JP2005075249A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of saving power when a roof of a vehicle is opened, and preventing a window pane from fogging. <P>SOLUTION: When the operation of a refrigerant cycle is requested, and a roof is determined to be open, the rate of operation of a compressor is reduced to be lower than that when the roof is closed. In this control, when a mode with a defrost air outlet being open is selected as the air supply mode, the rate of operation of the compressor is made identical with the rate of operation when the roof is closed, or the rate of operation of the compressor is increased. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle air conditioner suitable for a vehicle such as an open car whose roof is opened and closed.

In a vehicle that can be opened and closed, such as an open car, the opening and closing of the roof has a great influence on indoor air conditioning. For this reason, conventionally, when the open / closed state of the roof is detected, and the detected open / closed state is a state in which the roof is opened, and the outside air temperature is equal to or higher than a predetermined temperature, the blowing mode is set to the vent mode. As switching and the amount of solar radiation increase, control etc. which correct required blowing air temperature to the low temperature side etc. are considered (patent document 1).
Japanese Patent No. 3203693 (see columns 0010 to 0011)

  However, in the above-described configuration, even when the roof is opened, the main purpose is to form a comfortable air-conditioning state, which is insufficient in terms of power saving and driving safety. In other words, the main factor that determines whether fuel consumption is good or bad is the moving state of the compressor, but until the roof is opened, it is possible to move the compressor in pursuit of a comfortable air conditioning state. There is a disadvantage that the control is performed and the operation rate of the compressor becomes excessive.

  In general, when the roof is open, the need for dehumidification is lower than when the roof is closed. Therefore, it is preferable to prioritize power saving over pursuing comfort. In addition, when there is a concern about fogging of the window glass due to the reduced dehumidifying capacity, it can be said that it is desirable to increase the dehumidifying capacity in preference to power saving because it is necessary to ensure the safety of traveling.

  This invention is made | formed in view of the above point, and makes it the main subject to provide the vehicle air conditioner which can implement | achieve power saving when the roof is opened. Another object is to prevent the window glass from fogging when the roof is opened.

  In order to achieve the above object, a vehicle air conditioner according to the present invention includes a cooling heat exchanger that allows air to be blown to the vehicle compartment to pass through an air conditioning duct that opens to the vehicle compartment, and a refrigerant that is discharged from a compressor. In the refrigerant circulation cycle including the cooling heat exchanger to air-condition the air blown to the passenger compartment, and means for requesting operation of the refrigerant circulation cycle, and opening and closing of the roof of the vehicle When the roof open / close state detecting means for detecting the state and operation of the refrigerant circulation cycle are requested and the roof open / close state detecting means determines that the roof is in the open state, the operating rate of the compressor is set. Control means for lowering the roof than in the closed state (Claim 1).

  Therefore, when the roof is in the open state, it is a case where the dehumidifying capacity is not required compared to when the roof is in the closed state. This makes it possible to reduce fuel consumption.

  And if the operating rate of the compressor is lowered, the dehumidifying ability by the cooling heat exchanger is reduced, so that when the air blown from the air conditioning duct directly hits the window glass, even if the roof is open, There is concern about fogging of window glass. Therefore, on the premise of the above-described configuration, there is provided a determining means for determining whether or not the blowing mode for blowing air to the passenger compartment is selected as the mode for opening the defrost outlet, and the blowing mode is determined by this determining means. When it is determined that the mode for opening the defrost outlet is selected, the compressor operation rate is matched with the operation rate when the roof is closed, or the compressor operation rate is increased. It is desirable to add them (claims 2 and 3).

  Therefore, by adding such a configuration, when the blowing mode is selected as a mode in which the defrost outlet is in the open state, the operation rate of the compressor increases. Air is blown from the defrost outlet to the window glass, and the window glass can be prevented from being fogged.

  As described above, according to the present invention, when the operation of the refrigerant cycle is requested and it is determined that the roof is in the open state, the operation rate of the compressor is lower than that in the case where the roof is in the closed state. Thus, when the roof is opened, it is possible to save power by suppressing waste or excessive work of the compressor.

