JP2005306063A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make both compatible in saving motive power of compressor driving motive power and securing cloudiness preventive performance of window glass, in an automatically controllable vehicular air conditioner having the function of automatically controlling the prevention of cloudiness of the window glass. <P>SOLUTION: This vehicular air conditioner has a control means for controlling operation of a compressor so as to control the cabin inside temperature in cooling and controlling the operation of the compressor for preventing cloudiness of the window glass when determining the cloudiness of the window glass, and a motive power saving switch 45 for inputting a manual command signal of a motive power saving importantly thinking mode to this control means. The air conditioner performs cloudiness preventive operation of the window glass by operating the compressor only when determining the cloudiness of the window glass when this motive power saving switch 45 is put in an ON state (S100 to S170). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automatic control type vehicle air conditioner that determines fogging of a window glass and automatically executes fog prevention control of the window glass.

  Conventionally, in an automatic control vehicle air conditioner, during the cooling in summer, the compressor operation of the refrigeration cycle is controlled so that the temperature of the evaporator forming the cooling heat exchanger becomes a predetermined low temperature for cooling. The compressor operation of the refrigeration cycle is controlled so that the temperature of the evaporator is in a temperature range where the dehumidifying action for preventing fogging of the window glass can be exhibited during heating in winter.

  The thing of patent document 1 is known as a typical example of such a prior art. In this prior art, the target temperature TAO of the air blown into the vehicle interior is calculated based on the air conditioning heat load condition of the vehicle, and the first target evaporator temperature for vehicle interior temperature control is calculated based on the target temperature TAO. Calculated.

  Further, the vehicle interior humidity is detected by a humidity sensor, a second target evaporator temperature for controlling the vehicle interior humidity is calculated based on a detection signal of the humidity sensor, and further, the window glass is protected based on the outside air temperature and the like. A third target evaporator temperature for fog control is calculated.

  The lowest temperature among these first to third target evaporator temperatures is finally determined as the target evaporator temperature, and the actual evaporator temperature (specifically, the evaporator blown air temperature) is determined as the target evaporation temperature. The compressor operation of the refrigeration cycle is controlled so as to reach the temperature of the refrigerator.

By controlling the evaporator temperature, not only the vehicle interior temperature control but also the vehicle interior humidity is controlled within a comfortable range, and the window glass fogging control is automatically executed to prevent the window glass from fogging. To prevent.
Japanese Patent No. 3309528

  By the way, operating the compressor of the refrigeration cycle for controlling the evaporator temperature naturally requires compressor drive power, which leads to deterioration of the fuel consumption of the vehicle engine forming the compressor drive source. Therefore, in general vehicle (automobile) users, it is judged that it is wasteful to operate the compressor of the refrigeration cycle in the seasons other than summer (autumn, winter, spring) when the necessity of cooling is high. It is often performed that the air conditioner switch (compressor operation switch) provided on the panel is turned off by manual operation to forcibly stop the compressor.

  In addition, some users are not good at directly blowing cold air, so the compressor may be forcibly stopped by turning off the air conditioner switch except when it is very hot.

  As a result, despite the fact that it has a function of automatically performing anti-fogging control of the window and the window glass, a high humidity condition in the vehicle interior is likely to occur due to the forced stop of the compressor. The vehicle user turns on the air conditioner switch after the level of fogging of the window glass has increased to a level where it can be visually recognized, but it takes time to eliminate the fog that once occurred, and the vehicle's forward visibility has deteriorated during that time. This creates a danger in driving the vehicle.

  Furthermore, when the air conditioner switch is turned on to activate the compressor of the refrigeration cycle, fogging of the window glass occurs if the user does not know that “the defrosting function of the window can be achieved by the dehumidifying action of the evaporator”. It is not possible to take appropriate measures. As a result, there is a problem that a dangerous state in which the forward visibility is deteriorated is sustained for a long time.

  In view of the above points, the present invention is an automatic control type vehicle air conditioner having a function of automatically performing antifogging control of a window glass. It aims at coexistence with.

In order to achieve the above object, in the invention according to claim 1, a cooling heat exchanger (9) for cooling the air blown into the passenger compartment,
A compressor (11) of a refrigeration cycle for creating a cooling state of the cooling heat exchanger (9);
The operation of the compressor (11) is controlled so as to control the cabin temperature during cooling, and when the fogging of the window glass is determined, the compressor (11) is controlled so as to prevent the window glass from fogging. Control means (30) for controlling the operation;
A manual operation member (45, 450) for inputting a manual command signal in a power saving priority mode to the control means (30);
When the manual command signal in the power saving emphasis mode is input, the control means (30) operates the compressor (11) only when the window glass is determined to be fogged, and the window glass is prevented from fogging. It is characterized by a vehicle air conditioner that is operated.

  According to this, when the manual command signal of the power saving emphasis mode is output by the user's manual operation, the compressor (11) is operated only when the fogging of the window glass is determined, and the window glass is anti-fogged. When the fogging of the window glass is not determined, the compressor (11) can always be maintained in a stopped state, and the driving power of the compressor (11) can be effectively reduced.

  In addition, when the fogging of the window glass is judged, the compressor (11) is operated to perform the anti-fogging operation. Therefore, it is possible to prevent the deterioration of the vehicle front visibility due to the fogging of the window glass and contribute to ensuring the safe driving of the vehicle. it can. Accordingly, it is possible to satisfactorily achieve both the power saving of the compressor driving power and the securing of the antifogging property of the window glass.

