DE112015000103B4 - Vehicle Heat Pump Air Conditioning Control Device - Google Patents

Abstract

A vehicular heat-pump air-conditioning control apparatus (1) provided with an auxiliary heat source (2) for exchanging heat with an air to be blown into a vehicle compartment, comprising:mode selector (3) for selecting from among modes including at least a heating mode,a windshield fogging time predicting means (4) for predicting a time for fogging a windshield of a vehicle, required heat source temperature reaching time predicting means (5) for predicting a time until the sub heat source (2) has a temperature required for heating, and control means (6) activating the sub heat source (2) when the time predicted by the windshield fogging time prediction means (4) has become shorter than or equal to the time predicted by the required heat source temperature reaching time prediction means (5) for one case is predicted in which the heating mode is selected by the mode selecting means (3).

Description

The present invention relates to a vehicle heat pump air conditioning control device. More particularly, the invention relates to a vehicular heat pump air-conditioning control apparatus which is satisfactory in both heating performance and dehumidifying performance.

In recent years, vehicle air conditioners that use a heat pump system and can ensure sufficient heating performance with low energy consumption have been introduced.

After the driver operates a defrost switch to defrost the windshield, the heat pump system is switched to a cooling operation and the heating capacity is reduced.

In a case where the heat pump system maintains a heating operation and the position of a flow outlet is changed to a defrosting position, sufficient heating performance is maintained, but the moisture content cannot be reduced, i. i.e. the dehumidification capacity is reduced.

In addition, since a warm flow is blown from the defrosting position, the driver would feel burning on his or her face.

Disclosed regarding a conventional vehicular heat pump air conditioning control device JP 2011 - 5983 A an air conditioning control device in which switching to a heat pump cycle with dehumidification or a heat pump cycle without dehumidification is performed according to the surface relative humidity of the windshield.

However, recording the heat pump cycle with dehumidification is unpleasant in that respect, since the area in which heating with dehumidification is actually possible is small, because e.g. B. a heating operation with dehumidification increases a compressor load.

The DE 10 2011 084 278 A1 discloses a method for avoiding the fogging of the windows of a vehicle, in particular a motor vehicle, by activating an anti-fog operation of a ventilation and/or air conditioning system of the vehicle on the basis of measured values from a humidity sensor and an internal temperature sensor which are arranged close to one another in an interior of the vehicle, and from measured values of an outside temperature sensor for the outside temperature in the area surrounding the vehicle, a dew point temperature being determined from the measured values. An anti-condensation mode is activated here if the dew point temperature is higher than the outside temperature or if either the change over time in the measured values of the air humidity sensor or, more preferably, the change over time in the dew point temperature is greater than a preset threshold value.

From the DE 10 2004 058 742 A1 For example, a vehicle air conditioner is known in which parameters are set according to a running condition of a vehicle and a surrounding condition based on a wiper operation signal of the vehicle. The parameters are used to calculate a stability vehicle interior surface temperature of a window glass. The stability vehicle interior surface temperature and a vehicle interior surface temperature calculated in previous sampling are used to calculate a vehicle interior surface temperature in a transient state considering a response delay time of the temperature change. A control temperature at which no dew is formed on the window glass is determined according to the obtained vehicle interior surface temperature to carry out air conditioning control.

From the DE 10 2010 024 854 A1 discloses an air conditioner for a vehicle which has a controller for controlling switching between a heat pump cycle without dehumidification and a heat pump cycle with dehumidification. The control device selects the heat pump cycle without dehumidification when the relative humidity of a surface of a window pane of a vehicle is less than a predetermined threshold value. The controller selects the heat pump cycle with dehumidification when the relative humidity of the surface of the window pane is greater than the predetermined threshold.

From the JP 2010 - 106 850A there is known an air conditioner for a vehicle, wherein an engine controller stops an engine of the vehicle when prescribed stopping conditions are met, and starts the engine when a prescribed engine stop time elapses thereafter blown through an evaporator into a vehicle cabin is lower than air blown through a heater core into the vehicle cabin.

An object of the present invention is to maintain sufficient dehumidifying performance while preventing a reduction in heating performance when the driver defogges the windshield.

In order to solve the inconvenience, the present invention is directed to a vehicular heat pump air conditioning control apparatus having the features of claim 1, which is provided with a sub heat source that exchanges heat with an air to be blown into a vehicle interior.