  In addition, even when the roof is open, if the blowout mode is selected as a mode in which the defrost outlet is opened, the operating rate of the compressor is returned to the operating rate when the roof is closed. By performing control to increase the operating rate of the compressor, it is possible to supply sufficiently dehumidified air from the defrost outlet to the window glass, and to prevent fogging of the window glass.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best embodiment of the present invention will be described below with reference to the accompanying drawings.

  Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, the vehicle air conditioning control device includes an intake device 4 having an inside air introduction port 2 and an outside air introduction port 3 on the most upstream side of the air conditioning duct 1, and an intake door 6 driven by an actuator (INTAKE ACT) 5. The introduction ratio of inside air and outside air is adjusted by. The air conditioning duct 1 is provided with a blower 7 that is rotated by a motor 7a so as to face the introduction port, and the rotation of the blower 7 sucks air from the introduction port and pumps it to the downstream side.

  An evaporator 8 is arranged on the downstream side of the blower 7, and this evaporator 8 is piped together with a compressor 11 to which power from the engine 9 is transmitted via an electromagnetic clutch 10, a condenser (not shown), an expansion valve, and the like. A refrigerant circulation cycle is configured, and the refrigerant is supplied by operating the compressor 11, and the air passing therethrough is cooled.

  A heater core 12 using engine coolant as a heat source is disposed downstream of the evaporator 8, and an air mix door 14 driven by an actuator (MIX ACT) 13 is disposed in front of the heater core 12. The ratio of the air that has passed through the evaporator 8 to the air that passes through the heater core 12 and the air that bypasses the air is adjusted by the air mix door 14.

  The air adjusted in temperature by the evaporator 8 and the heater core 12 is provided on the most downstream side of the air conditioning duct 1, and the opening degree is adjusted by mode doors 16 a, 16 b, 16 c driven by an actuator (MODE ACT) 15. The air is blown into the passenger compartment through the blowout port (defrost blower port 17a, vent blower port 17b, foot blower port 17c).

  The actuators 5, 13, and 15 that drive the intake door 6, the air mix door 14, and the mode doors 16a to 16c, the motor 7a of the blower 7, and the electromagnetic clutch 10 of the compressor 11 are based on control signals from the control unit 20. Controlled.

  The control unit 20 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input / output port and the like, and various doors (intake door 6, air mix door 14, mode doors 16a to 16a). 16c) actuators 5, 13, 15 driving the electromagnetic clutch 10 of the compressor 11 and a drive circuit for driving and controlling the motor 7a of the blower 7, and the vehicle interior temperature (Tr) detected by the indoor temperature sensor 21 ), The outside air temperature (Ta) detected by the outside air temperature sensor 22, the amount of solar radiation (Tsun) detected by the solar radiation sensor 23, and the evaporator temperature (Te) detected by the evaporator temperature sensor are input. Control parameters for setting the target temperature (Tset) in the passenger compartment. The signal from the channel 25 and the signal from the roof open / close detection sensor 26 for detecting the open / closed state of the vehicle roof are input, and these input signals are processed according to a predetermined program given to the memory, and the position of the intake door 6, The rotational speed of the blower 7, the on / off of the compressor 11, the opening degree of the air mix door 14, the switching of the blowing mode, and the like are controlled.

  In the above example, the compressor is assumed to be a fixed displacement type. However, if the compressor is a variable displacement type, the suction pressure of the compressor is used instead of or in addition to the electromagnetic clutch described above. A control valve 11a for controlling the discharge capacity so as to be set to the target suction pressure may be provided, and the control amount of the control valve 11a may be controlled by the control unit 20.

  In FIG. 2, an example of the control operation of the compressor by the control unit 20 is shown as a flowchart, which will be described below based on this flowchart.

  The control unit 20 performs the processing of this flowchart through predetermined initial setting processing, signal input processing from the various sensors 21 to 24, 26 and the control panel 25, and the like on the control panel in steps 50 to 68. The switch processing when the various switches are operated is performed, and the operation mode of the air conditioner is determined.

