JP2008114737A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent clouding from being generated on window glass when switched to an inside air circulation mode due to the invasion of an exhaust gas in a vehicular air conditioner. <P>SOLUTION: The electronic controller 26 for air conditioning controls the prevention of the clouding by the adjustment of inside/outside air introduction ratio while a compressor 40 is stopped when it is judged that the exhaust gas does not invade a cabin (step 150). The inside air circulation mode is carried out while the compressor 40 is stopped when it is judged that the exhaust gas invades the cabin and window glass surface relative humidity RHW is lower than 85% (step 250). The inside air circulation mode is carried out while the compressor 40 is operated when it is judged that the exhaust gas invades the cabin and the window glass surface relative humidity RHW is higher than 85% (step 240). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a passenger compartment.

  Conventionally, in an air conditioner for a vehicle, an air conditioning casing having an inside air introduction port and an outside air introduction port, an inside / outside air switching door that selectively opens and closes the inside air introduction port and the outside air introduction port, and blowing air from the blower by evaporation of the refrigerant. There is a cooling heat exchanger that performs dehumidification cooling and a compressor that compresses the refrigerant by configuring a refrigeration cycle device that circulates the refrigerant together with the cooling heat exchanger (see, for example, Patent Document 1).

  In this case, by selecting an optimum value as the target value of the blown air temperature Te of the heat exchanger for cooling, it is possible to reduce unnecessary operation of the compressor and to achieve comfortable humidity and defogging. .

  On the other hand, an exhaust gas sensor is provided in front of the engine room to prevent the exhaust gas outside the passenger compartment from entering the passenger compartment, and when the exhaust gas in the outside air is detected, the inside / outside air switching door switches to the inside air side to introduce inside air, There is an exhaust gas auto inside / outside air control system that prevents exhaust gas from entering the passenger compartment.

In this automatic inside / outside air control system, because of concern about fogging of the window glass, the control is always performed only in a temperature range where the compressor is operating, and this control is not operated at a low outside air temperature.
Japanese Patent No. 3309528

  The present inventor, in the vehicle air conditioner described in Patent Document 1, with the compressor stopped, the inside / outside air introduction rate (that is, the ratio between the inside air introduced from the inside air introduction port and the outside air introduced from the outside air introduction port). We investigated anti-fogging control (humidity control) to prevent fogging of the window glass by adjusting.

  First, in this anti-fogging control, the window glass is prevented from fogging by adjusting the inside / outside air introduction ratio while the compressor is stopped, so it is possible to reduce the opportunity to operate the compressor and save power. As long as outside air is introduced from the outside air inlet, if the outside air contains exhaust gas (that is, harmful gas), the exhaust gas may enter the vehicle interior.

  For example, when the compressor is stopped and the semi-inside air mode (mode that opens the inside air inlet and the outside air inlet) is set by humidity control, exhaust gas is detected and the inside air introduction mode suddenly starts. When the mode is switched to (that is, a mode in which the outside air inlet is closed), there is a risk that the humidity in the vehicle interior increases and the window glass is fogged.

  In view of the above, an object of the present invention is to provide a vehicle air conditioner that suppresses the occurrence of fogging of a window glass when a harmful gas enters.

  In order to achieve the above object, in the present invention, when the harmful gas determination means determines that no harmful gas has entered the vehicle interior, the compressor is stopped and the inside air introduced from the inside air inlet and the outside air inlet are used. The inside / outside air switching control means (150) for controlling the inside / outside air switching door to prevent the fogging of the window glass in order to adjust the ratio with the outside air to be introduced, and the degree of fogging ease of the window glass than the first threshold value The first fogging degree judging means (210) for judging whether or not it is large and the harmful gas judging means judges that harmful gas enters the vehicle interior, and the degree of fogging of the window glass is the first. When the first fogging degree determining means determines that the value is larger than the threshold value, the first inside air introduction control for operating the compressor with the inside air introduction port opened by the inside / outside air switching door and the outside air introduction port closed. Characterized in that it comprises a means (240), the.

  As a result, when the harmful gas determination means determines that harmful gas enters the vehicle interior, and the first fogging degree determination means determines that the degree of fogging of the window glass is greater than the first threshold value. In addition, dehumidification cooling can be performed by a cooling heat exchanger. For this reason, it can suppress that fogging of a window glass generate | occur | produces when harmful gas invades.

  Further, when no harmful gas enters the vehicle interior, the introduction ratio of the inside air and the outside air is adjusted to prevent the window glass from fogging while the compressor is stopped, so that power saving can be achieved.