  The fogging determination of the present invention is not limited to the determination at a level where the fogging of the window glass can be actually visually recognized, but also determines the situation where fogging can occur on the window glass even at a preliminary level where the fogging cannot be visually recognized. It may be determined that there is cloudiness.

  As in the invention described in claim 2, in the vehicle air conditioner described in claim 1, specifically, the manual operation member may be configured by switch means (45) that can be operated independently.

Further, as in the invention described in claim 3, in the vehicle air conditioner described in claim 1, the compressor (11) is configured so that the temperature of the cooling heat exchanger (9) becomes a predetermined target temperature. An air conditioner switch (40) for outputting a manual operation signal for operating
A manual operation signal for setting a normal power saving mode for operating the compressor (11) so that the temperature of the cooling heat exchanger (9) is a higher target temperature that is one step higher than the predetermined target temperature. A normal power saving switch means
The manual operation member (45, 450) is configured integrally with at least the normal power saving switch means, and is configured to set the first operation position for setting the normal power saving mode and the power saving priority mode. You may comprise so that it may be operated to a 2nd operation position.

  According to this, the manual operation members (45, 450) for setting the power saving priority mode can be integrated with the normal power saving switch means, and effects such as a reduction in the space for arranging the operation members can be exhibited.

  As in the invention according to claim 4, in the vehicle air conditioner according to any one of claims 1 to 3, specifically, the temperature of the cooling heat exchanger (9) is the window glass. It is only necessary to control the operation of the compressor (11) so that the target temperature (TEO3) for anti-fogging is achieved and to perform the anti-fogging operation of the window glass.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to any one of the first to fourth aspects, the compressor (11) is maintained in a stopped state when the fogging of the window glass is determined. When necessary, air conditioning control is performed to increase the temperature of the window glass.

  By the way, when the temperature of the cooling heat exchanger (9) is lowered to a low temperature of about 0 ° C. or lower during the cold season in winter, the compressor (11) is not operated to prevent the cooling heat exchanger (9) from being frosted. . That is, it is necessary to keep the compressor (11) in a stopped state.

  Therefore, in the invention according to the fifth aspect, under such an air conditioning environment condition, by performing air conditioning control for increasing the temperature of the window glass, it is possible to prevent the condensation on the window glass, that is, the occurrence of fogging.

  The “air conditioning control for raising the temperature of the window glass” according to claim 5 may be performed specifically as in claim 6 or claim 7.

That is, as in the invention according to claim 6, in the vehicle air conditioner according to claim 5, the heating heat for heating the air blown into the passenger compartment downstream of the air flow of the cooling heat exchanger (9). Place the exchanger (15),
As the blowout mode of the air blown into the vehicle interior, at least the defroster mode, the face mode and the foot mode are configured to be switchable,
Air conditioning control for increasing the temperature of the window glass is control for switching the blowing mode to the defroster mode.

  According to this, when the fogging of the window glass is judged, the warm air heated by the heating heat exchanger (15) is blown out from the defroster outlet (19) toward the window glass to raise the temperature of the window glass. it can.

Further, as in the invention according to claim 7, in the vehicle air conditioner according to claim 5, the heat for heating that heats the air blown into the passenger compartment downstream of the air flow of the cooling heat exchanger (9). Place the exchanger (15),
The air conditioning control for increasing the temperature of the window glass is a control for increasing the temperature of the air blown into the passenger compartment heated by the heating heat exchanger (15) by a predetermined temperature before the fogging determination of the window glass.

  According to this, when the fogging of the window glass is determined, the temperature of the window glass can be increased by raising the temperature of the air blown into the vehicle interior by a predetermined temperature than before the fog determination.

  According to an eighth aspect of the present invention, in the vehicle air conditioner according to any one of the first to seventh aspects, the vehicle air conditioner includes a humidity detection means (36) for detecting a humidity in the vehicle compartment, and the humidity detection means ( The fogging of the window glass may be determined based on the detected humidity of 36).

  Further, as in the ninth aspect of the invention, in the vehicle air conditioner according to any one of the first to seventh aspects, the vehicle air conditioner further comprises a fogging detection means for directly detecting the fogging occurrence state of the window glass, You may make it perform the fogging determination of the said window glass based on the detection signal of a fogging detection means.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
FIG. 1 shows an outline of the overall configuration of the first embodiment. A vehicle air conditioner includes an indoor air conditioning unit 1 disposed inside an instrument panel (not shown) at the foremost part of a vehicle interior. . This indoor air-conditioning unit 1 has a case 2 and constitutes an air passage through which air is blown toward the vehicle interior.

An inside / outside air switching box 5 having an inside air introduction port 3 and an outside air introduction port 4 is arranged at the most upstream part of the air passage of the case 2. Inside / outside air switching box 5, an inside / outside air switching door 6 as inside / outside air switching means is rotatably arranged.

The inside / outside air switching door 6 is driven by a servo motor 7, and an inside air mode for introducing inside air (vehicle compartment air) from the inside air introduction port 3 and an outside air mode for introducing outside air (vehicle compartment outside air) from the outside air introduction port 4. And switch.