  That is, in step 50, whether or not the fan switch is off, in step 52, whether or not an auto switch for setting various air conditioners to fully automatic control is turned on, and in step 54, the blowing mode is changed to the differential mode. It is determined whether it is necessary to perform forced dehumidification by setting. If it is determined that the fan switch is off, the blower is stopped. Set to off mode.

  If it is determined that the auto switch has been turned on, the process proceeds to step 58, and thereafter, the operation mode of the air conditioner is set depending on whether or not the A / C switch for operating / stopping the air conditioner has been pressed. That is, if the A / C switch is not pressed, the air conditioner is set to an auto mode in which it is controlled automatically in order to reflect the state in which the auto switch is turned on (step 64), and the A / C switch is pressed. If so, the on mode is set to control the compressor so as to obtain a predetermined evaporator temperature (step 66).

  Further, if it is determined that the differential switch has been turned on, the process proceeds to step 60, and then the operation mode of the air conditioner is set depending on whether or not the A / C switch for operating / stopping the air conditioner has been pressed. That is, if the A / C switch is not pressed, the air conditioner is set to the on mode to reflect the request for forced dehumidification (step 66), and if the A / C switch is pressed, the request for forced dehumidification is made. Therefore, the air conditioner is set to the off mode (step 68).

  On the other hand, if it is determined in step 54 that the differential switch is not turned on, it is determined whether or not the air conditioner is in the on mode. If it is the mode, in step 62, the operation mode of the air conditioner is set according to whether or not the A / C switch is pressed. That is, if the A / C switch is not pressed, the current operation mode is maintained, and if the A / C switch is pressed, the air conditioning is performed to reflect the occupant's intention to change the current operation mode. When the device is in the on mode, it is set to the off mode, and when the air conditioner is not in the on mode, it is set to the on mode.

  After the operation mode of the air conditioner is set as described above, it is determined in step 70 whether or not the air conditioner is in the on mode. In step 72, whether the air conditioner is in the auto mode or not. If it is determined that the operation mode of the air conditioner is the on mode, the process proceeds to step 74 where the compressor is on / off controlled so as to reach a predetermined evaporator temperature (Te). That is, when the evaporator temperature (Te) becomes higher than a predetermined threshold (α + δ) set in advance, the compressor is operated (step 76), and when the evaporator temperature (Te) becomes lower than a predetermined threshold (α), The compressor 11 is stopped (step 78).

  If it is determined in step 70 that the operation mode of the air conditioner is not the on mode, and if it is determined in step 72 that the operation mode of the air conditioner is not the auto mode, the air conditioner is set to the off mode. Therefore, the process proceeds to step 78 and the compressor 11 is stopped.

On the other hand, when it is determined in step 72 that the operation mode of the air conditioner is the auto mode, the process proceeds to step 80 and whether or not the roof of the vehicle is in the open state is determined from the roof open / close detection sensor 26. Judgment based on the signal.
If it is determined in step 80 that the vehicle roof is not in the open state, the control characteristic (MAP2) for performing conventional air conditioning with the roof closed is selected (step 82), and the vehicle roof is opened. When it is determined that the state is the state, the control characteristic (MAP2) or the power saving control characteristic (MAP1) for performing the power saving control is selected according to the blowing mode.

  That is, in step 84, it is determined whether or not the blowing mode is selected as a mode for opening the defrost outlet for supplying conditioned air to the window glass (diff mode, differential foot mode, etc.), and the defrost outlet is opened. If it is determined that the mode to be in the state is not selected, there is no request to prevent the window glass from being fogged. Therefore, if the control with the roof closed is maintained up to such a case, the compressor Since wasteful or excessive work occurs, a control characteristic (MAP1) for performing power saving control is selected (step 86). On the other hand, if it is determined that the mode for opening the defrost outlet is selected, there is a request to prevent fogging of the window glass. Therefore, it is necessary to perform control for preventing fogging of the window glass in preference to power saving, and a control characteristic (MAP2) in which the roof is closed is selected to avoid power saving control.

  Based on the selected control characteristic (map), in step 88, the target evaporator temperature (Teof1) is calculated according to the outside air temperature (Ta), and in step 90, the target evaporator is determined according to the target outlet temperature (Tof). The temperature (Teof2) is calculated.