  The degree of fogging of the window glass indicates the degree of fogging of the window glass, which is more likely to be fogged as the window glass is larger, while the window glass is less likely to be fogged as it is smaller.

  In addition, the code | symbol in the bracket | parenthesis of each means described in a claim and this column shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
FIG. 1 shows a schematic configuration of a first embodiment of a vehicle air conditioner according to the present invention.

  In the vehicle air conditioner, the indoor air conditioning unit 30 is disposed on the inner side of an instrument panel (instrument panel) at the forefront of the vehicle interior. The indoor air conditioning unit 30 has a case 31 (air conditioning casing), and constitutes an air passage through which air is blown toward the vehicle interior.

  An inside / outside air switching box 32 is arranged at the most upstream part of the air passage of the case 31, and the inside / outside air inlet 33 and the outside air inlet 34 are switched by an inside / outside air switching door 35. The inside / outside air switching door 35 is driven by a servo motor 36.

  On the downstream side of the inside / outside air switching box 32, an electric blower 37 that blows air toward the passenger compartment is disposed. The blower 37 is configured to drive a centrifugal blower fan 37a by a motor 37b. A cooling heat exchanger 38 for cooling the blown air is disposed on the downstream side of the blower 37.

  The cooling heat exchanger 38 is one of the elements constituting the refrigeration cycle apparatus 39, and cools the blown air by evaporating the low-temperature and low-pressure refrigerant by absorbing heat from the blown air. The refrigeration cycle device 39 is a well-known device, and the refrigerant circulates from the discharge side of the compressor 40 to the cooling heat exchanger 38 through the condenser 41, the liquid receiver 42, and the expansion valve 43 that forms a pressure reducing means. It is configured as follows. Outdoor air (cooling air) is blown to the condenser 41 by an electric cooling fan 41a. The cooling fan 41a is driven by a motor 41b.

  In the refrigeration cycle apparatus 39, as the compressor 40, for example, a variable displacement compressor capable of changing the refrigerant discharge capacity is used. The compressor 40 is driven by a vehicle engine (not shown) via an electromagnetic clutch 40a. Therefore, the operation of the compressor 40 can be intermittently controlled by the energization of the electromagnetic clutch 40a.

  On the other hand, in the indoor air conditioning unit 30, a heater unit 44 for heating the air flowing in the case 31 is disposed downstream of the cooling heat exchanger 38. The heater unit 44 is a heating heat exchanger that heats the air (cold air) that has passed through the cooling heat exchanger 38 by using warm water of the vehicle engine (that is, engine cooling water) as a heat source. A bypass passage 45 is formed on the side of the heater unit 44, and the bypass air of the heater unit 44 flows through the bypass passage 45.

  An air mix door 46 serving as a temperature adjusting means is rotatably disposed between the cooling heat exchanger 38 and the heater unit 44. The air mix door 46 is driven by a servo motor 47 so that its rotational position (opening) can be continuously adjusted.

  The ratio of the amount of air passing through the heater unit 44 (warm air amount) and the amount of air passing through the bypass passage 45 and bypassing the heater unit 44 (cold air amount) is adjusted by the opening of the air mix door 46, thereby The temperature of the air blown into the passenger compartment is adjusted.

  At the most downstream part of the air passage of the case 31, a defroster outlet 48 for blowing conditioned air toward the front window glass 12 of the vehicle, a face outlet 49 for blowing conditioned air toward the face of the occupant, In addition, there are provided a total of three types of air outlets, foot outlets 50 for blowing air-conditioned air toward the feet of passengers.

  A defroster door 51, a face door 52, and a foot door 53 are rotatably disposed upstream of the air outlets 48 to 50. These doors 51 to 53 are opened and closed by a common servo motor 54 through a link mechanism (not shown).

  The air-conditioning electronic control unit 26 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. This electronic control unit 26 for air conditioning stores a computer program for air conditioning control in its ROM, and performs various calculations and processes based on the computer program.

  In addition to the detection value of the detection device 10 to be described later being input to the air conditioning electronic control device 26, detection signals from the well-known air conditioning sensor groups 61 to 66 and various operation signals from the air conditioning operation panel 70 are input. Is done.

