JP2009241655A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of reliably suppressing generation of disagreeable odor while saving fuel consumption. <P>SOLUTION: The vehicular air-conditioner comprises a compressor (32), an evaporator (16), an evaporator temperature detection means (43), and a wet-bulb temperature detection means (44), and further comprises a control means (36) for controlling the operation of the compressor (16). The control means (36) has an intermittent operational mode while changing ON and OFF of the operation of the compressor (32). At least after determining that the temperature (TE) of the evaporator (16) is equal to or lower than the first predetermined temperature (Twet-A) set to be equal to or lower than the wet-bulb temperature (Twet), the compressor (32) is turned off, and at least when the temperature (TE) of the evaporator (16) is higher than the second predetermined temperature (Twet-B) set to be lower than the wet-bulb temperature (Twet), the compressor (32) is turned on. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner.

  Odor components (perfume odor, interior odor, cigarette odor, etc.) are attached to the surface of the evaporator (evaporator) constituting the refrigeration cycle of the vehicle air conditioner, and the surface of the evaporator is covered with condensed water. If so, those off-flavor components do not scatter toward the passenger compartment. However, when the condensed water adhering to the surface of the evaporator dries out, the off-flavor component blows out into the passenger compartment together with the air-conditioning wind, causing discomfort to the passenger.

  In order to solve such a problem, for example, in the vehicle air conditioner described in Patent Document 1, the air temperature after passing through the evaporator (hereinafter referred to as “post-evaporation temperature TE”) is equal to or lower than the wet bulb temperature Twet. In this case, the compressor is turned on / off (intermittent operation). As a result, the speed at which the surface of the evaporator dries is reduced, and most of the off-flavor components adhering to the surface of the evaporator are prevented from splashing into the passenger compartment in a short time, resulting in discomfort due to off-flavor components. Is trying to reduce.

And it was supposed that the fuel-saving of a vehicle can be aimed at by setting the off time of a compressor by intermittent operation.
JP 2002-248933 A

  However, in the vehicle air conditioner configured as described above, the post-evaporation temperature TE may rise from a temperature lower than the wet bulb temperature Twe over the wet bulb temperature Twe during operation of the vehicle air conditioner. In such a case, off-flavor components are released into the passenger compartment. In addition, even when the intermittent operation is performed, the off-flavor component is gradually released into the vehicle interior, and there is a problem that the off-flavor reduction effect is insufficient.

  In view of the above problems, an object of the present invention is to provide a vehicle air conditioner that can reliably suppress the generation of a strange odor while reducing fuel consumption.

  In order to achieve the above object, the present invention employs the following technical means.

  In the first aspect of the invention, the compressor (32) that compresses the refrigerant, the evaporator (16) that cools the air by evaporating the refrigerant, and the temperature (TE) of the evaporator (16) are detected. An air conditioner for a vehicle having an evaporator temperature detecting means (43) and a wet bulb temperature detecting means (44) for detecting the wet bulb temperature (Twet) of the evaporator (16). A control means (36) for controlling the operation is provided. The control means (36) has an intermittent operation mode in which the operation of the compressor (32) is switched between on and off, and at least the evaporator (16). The compressor (32) is turned off after determining that the temperature (TE) is equal to or lower than the first predetermined temperature (Twet-A) set below the wet bulb temperature (Twet) of the evaporator (16). At least the temperature (TE) of the evaporator (16) If it becomes higher than the second predetermined temperature set wet-bulb temperature (Twet) lower than the evaporator (16) (Twet-B) is characterized in that on the compressor (32).

  Normally, when the compressor (32) is turned on and operated, the refrigerant flows through the evaporator (16), so that the temperature (TE) of the evaporator (16) decreases, so the surface of the evaporator (16) is condensed. It is kept covered with water. On the other hand, when the compressor (32) is turned off, the refrigerant does not flow through the evaporator (16), the temperature (TE) of the evaporator (16) rises, and the surface of the evaporator (16) is gradually dried. To go. At this time, the off-flavor components adhering to the surface of the evaporator (16) are released into the passenger compartment.