• 1 ist ein Flussdiagramm eines Nebenwärmequellen-Aktivierungssteuerungsprozesses einer Fahrzeug-Wärmepumpen-Klimatisierungssteuerungsvorrichtung (Ausführungsbeispiel).
• 2 ist ein Systemdiagramm der Fahrzeug-Wärmepumpen-Klimatisierungssteuerungsvorrichtung (Ausführungsbeispiel).
• 3 ist ein Hauptsteuerungsflussdiagramm der Fahrzeug-Wärmepumpen-Klimatisierungssteuerungsvorrichtung (Ausführungsbeispiel).
• 4 ist ein Zeitdiagramm, das eine Veränderungsrate der Taupunkttemperatur der Fahrzeug-Wärmepumpen-Klimatisierungssteuerungsvorrichtung zeigt (Ausführungsbeispiel).
• 5 ist eine Abbildung, die eine Beziehung zwischen der erforderlichen Wärmequellentemperatur einer Nebenwärmequelle und der externen Temperatur zeigt, und die zu verwenden ist, wenn die Nebenwärmequellentemperatur niedriger oder gleich der externen Temperatur ist (Ausführungsbeispiel).
• 6 ist ein Zeitdiagramm, das zu verwenden ist, wenn die Nebenwärmequellentemperatur höher als die externe Temperatur ist (Ausführungsbeispiel).
• 7 ist ein Zeitdiagramm, das zeigt, wie eine Steuerung in der Fahrzeug-Wärmepumpen-Klimatisierungssteuerungsvorrichtung durchgeführt wird (Ausführungsbeispiel).

The invention makes it possible to prevent a decrease in heating performance when the driver causes a heating operation with dehumidification because windshield fogging occurs.

• 1 14 is a flowchart of a sub-heat source activation control process of a vehicle heat-pump air-conditioning control device (embodiment).
• 2 14 is a system diagram of the vehicular heat-pump air-conditioning control device (embodiment).
• 3 14 is a main control flowchart of the vehicular heat-pump air-conditioning control device (embodiment).
• 4 14 is a time chart showing a rate of change in the dew point temperature of the vehicle heat-pump air-conditioning control device (embodiment).
• 5 14 is a map showing a relationship between the required heat source temperature of a sub heat source and the external temperature, and to be used when the sub heat source temperature is lower than or equal to the external temperature (embodiment).
• 6 14 is a time chart to be used when the sub heat source temperature is higher than the external temperature (embodiment).
• 7 14 is a timing chart showing how control is performed in the vehicular heat-pump air-conditioning control device (embodiment).

An embodiment of the present invention will be described in detail below with reference to the drawings.

1 until 7 show the embodiment of the invention.

In 2 Reference numeral 1 denotes a vehicle heat pump air conditioning control device.

The vehicle heat pump air-conditioning control device 1 is provided with a sub heat source 2 that exchanges heat with air to be blown into the vehicle interior.

The vehicular heat-pump air-conditioning control apparatus 1 is equipped with a mode selector 3 , a windshield fogging time predictor 4 , a required heat source temperature reaching time predictor 5 , and a controller 6 .

Among the above means, the mode selector 3 selects from among modes including at least one heating mode.

The windshield fogging time predictor 4 predicts a time for fogging the windshield of the vehicle.

The required heat source temperature reaching time predictor 5 predicts a time until the sub heat source 2 has a temperature required for heating.

The controller 6 is configured to activate the sub heat source 2 when the time predicted by the windshield fogging time prediction device 4 has become shorter than or equal to the time predicted by the required heat source temperature reaching time prediction device 5, for a case where the heating mode is selected by the mode selector 3.

In particular, receives, as in 2 shown, the control device 6 receives a mode selection signal from the mode selection device 3.

The controller 6 also receives the windshield fogging prediction time calculated by the windshield fogging time prediction device 4 and the predicted time to reach the required heat source temperature calculated by the required heat source temperature reaching time prediction device 5 .

In addition, the controller 6 compares the windshield fogging prediction time and the predicted time to reach the required heat source temperature, and activates the sub heat source 2 when the windshield fogging prediction time has become shorter than or equal to the predicted time to reach the required heat source temperature.

The above operation makes it possible to prevent the heating performance from being lowered when the driver effects a heating operation with dehumidification because windshield fogging occurs.

