JP2001130247A - Air-conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve compatibility of a power saving effect and amenity due to prevention of odor generation in a compressor drive source for a vehicular engine or the like. SOLUTION: Odor generation to blowout air of an evaporator starts when adhesive odor components breaks off from a fin surface of the evaporator just before condensed water completely dries on an evaporator surface, and odor intensity gradually increases with the passage of time. Timing of the odor generation of the blowout air of the evaporator matches timing 3 of an occurrence of a temporary drop of blowout temperature of the evaporator. So, in a process where the blowout temperature of the evaporator rises to the high temperature side during stoppage of a compressor, the temporary drop of the blowout temperature of the evaporator (the temperature drop at the timing 3) occurring just before the condensed water completely dries on the evaporator surface is determined for restarting the compressor.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for intermittently controlling the operation of a compressor in accordance with the degree of cooling of an evaporator, which prevents an unpleasant odor from being generated from the evaporator when the compressor is stopped. The present invention is suitable for use in, for example, an air conditioner for a hybrid vehicle equipped with a vehicle engine and a traveling electric motor.

[0002]

2. Description of the Related Art In recent years, for the purpose of environmental protection and fuel saving,
2. Description of the Related Art Vehicles (eco-run vehicles) that automatically stop a vehicle engine when a vehicle stops at a traffic light or the like have been put to practical use. In the case of a hybrid vehicle, the power of the vehicle engine is not required when the vehicle is stopped or traveling at a low speed by an electric motor.
Under such conditions, the vehicle engine is automatically stopped.

On the other hand, since the compressor of the refrigeration cycle for an air conditioner is driven by a vehicle engine, the compressor stops when the vehicle engine stops.

[0004]

Therefore, when the power of the vehicle engine is not required when the vehicle is stopped or the like, if the stop time of the vehicle engine and the compressor is simply lengthened to give priority to the fuel saving effect, condensed water on the surface of the evaporator will be reduced. An unpleasant odor is generated in the process until it is completely dried, which causes a problem that the occupant is uncomfortable.

[0005] The applicant of the present invention has previously estimated in Japanese Patent Application No. 10-7130 the amount of condensed water retained in the evaporator from the conditions of the evaporator intake air (temperature, humidity, air volume, etc.). The compressor stoppable time is determined based on the condensed water holding amount, and when the stoppable time elapses after the compressor stops, a signal for starting the vehicle engine is generated even when the power of the vehicle engine is unnecessary, and the vehicle is started. It proposes something to restart the engine.

[0006] According to an experimental study of the prior application, since the compressor stoppage time is indirectly estimated from the evaporator suction air condition, the vehicle engine can be accurately detected immediately before the odor generation time in the evaporator. Can not be restarted. Therefore, in order to surely prevent the generation of unpleasant odor, the compressor stoppage time is set to a short time on the safe side.

As a result, the stopping time of the vehicle engine is shortened, and the fuel saving effect is impaired, and it is not sufficient in terms of achieving both the fuel saving effect (power saving effect) and the comfort by preventing the generation of odor. I understood.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to improve both the power saving effect of a compressor driving source such as a vehicle engine and the comfort by preventing odor from occurring.

[0009]

SUMMARY OF THE INVENTION The present invention has been made based on the following experimental findings to devise technical means for achieving the above object.

FIG. 11 shows an intermittent compressor (O) in which the compressor is stopped when the evaporator outlet temperature drops to 11 ° C., and the compressor is restarted when the evaporator outlet temperature rises to 23 ° C.
9 is an experimental result showing a relationship between a specific fluctuation pattern of an evaporator outlet air temperature (hereinafter, abbreviated as an evaporator outlet temperature) and an odor intensity in the evaporator outlet air when (N-OFF) control is performed.

In FIG. 11, in the period immediately after the compressor is stopped, the heat from the evaporator is rapidly increased due to the stoppage of heat absorption due to the latent heat of evaporation of the refrigerant. Then, in the subsequent period, the rise in the evaporator outlet temperature becomes gentle, and the evaporator outlet temperature gradually becomes stable at a substantially constant temperature. This is because the temperature difference between the evaporator suction air temperature and the evaporator blowout air temperature and the amount of heat absorbed (latent heat) by evaporation of condensed water on the evaporator surface are substantially balanced.

Further, in the next period after the elapse of time, the evaporator outlet temperature decreases by a predetermined amount, and in the subsequent period, the evaporator outlet temperature rises again.

The reason why the evaporator outlet temperature decreases by a predetermined amount during the above period is as follows. In other words, immediately before the condensed water on the evaporator surface is completely dried, the condensed water film becomes thinner and the thermal resistance of the condensed water decreases. This is to increase. And, the reason why the evaporator outlet temperature rises again in the subsequent period is because the condensed water on the evaporator surface is completely dried and the heat absorption by the evaporation of the condensed water is eliminated, and therefore,
The evaporator outlet temperature gradually rises to the evaporator intake air temperature during the period.

According to the experimental study of the present inventors, the generation of odor in the air blown out from the evaporator is caused during the above-mentioned period, that is, immediately before the condensed water on the surface of the evaporator is completely dried, the odor component adhering from the fin surface of the evaporator. Was found to have started, and it was found that the odor intensity gradually increased over time. Thus, it was found that the timing of the generation of the odor in the evaporator outlet air coincided with the timing of the temporary decrease in the evaporator outlet temperature.

Therefore, paying attention to the above point, according to the first aspect of the present invention, when the compressor (41) is stopped, the evaporator (45) is stopped.
In the process in which the cooling degree of the evaporator (45) rises to the high temperature side, a temporary decrease in the cooling degree of the evaporator (45) occurs immediately before the condensed water on the surface of the evaporator (45) is completely dried (temperature decrease during the above period). And restarting the compressor (41).