  Specifically, the air conditioning sensor group includes an outside air sensor 61 that detects an outside air temperature (outside temperature of the passenger compartment) Tam, an inside air sensor 62 that detects an inside air temperature (inside temperature of the passenger compartment) Tr, and an amount of solar radiation Ts incident on the inside of the passenger compartment. A solar radiation sensor 63 for detecting the cooling, a cooling heat exchanger temperature sensor 64 for detecting the cooling heat exchanger blown air temperature Te disposed in the air blowing portion of the cooling heat exchanger 38, and hot water flowing into the heater unit 44 ( Engine coolant) A water temperature sensor 65 for detecting a temperature Tw, a gas sensor 66 for detecting a component of exhaust gas, and the like are provided. The gas sensor 66 is provided at an outside air intake upstream of the outside air inlet 34 and detects a component (for example, carbon monoxide) of exhaust gas (that is, harmful gas) contained in the outside air.

  In addition, the air conditioning operation panel 70 includes various air conditioning operation members, such as a temperature setting switch 71 serving as a temperature setting means for setting the vehicle interior temperature, a blow mode switch 72 for manually setting the blow mode switched by the blow mode doors 51 to 53, and the inside and outside. An inside / outside air switching switch 73 for manually setting the inside / outside air suction mode by the air switching door 35, an air conditioner switch 74 for issuing an operation command signal (ON signal for the electromagnetic clutch 40a) of the compressor 40, and a blower operation switch for manually setting the air volume of the blower 37 75, an auto switch 76 for outputting an air conditioning automatic control state command signal, and the like.

  On the output side of the air-conditioning electronic control unit 26, an electromagnetic clutch 40a of the compressor 40, servo motors 36, 47, and 54 serving as electric drive means for each device, a motor 37b of the blower 37, a motor 41b of the condenser cooling fan 41a, etc. Are connected, and the operation of these devices is controlled by the output signal of the air conditioning electronic control unit 26.

  Next, the configuration of the detection apparatus 10 will be described with reference to FIGS. 2 is a schematic cross-sectional view showing a state in which the detection device 10 is mounted on the inner surface of a vehicle window glass (specifically, a front-side window glass), and FIG. 3 is a schematic perspective view of the detection device 10. FIG. 2 is an electrical configuration diagram of the detection device 10.

  The detection device 10 has a case 11 formed of resin or the like. The case 11 has a thin rectangular parallelepiped shape with a low height, and has a bottom surface that is fully open.

  Convex openings 11 a are formed on the front and back wall surfaces of the case 11. The front and rear openings 11a allow the internal space of the case 11 to always communicate with the surrounding space, that is, the vehicle interior space. Of the wall surfaces of the front surface and the back surface of the case 11, the left and right side portions of the opening portion 11 a constitute an attachment stay portion 11 b to the inner surface 12 a of the window glass 12.

  The window glass 12 is a front (front) glass of the vehicle in this example, and the upper surface side of FIG. 1 is an inner surface 12a facing the vehicle interior, and the lower surface side of FIG. 1 is an outer surface 12b facing the vehicle interior. Accordingly, FIG. 2 illustrates the inner surface 12 a of the window glass 12. The light shielding film 13 is affixed to the lower end surface of the attachment stay part 11b, and further, the light shielding film 13 is affixed to the inner surface 12a of the window glass 12. In addition, what is necessary is just to affix the light shielding film 13 on the lower end surface of the attachment stay part 11b, and the inner surface of the window glass 12 by means, such as adhesion | attachment.

  In the internal space of the case 11, the circuit board 14 is disposed parallel to the surface of the window glass 12 between the upper end portion of the opening 11 a and the upper wall surface 11 c, and the circuit board 14 is attached to the inner wall surface of the case 11 by attachment means (not shown). Fixed to. The circuit board 14 is a member generally called a printed circuit board that constitutes a conductor circuit section on an insulating board, and is mounted with sensors and circuit sections described below.

  A humidity sensor 17, an air temperature detection temperature sensor 18, an amplifier 19, an arithmetic circuit 20, and a communication circuit 21 are mounted on the surface of the circuit board 14 on the side of the window glass 12 (the lower surface in FIG. 1). .

  The humidity sensor 17 and the temperature sensor 18 are arranged at the center of the circuit board 14 in the longitudinal direction (left-right direction in FIG. 2), and are arranged near the upper end of the opening 11a, that is, at the communication part to the vehicle interior space. ing. For this reason, the humidity sensor 17 and the temperature sensor 18 can detect the typical humidity and temperature of the air near the inner surface of the window glass in the vehicle interior.

  A temperature sensor 23 for detecting the glass temperature is integrally arranged at one location on the surface of the light shielding film 13 on the sensor side. Since the light shielding film 13 is a thin film-like member having a high thermal conductivity as described above, the temperature is substantially the same as the vehicle interior side surface temperature (inner surface temperature) of the window glass 12.