The vehicular heat-pump air-conditioning control apparatus 1 is also equipped with an external temperature detector 7, a vehicle speed detector 8, an air-conditioning state estimator 9, a windshield temperature detector 10, a dew point temperature calculator 11, and a windshield temperature corrector 12.

Among the above devices, the external temperature detection device 7 detects an external (air) temperature with an external temperature sensor or the like.

The vehicle speed detector 8 detects a vehicle speed with a vehicle speed sensor or the like.

The air-conditioning conditions estimating means 9 estimates air-conditioning conditions including at least a flow rate of air blown into the vehicle interior.

The air conditioning states include an intake position, an intake air temperature, an exhaust position, an exhaust air temperature, an engine rotation speed or an energy consumption, etc. in addition to the air flow rate, which is an air conditioning flow rate of an air conditioner (not shown).

The above term "motor rotation speed or energy consumption" means e.g. For example, "engine rotation speed" is used for the case where a vehicle uses an auxiliary power source (e.g. heater) in driving the engine, and "energy consumption" is used for the case where a vehicle uses an auxiliary power source (e.g. PTC heater) used in driving an electric heater.

The windshield temperature detector 10 detects a surface temperature of the windshield.

The dew point temperature calculator 11 calculates a dew point temperature based on a temperature and a humidity content of air around the windshield.

The windshield temperature correcting means 12 corrects the surface temperature of the windshield detected by the windshield temperature detecting means 10 according to the external temperature detected by the external temperature detecting means 7 caused by driving vehicle speed detection device 8 and the air-conditioning conditions estimated by the air-conditioning condition estimating device 9 .

The windshield fogging time predictor 4 predicts a time for fogging the windshield based on a correction result value of the windshield temperature corrector 12 and the dew point temperature calculated by the dew point temperature calculator 11 .

That is, the windshield fogging time predicting means 4 receives a signal related to the correction result value from the windshield temperature correcting means 12 and a signal related to the dew point temperature calculated by the dew point temperature calculating means 11, and performs a windshield fogging time prediction process (see Fig 1 step 202 shown) to predict a windshield fogging time based on these input signals.

The above operation enables a windshield fogging time to be more accurately estimated according to air conditioning operating conditions.

The vehicular heat-pump air-conditioning control device 1 is further equipped with a sub-heat source temperature detector 13 for detecting a temperature of the sub-heat source 2 .

If the temperature of the sub-heat source 2 detected by the sub-heat-source-temperature detection means 13 is lower than or equal to the external temperature detected by the external-temperature detection means 7, the required-heat-source-temperature-reaching-time prediction means 5 predicts a time until the sub-heat source 2 reaches a heating required temperature based on the external temperature detected by the external temperature detector 7 and the temperature required for heating the sub heat source 2 .

If the temperature of the sub heat source 2 detected by the sub heat source temperature detector 13 is higher than the external temperature detected by the external temperature detector 7, the required heat source temperature reaching time predictor 5 predicts a time until the sub heat source 2 reaches the temperature for heating required temperature based on the temperature of the sub heat source 2 detected by the sub heat source temperature detecting means 13.

The above operation enables a time until the sub heat source 2 has the temperature required for heating to be more accurately estimated according to a temperature of the sub heat source 2 .

If the temperature of the sub heat source 2 detected by the sub heat source temperature detector 13 is higher than the external temperature detected by the external temperature detector 7 , the required heat source temperature reaching time predictor 5 performs correction according to that detected by the vehicle speed detector 8 vehicle speed and the air-conditioning conditions estimated by the air-conditioning conditions estimating means 9 .

This operation enables a time until the sub heat source 2 has the temperature required for heating to be estimated more accurately.

When the heating mode is selected by the mode selector 3, the controller 6 suspends the operation of the sub heat source 2 if the time predicted by the windshield fogging time predictor 4 is longer than the time predicted by the required heat source temperature reaching time predictor 5 plus a prescribed time.

That is, in the intermittent operation of the sub heat source 2, the controller 6 checks whether the current mode is the heating mode or not.

If the current mode is the heating mode, the controller 6 compares the time predicted by the windshield fogging time predictor 4 with the time predicted by the required heat source temperature reaching time predictor 5 plus the prescribed time which has an appropriate value.