According to this, when the temperature drops during the period as described above, this is judged and immediately the compressor (41)
Is restarted to restart the cooling action of the evaporator (45) by the latent heat of refrigerant evaporation.

Therefore, the condensed water is generated again immediately after the start of the temperature decrease during the period, and the fin surface of the evaporator (45) can be wetted. As a result, the evaporator (4
It is possible to prevent the attached odor component from being detached from the fin surface in 5), thereby preventing the generation of odor in the air blown out from the evaporator.

In addition, since the temperature decrease during the period occurs immediately before the increase in the odor intensity, the stopped state of the compressor (41) can be maintained until immediately before the increase in the odor intensity.
Thereby, the stop time of the compressor (41) is maximized while reliably preventing the generation of odor, and power saving of the compressor drive source (1) can be effectively realized. Therefore, the power saving effect of the compressor drive source and the comfort by preventing the generation of odor can both be favorably achieved.

According to the second aspect of the present invention, the compressor (4
In the process in which the degree of cooling of the evaporator (45) rises to the high temperature side at the time of stopping 1), the temperature rise of the degree of cooling of the evaporator (45) caused by the condensed water on the surface of the evaporator (45) being completely dried is determined. The compressor (41) is restarted when the determination means (S47) determines that the temperature of the cooling degree of the evaporator (45) has risen by the determination means (S47).

Incidentally, the temperature drop state during the period occurs every time the compressor (41) is stopped under normal operating conditions. However, the condition of the air sucked by the evaporator (air volume, temperature, humidity, etc.)
Depending on the case, it may not be possible to determine the temperature reduction state during the period. For example, in an irregular case in which the blower fan airflow suddenly rises immediately before the end of the period, the temperature does not drop during the period, and the period directly shifts to the period.

According to the second aspect of the present invention, in such an irregular case, the compressor (41) can be restarted by judging the temperature rise state after the lapse of the period. Thereby, even in an irregular case, the effect of preventing odor generation can be exhibited to some extent.

According to the third aspect of the present invention, the evaporator (4
The stop time (Toff) until the compressor (41) is restarted after judging the temperature rise of the cooling degree of 5) is stored, and at the next stop of the compressor (41), the compressor (4) is stopped.
The stop time of 1) is the previously stored stop time (To
ff), a time shorter than the predetermined time by the compressor (4).
It is characterized in that 1) is restarted.

As described above, when the compressor stop time reaches a time shorter than the previously stored stop time (Toff) by a predetermined time, the compressor (41) is restarted,
Even when the above-mentioned period does not occur, the compressor (41) can be restarted at a timing corresponding to the period. Therefore, even in the case of an irregular case, it is possible to prevent the adhered odor component from being detached from the fin surface of the evaporator (45), and it is possible to reliably prevent the generation of odor in the air blown out from the evaporator.

In addition, immediately before the increase in odor intensity, the compressor (4
Since 1) can be restarted, the stop time of the compressor (41) is maximized while reliably preventing the generation of odor, and the power saving effect of the compressor drive source and the comfort by preventing the generation of odor are achieved. Good compatibility.

According to the fourth aspect of the present invention, the compressor (4
After the stop of 1), the time until a temporary decrease in the cooling degree of the evaporator (45) occurs, and the stop time (Tof).
f) The compressor (41) is restarted in the shorter time of the predetermined time (TA, TB) shorter than the predetermined time (TA, TB).

Accordingly, even if the conditions (air volume, temperature, humidity, etc.) of the evaporator suction air fluctuate variously, the compressor (4
1) can be surely restarted before the odor generation timing, and the odor generation prevention effect can be further ensured.

According to a fifth aspect of the present invention, there is provided an air conditioner for a vehicle capable of switching and introducing between inside air and outside air, wherein the predetermined time (TA, TB) in claim 3 or 4 is set in the inside air mode from the outside air mode. It is characterized by being enlarged in time.

In the inside air mode of the air conditioner for a vehicle, air conditioning is performed by recirculating air in the vehicle interior, and ventilation in the vehicle interior is not performed by introducing outside air. Therefore, the occupants feel discomfort due to the odor from the stage where the odor intensity is relatively small. Cheap. Therefore, according to the invention described in claim 5, by making the predetermined time (TA) in the inside air mode longer than the predetermined time (TB) in the outside air mode, the inside air mode is earlier than the outside air mode. The compressor (41) can be restarted. As a result, discomfort due to odor in the inside air mode can be more reliably prevented.

In the invention according to claim 6, the compressor (4
In the process in which the degree of cooling of the evaporator (45) rises to the high temperature side at the time of stopping 1), the temperature rise of the degree of cooling of the evaporator (45) caused by the condensed water on the surface of the evaporator (45) being completely dried is determined. After the determination, the compressor (41) is restarted, and the stop time Toff until the compressor (41) is restarted.
At the next stop of the compressor (41).
When the stop time of the compressor (41) reaches a time obtained by subtracting a predetermined time from the previous stop time Toff stored therein,
The compressor (41) is restarted.

According to this, for the same reason as in the third aspect, the generation of odor in the air blown out from the evaporator can be reliably prevented, and the compressor (41) can be restarted immediately before the odor intensity increases. The stop time of the compressor (41) is maximized while preventing the generation of odor, so that the power saving effect of the compressor drive source and the comfort by preventing the generation of odor can both be satisfactorily achieved.

Further, according to the invention described in claim 6, it is not necessary to detect a temperature drop state in which the amount of change in the period is small as in the invention described in claim 1, and control is facilitated.

The cooling degree detecting means (74) detects the temperature of the air blown out of the evaporator (45) as described in claim 7, or the evaporator (74) as described in claim 8. 45) The fin surface temperature may be detected.

