of the first embodiment described above will be described with reference to FIG 10 described.

In the present embodiment, the control methods of steps S615A and S635A are different from the control methods described in FIG 4 of the first embodiment described above. Other steps in the present embodiment are similar to those of the first embodiment described above. In the second embodiment, its other structures are similar to those of the first embodiment described above. Here, parts which are different from those of the first embodiment will be mainly described below.

If the air conditioning toughened 50 , as in 10 2, determines that the determination of step S610 is YES, as described in the above first embodiment, determines the air conditioning ECU 50 whether a compressor turn-on time, for which the compressor 2 was turned on while the ignition switch IG was turned on for a last time, a predetermined operating time (for example, 5 minutes) lasted. By this determination of step S615A, it may be determined whether the compressor 7 has condensation water before parking the vehicle. If it is determined at step S615A that the compressor ON time is within 5 minutes, at step S650, the drying mark of the evaporator 7 maintained. Then, the blower voltage is set to zero at step S655, and the blower voltage determination of step S6 is ended. In this case, the indoor fan 14 not activated, and a drying operation for drying the evaporator 7 is not performed, thereby reducing the consumed power in the vehicle.

Conversely, if at step S630, the relative humidity of the window surface RHW is less than 80% after that to the indoor fan 14 applied voltage is set to 6 V in step S625, the evaporator 7 as determined in the dry state. Further, at step S635A, it is determined whether the temperature difference obtained by subtracting the evaporator downstream temperature TL from the evaporator temperature TE is smaller than a first predetermined value (e.g., 3 ° C).

The determination method of S635A is performed based on the following characteristics. When the drying of the evaporator 7 progresses, the evaporation amount of condensed water of the evaporator 7 decreases, so that the temperature TE of the evaporator 7 close to the temperature TU of air upstream of the evaporator 7 becomes. That is, when the drying operation comes to an end, the degree of dryness of the evaporator becomes 7 high, humidity around the evaporator 7 around is less, and evaporation heat is less. As a result, the temperature TE of the evaporator becomes 7 increases, making them approximately equal to the temperature of air upstream of the evaporator 7 becomes. Therefore, when the subtraction value corresponding to the temperature difference (TU - TE) between the upstream evaporator temperature TU and the downstream evaporator temperature TE is determined to be smaller than the first predetermined value obtained from experimental data, it can be determined that the evaporator 7 has the dry state.

If the temperature difference (TU - TE) is less than the first predetermined value, it is determined that the drying of the evaporator 7 is completed, and the drying mark of the evaporator 7 is set to 1 at the next step S640. Then, the blower voltage is set to zero at step S655, so that the drying operation of the evaporator 7 is completed, and the blower voltage determination is terminated. If it is determined at step S635A that the temperature difference (TU - TE) is smaller than the first predetermined value, the operation of the indoor blower can 14 Continued for 5 minutes while introducing outside air to ventilate the vehicle compartment before performing step S640. In this case, the moisture carried into the vehicle compartment may be released from the vehicle compartment in accordance with the drying operation. Consequently, in consideration of a passenger, smell in the vehicle compartment can be reduced, and an uncomfortable feeling due to moisture can be avoided.

If it is determined in step S635A that the temperature difference (TU - TE) is not smaller than the first predetermined value (eg, 3 ° C), step S645 is performed. The drying operation is continued before a predetermined drying time has passed and the drying mark of the evaporator 7 is maintained at step S650. Then, the blower voltage is set to zero at step S655, and the blower voltage determination is terminated. In addition, if a predetermined drying operation time (for example, 1 hour) after the start of the drying operation of the evaporator 7 passes, the drying operation is forcibly terminated, so that the power consumption can be reduced, and the durability, resulting from the operating time of the engine 15 of the internal fan 14 results, can be ensured.

Results of the vehicle air conditioner 100 The present embodiment will be described below. The air conditioning ESG 50 the vehicle air conditioner 100 determines that the evaporator 7 in the dry state, when the temperature difference (TU - TE) between the upstream evaporator temperature TU and an evaporator temperature TE, that is, a temperature of the evaporator 7 at a predetermined position, less than the first predetermined value.

The temperature difference (TU - TE) between the upstream evaporator temperature TU and the evaporator temperature TE becomes smaller than the predetermined range when the evaporator 7 in the dry state. Based on this temperature difference (TU - TE), the completion of the drying operation can be determined when the drying operation of the evaporator 7 is carried out. Consequently, the dry state of the evaporator 7 can be ensured, and the high-efficiency operation can be performed while reducing unnecessary operation.