If the comparison shows that the time predicted by the windshield fogging time prediction means 4 is longer than the time predicted by the required heat source temperature reaching time prediction means 5 plus the prescribed time, the controller 6 suspends the operation of the sub heat source 2.

The above operation allows the sub heat source 2 to be operated only in such a situation where its operation is required, whereby fuel consumption or electric power consumption can be reduced.

The heat pump system (not shown) controlled by the vehicular heat pump air conditioning control device 1 is provided with the heating mode and a cooling mode.

While the heat pump system is in the heating mode, an electric compressor is driven and speed-controlled, so that a room condenser becomes high in temperature.

As a result, the electric compressor is operated at a high rotational speed, whereby a high-temperature compressed refrigerant flows to the room condenser and heats the air passing through the room condenser.

In this case, since a flow passage to an evaporator is closed by an electromagnetic valve, a low-temperature refrigerant does not flow there, and thus the air cannot be dehumidified.

While the heat pump system is in cooling mode, the electric compressor is driven and speed controlled so that the evaporator is at a low temperature.

In this case, when the external temperature is high, the electric compressor is operated at a high rotating speed to lower the temperature of the evaporator. On the other hand, when the external temperature is low, the temperature of the evaporator can be lowered to a low target temperature even if the electric compressor is operated at a low rotating speed.

Since the electric compressor is operated at a low rotating speed, the temperature of the refrigerant does not rise to such a temperature that sufficient heating performance is obtained, and air cannot be heated by the room condenser.

Since the electromagnetic valve opens the flow passage to the evaporator, low-temperature refrigerant flows to the evaporator, and air can be dehumidified.

In the following, according to an in 3 How the vehicular heat-pump air-conditioning control device 1 functions will be described in the main control flowchart shown.

Upon start of a main control program of the vehicular heat-pump air-conditioning control device 1 (step 101), the process proceeds to a judging step 102 for judging whether or not a heating operation with dehumidification is being performed.

In the judgment step 102, the controller 6 receives an output signal supplied from the mode selector 3 and indicates one of various modes such as the heating mode and the cooling mode. The controller 6 judges whether or not the current mode is the heating mode with dehumidification.

If the judgment result in Step 102 for judging whether or not heating with dehumidification is being performed is negative, the process returns to Step 110 (described later).

If the judgment result of step 102 for judging whether or not a heating operation with dehumidification is being performed is affirmative, the process proceeds to an external temperature detection step 103 .

In the external temperature detection step 103, the control device 6 receives an external temperature detection signal from the external temperature detection device 7.

Upon executing the external temperature detection step 103 , the process proceeds to a vehicle speed detection step 104 .

In the vehicle speed detection step 104, the controller 6 receives a vehicle speed detection signal from the vehicle speed detector 8.

Upon executing the above vehicle speed detection step 104 , the process proceeds to an air-conditioning condition estimation step 105 .

In the air-conditioning-state estimating step 105, the controller 6 receives detection signals supplied from the air-conditioning-state estimating means 9 and air-conditioning states including at least a flow rate of air blown into the vehicle interior, not only an air-conditioning flow rate (i.e., air flow rate) of the air conditioner (not shown), but also e.g. B. indicate an intake position, an intake air temperature, an exhaust position, an exhaust air temperature, an engine rotation speed or an energy consumption and so on.

Upon executing the above air conditioning conditions estimation step 105 , the process proceeds to a windshield surface temperature detection step 106 .

In the windshield surface temperature detection step 106, the control device 6 receives a windshield surface temperature detection signal from the windshield temperature detection device 10.

Upon executing the above windshield surface temperature detection step 106 , the process proceeds to a dew point temperature detection step 107 .

In the dew point temperature detection step 107, the dew point temperature calculator 11 calculates a dew point temperature based on a temperature and a humidity content of air around the windshield.

Upon executing the above dew point temperature detection step 107 , the process proceeds to a sub heat source temperature detection step 108 .

In the sub-heat-source-temperature detection step 108, the sub-heat-source-temperature detection means 13 detects a temperature of the sub-heat source 2.

Upon executing the above sub heat source temperature detection step 108 , the process proceeds to a sub heat source activation control step 109 .

The sub-heat source activation control step 109 will be described with reference to a flowchart of a sub-heat source activation control process of the vehicle heat-pump air-conditioning control device 1 (see the following description made with reference to FIG 1 is made).