In particular, according to the invention of claim 8, the evaporator fin surface temperature has a faster response to the temperature change accompanying the evaporation of the condensed water than the evaporator blowout temperature. Determination of the temperature fluctuation can be performed more appropriately.

According to the ninth aspect of the present invention, the engine (1) and the traveling electric motor (2) are used as the traveling drive sources of the vehicle.
A hybrid vehicle equipped with the air conditioner according to any one of claims 1 to 8, wherein a drive source of the compressor (41) is the engine (1), and an engine operation request signal is output from the air conditioning side. The hybrid that causes the engine (1) to run when the operation is performed, and stops the engine (1) when there is a stop request of the engine (1) from the vehicle side and the engine operation request signal is not output from the air conditioning side. Features a vehicle air conditioner.

According to the present invention, in such an air conditioner for a hybrid vehicle, a power saving (fuel saving) effect of the engine (1) and an effect of improving comfort by preventing generation of odor can be particularly effectively exhibited.

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

[0037]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle, FIG. 2 is a diagram showing an overall configuration of an air conditioner for a hybrid vehicle, and FIG. It is a figure showing the control system of the air conditioner.

The air conditioner of this embodiment controls each air conditioner (actuator) of the air conditioner unit 6 for air conditioning the interior of the vehicle of the hybrid vehicle 5 by an air conditioner controller (hereinafter referred to as an air conditioner ECU) 7. This is an automatic air conditioner configured to automatically control the room temperature to always maintain the set temperature.

The hybrid vehicle 5 includes a traveling engine (internal combustion engine) 1, a traveling electric motor (motor generator) 2 having both an electric motor function and a power generation function, a starting motor for starting the traveling engine 1 and an ignition. apparatus,
An engine-side device 3 including a fuel injection device and the like, and a battery (nickel-metal hydride battery) 4 for supplying electric power to the traveling electric motor 2 and the engine control device 3 are provided.

The traveling engine 1 and the traveling electric motor 2 are removably connected to the axle of the hybrid vehicle 5 so that the hybrid vehicle 5 travels with the power of the traveling engine 1. It is possible to select between a case where the vehicle runs with the power of 2 and a case where the vehicle runs with the power of both 1 and 2.

The traveling electric motor 2 is configured to be automatically controlled (for example, inverter control) by a hybrid control device (hereinafter referred to as a hybrid ECU) 8.

Further, the engine control device 3 is automatically controlled by an engine control device (hereinafter referred to as an engine ECU) 9. The engine ECU 9 controls the energization of the engine control device 3 to operate the traveling engine 1 when the hybrid vehicle 5 is traveling normally and when the battery 4 needs to be charged.

The air conditioning unit (air conditioning unit) 6
As shown in FIG. 2, an air-conditioning duct 10 that forms an air passage that guides conditioned air into the passenger compartment of the hybrid vehicle 5, a centrifugal blower 30 that generates an airflow in the air-conditioning duct 10, and air that flows through the air-conditioning duct 10. The system includes a refrigeration cycle 40 for cooling and cooling the vehicle interior, a cooling water (hot water) circuit 50 for heating air flowing through the air conditioning duct 10 and heating the interior of the vehicle interior, and the like.

The air-conditioning duct 10 is connected to the hybrid vehicle 5
It is arranged on the front side in the passenger compartment of the vehicle. The most upstream side (upwind side) of the air conditioning duct 10 is a part constituting an inside / outside air (suction port) switching box, and has an inside air suction port 11 for taking in vehicle interior air (hereinafter, referred to as inside air) and outside air (hereinafter, referred to as outside air). )
Has an outside air suction port 12 for taking in air. Further, the inside air suction port 11 and the outside air suction port 12 are opened and closed by a rotatable inside / outside air (suction port) switching door 13 which constitutes inside / outside air switching means, so that the suction mode is changed to an inside air circulation mode, an outside air introduction mode, or the like. Switch. This inside / outside air switching damper 13
Are driven by an actuator 14 (FIG. 3) such as a servomotor.

The most downstream side (downwind side) of the air conditioning duct 10 constitutes an air outlet mode switching unit, and includes a defroster (DEF) opening 18, a face (FACE) opening 19, and a foot (FOOT) opening. 20 are formed. A defroster duct 15 is connected to the DEF opening 18, and mainly blows hot air from the defroster (DEF) outlet at the most downstream end of the defroster duct 15 to the inner surface of the windshield of the hybrid vehicle 5.

A face duct 16 is connected to the FACE opening 19, and cool air is mainly blown out from a face (FACE) outlet at the most downstream end of the face duct 16 toward the head and chest of the occupant. Further, a foot duct 17 is connected to the FOOT opening 20, and warm air is mainly blown out from the foot (FOOT) outlet at the most downstream end of the foot duct 17 toward the feet of the occupant.

Inside the openings 18 to 20, two plate-shaped outlet switching dampers (outlet switching means) 21 are rotatably mounted. The two air outlet switching dampers 21 are driven by actuators 22 (FIG. 3) such as servo motors, respectively, to change the air outlet mode to a face (FACE) mode, a bilevel (B / L) mode,
The mode is switched to one of a foot (FOOT) mode, a foot differential (F / D) mode, and a defroster (DEF) mode.

The centrifugal blower 30 includes a centrifugal blower fan 3.
1 and a blower motor 32 for driving the blower fan 31 to rotate. And the blower motor 32
Based on the blower voltage applied via the blower drive circuit 33 (FIG. 3), the amount of air blow (the rotation speed of the blower fan 31)
Is controlled.