Other Embodiment

Although the present invention has been fully described in connection with the preferred embodiments thereof, it is to be noted that various changes and modifications will become apparent to those skilled in the art within the scope of the present invention as defined by the appended claims.

In the above-described embodiments, the rotational speed of the compressor is 2 not limited to the inverter 80 to be controlled. For example, the compressor 2 from the internal combustion engine 30 be driven by a belt to compress refrigerant. In this case, an electromagnetic clutch corresponding to the clutch device is connected to the compressor 2 connected, whereby the rotational power intermittently from the internal combustion engine 30 to the compressor 2 is transmitted. This electromagnetic clutch is controlled by a clutch drive circuit, etc. When the electromagnetic clutch is supplied with electricity, the rotational power of the internal combustion engine becomes 30 to the compressor 2 transferred, and the cooling operation is from the evaporator 7 carried out. When the electricity supply to the electromagnetic clutch is stopped, the internal combustion engine becomes 30 from the compressor 2 separated, and that of the evaporator 7 performed air conditioning operation is stopped.

The determination process of step S620 may be replaced with a determination condition of "is a charge capacity of the battery in the vehicle equal to or greater than a predetermined value?". That is, when the charging capacity of the battery is equal to or greater than the predetermined value, step S625 is performed. In contrast, when the charging capacity of the battery is smaller than the predetermined value, step S650 is performed. This determination method is applicable to vehicles other than a hybrid car with charging via a connector.

Moreover, a PTC (positive temperature coefficient) heater may be used as an auxiliary electric heater behind the heater core 34 be arranged to from the heater core 34 to continue to heat the flowing air. The PTC heater has a heat generating element to generate heat by being supplied with electricity to heat air that is around the heat generating element. The heat generating element is constructed by mounting a plurality of PTC elements in a resin frame molded using a resin material having a heat resistant property (for example, nylon 66, polybutadiene terephthalate, etc.).

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2001-13247 A [0002]

Claims (7)

Airconditioner for a vehicle, comprising: an air conditioning housing ( 10 ) with an air passage ( 10a ) is blown through the air into a vehicle compartment; an evaporator ( 7 ) disposed in the air conditioning case to cool the air passing through the air passage by a heat absorbing effect of the refrigerant flowing therein; a blower device ( 14 ) suitable for blowing air to the evaporator; and a controller ( 50 ), which is suitable for the operation of a compressor ( 2 ), which supplies the refrigerant to the evaporator, and to control the operation of the blower device, wherein the controller determines a degree of dryness of the evaporator, and the controller causes the compressor is not operated when the controller determines in an automatic air conditioning operation, that the drying state of the evaporator is at a level where it is difficult to smell. An air conditioner according to claim 1, wherein the controller determines a possibility of fogging a window of the vehicle, and Outside air of the vehicle compartment is introduced to the vehicle compartment when the controller determines that the possibility of fogging the window is high, and then the compressor is operated when the controller determines that the possibility of fogging the window is still high. An air conditioner according to claim 1 or 2, wherein the controller in the automatic air conditioning operation calculates a target temperature of air to be blown into the vehicle compartment and determines whether cooling operation is required based on the calculated target temperature, and Outside air of the vehicle compartment is introduced into the vehicle compartment, when the controller determines that the cooling operation is required, and then the compressor is operated when the controller determines that a cooling capacity required in the cooling operation is further increased. The air conditioner according to any one of claims 1 to 3, further comprising: an air conditioning operation display section (Fig. 51a ), which is capable of indicating an operating state when the air conditioning operation is performed, the controller causing the air conditioning display section to be in a non-operating state, when the controller determines that the evaporator is in the dry state and the compressor is not operating. The air conditioner according to any one of claims 1 to 4, wherein the controller causes the compressor to not operate at a start time of the automatic air conditioning operation when the controller determines that the evaporator is in the dry state by controlling the operation of the blower device when parking the vehicle to blow air to the evaporator. The air conditioner according to any one of claims 1 to 5, wherein the controller causes the compressor to not operate in the automatic air conditioning operation when the controller determines that the compressor has been stopped for longer than a predetermined stop time before the air conditioning operation is terminated, and determines that air is blown to the evaporator when parking the vehicle from the fan means. The vehicle air conditioner according to any one of claims 1 to 6, wherein in the automatic air conditioning operation, the controller sets a foot mode as an air outlet mode for a predetermined time after an operation start of the compressor

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