Upon executing the sub heat source activation control step 109 , the process returns to step 110 .

It is performed according to the flow chart (see 1 ) of the sub-heat source activation control process further describes how the vehicle heat-pump air-conditioning control device 1 functions.

Upon starting a program of the sub heat source activation control process of the vehicle heat pump air conditioning control device 1 (step 201 ), the process proceeds to a windshield fogging time prediction step 202 .

In the windshield fogging time prediction step 202, the windshield fogging time predictor 4 predicts a time for fogging of the vehicle windshield.

In particular, calculated as in 4 As shown, the windshield fogging time predictor 4 takes a rate of change (ie, linear dew point function) of the dew point temperature at point a and predicts a prediction time T1 for fogging the windshield at point b.

Upon executing the above windshield fogging time prediction step 202 , the process proceeds to a required heat source temperature reaching time prediction step 203 .

In the required heat source temperature reaching time prediction step 203, the required heat source temperature reaching time predictor 5 predicts a time until the sub heat source 2 has a temperature required for heating.

Specifically, the required heat source temperature reaching time predictor 5 judges whether the temperature of the sub heat source 2 detected by the sub heat source temperature detector 13 is lower than or equal to the external temperature detected by the external temperature detector 7 .

If the temperature of the sub heat source 2 is lower than or equal to the external temperature, the required heat source temperature reaching time predictor 5 predicts a time until the sub heat source 2 reaches the temperature required for heating based on the temperature detected by the external temperature detector 7 detected external temperature and for heating the auxiliary heat source 2 required temperature.

Upon executing the above required heat source temperature reaching time prediction step 203, the process proceeds to a judging step 204 for judging whether the windshield fogging time is shorter than or equal to the required heat source temperature reaching time, i. i.e. whether

(Time to fog the windshield) ≤ (Time to reach the required heat source temperature) is satisfied or not.

In the judgment step 204, the time for fogging the windshield predicted by the windshield fogging time predictor 4 in the above windshield fogging time predicting step 202 is compared with the time for fogging the windshield predicted by the required heat source temperature reaching time predictor 5 in the above required heat source temperature reaching time. Prediction step 203 compared predicted time to reach the required heat source temperature.

In the above operation, a time to reach the required heat source temperature is calculated by comparing the heat source temperature of the sub heat source 2 and the external temperature.

erfüllt ist, wird eine Zeit zum Erreichen der erforderlichen Wärmequellentemperatur unter Verwendung der in 5 offenbarten Abbildung berechnet.If the heat source temperature of the sub heat source 2 is lower than or equal to the external temperature, that is, if $$\begin{array}{l}\left(\text{W}\ddot{\text{a}}\text{Heat source temperature from auxiliary heat}\ddot{\text{a}}\text{heat source}2\right)\le \\ \left(\text{external temperature}\right)\end{array}$$

is met, a time to reach the required heat source temperature is calculated using the in 5 figure disclosed calculated.

If the heat source temperature of sub heat source 2 is higher than the external temperature, that is, if (heat source temperature of sub heat source 2) > (external temperature)
is satisfied, a time to reach the required heat source temperature is as shown in the time chart 6 calculated in the manner shown.

erfüllt ist oder nicht, verneint wird, kehrt der Prozess zu Schritt 208 (nachstehend beschrieben) zurück.If the judgment result of the above step 204 for judging whether $$\begin{array}{l}\left(\text{Windshield fogging time}\right)\le (\text{time to}\\ \text{Achieving the required W}\ddot{\text{a}}\text{heat source temperature})\end{array}$$

is satisfied or not is negated, the process returns to step 208 (described below).

erfüllt ist oder nicht, bejaht wird, fährt der Prozess bei einem Nebenwärmequellen-Aktivierungsschritt 205 fort.If the judgment result of the above step 204 for judging whether $$\begin{array}{l}\left(\text{Windshield fogging time}\right)\le (\text{time to}\\ \text{Achieving the required W}\ddot{\text{a}}\text{heat source temperature})\end{array}$$

is satisfied or not is affirmed, the process proceeds to a sub heat source activation step 205 .