The refrigeration cycle 40 includes a compressor 41 driven by a belt by the traveling engine 1 to compress the refrigerant, a condenser 42 for cooling and condensing the compressed high-pressure refrigerant, and a liquid-liquid separator for separating the condensed refrigerant into gas and liquid. A liquid receiver (gas-liquid separator) 43 for flowing only the refrigerant downstream, an expansion valve (decompression means) 44 for decompressing and expanding the liquid refrigerant, an evaporator 45 for evaporating the decompressed and low-pressure refrigerant, and connecting these. It is composed of a refrigerant pipe and the like.

The evaporator 45 is a cooling heat exchanger for cooling and dehumidifying the air blown in the air conditioning duct 10. In addition, the compressor 41 includes the compressor 41 from the traveling engine 1.
An electromagnetic clutch 46 is connected as clutch means for interrupting transmission of rotational power to the motor. This electromagnetic clutch 4
6 is controlled by the clutch drive circuit 47. Therefore, the operation of the compressor 41 is interrupted by turning ON and OFF the energization of the electromagnetic clutch 46.

A cooling water circuit 50 is a circuit for circulating cooling water heated by a water jacket of the traveling engine 1 by a water pump (not shown).
It has a thermostat (neither is shown) and a heater core 51. The heater core 51 is a heating heat exchanger in which cooling water for cooling the traveling engine 1 flows, and the cooling water is used as a heating heat source to reheat cold air.

The heater core 51 is disposed downstream of the evaporator 45 in the air conditioning duct 10 so as to partially block the air passage. An air mix damper 52 is rotatably mounted upstream of the heater core 51 in the air. The air mix damper 52 is driven by an actuator 53 such as a servomotor to adjust the rotation position, and the amount of air (warm air) passing through the heater core 51 and the heater core 51 are bypassed by the rotation position (opening degree). It functions as an outlet temperature adjusting means for adjusting the ratio of the amount of air (cool air) to the amount of air (cool air) to adjust the outlet temperature of the air blown into the vehicle interior.

Next, the configuration of the control system of this embodiment is shown in FIG.
A description will be given based on FIG. 3 and FIG. Air conditioner ECU7
, A communication signal output from the engine ECU 9, a switch signal from each switch on a control panel P provided on the front surface of the vehicle compartment, and a sensor signal from each sensor are input.

Here, each switch on the control panel P is, as shown in FIG. 4, an air conditioner (A / C) switch 6 for instructing start and stop of the compressor 41.
0, an economy (ECO) switch 61, a suction port changeover switch 62 for switching a suction air (inside / outside air) mode, a temperature setting lever (temperature setting means) 63 for setting a temperature in a vehicle interior to a desired temperature, and an air blower. An air volume switching lever 64 for switching the air volume of the fan 31 and an air outlet switch 6 for switching the air outlet mode
5 to 69 mag.

Among them, the air conditioner switch 60 sets the degree of cooling of the evaporator 45 to a lower temperature state (ON / OFF of the compressor 41).
A switch for instructing a cool mode in which the OFF temperature is set to, for example, 4 ° C .: ON, 3 ° C .; The economy switch 61 sets the degree of cooling of the evaporator 45 to a high temperature side (ON / OFF of the compressor 41).
A switch for instructing an economy mode in which the fuel economy (fuel saving) of the engine 1 is emphasized by setting the temperature to, for example, 13 ° C .: ON, 12 ° C .; OFF) to lower the compressor operating rate.

The air volume switching lever 64 is connected to the blower motor 32.
OFF position where power supply to the blower motor 32 is stopped, AUTO position where the blower voltage of the blower motor 32 is automatically controlled, LO position where the blower voltage to the blower motor 32 is the minimum value and the air volume is the minimum, and the blower voltage to the blower motor 32 is the intermediate value. ME position for air flow and blower motor 32
It can be operated to the HI position where the blower voltage to the maximum is set to the maximum value and the maximum air volume is reached.

A face (FACE) switch 65 for fixing to the FACE mode,
A high level (B / L) switch 66 for fixing to the B / L mode, a foot (FOOT) switch 67 for fixing to the FOOT mode, and a foot differential (F / D) switch 68 for fixing to the F / D mode , And DEF
A defroster (DEF) switch 69 for fixing the mode is provided.

As shown in FIG. 3, the sensors are an inside air temperature sensor (inside air temperature detecting means) 71 for detecting the air temperature in the vehicle interior (hereinafter referred to as the inside air temperature), and the air temperature outside the vehicle interior ( An outside air temperature sensor (outside air temperature detecting means) 72 for detecting the outside air temperature, an insolation sensor (insolation detecting means 1) 73 for detecting the amount of solar radiation radiated into the vehicle cabin, and an outlet temperature of the evaporator 45 are detected. An outlet temperature sensor (cooling degree detecting means) 74, a cooling water temperature sensor (cooling water temperature detecting means) 75 for detecting a temperature (cooling water temperature) of engine cooling water flowing into the heater core 51, and a vehicle speed for detecting a vehicle speed of the hybrid vehicle 5 There is a sensor 76 and the like.

Among them, the evaporator temperature sensor 74 is specifically arranged at a position immediately after the evaporator 45, and comprises a thermistor for detecting the temperature of the blown air immediately after passing through the evaporator 45.

A microcomputer including a CPU, a ROM, and a RAM (not shown) is provided inside the air conditioner ECU 7, and sensor signals from the sensors 71 to 75 are supplied by an input circuit (not shown) in the air conditioner ECU 7. It is configured to be input to a microcomputer after A / D conversion. In addition, air conditioner ECU
When the ignition switch of the hybrid vehicle 5 is turned on (ON), the DC power supply 7 is supplied from the battery 4 to operate.

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

First, when the ignition switch is turned on (ON) and DC power is supplied to the air conditioner ECU 7, the routine of FIG. 5 is started, and various initializations and initial settings are performed in step S1. Next step S
At 2, a switch signal is read from each switch of the panel P such as the temperature setting lever 63.