On the downstream side of the inside / outside air switching box 5, an electric blower 8 that generates an air flow toward the vehicle interior is disposed. The blower 8 is configured to drive a centrifugal blower fan 8a by a motor 8b. An evaporator 9 that cools the air flowing in the case 2 is disposed on the downstream side of the blower 8. The evaporator 9 is a cooling heat exchanger that cools the air blown from the blower 8 and is one of the elements constituting the refrigeration cycle apparatus 10.

Note that the refrigeration cycle apparatus 10 is a well-known configuration in which refrigerant is circulated from the discharge side of the compressor 11 to the evaporator 9 via a condenser 12, a liquid receiver 13, and an expansion valve 14 serving as a pressure reducing means. Is. The condenser 12 has outdoor air (cooling air) by an electric cooling fan 12a.
Is blown.

In the refrigeration cycle apparatus 10, the compressor 11 is driven by a vehicle engine (not shown) via an electromagnetic clutch 11a. Therefore, the operation of the compressor 11 can be intermittently controlled by the energization of the electromagnetic clutch 11a. Further, the evaporator 9 cools the blown air by the low-temperature and low-pressure gas-liquid two-phase refrigerant that has been decompressed by the expansion valve 14 absorbs heat from the blown air of the blower 8 and evaporates.

On the other hand, in the indoor air conditioning unit 1, a heater core 15 that heats the air flowing in the case 2 is disposed on the downstream side of the evaporator 9. The heater core 15 is a heating heat exchanger that heats the air (cold air) that has passed through the evaporator 9 using warm water (engine cooling water) of the vehicle engine as a heat source. A bypass passage 16 is formed on the side of the heater core 15.
The bypass air (cold air) of the heater core 15 flows.

Between the evaporator 9 and the heater core 15, an air mix door 17 serving as a temperature adjusting means is rotatably arranged. The air mix door 17 is driven by a servo motor 18 so that its rotational position (opening degree) can be continuously adjusted.

  The ratio of the amount of air passing through the heater core 15 (warm air amount) and the amount of air passing through the bypass passage 16 and bypassing the heater core 15 (cold air amount) is adjusted by the opening degree of the air mix door 17. The temperature of the air blown into the room is adjusted.

  At the most downstream part of the air passage of the case 2, a defroster outlet 19 for blowing conditioned air toward the front window glass W of the vehicle, a face outlet 20 for blowing conditioned air toward the face of the occupant, A total of three types of air outlets 21 are provided, which are foot outlets 21 for blowing air-conditioned air toward the feet of passengers.

A defroster door 22, a face door 23, and a foot door 24 are rotatably disposed upstream of the air outlets 19 to 21. These blowing mode doors 22 to 24 are opened and closed by a common servo motor 25 via a link mechanism (not shown).

  By opening and closing the blowout mode doors 22 to 24, a face mode in which the face blowout port 20 is opened, a bi-level mode in which both the face blowout port 20 and the foot blowout port 21 are opened simultaneously, a foot mode in which the foot blowout port 21 is opened, and a foot The blowing mode such as a foot defroster mode in which both the outlet 21 and the defroster outlet 19 are simultaneously opened and a defroster mode mode in which the defroster outlet 19 is opened is switched.

Next, the outline of the electric control unit of this embodiment will be described.
It is composed of a known microcomputer including OM and RAM and its peripheral circuits.
The air conditioning control device 30 stores a control program for air conditioning control in its ROM, and performs various calculations and processes based on the control program.

Sensor detection signals are input from the sensor groups 31 to 36 to the input side of the air conditioning control device 30, and various operation signals are input from the air conditioning panel 37 disposed near the instrument panel (not shown) in the front of the vehicle interior. Is done.

As the sensor group, specifically, an outside air sensor 3 that detects an outside air temperature (a vehicle compartment outside temperature) Tam.
1. Inside air sensor 32 for detecting inside air temperature (in-vehicle temperature) Tr, amount of solar radiation Ts incident on the inside of the vehicle
The solar radiation sensor 33 for detecting the temperature of the evaporator 9 and the evaporator 9 air blowing temperature Te
An evaporator temperature sensor 34 for detecting the temperature, a water temperature sensor 35 for detecting the temperature Tw of hot water (engine cooling water) flowing into the heater core 15, a humidity sensor 36 for detecting the relative humidity RHr in the passenger compartment, and the like are provided.

  Further, the air conditioning panel 37 is provided with switches 38 to 45 shown in FIG. 2 as various operation switches. The blowing mode switch 38 outputs signals for manually setting various blowing modes set by the blowing mode doors 22 to 24. The face mode switch 38a, the bi-level mode switch 38b, the foot mode switch 38c, and the foot defroster mode switch. 38d and a defroster mode switch 38e.

  The inside / outside air switching switch 39 outputs a signal for manually setting the inside air mode and the outside air mode by the inside / outside air switching door 6, and includes an inside air mode switch 39a and an outside air mode switch 39b.

  The air conditioner switch 40 outputs a signal for manually setting an operation command and a stop command for the compressor 11 (ON / OFF signal of the electromagnetic clutch 11a). The operation knob 40 a of the air conditioner switch 40 is provided with a display unit 40 b that displays that the compressor 11 is operating (ON state).

  The temperature setting switch 41 outputs a signal of a set temperature in the passenger compartment, and includes a switch 41a for increasing the set temperature, a switch 41b for decreasing the set temperature, and a set temperature display section 41c.