  Here, the power saving control characteristic (MAP1) in which the roof is opened and the control characteristic (MAP2) in which the roof is closed are cases where the target evaporator temperature (Teof1) is calculated based on the outside air temperature (Ta). For example, the characteristic is stored as shown in step 88. That is, if the outside air temperature is equal to or higher than a certain temperature, both characteristics are the same, and the target evaporator temperature (Teof1) is lowered until reaching a predetermined lower limit, and if it is lower than a certain temperature, the target evaporator calculated by MAP1 The temperature is set higher than the target evaporator temperature calculated by MAP2 until a predetermined upper limit value is reached.

  Further, if the target evaporator temperature (Teof2) is calculated based on the target outlet temperature (Tof), it is stored as a characteristic as shown in step 90. That is, if the target blowing temperature (Tof) is below a certain temperature, both characteristics are the same, and the target evaporator temperature (Teof2) is lowered as the target blowing temperature (Tof) is lowered, and should be above a certain target blowing temperature. For example, the target evaporator temperature calculated by MAP1 is set higher than the target evaporator temperature calculated by MAP2.

  In the next step 92, the magnitudes of the target evaporator temperatures (Teof1, calculated in relation to the outside air temperature Ta1, Teof2 calculated in relation to the target outlet temperature Tof) calculated in steps 88 and 90, respectively. In steps 94 and 96, the lower target evaporator temperature is set to the stop target evaporator temperature (Teof) for stopping the compressor 11, and the compressor 11 is on / off controlled by the threshold values (Teof, Teof + δ) based on this. . That is, when the evaporator temperature detected by the evaporator temperature sensor 24 becomes equal to or lower than Teof, the compressor is stopped (step 78), and when the evaporator temperature becomes equal to or higher than Teof + δ, the compressor is operated (step 76).

  Therefore, according to the above configuration, when the roof of the vehicle is open, the threshold value for turning on / off the compressor 11 is set to the threshold value for stopping the compressor 11 at an early stage. And power saving operation is realized. Even in such a case, when the blowing mode is set to a mode in which the defrost outlet is opened, there is a request to prevent fogging of the window glass. Set to the operating state when is closed. That is, in the blowing mode in which the air is blown toward the window glass, the operating rate of the compressor 11 is increased to increase the dehumidifying capacity, thereby ensuring a safe traveling environment.

  The above control is an example of the case where the compressor 11 used in the refrigerant circulation cycle is a fixed capacity type. However, if the compressor 11 is a variable capacity type, the control shown in FIG. That's fine.

  That is, when it is determined in step 70 that the operation mode of the air conditioner is the on mode, the target evaporator temperature (Te ′) is set to a predetermined temperature (γ) (step 100). For example, PI control is performed on the control signal of the control valve 11a that controls the discharge capacity of the compressor so that the evaporator temperature (Te) detected by the evaporator temperature sensor 24 converges to the target evaporator temperature (γ).

  Thereafter, the routine proceeds to step 104, and when the detected evaporator temperature (Te) is higher than a predetermined threshold value (ω + δ), the compressor is operated (step 76), and lower than the predetermined threshold value (ω). If so, the compressor is stopped (step 78).

  Further, based on the control characteristic (map) selected in step 82 or 86, in step 104, the target evaporator temperature (Te'1) is calculated according to the outside air temperature (Ta), and in step 106, the target outlet temperature ( The target evaporator temperature (Te'2) is calculated according to Tof).

  Here, the power saving control characteristic (MAP1) in which the roof is opened and the control characteristic (MAP2) in which the roof is closed have the same tendency as the map shown in steps 88 and 90. If the target evaporator temperature (Teof1) is calculated based on the outside air temperature (Ta), it is stored as a characteristic as shown in step 104. That is, if the outside air temperature is equal to or higher than a certain temperature, the target evaporator temperature (Te′1) is lowered to a predetermined lower limit value in any case, and if it is equal to or lower than a certain temperature, the target evaporator temperature calculated by MAP1. Is made higher than the target evaporator temperature calculated by MAP2 until a predetermined upper limit is reached.