  In this example, the humidity sensor 17 is a capacitance change type sensor in which the dielectric constant of the moisture sensitive film changes according to the relative humidity of the air, whereby the capacitance changes according to the relative humidity of the air. Used. As the temperature sensors 18 and 23, thermistors whose resistance values change according to the temperature are used.

  The lead wire 25 is a power supply line and a communication line that are taken out from the internal space of the case 11 to the outside of the case 11. The air-conditioning electronic control device 26 of FIG. 4 and a vehicle power source, etc., which will be described later, are electrically connected.

  The mounting stay 11b of the case 11 described above serves as a positioning means for defining the distance between the circuit board 14 and various sensors mounted on the circuit board 14 and the inner surface 12a of the window glass 12.

  Next, the electrical configuration of the detection apparatus 10 will be described with reference to FIG. 4. The output signals of the sensors 17, 18, and 23 are amplified by the amplifiers 19a to 19d and applied to the arithmetic circuits 20a to 20c.

  Then, the arithmetic circuit 20a calculates the relative humidity RH of the cabin air near the window glass based on the output value V of the humidity sensor 17 (specifically, the output value of the amplifier circuit 20a). That is, a predetermined arithmetic expression for converting the output value V of the humidity sensor 17 into the relative humidity RH is set in advance, and the relative humidity RH is calculated by applying the output value V to this arithmetic expression. The following formula (1) is a specific example of this humidity calculation formula.

RH = αV + β (1)
Where α is a control coefficient and β is a constant.

  Next, the arithmetic circuit 20b applies the output value of the air temperature sensor 18 (specifically, the output value of the amplifier circuit 20b) to a predetermined arithmetic expression, so that the air temperature in the vicinity of the window glass is obtained. Calculate.

  Further, the arithmetic circuit 20c applies the output value of the glass temperature sensor 23 (specifically, the output value of the amplifier circuit 20c) to a predetermined arithmetic expression set in advance, so that the window glass temperature (glass indoor side surface temperature) ) Is calculated.

  Furthermore, the arithmetic circuit 20d calculates the window glass surface relative humidity (the relative humidity of the window glass indoor side surface) RHW based on the relative humidity RH, the air temperature, and the window glass temperature. That is, by using the wet air diagram, the window glass surface relative humidity RHW can be calculated from the relative humidity RH, the air temperature, and the window glass temperature. The window glass surface relative humidity RHW is output to the air conditioning electronic control unit 26 through the communication circuit 21.

  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 30 will be described. By operating the blower 37, the air introduced from the inside air introduction port 33 or the outside air introduction port 34 is blown into the vehicle interior through the case 31. . In addition, the refrigerant is circulated in the refrigeration cycle device 39 by energizing the electromagnetic clutch 40a so that the electromagnetic clutch 40a is connected and the compressor 40 is driven by the vehicle engine.

  The blown air from the blower 37 is first cooled and dehumidified through the cooling heat exchanger 38, and this cold air then flows through the heater unit 44 according to the rotational position (opening degree) of the air mix door 46 ( Hot air) and a flow (cold air) passing through the bypass passage 45.

  Therefore, by adjusting the ratio of the amount of air passing through the heater unit 44 (warm air amount) and the amount of air passing through the bypass passage 45 (cold air amount) according to the opening of the air mix door 46, the amount of air blown into the vehicle interior The temperature can be adjusted.

  Then, the temperature-conditioned conditioned air is supplied from any one or a plurality of outlets among the defroster outlet 48, the face outlet 49 and the foot outlet 50 located at the most downstream portion of the air passage of the case 31. It blows out into the passenger compartment to air-condition the passenger compartment and prevent fogging of the front window glass 12 of the vehicle.

  Next, air conditioning control based on the window glass surface relative humidity RHW will be described.

  FIG. 5 is a control routine executed by the air conditioning electronic control unit 26. The control routine is started by the air-conditioning electronic control device 26 in which an ignition switch (that is, a vehicle power switch) is turned on.

  First, the electromagnetic clutch 40a is controlled to stop the compressor 40 (step 100). Next, the window glass surface relative humidity RHW calculated by the detection circuit 10 is read (step 110).

  The window glass surface relative humidity RHW corresponds to the “degree of fogging of window glass” described in the claims, and the higher the window glass, the more easily the window glass fogs, while the lower the window window relative humidity, the less fogging the window glass. It is a parameter | index which shows the easiness of fogging of a window glass.

  In the next step 110, the detection value of the gas sensor 66 is fetched, and in the next step 120, based on the detection value of the gas sensor 66, it is determined whether or not the concentration of the exhaust gas component is equal to or higher than a certain concentration.