  The blower operation switch 42 outputs a signal for manually setting the air volume switching of the blower 8. The low air volume switch 42 a, the first medium air volume switch 42 b of the blower 8, the second medium having a predetermined amount larger than the first medium air volume. An air volume switch 42c and a large air volume switch 42d are provided.

  The auto switch 43 outputs a command signal for the air conditioning automatic control state. When the auto switch 43 is turned on, the electromagnetic clutch 11a is energized to activate the compressor 11 even when the air conditioner switch 40 is turned off. In addition, the operation of various air conditioners is automatically controlled. The off switch 44 outputs a stop signal for the air conditioner, and the operation of the off switch 44 causes all the various air conditioners to stop.

  The power saving switch 45 constitutes a manual operation member that outputs a manual command signal in the power saving emphasis mode, and the operation knob 45a is provided with a display portion 45b for displaying that the power saving emphasis mode is in operation. Yes.

  Here, in the power saving priority mode, the compressor 11 is not operated for temperature control and humidity control in the vehicle interior as described later, and the compressor 11 is operated only for the anti-fogging operation of the window glass. It means the mode (Super-Economy Mode). The notation “S-ECO” on the operation knob 45a is an abbreviation for this English notation.

On the output side of the air-conditioning control device 30, there are an electromagnetic clutch 11 a of the compressor 11, servomotors 7, 18, 25 serving as electric drive means for each device, a motor 8 b of the blower 8, and a condenser cooling fan 12.
The motor 12b of a is connected, and the operation of these devices is controlled by the output signal of the air conditioning control device 30.

Next, the operation of this embodiment in the above configuration will be described. First, the outline of the operation of the indoor air conditioning unit 1 will be described. By operating the blower 8, the air introduced from the inside air introduction port 3 or the outside air introduction port 4 is blown through the case 2 toward the vehicle interior. . Also, the refrigerant is circulated in the refrigeration cycle apparatus 10 by energizing the electromagnetic clutch 11a to bring the electromagnetic clutch 11a into a connected state and driving the compressor 11 with a vehicle engine.

The blown air from the blower 8 first passes through the evaporator 9 to be cooled and dehumidified, and this cold air then flows through the heater core 15 and the bypass passage 16 according to the rotational position (opening) of the air mix door 17. It is divided into the flow that passes. The flow passing through the heater core 15 is heated to become hot air, and the flow passing through the bypass passage 16 remains cold air.

Therefore, the ratio of the amount of air passing through the heater core 15 (warm air amount) and the amount of air passing through the bypass passage 16 (cold air amount) is adjusted by the opening degree of the air mix door 17, and thereby the air blown into the vehicle interior The temperature can be adjusted.

  The temperature-conditioned air is supplied from any one or more of the defroster air outlet 19, the face air outlet 20, and the foot air outlet 21 located at the most downstream portion of the air passage of the case 2. It blows out into the passenger compartment and performs air conditioning in the passenger compartment and fogging prevention of the front window glass W of the vehicle.

  Next, automatic air conditioning control executed by the control device 30 in the present embodiment will be described. Since the main routine of the air conditioning automatic control according to the present embodiment may be the same as that of the above-described Patent Document 1 (Japanese Patent No. 3309528), description thereof is omitted.

  FIG. 3 shows a subroutine for compressor control in the air conditioning automatic control according to this embodiment, which is executed by turning on the auto switch 43 of the air conditioning panel 37. First, in step S10, the first target evaporator temperature TEO1 for controlling the cabin temperature is calculated based on the target blowing temperature TAO of the cabin blowing air as shown in FIG.

  Here, the target blowout temperature TAO is a vehicle interior blowout air temperature required to maintain the vehicle interior temperature at the set temperature Tset set by the user by the temperature setting switch 41 of the air conditioning panel 37 regardless of the air conditioning thermal load fluctuation. is there. This TAO is calculated by the following formula (1) based on the set temperature Tset, the outside air temperature Tam, the inside air temperature Tr, and the solar radiation amount Ts.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (1)
Where Kset, Kr, Kam, Ks: Control gain
C: Correction constant As shown in FIG. 4, the first target evaporator temperature TEO1 is a predetermined temperature (for example, about 2 ° C.) lower than TAO, and is determined to decrease as TAO decreases. . In the example of FIG. 4, the lower limit value of the first target evaporator temperature TEO1 is set to 3 ° C. to prevent the evaporator 9 from being frosted, and the upper limit value of the first target evaporator temperature TEO1 is set to generate malodor in the evaporator 9. It is set to 11 ° C. for prevention.

In the next step S20, the second target evaporator temperature TEO2 for controlling the humidity in the passenger compartment is calculated based on the humidity in the passenger compartment (humidity detected by the humidity sensor 36) RHr as shown in FIG. Specifically, in the example of FIG. 5, when the vehicle interior humidity RHr exceeds the upper limit value (for example, 60%) of the comfortable humidity range, the second target evaporator temperature TEO2 is switched to a lower predetermined target temperature T _L. When the vehicle interior humidity RHr falls below the lower limit value (for example, 50%) of the comfortable humidity range, the second target evaporator temperature TEO2 is switched to a higher predetermined target temperature T _H (= T _L + α). Yes.

  In the next step S30, a third target evaporator temperature TEO3 for window glass anti-fogging control is calculated. The third target evaporator temperature TEO3 is determined by determining whether or not the vehicle window glass is fogged based on the fogging limit vehicle interior humidity shown in FIG. That is, the fogging of the vehicle window glass is generated when the passenger compartment air contacts the inner surface of the window glass and is cooled, and the glass contact air reaches a relative humidity of 100% (dew point).