  If the target evaporator temperature (Te ′ 2) is calculated based on the target outlet temperature (Tof), it is stored as a characteristic as shown in step 106. That is, if the target blowing temperature (Tof) is lower than a certain temperature, the target evaporator temperature (Te'2) is lowered as the target blowing temperature (Tof) becomes lower in any case, and if it is above a certain target blowing temperature. The target evaporator temperature calculated by MAP1 is set higher than the target evaporator temperature calculated by MAP2.

In the next step 108, the magnitudes of the target evaporator temperatures (Te′1, Te′2) calculated in step 104 and step 106 are compared. In steps 110 and 112, the lower target evaporator temperature is determined. The target evaporator temperature (Te ′) for controlling the compressor is set, and in step 102, the compressor temperature is discharged so that the evaporator temperature (Te) detected by the evaporator temperature sensor 24 converges to the target evaporator temperature (Te ′). The control signal of the control valve 11a for controlling the capacity is subjected to PI control, for example.
Since the processing of other steps is the same as the processing shown in FIG. 2, the same steps are denoted by the same reference numerals and description thereof is omitted.

  Therefore, according to such a configuration, when the roof of the vehicle is open, the target evaporator temperature (Te ′) is set higher, so that the operation rate of the compressor 11 can be reduced and power saving can be achieved. Driving is realized. Even when the roof of the vehicle is open, if the blowing mode is set to a mode in which the defrost outlet is opened, there is a request to prevent fogging of the window glass. The driving state is set when the vehicle roof is closed. That is, in the blowing mode in which air is blown toward the window glass, the target evaporator temperature is set low to increase the operating rate of the compressor, and the dehumidifying capacity is increased to ensure a safe traveling environment.

  In the above configuration example, when the roof is open and the blowing mode is set to a mode in which the defrost outlet is opened, the operation rate of the compressor is the operation when the roof is closed. Although it is made to correspond to a rate, even if it does not correspond, if the operating rate of a compressor is increased, it will become possible to achieve the same objective.

  INDUSTRIAL APPLICABILITY The present invention can be used for realizing power saving in a moving body such as a vehicle whose roof is opened and closed by suppressing waste or excessive work of a compressor of an air conditioner.

FIG. 1 is a schematic configuration diagram showing a vehicle air conditioner according to the present invention. FIG. 2 is a flowchart showing an example of a control operation corresponding to the fixed displacement compressor by the control unit of FIG. FIG. 3 is a flowchart showing an example of a control operation corresponding to the variable displacement compressor by the control unit of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Air conditioning duct 8 Evaporator 11 Compressor 17a Defrost blower outlet 20 Control unit 26 Roof open / close detection sensor

Claims (3)

A cooling heat exchanger that allows air to be blown to the passenger compartment to pass through the air conditioning duct that opens to the passenger compartment is disposed, and the refrigerant discharged from the compressor is circulated to a refrigerant circulation cycle including the cooling heat exchanger. In a vehicle air conditioner that air-conditions the air blown to the passenger compartment,
Means for requesting operation of the refrigerant circulation cycle;
Roof open / closed state detecting means for detecting the open / closed state of the roof of the vehicle;
When the operation of the refrigerant circulation cycle is requested and the roof open / close state detecting means determines that the roof is in the open state, the operating rate of the compressor is lowered as compared with the case in which the roof is in the closed state. And a vehicle air conditioner. And determining means for determining whether or not a blowing mode for blowing air to the passenger compartment is selected as a mode for opening a defrost outlet, wherein the control means determines whether the blowing mode is a defrost outlet. 2. The vehicular use according to claim 1, wherein when it is determined that the mode is set to the open state, the operation rate of the compressor is made to coincide with the operation rate when the roof is in the closed state. Air conditioner. And determining means for determining whether or not a blowing mode for blowing air to the passenger compartment is selected as a mode for opening a defrost outlet, wherein the control means determines whether the blowing mode is a defrost outlet. 2. The vehicle air conditioner according to claim 1, wherein the operation rate of the compressor is increased when it is determined that the mode is set to the open state.

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