  According to this configuration, after the air-conditioning operation is started, the surface of the evaporator (16) is determined by determining that the temperature (TE) of the evaporator (16) is equal to or lower than the first predetermined temperature (Twet-A). Is confirmed to be wet with condensed water, and then the compressor (32) is turned off. Further, after the compressor (32) is turned off, the compressor (32) is turned on when the temperature (TE) of the evaporator (16) becomes higher than the second predetermined temperature (Twet-B). .

  That is, in this configuration, during the intermittent operation of switching the compressor (32) between on and off, the temperature (TE) of the evaporator (16) does not rise across the wet bulb temperature (Twet) and always evaporates. Since the surface of the vessel (16) is covered with condensed water, the off-flavor components adhering to the surface of the evaporator (16) are not scattered into the passenger compartment. Moreover, fuel saving can be achieved by providing the time to turn off the compressor (16) in the intermittent operation mode.

  As described above, according to this configuration, it is possible to reliably suppress the generation of a strange odor while achieving fuel saving.

  In the invention described in claim 2, when the control means (36) turns off the compressor (32) in the intermittent operation mode, whether the comfort index (IR) indicating the comfort level of the occupant is within the comfort allowable range. And the compressor (32) is turned off when the comfort index (IR) is within the permissible comfort range.

  According to this configuration, for example, the occupant's skin temperature (IR) is detected as a comfort index, and it is determined whether the skin temperature (IR) has become equal to or lower than a predetermined temperature. When the temperature (TE) of the evaporator (16) is equal to or lower than the first predetermined temperature (Twet-A) and the skin temperature (IR) is equal to or lower than the predetermined temperature, the compressor (32) is turned off. To do. That is, according to this configuration, since the compressor (32) is turned off after sufficient cooling is performed from the viewpoint of passenger comfort, the air conditioning is not turned off with insufficient cooling, and passenger comfort is improved. Can be improved.

  In the invention according to claim 3, when the control means (36) turns on the compressor (32) in the intermittent operation mode, whether the comfort index (IR) indicating the comfort level of the occupant is within the comfort allowable range. The compressor (32) is turned on when the comfort index (IR) is not within the permissible comfort range.

  Before the temperature (TE) of the evaporator (16) exceeds the second predetermined temperature (Twet-B), for example, the skin temperature (IR) as the comfort index may exceed the comfort tolerance. In such a case, if the timing of turning on the compressor (32) is waited until the temperature (TE) of the evaporator (16) exceeds the second predetermined temperature (Twet-B), the comfort of the passengers during that time is increased. Results in damage. According to this configuration, when the temperature (TE) of the evaporator (16) exceeds the second predetermined temperature (Twet-B) or the comfort index (IR) is not within the comfortable tolerance range, the compressor (32 By turning on), passenger comfort can be ensured.

  In the invention according to claim 4, the control means (36) is intermittent when the outside air temperature (TAM) detected by the outside air temperature detecting means (41) for detecting the outside air temperature (TAM) is within a predetermined range. The operation mode is executed.

  For example, when the outside air temperature (TAM) is too high, as soon as the compressor (32) is turned off, the temperature (TE) of the evaporator (16) rises to the second predetermined temperature (Twet-B). As a result, the ambient temperature rises) and the compressor (32) must be turned on again immediately. In this way, the hunting phenomenon in which the on / off switching is repeated at an extremely short cycle gives the passenger an unpleasant feeling. In addition, when the outside air temperature (TAM) is too low, if the intermittent operation for turning off the compressor (32) is performed, there is a possibility that the window may become cloudy immediately.

  According to this configuration, the passenger comfort can be improved by performing the intermittent operation only when the outside air temperature (TAM) is within a predetermined range in which there is no problem in performing the intermittent operation.

  In the invention according to claim 5, the control means (36) is configured to operate in the intermittent operation mode when the time from when the compressor (32) is turned off to when the compressor (32) is turned on again is shorter than a predetermined time (S). It is characterized by ending.