  Here, since the window glass temperature can be estimated from the outside air temperature or the like, the vehicle window glass is fogged based on the outside air temperature Tam detected by the outside air temperature sensor 31, the vehicle interior temperature Tr detected by the inside air temperature sensor 32, or the like. It is possible to calculate the humidity inside the vehicle when this occurs. In the present specification, the humidity in the passenger compartment when the fogging occurs is referred to as the fogging limit passenger compartment humidity.

  In addition, when the rain falls, the window glass temperature will be lower than when the weather is not raining due to the water droplets adhering to the window glass. It is preferable that the fogging limit vehicle interior humidity is corrected to be lower as shown by the broken line in FIG.

  Then, when the vehicle interior humidity RHr detected by the humidity sensor 36 is equal to or higher than the cloudiness limit vehicle interior humidity obtained by FIG. 6, it is determined that the vehicle window glass is fogged. When the fogging of the window glass is determined, the third target evaporator temperature TEO3 is set to the lowest temperature of 3 ° C. in order to exhibit the maximum dehumidifying ability.

  On the other hand, when the vehicle interior humidity RHr detected by the humidity sensor 36 is less than the mist limit vehicle interior humidity obtained by FIG. 6, it is determined that the vehicle window glass is not fogged, and at this time, for defogging control. Therefore, the third target evaporator temperature TEO3 is set to a high temperature range in which the compressor 11 is always stopped.

  In the next step S40, the lowest value among the first target evaporator temperature TEO1, the second target evaporator temperature TEO2, and the third target evaporator temperature TEO3 is determined as the target evaporator temperature TEO.

  In the next step S50, the target evaporator temperature TEO is compared with the actual evaporator outlet temperature Te detected by the temperature sensor 34 to determine whether the compressor 11 is ON or OFF. Specifically, when the actual evaporator outlet temperature Te falls below the target evaporator temperature TEO, the compressor 11 is determined to be OFF, and the process proceeds to step S60 where the energization of the electromagnetic clutch 11a is interrupted and the compressor 11 is turned off. Stop.

  On the other hand, when the actual evaporator outlet temperature Te rises above the target evaporator temperature TEO + β, the compressor 11 is determined to be ON, and the process proceeds to step S70 where the electromagnetic clutch 11a is energized to operate the compressor 11. Β is a hysteresis width for preventing the hunting of the intermittent operation of the compressor 11 and is usually a temperature width of about 1 ° C.

  The evaporator outlet temperature Te is controlled to the target evaporator temperature TEO by the intermittent control of the compressor 11 in steps S50 to S70 described above. Then, by determining the lowest value among the first target evaporator temperature TEO1, the second target evaporator temperature TEO2 and the third target evaporator temperature TEO3 as the target evaporator temperature TEO, the vehicle interior temperature control, the vehicle interior humidity All evaporator temperature control for control and window glass anti-fog control can be satisfied.

  Incidentally, since the compressor control according to FIG. 3 described above is an automatic control executed by turning on the auto switch 43 of the air conditioning panel 37, the compressor drive power is naturally obtained in order to obtain the evaporator temperature for each control purpose. This is a cause of deterioration of fuel consumption of the vehicle engine. However, simply turning off the air conditioner switch 40 to forcibly stop the operation of the compressor 11 stops the dehumidifying action of the evaporator 9 even during the window glass anti-fogging control. The fogging of the window glass W will occur.

  Therefore, in the present embodiment, a special operation mode called a power saving emphasis mode can be manually set with the aim of achieving both the anti-fogging property for preventing fogging of the window glass W and the power saving effect. ing.

  FIG. 7 is a flowchart showing the air conditioning control including this power saving priority mode, and the control routine of FIG. 7 is executed by starting the vehicle engine (for example, turning on the engine ignition switch). First, in step S100, it is determined whether the power saving switch 45 is on.

  When the power saving switch 45 is in the off state, it is determined in step S110 whether the auto switch 43 is in the on state. When the auto switch 43 is on, normal control is performed in step S120. This normal control refers to automatic control of the operation of the compressor 11 executed by the control routine of FIG. When the auto switch 43 is off, the process returns to step S100, and the compressor 11 does not operate.

  On the other hand, when the power saving switch 45 is in the ON state, the process proceeds to step S130, where the vehicle interior humidity RHr detected by the humidity sensor 36 is read, and in the next step S140, based on the vehicle interior humidity RHr, the window glass W Perform cloudiness judgment.

  Specifically, the vehicle interior humidity RHr is compared with the cloudiness limit vehicle interior humidity shown in FIG. 6 described above, and when the vehicle interior humidity RHr is less than the cloudiness limit vehicle interior humidity, it is determined that there is no fog. At this time, the energization of the electromagnetic clutch 11a is interrupted in step S150 to stop the operation of the compressor 11, and the process returns to step S100.

  On the other hand, when the vehicle interior humidity RHr is equal to or higher than the cloudiness limit vehicle interior humidity in step S140, it is determined that there is cloudiness, and in the next step S160, the above-described third target evaporator temperature TEO3 is set as the target evaporator temperature. Determine as TEO. Specifically, the target evaporator temperature TEO is determined to be 3 ° C. which is the lowest temperature.