In step 205, the controller 6 activates the auxiliary heat source 2 because the comparison between the time to fog the windshield and the predicted time to reach the required heat source temperature shows that the former is shorter than or equal to the latter.

erfüllt ist oder nicht.Upon executing the sub heat source activation step 205, the process proceeds to a judging step 206 for judging whether the windshield fogging time is longer than or equal to the time to reach the required heat source temperature plus a prescribed time, ie, whether $$\begin{array}{l}\left(\text{Windshield fogging time}\right)\ge \{(\text{time to}\\ \text{achieve the required}\\ \text{W}\ddot{\text{a}}\text{heat source temperature})+\left(\text{prescribed time}\right)\}\end{array}$$

is fulfilled or not.

In the judgment step 206, the controller 6 compares the time predicted by the windshield fogging time predictor 4 with the time predicted by the required heat source temperature reaching time predictor 5 plus the prescribed time, which has an appropriate value.

erfüllt ist oder nicht, verneint wird, kehrt der Prozess ohne Ausführen irgendwelcher weiterer Schritte zurück.If the judgment result of step 206 for judging whether the time for fogging the windshield is longer than or equal to the time for reaching the required heat source temperature plus the prescribed time, ie, whether $$\begin{array}{l}\left(\text{Windshield fogging time}\right)\ge \{(\text{time to}\\ \text{achieve the required}\\ \text{W}\ddot{\text{a}}\text{heat source temperature})+\left(\text{prescribed time}\right)\}\end{array}$$

is satisfied or not, the process returns without performing any further steps.

If the judgment result of step 206 is affirmative, the process proceeds to an auxiliary power source operation suspending step 207 .

In step 207, the controller 6 suspends the operation of the auxiliary heat source 2.

Upon executing the sub power source operation suspending step 207 , the process returns to step 208 .

In the following, descriptions of timing charts, etc. related to the vehicle heat-pump air-conditioning control device 1 are additionally made.

First is 5 a map showing a relationship between the required heat source temperature of the sub heat source 2 and the external temperature, and to be used when the sub heat source temperature is lower than or equal to the external temperature.

The illustration of 5 12 is a map prepared in advance and showing times (or timings) for reaching required heat source temperatures of the sub heat source 2 for each external temperature.

For example, if the current external (air) temperature is 0°C and the required heat source temperature is 70°C, a value “t21” will be obtained from the mapping of 5 selected and used as a time T2 to reach the required heat source temperature.

6 is a timing chart to be used when the sub heat source temperature is higher than the external temperature.

In the time chart of 6 When a transition from point c to point d has occurred, a linear function-1 for the sub heat source temperature at time d can be generated by comparison with a sub heat source temperature at the previous time c.

The point where the sub-heat source temperature linear function-1 intersects the equation of the required heat source temperature is a point of time (point e) when the sub-heat source 2 has the required heat source temperature. T3 (e-d) represents a time (or length of time) until the sub heat source 2 has the required heat source temperature.

On the other hand, the same explanation also applies after a lapse of a prescribed time. The temperature of the sub-heat source 2 reaches the required heat-source temperature at time point h, and T4(h-g) represents a time (period) until the sub-heat source 2 has the required heat-source temperature.

As in the timing diagram of 6 1, the temperature of the sub heat source 2 actually reaches the required heat source temperature at time i. A comparison between the times T5 (= id) and T6 (= ig) shows that they have the relationship T5 > T6.

However, the calculated times T3 and T4 have the relationship T3<T4, which is inconsistent with the actual relationship.

This is because the temperature of the sub heat source 2 changes at a high rate during an initial, a transient period of temperature increase, and at a low rate during an end, a stabilization period of the temperature increase.

• eine erforderliche Wärmequellentemperatur, eine externe Temperatur, eine Fahrzeuggeschwindigkeit, Klimatisierungszustände (Klimatisierungsströmungsstärke, Ansaugposition, Ansauglufttemperatur, Ausstoßposition und Ausstoßlufttemperatur), eine Motordrehgeschwindigkeit oder einen Energieverbrauch, und eine Nebenenergiequellentemperatur.

Therefore, a calculation of T3 and T4 requires corrections. Corrections are made using different types of detection values, which include:

• a required heat source temperature, an external temperature, a vehicle speed, air conditioning conditions (air conditioning flow rate, intake position, intake air temperature, exhaust position and exhaust air temperature), an engine rotation speed or power consumption, and an auxiliary power source temperature.