  According to this configuration, the hunting phenomenon can be prevented and the passenger comfort can be further improved.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description later mentioned.

(First embodiment)
FIG. 1 is a schematic diagram showing a vehicle air conditioner according to an embodiment of the present invention. As shown in FIG. 1, a vehicle air conditioner 1 that air-conditions a vehicle interior (air conditioning interior) includes an air conditioning casing 10 in which an air flow path is formed. The inside / outside air switching device 11 is provided. The inside / outside air switching device 11 is formed with an inside air introduction port 12 for introducing inside air and an outside air introduction port 13 for introducing outside air, and these introduction ports 12 and 13 are selectively formed. An inside / outside air switching door 14 that opens and closes is provided. By rotating the inside / outside air switching door 14, the introduction ports 12 and 13 are selectively opened and closed.

  A blower 15 that blows air sucked from both the inlets 12 and 13 is disposed at a downstream side portion of the inside / outside air switching device 11. The blower 15 is driven by a blower motor M1. An evaporator 16 that cools the air blown into the room is disposed on the air downstream side of the blower 15.

  A heater core 17 that heats air is disposed on the air downstream side of the evaporator 16. The heater core 17 heats air using the coolant of the traveling vehicle engine 18 as a heat source. A bypass flow path 19 that bypasses the heater core 17 is formed on the downstream side of the evaporator 16, and an air volume ratio between the air volume passing through the heater core 17 and the air volume passing through the bypass flow path 19 is adjusted on the air upstream side of the heater core 17. An air mix door 21 is disposed.

  And in the most downstream site | part of the air-conditioning casing 10, the face blower outlet 22 for blowing off air-conditioning air to the passenger | crew's upper body, the foot blower outlet 23 for blowing air to the passenger | crew's passenger | crew's feet, and windshield A defroster outlet 24 for blowing out air toward the inner surface of the air outlet is formed, and outlet mode switching doors 25a to 25c for switching the outlet mode are arranged at the air upstream side portions of the outlets 22 to 24, respectively. It is installed.

  The evaporator 16 is a heat exchanger on the low-pressure side of a vapor compression refrigeration cycle Rc (hereinafter simply referred to as “refrigeration cycle Rc”) that exhibits refrigeration capacity by evaporating the refrigerant. The refrigeration cycle Rc includes a compressor 32, a radiator 33, and an accumulator 34 that are driven by the vehicle engine 18 via the electromagnetic clutch 31. An expansion valve 35 is provided on the refrigerant upstream side of the evaporator 16 (the refrigerant flow path on the refrigerant inlet side) as decompression means for the refrigerant radiated by the radiator 33.

  Furthermore, the air conditioner 1 has an air conditioner ECU 36 as control means. The air conditioner ECU 36 includes a well-known microcomputer including a CPU, a ROM, a RAM (all not shown), and peripheral circuits. The ROM stores a control program for air conditioning control, and performs various calculations and processes based on the control program. Further, the air conditioner ECU 36 has a known timer function.

  The air conditioner ECU 36 is electrically connected to the blower 15, the air mix door 21, the outlet mode switching doors 25 a to 25 c, the compressor 32, and the like. Further, as a sensor group, an outside air temperature sensor 41 (outside air temperature detecting means) for detecting the outside air temperature TAM, a skin temperature sensor 42 for detecting the occupant's skin temperature IR, a temperature TE of the evaporator 16 (hereinafter referred to as “post-evaporation temperature TE”). The sensors such as the post-evaporation temperature sensor 43 (evaporator temperature detection means) for detecting the wet bulb temperature sensor 44 (wet bulb temperature detection means) for detecting the wet bulb temperature Twet of the evaporator 16 are electrically connected. It is connected to the.