  Here, when the concentration of the exhaust gas component is less than a certain concentration, it is determined as NO because the exhaust gas component does not enter the vehicle interior, and the routine proceeds to step 130 to determine whether or not the compressor 40 is in operation.

  Here, if the compressor 40 is in operation, it is determined as YES and the process proceeds to step 160 to maintain the operation of the compressor 40 and switch to the outside air introduction mode. That is, the inside / outside air switching door 35 fully closes the inside air introduction port 33 and fully opens the outside air introduction port 34 to introduce only the outside air into the case 31.

  Here, in order to maintain the operation of the compressor 40, once the compressor 40 is operated, the operation of the compressor 40 is maintained until the ignition switch IG is turned off. Thereafter, the process returns to step 110.

  On the other hand, in step 130, if the compressor 40 is stopped, it is determined as NO, the process proceeds to step 140, the window glass surface relative humidity RHW is taken in from the detection device 10, and the compressor 40 is stopped. Antifogging control (humidity control) is performed by adjusting the inside / outside air introduction ratio based on the relative humidity RHW (step 150).

  Specifically, in the anti-fogging control, an inside / outside air control command value S for determining a ratio between the inside air introduced from the inside air introduction port 33 and the outside air introduced from the outside air introduction port 33 is calculated, and the inside / outside air control command is calculated. The inside / outside air switching door 35 is driven based on the value S.

  Here, as shown in FIG. 6, the inside / outside air control command value S is set to the inside air ratio = 0% when S = 0 (that is, outside air: 100% outside air introduction mode), and the inside air ratio = when S = 7. 100% (that is, the inside air circulation mode), and the inside air ratio sequentially increases from S = 1 to S = 7. The inside air ratio is the ratio of the outside air introduced from the outside air inlet 33 to the inside air introduced from the inside air inlet 33.

  FIG. 7 is a flowchart showing a specific example of the above-described anti-fogging control, and specific processing of the anti-fogging control will be specifically described with reference to FIG.

  First, it is determined based on the map of FIG. 8 whether the vehicle speed SPD is in the low speed range A or the high speed range B (step 300). When the vehicle speed SPD is in the high speed range B, the inside / outside air control command value S is determined based on the window glass surface relative humidity RHW as shown in the map of FIG. 9 (step 310).

  That is, when the window glass surface relative humidity RHW rises above the first target window glass surface relative humidity TRHW, it is assumed that the window glass is likely to be fogged, so that S = 0 (outside air mode), and the window glass surface relative humidity RHW is When the humidity falls below the second target window glass surface relative humidity (TRHW-a), it is assumed that the window glass is hardly fogged, and S = 7 (inside air mode) is set.

  Here, as the first target window glass surface relative humidity TRHW, for example, 80% is used as the level near the upper limit humidity at which the window glass does not fog up, and the second target window glass surface relative humidity (TRHW−) is used. For example, 65% is used as a) (a = 15%).

  On the other hand, when the vehicle speed SPD is in the low speed range A, one of the control modes 1, 2, 3, and 4 shown in the map of FIG. 10 is determined based on the window glass surface relative humidity RHW (step 320). ).

  That is, when the window glass surface relative humidity RHW is higher than the third target window glass surface relative humidity (TRHW + c2), the control mode 4 is determined, and the window glass surface relative humidity RHW is the third target window glass surface relative humidity. When it is between (TRHW + c2) and the first target window glass surface relative humidity (TRHW), the control mode 3 is determined.

  Further, when the window glass surface relative humidity RHW is between the first target window glass surface relative humidity (TRHW) and the fourth target window glass surface relative humidity (TRHW-b), the control mode 2 is determined, When the window glass surface relative humidity RHW is lower than the fourth target window glass surface relative humidity (TRHW-b), the control mode 1 is determined.

  The control mode 1 corresponds to the first control mode described in the claims, the control mode 2 corresponds to the second control mode described in the claims, and the control mode 3 corresponds to the claims. This corresponds to the third control mode, and the control mode 4 corresponds to the fourth control mode described in the claims.

  Here, the humidity increases in the order of the fourth target window glass surface relative humidity (TRHW−b) → the first target window glass surface relative humidity (TRHW) → the third target window glass surface relative humidity (TRHW + c2), In this order, the window glass gradually tends to be fogged. That is, the degree of cloudiness on the window glass is increased.

  As the fourth target window glass surface relative humidity (TRHW-b), for example, 70% is used (b = 10%), and as the third target window glass surface relative humidity (TRHW + c2), for example, 95% is used (c2 = 15%).