  In the next step S170, the operation of the compressor 11 is intermittently controlled so that the actual evaporator blown air temperature Te becomes the target evaporator temperature TEO (= 3 ° C.). Specifically, the control in step S170 may be the same as the compressor intermittent control in steps S50 to S70 in FIG.

  Thereby, even when the power saving switch 45 is turned on by the user, the operation of the compressor 11 is controlled so that the evaporator blown air temperature Te becomes the third target evaporator temperature TEO3 for anti-fogging control. And anti-fogging operation can be performed. Therefore, it is possible to prevent the window glass W from being fogged and contribute to ensuring safe driving of the vehicle.

  In addition, the fogging of the window glass is determined, and only when it is determined that the window glass is fogged, the fog prevention operation is performed by the operation of the compressor 11. When the window glass is not fogged, the compressor 11 is turned on in step S150. Since it always stops, the stop period of the compressor 11 becomes very long, and the power saving effect of the compressor drive power can be remarkably improved.

  In addition, when the power saving switch 45 is turned on and the power saving priority mode is set, the compressor 11 is always stopped when the fogging of the window glass is not determined. The compressor 11 does not operate. In addition, even if the vehicle interior humidity RHr increases, the compressor 11 does not operate unless cloudiness is determined.

  Therefore, when the power saving priority mode is continued, the vehicle interior temperature Tr and the vehicle interior humidity RHr increase, and the user may feel uncomfortable. In this case, the power saving switch 45 may be turned off to stop the setting of the power saving priority mode. Specifically, the power saving switch 45 is turned off, the auto switch 43 is turned on, and the compressor operation is normally controlled in step S120, so that the vehicle interior temperature Tr or the vehicle interior humidity RHr is controlled within a comfortable range. it can.

  If the user feels uncomfortable by continuing the power saving priority mode, the compressor 11 may be operated by turning on the air conditioner switch 40 without turning on the auto switch 43.

(Second Embodiment)
In the first embodiment, a humidity sensor 36 that detects the humidity in the vehicle interior is provided, and for the three control purposes of vehicle interior temperature control during cooling, vehicle interior humidity (dehumidification) control, and window glass antifogging control. Although the operation of the compressor 11 is controlled, in the third embodiment, the humidity sensor 36 is abolished, and instead, a fogging detection means for directly detecting the fogging of the window glass is provided, and the vehicle interior temperature during cooling is provided. The operation of the compressor 11 is controlled for two control purposes, namely, window glass anti-fogging control.

  Here, as a fogging detection means that directly detects fogging of the window glass, specifically, a dew condensation sensor that detects the condensation on the window glass surface due to a decrease in the electrical resistance value between the electrodes due to condensation on the window glass surface is used. it can. An optical fog sensor may be used as the fog detection means. This optical fogging sensor is configured to reflect the light of the light emitting element on the surface of the window glass and receive it on the light receiving element, and when the condensation occurs on the surface of the window glass, the degree of light reflection changes to change the window. It detects the condensation on the glass surface.

  FIG. 8 shows the control of the second embodiment corresponding to FIG. 7, and the same parts as those in FIG. If it is determined in step S100 that the power saving switch 45 is on, the detection signal of the fog detection means is read in the next step S135.

  Then, in the next step S140, when the fogging of the window glass is determined based on this detection signal and it is determined that the window glass is fogged, the third target evaporator temperature TEO3 is set to the target evaporation as in the first embodiment. The evaporator temperature is determined as the TEO temperature (step S160), and the operation of the compressor 11 is intermittently controlled so that the actual evaporator blown air temperature Te becomes the target evaporator temperature TEO (= 3 ° C.) (step S170).

  Thus, also in the second embodiment, when the power saving switch 45 is turned on and the power saving priority mode is set, the compressor 11 is operated only when fogging is determined, and the window glass is prevented from being fogged and saved. Both power effects can be achieved.

  In the first and second embodiments described above, the cloudiness determination in step S140 is not limited to a determination at a level at which fogging of the window glass can be actually visually recognized, but at a preliminary level at which fogging is not visually recognized. It may be determined that the glass is fogged by determining a situation in which the glass may be fogged. From the viewpoint of reliably preventing fogging of the window glass, the latter determination method is preferably employed.

  Then, an optimal third target evaporator temperature TEO3 may be set in accordance with the cloudiness determination level.

(Third embodiment)
In the first embodiment, as shown in FIG. 2, the power saving switch 45 is configured as an independent operation member that is manually operated by itself in the air conditioning panel 37, but in the third embodiment, the power saving switch 45 is configured. Are integrated with other operating members.

  FIG. 9 illustrates an air conditioning panel 37 according to the third embodiment. The power saving switch 45 of the third embodiment has an operation knob 45a configured to be pushed in two stages, and this operation knob 45a. Are provided with a display unit 45b in a power saving priority mode (S-ECO mode) and a display unit 45c in a normal power saving mode (N-ECO mode).

  Here, the power saving emphasis mode (S-ECO mode) is the same as in the first and second embodiments, whereas the normal power saving mode (N-ECO mode) is based on the ON operation of the air conditioner switch 40. By raising the target evaporator temperature TEO as compared with the compressor operation mode, the compressor operation rate is lowered and the power saving effect of the compressor drive power is exhibited.