In the next step S3, each of the sensors 71-76
A / D-converts and reads the sensor signal from. Subsequently, in step S4, a target outlet temperature (TAO) of the air to be blown into the vehicle compartment is calculated based on the following equation 1 stored in the ROM in advance.

[0064]

## EQU1 ## TAO = KSET × TSET-KR × TR-K
AM × TAM−KS × TS + C TSET is the set temperature set by the temperature setting lever 63, TR is the inside air temperature detected by the inside air temperature sensor 71, TAM is the outside air temperature detected by the outside air temperature sensor 72, and TS is This is the amount of solar radiation detected by the solar radiation sensor 73.
KSET, KR, KAM and KS are gains,
C is a correction constant.

In the next step S5, the target blowing temperature (T) is obtained from the characteristic diagram (map) of FIG.
AO) is determined (voltage applied to the blower motor 32: V).

In the next step S6, the suction mode corresponding to the target outlet temperature (TAO) is determined from the characteristic diagram (see map) of FIG. 7 stored in the ROM in advance. In other words, it is determined that the target outlet temperature (TAO) is changed from a low temperature to a high temperature to be an inside air circulation mode, an inside / outside air introduction (semi-inside air) mode for sucking both inside air and outside air, and an outside air introduction mode for sucking outside air.

The outlet mode is controlled by the outlet selector switches 66 to 69 on the control panel P shown in FIG.
The air outlet mode is set by manually operating either of them, but the air outlet mode may be automatically set based on the target air outlet temperature (TAO) as is well known.

In the next step S7, the air mix damper 52 is stored based on the following equation (2) stored in the ROM in advance.
Of the target opening (SW) is calculated.

[0069]

## EQU2 ## SW = {(TAO-TE) / (TW-TE)}
× 100 (%) Note that TE is the evaporator outlet temperature detected by the evaporator temperature sensor 74, and TW is the cooling water temperature detected by the cooling water temperature sensor 75.

When calculated as SW ≦ 0 (%), the air mix damper 52 is in the fully closed position (M) where all the cool air from the evaporator 45 is bypassed from the heater core 51.
AXCOOL position). Also, SW ≧ 100
(%), The air mix damper 52
Is controlled to a fully open position (MAX HOT position) in which all the cool air from the evaporator 45 is passed through the heater core 51. Further, when it is calculated as 0 (%) <SW <100 (%), the air mix damper 52 passes a part of the cool air from the evaporator 45 through the heater core 51 and bypasses the rest of the cool air from the heater core 51. Controlled by position.

Next, proceeding to step S8, the control state of the compressor 41 when the A / C switch 60 or the ECO switch 61 is ON is determined. This step S8 constitutes the compressor control means of the present invention, the details of which are shown in FIG.

Next, in step S9, the actuators 14, 22, 5 are controlled so that the control states calculated or determined in steps S4 to S8 are obtained.
3. Output a control signal to the blower drive circuit 33 and the clutch drive circuit 47. Further, in step S9, an engine operation request (E / GO) is issued to the engine ECU 9.
N) or an engine stop request (E / GOFF) signal is output (step S9). Then, step S10
The control cycle time t (for example, 0.5 seconds to
After waiting for 2.5 seconds, the process returns to the control process of step S2.

Next, the intermittent control of the compressor 41 will be described with reference to FIG. First, in step S21 in FIG.
It is determined whether or not the switch 60 is ON. If the result of the determination is YES, the process proceeds to step S22, where the compressor 41 is started based on the evaporator outlet temperature TE detected by the evaporator temperature sensor 74. (ON) and stop (OF)
F) and the engine operation request (E / GO)
N) Determine whether to output or turn off the signal.

Specifically, as shown in the characteristic diagram (map) of the step S22 stored in the ROM in advance, when the evaporator blowing temperature TE is equal to or higher than the first frosting limit temperature (for example, 4 ° C.), It outputs an electromagnetic clutch ON signal and an E / GON signal so as to start (ON) the compressor 41. Also, the second frost formation in which the evaporator blowing temperature TE is lower than the first frost formation limit temperature. When the temperature is below the limit temperature (for example, 3 ° C),
An electromagnetic clutch OFF signal is output so that the operation of the compressor 41 is stopped (OFF), and the output of the E / GON signal is turned OFF.

If the decision result in the step S21 is NO, in a step S23, the ECO switch 61 is turned off.
It is determined whether or not N is set. If the determination result is NO, an electromagnetic clutch OFF signal is output so as to turn off the compressor 41 in step S24, and E / E
Turn off the output of the GON signal.

If the result of the determination in step S23 is YES
In this case, it is determined whether the hybrid vehicle 5 is running or stopped. Specifically, step S25
It is determined whether the vehicle speed of the hybrid vehicle 5 detected by the vehicle speed sensor 76 is equal to or higher than a predetermined vehicle speed (for example, 10 km / h). If the hybrid vehicle 5 is running, the determination result is YES, and step S26 is performed.
Then, based on the evaporator blowout temperature TE, ON and OFF of the compressor 41 are determined, and whether to output or turn off the E / GON signal is determined.

Specifically, as shown in the characteristic diagram (map) of step S26 stored in the ROM in advance, when the evaporator outlet temperature TE is equal to or higher than the first startup control temperature (for example, 13 ° C.), the compression Electromagnetic clutch ON to turn on machine 41
A signal is output and an E / GON signal is output. In addition, the evaporator outlet temperature TE becomes equal to the first stop control temperature (for example, 1
When the temperature is below 2 ° C.), an electromagnetic clutch OFF signal is output so as to turn off the compressor 41, and the output of the E / GON signal is turned off.