  When the control mode 1 is determined, a control process of S = S + 1 is performed every predetermined time (S330). That is, a control process is performed in which the value of the inside / outside air control command value S is increased by “1” every predetermined time, and the inside air ratio is sequentially increased by a predetermined ratio.

  Further, when the control mode 2 is determined, the window glass surface relative humidity RHW is in the vicinity of the target window glass surface relative humidity TRHW, so that S = S control processing, that is, the inside / outside air control command value S is calculated last time. Control processing for maintaining the value of S is performed (step 340).

  When the control mode 3 is determined, a control process of S = S-1 is performed every predetermined time (step 350). That is, a control process is performed in which the value of the inside / outside air control command value S is decreased by “1” every predetermined time, and the inside air ratio is decreased by a predetermined ratio. For this reason, when the control mode 3 is determined, even if the inside / outside air control command value S ≠ 0, the inside / outside air control command value S = 0 is obtained when S = S-1 is repeated as time elapses. . Further, when the control mode 4 is determined, the control process of S = 0, specifically, the control for implementing the outside air mode is performed (step 360).

  As described above, according to the inside / outside air control command value S, the inside air ratio is adjusted to prevent the window glass 12 from being fogged.

  Next, returning to FIG. 5 again, when the concentration of the exhaust gas component is equal to or higher than a certain concentration in step 120, it is determined that the exhaust gas component enters the vehicle compartment, and the process proceeds to step 170, where the detection device 10 from window glass surface relative humidity RHW.

  In the next step 180, it is determined whether or not the window glass surface relative humidity RHW is higher than 95%. If the window glass surface relative humidity RHW is higher than 95%, it is determined as YES. At this time, the outside air introduction mode is implemented, and the compressor 40 is operated by controlling the electromagnetic clutch 40a (step 190). Along with this, only the outside air from the outside air inlet 34 is introduced into the case 31, and the introduced outside air is dehumidified and cooled by the cooling heat exchanger 38. Outside air) is introduced.

  In step 180, if the window glass surface relative humidity RHW is lower than 95% (that is, the second threshold value), NO is determined. At this time, the inside air circulation mode is performed (step 200). Specifically, the inside / outside air switching door 35 is controlled by the servo motor 36 to open the inside air introduction port 33 and close the outside air introduction port 34.

  In the next step 210, it is determined whether or not the window glass surface relative humidity RHW is higher than 85% (that is, the first threshold value). When the window glass surface relative humidity RHW is higher than 85% (95%> RHW ≧ 85%), the electromagnetic clutch 40a is controlled to operate the compressor 40 (step 240).

  In the next step 210, when the window glass surface relative humidity RHW is lower than 85% (RHW <85%), it is determined whether or not the compressor 40 is operating (step 220). When the compressor 40 is in operation, the determination is YES and the routine proceeds to step 240 where the operation of the compressor 40 is maintained.

  This process corresponds to the compressor continuation control means described in the claims, and once the compressor 40 is operated, the operation of the compressor 40 is maintained until the ignition switch IG is turned off.

  On the other hand, when the compressor 40 is stopped in step 220, it is determined as NO and the electromagnetic clutch 40a is controlled to keep the compressor 40 stopped (step 250).

  As described above, based on the detected value of the gas sensor 66 and the window glass surface relative humidity RHW, the process proceeds to any one of steps 150, 240, and 250, and the operation / stop of the compressor 40 and the inside / outside air switching mode are set. When the setting is performed, step 100 is skipped and the process returns to step 110. Thereafter, the control processing of steps 110 to 240 (excluding step 100) is repeated.

  According to the embodiment described above, when the air conditioning electronic control unit 26 determines that the exhaust gas component enters the vehicle compartment and the window glass surface relative humidity RHW is higher than 85%, the compressor 40 The inside air circulation mode is carried out while the is in operation. Therefore, even if the exhaust gas component suddenly switches to the inside air circulation mode due to intrusion, the operation of the compressor 40 is started, so that the dehumidifying cooling is started by the cooling heat exchanger 38. Along with this, the low-humidity inside air is blown out from any one or more of the blowout ports 48, 49, 50 into the vehicle interior, so that it is possible to prevent the window glass 12 from being fogged. it can.

  In the present embodiment, when it is determined that the exhaust gas component does not enter the vehicle interior, the air conditioning electronic control device 26 performs the anti-fogging control by adjusting the inside / outside air introduction ratio while the compressor 40 is stopped. In addition to this, when it is determined that the exhaust gas component enters the vehicle compartment and the window glass surface relative humidity RHW is lower than 85%, the inside air circulation mode is performed with the compressor 40 stopped.