  Specifically, in the compressor operation mode based on the ON operation of the air conditioner switch 40, the target evaporator temperature TEO is set to the lowest temperature (for example, 3 ° C.), whereas the normal power saving mode (N-ECO mode) Then, the target evaporator temperature TEO is set to a high temperature side temperature (for example, around 10 ° C.) to lower the compressor operating rate.

  According to the third embodiment, when the operation knob 45a of the power saving switch 45 is pushed into the first pushing position, the first switch mechanism (not shown) of the power saving switch 45 is turned on and the normal power saving is performed from the power saving switch 45. A manual operation signal of the mode (N-ECO mode) is input to the control device 30.

  Thereby, the control device 30 sets the target evaporator temperature TEO to a temperature on the high temperature side (for example, around 10 ° C.) and intermittently controls the operation of the compressor 11. Therefore, in the normal power saving mode, the compressor operating rate can be reduced as compared with the compressor operation mode based on the ON operation of the air conditioner switch 40. At this time, the display unit 45c is caused to emit light by the control output of the control device 30, and the execution of the normal power saving mode (N-ECO mode) is displayed.

  When the operation knob 45a of the power saving switch 45 is pushed to the second pushing position where the pushing amount is one step larger than the first pushing position, the second switch mechanism (not shown) of the power saving switch 45 is turned on to save power. A manual operation signal in the power saving priority mode (S-ECO mode) is input from the switch 45 to the control device 30.

  As a result, as described above, the control device 30 can perform the anti-fogging control for operating the compressor 11 only when the fogging of the window glass is determined, and can further reduce the compressor operating rate. At this time, the display unit 45b is caused to emit light by the control output of the control device 30, and the execution of the power saving priority mode (S-ECO mode) is displayed.

(Fourth embodiment)
In the third embodiment, an operation member that generates a manual operation signal in the power saving priority mode (S-ECO mode) and a manual operation signal in the normal power saving mode (N-ECO mode) are generated in one power saving switch 45. In the fourth embodiment, manual operation signals for the power saving priority mode (S-ECO mode) and the normal power saving mode (N-ECO mode) are generated in one switch mechanism. In addition to the function, the function of the air conditioner switch 40 is also integrated.

  FIG. 10 shows a switch mechanism 450 according to the fourth embodiment. The air conditioning panel 37 is provided with a groove portion 451 extending in the lateral direction, and a shaft portion (not shown) of the operation knob 452 is slidably fitted into the groove portion 451. Match.

  The operation knob 452 is moved to a first operation position (broken line position) A having A / C character display, a second operation position (broken line position) B having N-ECO character display, and a character S-ECO. The third operation position (solid line position) C having a display can be operated at three positions.

  When the operation knob 452 is operated to the first operation position A, a switch mechanism (not shown) corresponding to the air conditioner switch 40 of the first to third embodiments is turned on, and the function of the air conditioner switch 40 is achieved.

  When the operation knob 452 is operated to the second operation position B, another switch mechanism (not shown, corresponding to the first switch mechanism of the third embodiment) is turned on, and the normal power saving mode (N-ECO mode) is turned on. ) Manual operation signal is input to the control device 30.

  Further, when the operation knob 452 is operated to the third operation position C, another switch mechanism (not shown, corresponding to the second switch mechanism of the third embodiment) is turned on, and the power saving priority mode (S-ECO) Mode) manual operation signal is input to the controller 30.

  As described above, according to the fourth embodiment, the function of the air conditioner switch 40, the switch function for manual setting of the normal power saving mode, and the switch for manual setting of the power saving priority mode are performed by one switch mechanism 450. Can be combined with function.

(Other embodiments)
(1) In the above-described embodiment, the case where the compressor 11 of the refrigeration cycle is operated to perform the anti-fogging operation of the window glass by the dehumidifying action of the evaporator 9 has been described. When the air temperature decreases, the blown air temperature Te of the evaporator 9 becomes equal to or lower than the minimum target temperature (for example, 3 ° C.) set for preventing the evaporator frost, and the compressor 11 cannot be operated.

  In such a case, it is only necessary to perform an anti-fogging operation of the window glass by performing air conditioning control that raises the temperature of the window glass instead of exhibiting the dehumidifying action of the evaporator 9 by the operation of the compressor 11. .

  Specifically, when it is necessary to maintain the compressor 11 in a stopped state when it is determined that the window glass is fogged, the heater core 15 can be controlled by switching the blowout mode of the vehicle compartment blown air to the defroster mode. The heated hot air is blown out from the defroster outlet 19 toward the inner surface of the window glass W, so that the temperature of the window glass W can be raised. Thereby, it can prevent that vehicle interior air is cooled by the inner surface of the window glass W, and it forms dew condensation (generation of cloudiness).

  Further, as another specific example of the air conditioning control for raising the temperature of the window glass, when it is determined that the window glass is cloudy, the opening degree of the air mix door 17 that forms the temperature adjusting means of the air blown into the passenger compartment is increased to The air volume ratio of the wind may be increased so that the temperature of the air blown into the passenger compartment is increased by a predetermined temperature as compared to before the fogging of the window glass.

  In addition, when performing the air-conditioning control which raises the temperature of a window glass, you may perform combining the control which switches to defroster mode, and the control which raises the temperature of vehicle interior blowing air. Further, when air conditioning control for increasing the temperature of the window glass is performed, the electric heater provided in the air passage in the case 2 or the electric heater disposed in the window glass W is energized so that these electric heaters generate heat. It may be.