The term "engine rotational speed or energy consumption" means that "engine rotational speed" is used in the case where a vehicle uses an auxiliary heat source (e.g. heater) in driving the engine, and "energy consumption" is used in the case in which a vehicle uses an auxiliary heat source (eg, PTC heater) in driving an electric heater.

Besides is 7 14 is a timing chart showing how control is performed in the vehicular heat-pump air-conditioning control device 1. FIG.

As in the timing diagram of 7 As shown, the air conditioner (not shown) starts operation at time j, and thereafter the windshield starts to fog up (fogging gradually progresses).

The controller 6 predicts a time until occurrence of windshield fogging.

The windshield fogging time calculated by the controller 6 is shorter as the humidity level is higher.

The “time until the sub heat source temperature reaches the required heat source temperature” calculated by the controller 6 for calculating a time until the sub heat source 2 has the required heat source temperature is constant until the required heat source temperature changes.

At time k, the “windshield fogging time” agrees with the “time until the sub-heat source temperature reaches the required heat-source temperature”, and thus the controller 6 activates the sub-heat source 2 to activate the sub-heat source 2 (i.e., the engine is started). .

After time k, the sub heat source temperature is gradually increased, and the temperature of sub heat source 2 reaches the required heat source temperature at time 1.

On the other hand, at time 1, the windshield begins to fog up and visibility is reduced. Therefore, the user presses a defrost switch (not shown) at time m.

As a result of pressing the defrost switch, the heat pump is switched from a heating operation to a cooling operation and is not operated as a heat source.

However, since the temperature of the auxiliary heat source 2 has already reached the required heat source temperature, the heating capacity is sufficient.

That is, the heating performance is sufficient in the entire period from point j to point n, and dehumidification can be achieved in a short time.

Accordingly, the user can effect heating with dehumidification without feeling insufficient heating or burning on his or her face.

In addition, in the embodiment of the invention, the "windshield fogging time" is compared with the "time until the auxiliary heat source temperature reaches the required heat source temperature", and the auxiliary heat source 2 is activated when the "windshield fogging time" is shorter or equal the "time until the secondary heat source reaches the required heat source temperature".

With this measure, the user does not feel that the heating capacity is insufficient because the sub heat source temperature has already risen to the required heat source temperature at a time point when the operation mode of the heat spots is switched from a heating operation to a cooling operation.

The sub heat source 2 is not necessarily operated when the humidity is high, but activated only when it is to be operated. Unnecessary operation of the sub heat source 2 is thus avoided, and fuel consumption or electric power consumption can be reduced.

The “windshield fogging time” is compared with the “time until the sub heat source temperature reaches the required heat source temperature” also during the operation of the sub heat source 2. An operation of the sub heat source 2 is suspended if the "windshield fogging time" has become longer than or equal to the "time until the sub heat source temperature reaches the required heat source temperature" plus the prescribed time which is an appropriate value (i.e., if the Sub-heat source 2 has been warmed up to a certain extent and sufficient time for the windshield to mist up has been ensured).

Since an operation of the sub heat source 2 is suspended when sufficient time for the windshield fogging has been ensured, there is no time in which the sub heat source 2 is operated unnecessarily, whereby fuel consumption or electric power consumption can be reduced.

The invention is not limited to the above embodiment, and various applications and modifications are possible.

For example, a special configuration is possible in which the heat pump is automatically switched between heating and cooling.

This configuration is described in more detail below. In the embodiment of the invention, the “windshield fogging time” is compared with the “time until the sub heat source temperature reaches the required heat source temperature”, and the sub heat source is activated when the “windshield fogging time” is shorter than or equal to the “ Time until the auxiliary heat source temperature reaches the required heat source temperature”. When the defrost switch is pressed after an elapse of the “windshield fogging time”, the heat pump is switched from heating to cooling, and the position of the flow outlet is changed to the defrost position.

In contrast, in an application example of the specific configuration, the "windshield fogging time" is compared with the "time until the auxiliary heat source temperature reaches the required heat source temperature", and the auxiliary heat source is activated when the "windshield fogging time" minus of a suitable value has become shorter than or equal to the "time until the auxiliary heat source temperature reaches the required heat source temperature". After the lapse of the “windshield fogging time” minus the appropriate value, the heat pump is automatically switched from heating to cooling, and the position of the flow outlet is changed to the defrosting position.