If the hybrid vehicle 5 is stopped, the result of the determination in step S25 is NO, and the process proceeds to step S27 to determine the compressor control when the vehicle is stopped. Details of step S27 are shown in FIG. 10 described later.

Next, basic control processing of the engine ECU 9 of the present embodiment will be described with reference to FIG. The engine ECU 9 receives sensor signals as operating state detecting means for detecting the operating state of the hybrid vehicle 5 and communication signals from the air conditioner ECU 7 and the hybrid ECU 8. The sensors include an engine speed sensor, a throttle opening sensor, a battery voltmeter,
Cooling water temperature sensor and vehicle speed sensor (neither shown)
Etc. are used.

First, when the ignition switch is turned on and DC power is supplied to the engine ECU 9, the routine of FIG. 9 is started, and various initializations are performed in step S31. Next, in step S32, sensor signals from an engine speed sensor, a vehicle speed sensor, a throttle opening sensor, a battery voltmeter, a coolant temperature sensor, and the like are read. Next, communication (transmission and reception) with the hybrid ECU 8 is performed in step S33. Next, communication (transmission and reception) with the air conditioner ECU 7 is performed in step S34.

Next, in step S35, it is determined whether the traveling engine 1 is on or off based on each sensor signal.
Specifically, it is determined whether or not the vehicle speed of the hybrid vehicle 5 detected by the vehicle speed sensor is equal to or higher than a predetermined value, for example, 40 km / h, and the voltage of the battery 4 detected by the battery voltmeter is It is determined whether or not the voltage is lower than or equal to a predetermined voltage required for charging by the power generation function. judge.

If the result of the determination in step S35 is ON, a control signal is sent to the engine control device 3 including the starting motor and the ignition device so as to start (turn ON) the traveling engine 1 in step S36. Is output. Thereafter, the process returns to step S32.

Further, the result of determination in step S35 is OFF.
In step S37, the process proceeds to step S37, where an E / GON signal requesting that the driving engine 1 be started is transmitted to the air conditioner E.
It is determined whether or not it has been received from the CU 7. If the decision result in the step S37 is NO, the air conditioner ECU
7, since the E / GOFF signal has been received, the process proceeds to step S38, and a control signal is output to the engine control device 3 so as to stop (OFF) the operation of the traveling engine 1. Thereafter, the process returns to step S32.

Further, the determination result of step S37 is YES.
In the case of, the process shifts to step S36 to output a control signal to the starting device of the engine control device 3 so as to start the driving engine 1 (○ N).

Next, the control of the compressor when the vehicle stops at step S27 in FIG. 8 will be described in detail with reference to FIG. In the compressor control when the vehicle is stopped, the temperature at which the compressor 41 is turned on (the second startup temperature) is set to be lower than the first startup control temperature (for example, 13 ° C.) when the vehicle speed is equal to or higher than a predetermined speed (for example, 10 km / h). A higher temperature (for example, 23 ° C. in the example of FIG. 10) is set. This is to extend the stop time of the engine 1 and the compressor 41 while the vehicle is stopped to realize fuel saving.

In the control routine of FIG. 10, first, at step S41, it is determined whether or not the compressor 41 is in the OFF (stop) state. When the compressor 41 is in the ON (operation) state, the process proceeds to step S42, and it is determined whether or not the evaporator blowing temperature TE is equal to or lower than the stop control temperature (for example, 11 ° C.).

When the evaporator outlet temperature TE is higher than 11 ° C., the flow returns to step S9, and the ON (operating) state of the compressor 41 is continued. On the other hand, the evaporator outlet temperature TE is 11
° C or lower, the process proceeds from step S42 to step S4.
Proceeding to 3, the electromagnetic clutch OFF signal of the compressor 41 is output, and the output of the E / GON signal is turned off to turn off the compressor 41.

Then, the determination in step S41 becomes YES, and a timer is started in step S44 to start measuring the stop (OFF) time T of the compressor 41. next,
In step S45, it is determined whether or not the temperature has dropped during the period shown in FIG. This step S45
When the compressor 41 is stopped, the rate of decrease in the evaporator blowout temperature TE becomes a predetermined value or more when the compressor 41 is stopped. , It is possible to determine the temperature reduction state during the period.

More specifically, the evaporator blowing temperature TE is sampled at intervals of 0.25 seconds, and four times (1
When the average value of (seconds) is lower than the average value of one second before by a predetermined value or more, it is determined that the temperature is in the state of temperature decrease during the period.

If the determination in step S45 is YES, the process proceeds to step S46, where the electromagnetic clutch O of the compressor 41
Outputs the N signal and outputs the E / GON signal,
The compressor 41 is started (ON).

FIG. 12 shows the control for immediately starting the compressor 41 by judging the temperature drop state during the period as described above. When the temperature drop occurs during the period, the compressor 41 is restarted immediately after the temperature drop is judged. Upon activation, the cooling action of the evaporator 45 due to the latent heat of refrigerant evaporation can be resumed.

Therefore, the condensed water is generated again immediately after the start of the temperature decrease during the period, and the fin surface of the evaporator 45 can be wetted. As a result, separation of the attached odor component from the fin surface of the evaporator 45 can be prevented from occurring, whereby the generation of odor in the air blown out from the evaporator can be reliably prevented.

Further, it is advantageous not only for preventing odor generation but also for realizing fuel saving of the engine 1 while the vehicle is stopped. That is, since the temperature decrease during the period occurs immediately before the increase in the odor intensity, the engine
Further, the stopped state of the compressor 41 can be maintained. Thereby, the stop time of the engine 1 and the compressor 41 is maximized while reliably preventing odor generation,
The fuel economy of the engine 1 can be effectively realized.