  As described above, anti-fogging can be performed with the compressor 40 stopped, so that power saving can be achieved.

  In the present embodiment, once the compressor 40 is operated, the operation of the compressor 40 is maintained until the ignition switch IG is turned off. For this reason, the fall and rise of the surface temperature of the cooling heat exchanger 38 are not repeated, and therefore, generation of condensed water and evaporation of condensed water are not repeated. Here, although the odor component contained in the condensed water diverges in the air as the condensed water evaporates, it is possible to suppress the generation of odor because the condensed water is not repeatedly evaporated.

(Second Embodiment)
In the above-described first embodiment, the example in which the operation of the compressor 40 is maintained until the ignition switch IG is turned off once the compressor 40 is operated has been described, but instead, the second embodiment is described. An example in which the compressor 40 is stopped as necessary once the compressor 40 is operated will be described with reference to FIG.

  FIG. 11 is a flowchart showing a control routine in place of FIG. 5 in the first embodiment described above. In FIG. 11, the same steps as those in FIG. 5 indicate the same processes.

  In the present embodiment, when the concentration of the exhaust gas component is less than a certain concentration in step 120, it is determined that the exhaust gas component does not enter the vehicle compartment, the process proceeds to step 130a, and the electromagnetic clutch 40a is controlled. The compressor 40 is stopped. In addition, if the compressor 40 has stopped before moving to step 130a, the stop state is maintained. Thereafter, the process proceeds to step 140, where the window glass surface relative humidity RHW is taken from the detection device 10 and the anti-fogging control (humidity control) is performed by adjusting the inside / outside air introduction ratio in a state where the compressor 40 is stopped (step 150). ).

  In step 210, when the window glass surface relative humidity RHW is lower than 85% (RHW <85%), the process proceeds directly to step 250 to determine whether the compressor 40 is operating or not. The compressor 40 is stopped by controlling the clutch 40a.

  According to this embodiment described above, if it is determined that there is no possibility that the window glass 12 will be fogged even if the compressor 40 is once operated to prevent the window glass 12 from being fogged, the compressor 40 is stopped. . For this reason, it is possible to realize power saving and, in turn, improvement in heating performance.

  In the first and second embodiments described above, the example using the window glass surface relative humidity as the “degree of cloudiness” has been described. However, the present invention is not limited to this, and for example, the window glass dew point temperature and the window glass surface temperature. May be used as the “degree of cloudiness”.

  In the first and second embodiments described above, the example in which the window glass surface relative humidity RHW is calculated based on the relative humidity RH, the air temperature, and the window glass temperature in the vehicle interior has been described. The window glass surface relative humidity RHW may be calculated by directly detecting the humidity and temperature of the surface.

  Further, the glass temperature is not limited to detecting the temperature directly from the window glass, but the window glass temperature may be estimated from the vehicle interior temperature, the outside air temperature, the amount of solar radiation, the vehicle speed, and the like.

In the implementation of the present invention, the threshold value of the window glass surface relative humidity RHW used in the determination processes of the first and second embodiments described above may be changed as appropriate.
Hereinafter, the correspondence relationship between the above embodiment and the configuration of the scope of the claims will be described. The case 31 corresponds to “air-conditioning casing”, the determination processing in step 120 corresponds to “toxic gas determination means”, and step 150. Is equivalent to “inside / outside air switching control means”, the judgment processing in step 210 is equivalent to “first fogging degree judgment means”, and the judgment processing in step 240 is “first inside air introduction control means”. The determination process in step 250 corresponds to “second inside air introduction control means”, the determination process in step 180 corresponds to “second cloudiness degree determination means”, and the determination process in step 190 corresponds to “outside air introduction control means”. ”, The determination processing in steps 130, 220, and 240 corresponds to“ compressor continuation control means ”, and the determination processing in steps 130a and 250 is“ compressor stop operation ”. The detection device 10 corresponds to “calculation means for obtaining the relative humidity of the window glass surface as the degree of fogging of the window glass”, and the processing of steps 300 to 360 corresponds to “command value calculation means”. .

1 is an overall system configuration diagram of a vehicle air conditioner according to a first embodiment of the present invention. It is a schematic sectional drawing of the detection apparatus of FIG. It is a schematic perspective view of the detection apparatus of FIG. It is an electrical block diagram of the detection apparatus of FIG. It is a flowchart which shows the basic logic of the air-conditioner side control by 1st Embodiment. It is a characteristic view which shows the relationship between inside / outside air control command value and inside air ratio. It is a flowchart which shows the inside / outside air control logic by 1st Embodiment. It is a characteristic view of the vehicle speed determination in the inside / outside air control. It is a characteristic view which shows the relationship between the window glass surface relative humidity and inside / outside air control command value (inside / outside air suction mode). It is a characteristic view which shows the relationship between a window glass surface relative humidity, and control mode. It is a flowchart which shows the anti-fogging control logic by 2nd Embodiment of this invention.