Thereafter, when it is found that sufficient time for the windshield fogging has been ensured, the heat pump automatically returns from cooling to heating, and the position of the flow outlet returns to the foot position from the defrosting position.

Thus, the application example of the specific configuration enables control capable of preventing windshield fogging without causing insufficient heating performance to be realized.

Reference List

1

Vehicle Heat Pump Air Conditioning Control Device

2

secondary heat source

3

mode selector

4

Windshield fogging time predictor

5

Required heat source temperature reaching time predictor

6

control device

7

External temperature detection device

8th

vehicle speed detection device

9

air-conditioning state estimating means

10

windshield temperature detection device

11

Dew point temperature calculation device

12

Windscreen temperature correction device

13

Auxiliary power source temperature detecting means

Claims (5)

A vehicular heat-pump air-conditioning control device (1) provided with a sub-heat source (2) for exchanging heat with an air to be blown into a vehicle interior, comprising: A mode selection device (3) for selecting from modes including at least one heating mode, windshield fogging time predicting means (4) for predicting a time for fogging a windshield of a vehicle, a required heat source temperature reaching time predicting means (5) for predicting a time until the sub heat source (2) has a temperature required for heating, and a control device (6) which activates the auxiliary heat source (2) when the time predicted by the windshield fogging time prediction device (4) has become shorter than or equal to the time predicted by the required heat source temperature reaching time prediction device (5) for a case is predicted in which the heating mode is selected by the mode selecting means (3). Vehicle heat pump air conditioning control device (1) according to claim 1 , further comprising: an external temperature detection device (7) for detecting an external air temperature, a vehicle speed detection device (8) for detecting a vehicle speed, an air-conditioning condition estimating device (9) for estimating air-conditioning conditions with at least a flow rate of air which is blown into the vehicle interior, windshield temperature detection means (10) for detecting a surface temperature of the windshield, dew point temperature calculation means (11) which calculates a dew point temperature based on a temperature and a humidity content of air around the windshield, and a windshield temperature - correction device (12) which corrects the surface temperature of the windshield detected by the windshield temperature detection device (10) according to the external air temperature detected by the external temperature detection device (7), the vehicle speed detected by the vehicle speed detection device (8) and the the air-conditioning condition estimating means (9) corrects estimated air-conditioning conditions, wherein in the vehicular heat-pump air-conditioning control apparatus (1) further the windshield fogging time prediction means (4) predicts a windshield fogging time based on a correction result value of the windshield temperature correcting means (12) and the dew point temperature calculated by the dew point temperature calculation means (11). Vehicle heat pump air conditioning control device (1) according to claim 1 or 2 , further comprising sub-heat source temperature detecting means (13) for detecting a temperature of said sub-heat source (2), wherein in said vehicular heat-pump air-conditioning control apparatus (1) further said required-heat-source-temperature-reaching-time predicting means (5) predicts a time until said sub-heat source (2) has the temperature required for heating based on the external air temperature detected by the external temperature detecting means (7) and the temperature required for heating the sub heat source (2) if detected by the sub heat source temperature detecting means (13). temperature of the sub heat source (2) is lower than or equal to the external air temperature detected by the external temperature detection means (7), and predicts a time until the sub heat source (2) has the temperature required for heating based on the temperature determined by the sub heat source temperature - detection device (13) detected temperature of the auxiliary heat source (2) if the temperature of the auxiliary heat source (2) detected by the auxiliary heat source temperature detection device (13) is higher than the external air temperature detected by the external temperature detection device (7). Vehicle heat pump air conditioning control device (1) according to claim 3 , wherein the required heat source temperature reaching time prediction means (5) performs a correction according to the vehicle speed detected by the vehicle speed detection means (8) and the air conditioning conditions estimated by the air conditioning conditions estimation means (9) if the air conditioning conditions detected by the auxiliary heat source temperature detection means (13 ) detected temperature of the auxiliary heat source (2) is higher than the external air temperature detected by the external temperature detection device (7). Vehicle heat pump air conditioning control device (1) according to any one of Claims 1 until 4 wherein the control means (6) suspends an operation of the sub-heat source (2) when the time predicted by the windshield fogging time prediction means (4) becomes longer than the time predicted by the required heat source temperature reaching time prediction means (5) plus one prescribed time in the case where the heating mode is selected by the mode selector (3).

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