The temperature drop state during the period occurs every time the compressor 41 is stopped under normal operating conditions.
Depending on the conditions of the evaporator suction air (air volume, temperature, humidity, etc.), it may not be possible to determine the temperature reduction state during the period. For example, at the time immediately before the end of the period, when the air volume of the blower fan suddenly rises from the LO level to the HI level by manual operation of the air volume switching lever 64 or automatic air volume control by an automatic air conditioner (see FIG. 6), In the irregular case where the intake air temperature suddenly rises immediately before the end of the period due to the switching of the (g) mode, for example, the period of temperature drop does not occur and the period directly shifts to the period.

In such an irregular case, since the determination in step S45 remains NO, step S4
Then, it is determined whether there is a temperature rise state in the period of FIG. More specifically, an example of the determination method in step S47 will be described. Since the period is a temperature rising state after the elapse of the stop period of the compressor 41, the compressor 4
Evaporator outlet temperature TE after the elapse of the period at the time of stop
If it is determined that the rate of increase of the
The temperature rise state during the period can be determined.

More specifically, the evaporator blowing temperature TE is sampled at intervals of 0.25 seconds, and four times (1
Second) is a predetermined value (for example, 1
C)) is judged to be a period, and the average value of four times (1 second) rises only a small value less than a predetermined value (for example, less than 1 ° C.) than the average value of one second ago. Is determined to be a period, and after the elapse of this period, the average value of the four times (1 second) of the sampling of the evaporator blowout temperature TE is again a predetermined value (for example, 1 ° C.) from the average value one second before. If the above-mentioned rapid rise occurs, it is determined that the temperature is rising during the period.

When the temperature rise state during this period is determined, the process proceeds from step S47 to step S48 to store the stop time Toff of the compressor 41. Next, step S
Proceeding to 46, the electromagnetic clutch ON signal of the compressor 41 is output and the E / GON signal is output to start (ON) the compressor 41.

As shown in FIG. 13, the compressor stop time Toff in the step S48 is from the start of the stop of the compressor 41 to the restart of the compressor 41 after the temperature rise in the period is determined in the step S47. And can be determined using the timer signal of step S44.

Incidentally, the temperature rise state during the period is shown in FIG.
As shown in (2), the odor intensity increases after the odor intensity increases to a certain degree. Therefore, if the compressor 41 is started after determining the temperature rise state during the period, the odor generation inhibiting effect is insufficient.
However, by controlling the second and subsequent activations of the compressor 41 as described below, the generation of odor can be reliably prevented.

That is, in step S46, the compressor 41
Is started, the evaporator outlet temperature TE gradually decreases, and 11
° C or lower, the process proceeds from step S42 to step S4.
Proceeding to 3, the compressor 41 stops again. Then, the process proceeds from step S41 to step S49 via steps S44, S45, and S47, and determines whether the air inlet mode of the air conditioning duct 10 is the inside air mode.

If it is the inside air mode, step S50
, A time (Toff) shorter than the compressor stop time T and the first stop time Toff of the compressor 41 by the first predetermined time TA.
f-TA). Here, the compressor stop time T is a time measured by the timer in step S44 each time the compressor 41 stops, and the first compressor stop time Toff is determined by the determination of the temperature rise state during the period. This is the stop time until the compressor 41 is restarted, and is stored in step S48. The first predetermined time TA is, for example, 6 seconds.

While T ≦ (Toff−TA), in step S51, the evaporator outlet temperature TE is increased to the second starting temperature (23).
° C) or more. If this determination is NO,
Returning to step S9, the stop of the compressor 41 is continued.
Then, T> (Toff
-TA), steps S50 to S46
To output the electromagnetic clutch ON signal of the compressor 41 and the E / GON signal to start (ON) the compressor 41.

That is, in the irregular case in which the temperature reduction state of the period cannot be determined, the second and subsequent compressor stop times T are shorter than the first compressor stop time Toff by the first predetermined time TA, and the temperature of the period Compressor 41 is provided a first predetermined time TA before the rising state occurs.
Can be restarted.

As a result, in FIG. 11, since the compressor 41 can be restarted before the odor intensity increases, odor generation can be reliably prevented even in the irregular case.

In particular, in the inside air mode, air conditioning is performed by recirculating air in the vehicle interior, and ventilation in the vehicle interior is not performed by introducing outside air, so that the occupant tends to feel discomfort due to the odor from the stage where the odor intensity is relatively low. Therefore, the first predetermined time T
A is a second predetermined time TB (for example,
By setting the time longer (for example, 3 seconds) (for example, 6 seconds), discomfort due to odor in the inside air mode can be more effectively prevented.

On the other hand, in the outside air mode, the process proceeds from step S49 to step S52, and when T> (Toff−TB), the electromagnetic clutch O of the compressor 41 is determined in step S46.
The compressor 41 is started (ON) by outputting the N signal and the E / GON signal. Thus, even in the outside air mode, the second and subsequent compressor stop times T are shorter than the first compressor stop time Toff by the second predetermined time TB, and the second predetermined time TB is shorter than the time when the temperature rise state occurs during the period. The compressor 41 can be restarted before the time TB,
Odor generation in the irregular case can be reliably prevented. If the cooling heat load is large, step S50,
Before the determination in S52 becomes YES, the evaporator outlet temperature TE may rise to the second starting temperature (23 ° C.) or more. In this case, the process proceeds from step S51 to step S53, and the electromagnetic clutch ON signal of the compressor 41 is sent. And output E /
The compressor 41 is started (ON) by outputting a GON signal.

(Second Embodiment) In the first embodiment, the evaporator blowing temperature TE is used as a physical quantity related to the evaporator cooling degree.
In the second embodiment, the evaporator fin surface temperature is detected as a physical quantity related to the evaporator cooling degree. Specifically, a fin surface temperature may be detected by closely attaching a temperature sensor to the evaporator fin surface.