Explanation of symbols

20d ... arithmetic circuit, 26 ... electronic control unit for air conditioning,
30 ... Indoor air conditioning unit, 32 ... Inside / outside air switching box, 37a ... Blower fan,
38 ... Heat exchanger for cooling, 39 ... Refrigeration cycle apparatus, 40 ... Compressor.

Claims (7)

An air conditioning casing (31) having an inside air inlet and an outside air inlet;
A blower (37) for introducing air into the air conditioning casing from at least one of the inside air introduction port and the outside air introduction port and blowing air toward the vehicle interior;
An inside / outside air switching door (35) for selectively opening and closing the inside air introduction port and the outside air introduction port;
A cooling heat exchanger (38) disposed in the air conditioning casing and dehumidifying and cooling the air blown from the blower by evaporation of the refrigerant;
A compressor (40) that constitutes a refrigeration cycle device that circulates refrigerant together with the cooling heat exchanger, compresses the refrigerant, and discharges the refrigerant toward the cooling heat exchanger;
A harmful gas determination means (120) for determining whether or not harmful gas enters the vehicle interior through the outside air inlet;
The ratio of the inside air introduced from the inside air introduction port and the outside air introduced from the outside air introduction port in a state where the compressor is stopped when the harmful gas judging means determines that no harmful gas has entered the vehicle interior. An inside / outside air switching control means (150) for controlling the inside / outside air switching door to prevent fogging of the window glass,
First fog degree determination means (210) for determining whether or not the degree of fogging of the window glass is greater than a first threshold;
The harmful gas determination means determines that harmful gas has entered the vehicle interior, and the first fogging degree determination means determines that the degree of fogging of the window glass is greater than a first threshold value. A first inside air introduction control means (240) for operating the compressor in a state where the inside air introduction port is opened by the inside / outside air switching door and the outside air introduction port is closed;
A vehicle air conditioner comprising: The harmful gas determination means determines that harmful gas has entered the vehicle interior, and the first fogging degree determination means determines that the degree of fogging of the window glass is smaller than a first threshold value. In some cases, there is provided a second inside air introduction control means (250) for stopping the compressor in a state where the inside air introduction port is opened by the inside / outside air switching door and the outside air introduction port is closed. The vehicle air conditioner according to claim 1. A second fogging degree judging means (180) for judging whether or not the degree of fogging of the window glass is larger than a second threshold value that is larger than the first threshold value;
When the second fogging degree determination means determines that the degree of fogging of the window glass is smaller than the second threshold, either one of the first and second inside air introduction control means is Carried out,
When the second fogging degree determination means determines that the degree of fogging of the window glass is greater than the second threshold, the inside / outside air switching door closes the inside air introduction port and introduces the outside air The vehicle air conditioner according to claim 1 or 2, further comprising outside air introduction control means (240) for opening the mouth and operating the compressor. The compressor continuation control means (130, 220) for continuing the operation of the compressor once the compressor is operated until the vehicle power switch (IG) is turned off. The vehicle air conditioner as described in any one. Compressor stopping means (250) for stopping the compressor when the first fogging degree determining means determines that the degree of fogging of the window glass is smaller than a first threshold after the compressor is once operated. The vehicle air conditioner according to any one of claims 1 to 4, further comprising: The vehicle air conditioner according to any one of claims 1 to 5, further comprising calculation means (10) for obtaining a relative humidity of the window glass surface as a degree of fogging of the window glass. Command value calculating means (320 to 360) for calculating the inside / outside air control command value (S) for determining the inside / outside air ratio based on the relative humidity of the window glass surface,
The first control mode for changing the inside / outside air control command value so as to increase the ratio of the inside air introduced from the inside air introduction port as compared with the outside air introduced from the outside air introduction port, and the ratio of the inside air maintained. A second control mode for setting the inside / outside air control command value, a third control mode for changing the inside / outside air control command value so as to reduce the inside air ratio, and only the outside air. A fourth control mode for setting the inside / outside air control command value to
The command value calculating means selects any one of the first to fourth control modes based on the detected humidity of the relative humidity detecting means, and implements the selected control mode. The vehicle air conditioner according to claim 6, wherein the inside / outside air control command value is calculated.

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