  (2) In the above-described embodiment, as the compressor 11 of the refrigeration cycle apparatus 10, a fixed capacity compressor that always operates with a constant discharge capacity is used, and the operation of the fixed capacity compressor 11 is controlled intermittently. Although an example has been described in which the operation rate of the compressor 11 (and hence the refrigerant discharge capacity) is controlled, and thereby the actual blown air temperature Te of the evaporator 9 is controlled to the target evaporator temperature TEO, the present invention is described above. It is not limited to the compressor control system.

  For example, a variable capacity compressor capable of adjusting the discharge capacity may be used as the compressor 11. When this variable capacity compressor is used, instead of the compressor intermittent control in steps S50 to S70 of FIG. 3 and step S170 of FIGS. 7 and 8, the actual blown air temperature Te of the evaporator 9 is changed to the target evaporator blowout. The discharge capacity may be continuously variably controlled so that the temperature becomes TEO.

  Moreover, you may use the electric compressor which can adjust rotation speed as the compressor 11. FIG. In this case, instead of the compressor intermittent control in steps S50 to S70 in FIG. 3 and step S170 in FIGS. 7 and 8, the actual blown air temperature Te of the evaporator 9 is compressed so as to become the target evaporator blowout temperature TEO. The machine speed may be controlled continuously.

1 is an overall system configuration diagram showing a first embodiment of the present invention. It is a front view of the air-conditioning panel by a 1st embodiment. It is a flowchart which shows the compressor control (normal control) by 1st Embodiment. It is explanatory drawing of the calculation method of the 1st target evaporator temperature by 1st Embodiment. It is explanatory drawing of the calculation method of the 2nd target evaporator temperature by 1st Embodiment. It is explanatory drawing of the cloudiness limit humidity used for the 3rd target evaporator temperature calculation by 1st Embodiment. 3 is a flowchart of compressor control including a power saving priority mode according to the first embodiment. It is a flowchart of the compressor control including the power saving emphasis mode by 2nd Embodiment. It is a front view of the air-conditioning panel by 3rd Embodiment. It is a partial front view of the air-conditioning panel by 4th Embodiment.

Explanation of symbols

9 ... Evaporator (cooling heat exchanger), 11 ... Compressor, 30 ... Air conditioning control device (control means),
45 ... Power saving switch, 450 ... Switch mechanism (power saving switch).

Claims (9)

A cooling heat exchanger (9) for cooling the air blown into the passenger compartment;
A compressor (11) of a refrigeration cycle for creating a cooling state of the cooling heat exchanger (9);
The operation of the compressor (11) is controlled so as to control the cabin temperature during cooling, and when the fogging of the window glass is determined, the compressor (11) is controlled so as to prevent the window glass from fogging. Control means (30) for controlling the operation;
A manual operation member (45, 450) for inputting a manual command signal in a power saving priority mode to the control means (30);
When the manual command signal in the power saving emphasis mode is input, the control means (30) operates the compressor (11) only when the window glass is determined to be fogged, and the window glass is prevented from fogging. An air conditioner for a vehicle that performs driving. 2. The vehicle air conditioner according to claim 1, wherein the manual operation member is constituted by switch means (45) that can be operated independently. An air conditioner switch (40) for outputting a manual operation signal for operating the compressor (11) so that the temperature of the cooling heat exchanger (9) becomes a predetermined target temperature;
A manual operation signal for setting a normal power saving mode for operating the compressor (11) so that the temperature of the cooling heat exchanger (9) is a higher target temperature that is one step higher than the predetermined target temperature. A normal power saving switch means
The manual operation member (45, 450) is configured integrally with at least the normal power saving switch means, and is configured to set the first operation position for setting the normal power saving mode and the power saving priority mode. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is operated to a second operation position. The operation of the compressor (11) is controlled so that the temperature of the cooling heat exchanger (9) becomes a target temperature (TEO3) for the defogging of the window glass, and the defogging operation of the window glass is performed. The vehicle air conditioner according to any one of claims 1 to 3, wherein: The air conditioning control for increasing the temperature of the window glass is performed when it is necessary to keep the compressor (11) stopped when the fogging of the window glass is determined. The vehicle air conditioner according to any one of 4. A heating heat exchanger (15) for heating the air blown into the passenger compartment on the downstream side of the air flow of the cooling heat exchanger (9),
As the blowout mode of the air blown into the vehicle interior, at least the defroster mode, the face mode and the foot mode are configured to be switchable,
6. The vehicle air conditioner according to claim 5, wherein the air conditioning control for increasing the temperature of the window glass is control for switching the blowing mode to the defroster mode. A heating heat exchanger (15) for heating the air blown into the passenger compartment on the downstream side of the air flow of the cooling heat exchanger (9),
The air-conditioning control for increasing the temperature of the window glass is a control for increasing the temperature of the air blown into the passenger compartment heated by the heating heat exchanger (15) by a predetermined temperature before the fogging determination of the window glass. The vehicle air conditioner according to claim 5. The humidity detection means (36) for detecting the humidity in the passenger compartment is provided, and the fogging of the window glass is determined based on the detected humidity of the humidity detection means (36). The vehicle air conditioner described in 1. A fog detection means for directly detecting the fogging occurrence state of the window glass;
The vehicle air conditioner according to any one of claims 1 to 7, wherein the fogging of the window glass is determined based on a detection signal of the fogging detecting means.

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