FIG. 14 illustrates the intermittent control of the compressor 41 based on the evaporator fin surface temperature according to the second embodiment. The evaporator fin surface temperature is more condensed water than the evaporator blowout temperature TE. Since the response of the temperature change accompanying the evaporation is quick, it is easy to determine the temperature drop during the period.

(Other Embodiments) In the above-described embodiment, the case where the present invention is applied to the air conditioner for a hybrid vehicle has been described. It is a matter of course that the present invention can be applied to the compressor control when the vehicle is stopped in a vehicle for saving fuel (eco-run vehicle).

The present invention can also be applied to air conditioners for applications other than vehicles.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle including an air conditioner according to a first embodiment.

FIG. 2 is a schematic diagram showing the entire configuration of the air conditioner of FIG.

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

FIG. 4 is a front view showing the control panel of FIG. 3;

FIG. 5 is a flowchart showing basic control processing by the air conditioner ECU of FIG. 3;

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

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

FIG. 8 is a flowchart showing compressor control by the air conditioner ECU of FIG. 1;

FIG. 9 is a flowchart showing basic control processing by the engine ECU of FIG. 1;

FIG. 10 is a flowchart illustrating a specific example of compressor control according to the first embodiment.

FIG. 11 is an explanatory diagram showing the relationship between the behavior of the odor intensity of the evaporator blow-off air and the evaporator blow-out temperature and compressor control.

FIG. 12 is an explanatory diagram showing the relationship between the behavior of the evaporator blowout temperature and compressor control according to the first embodiment.

FIG. 13 is an explanatory diagram showing the relationship between the behavior of the evaporator blowout temperature and compressor control according to the first embodiment.

FIG. 14 is an explanatory diagram showing the relationship between the behavior of evaporator fin surface temperature and compressor control according to the second embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine (compressor drive source) 2 ... Electric motor, 41
... compressor, 45 ... evaporator, 74 ... evaporator blow-out temperature sensor (cooling degree detecting means).

Claims (9)

[Claims] 1. An evaporator (45) for cooling air blown into a room, a compressor (41) for compressing and discharging refrigerant passing through the evaporator (45), and the compressor (41). A drive source (1) for driving the evaporator (45), a cooling degree detecting means (74) for detecting a physical quantity related to a cooling degree of the evaporator (45), and the compressor according to a cooling degree of the evaporator (45). (4
Control means (S8) for intermittently controlling the operation of 1); and cooling of the evaporator (45) in the process of increasing the degree of cooling of the evaporator (45) to a higher temperature side when the compressor (41) is stopped. Determination means (S45) for determining a temporary temperature decrease in the degree of cooling; and when the determination means (S45) determines a temporary temperature decrease in the cooling degree of the evaporator (45), the compressor (4)
An air conditioner characterized by restarting 1). 2. In the process in which the degree of cooling of the evaporator (45) rises to a high temperature side when the compressor (41) is stopped, the condensed water on the surface of the evaporator (45) is completely dried. A determining means (S47) for determining a rise in the degree of cooling of the evaporator (45); and the compressor (41) when the determining means (S47) determines a rise in the degree of cooling of the evaporator (45). The air conditioner according to claim 1, wherein the air conditioner is restarted. 3. A stop time (Toff) until the compressor (41) is restarted by judging a rise in the degree of cooling of the evaporator (45) is stored, and the compressor (41) is stored. In the next stop, when the stop time of the compressor (41) reaches a time shorter than the stop time (Toff) by a predetermined time (TA, TB), the compressor (41) is restarted. The air conditioner according to claim 2. 4. A predetermined time (T) from the time until the temperature of the cooling degree of the evaporator (45) temporarily drops after the compressor (41) is stopped and the stop time (Toff).
A, TB) The air conditioner according to claim 3, wherein the compressor (41) is restarted in a shorter time among shorter times. 5. A vehicle air conditioner capable of switching and introducing between inside air and outside air, wherein the predetermined time (TA, TB) is longer in the inside air mode than in the outside air mode. The air conditioner according to claim 3. 6. An evaporator (45) for cooling air blown into a room, a compressor (41) for compressing and discharging a refrigerant passing through the evaporator (45), and the compressor (41). A driving source (1) for driving the evaporator (45), a cooling degree detecting means (74) for detecting a degree of cooling of the evaporator (45), and the compressor (4) according to the degree of cooling of the evaporator (45).
A control means (S8) for intermittently controlling the operation of the evaporator (45) in a process in which the degree of cooling of the evaporator (45) rises to a high temperature side when the compressor (41) is stopped. The compressor (41) is restarted while judging a rise in the cooling degree of the evaporator (45) caused by the condensed water on the surface being completely dried, and until the compressor (41) is restarted. When the compressor (41) is stopped next time, the stop time of the compressor (41) is shorter than the stop time (Toff) by a predetermined time (TA, TB). Air conditioner, wherein the compressor (41) is restarted when the temperature of the compressor is reached. 7. The cooling degree detecting means (74) detects the temperature of air blown out of the evaporator (45) as a physical quantity related to the cooling degree of the evaporator (45). The air conditioner according to any one of Items 1 to 6. 8. The cooling degree detecting means (74) detects a fin surface temperature of the evaporator (45) as a physical quantity related to a cooling degree of the evaporator (45). The air conditioner according to any one of Items 1 to 6. 9. A hybrid vehicle equipped with an engine (1) and a traveling electric motor (2) as a driving source for traveling of the vehicle, wherein the air conditioner according to any one of claims 1 to 8 is mounted, The drive source of the compressor (41) is the engine (1). When the engine operation request signal is output from the air conditioning side, the engine (1) is operated, and the engine (1) is stopped from the vehicle side. When there is a request and the engine operation request signal is not output from the air conditioning side, the engine (1) is stopped.