  Skin temperature IR is an embodiment of the “comfort index” of the present invention. The wet bulb temperature Twet is the surface temperature of the evaporator 16 in a state where the surface of the evaporator 16 is wet with condensed water, and the post-evaporation temperature TE is maintained while the surface of the evaporator 16 is wet with condensed water. Is below the wet bulb temperature Twet. Incidentally, the wet bulb temperature Twe is determined from the temperature (dry bulb temperature) of the air (suction air) flowing into the evaporator 16 and the humidity (relative humidity). The wet bulb temperature sensor 44 converts the change amount of the moisture sensitive film in the sensor into an electric signal and sends it to the air conditioner ECU 36. When the air conditioner 1 is activated, the air conditioner ECU 36 controls the operation of the blower 15 and various motors (not shown) for driving various doors as well as controlling the compressor 32.

  Next, the control method of the vehicle air conditioner 1 in this embodiment is demonstrated. FIG. 2 is a flowchart showing an example of a control procedure (main flow) of the vehicle air conditioner 1 executed by the air conditioner ECU 36 in the present embodiment. In FIG. 2, only the steps in the characteristic part of the present embodiment are described for simplicity, and general flows such as calculation of the target outlet temperature TAO, determination of the inlet mode, and determination of the outlet mode are omitted. It is what.

  As shown in FIG. 2, first, in step S10, an occupant is identified based on communication information from a body ECU (not shown) based on a key ID (information on a door lock release key) and a seat position (occupant authentication). Next, in step S20, it is determined whether or not the outside air temperature TAM detected by the outside air temperature sensor 41 is within a predetermined range. In the present embodiment, it is determined whether or not the outside air temperature TAM is in the range of the temperature T1 or higher and the temperature T2 or lower (T1 ≦ TAM ≦ T2). Here, the temperature T1 is set lower than the temperature T2 (T1 <T2). If the outside air temperature TAM is within this range, the process proceeds to step S30, and fuel saving control (intermittent operation mode) is executed. This fuel saving control is an intermittent operation control in which the operation of the compressor 32 is switched between on and off, and is a main part of the present invention, and details thereof will be described later.

  On the other hand, if the outside air temperature TAM is outside the predetermined range in step S20, that is, if the outside air temperature TAM is lower than the temperature T1 or higher than the temperature T2, the process is performed without performing the fuel saving control in step S30. finish. This is because, when the outside air temperature TAM is lower than the temperature T1, if the fuel saving control, that is, the intermittent operation of the compressor 32, is performed, the window of the vehicle is likely to be cloudy when the compressor 32 is turned off. This is because driving is not appropriate. The temperature T1 can be set to a temperature within the range of 5 ° C to 10 ° C, for example.

  Further, when the outside air temperature TAM is higher than the temperature T2, if the compressor 32 is intermittently operated, the ambient temperature immediately rises when the compressor is turned off. This will be repeated (the off timing will be described in detail later), and in this case also, intermittent operation is not appropriate. The temperature T2 can be set to a temperature within a range of 30 ° C. to 40 ° C., for example. That is, in step S20, it is determined whether or not the outside air temperature TAM is suitable for intermittent operation of the compressor 32, and the intermittent operation is performed only when it is suitable.

  Next, details of the fuel saving control will be described. FIG. 3 is a flowchart showing details of fuel saving control in step S30 of FIG. As shown in FIG. 3, when the fuel saving control is started, the compressor 32 is turned off and on at a predetermined timing in step S31. This is performed by off / on control of the electromagnetic clutch 31 of the compressor 32.

  First, the off timing will be described. In the present embodiment, two conditions (first off condition and second off condition) are observed, and the compressor 32 is turned off when these two conditions are satisfied.

  First, the first off condition is that the post-evaporation temperature TE detected by the post-evaporation temperature sensor 43 is equal to or lower than the wet bulb temperature Twe-A (= the temperature at which the surface of the evaporator 16 can be kept wet). That is (TE ≦ Twet-A). A is an arbitrary coefficient of 0 or more, and can be set, for example, in a range of about 0 ° C to 5 ° C. By satisfying the first OFF condition, it can be confirmed that the evaporator 16 has been cooled to some extent and that the surface of the evaporator 16 is wet with condensed water because it is equal to or lower than the wet bulb temperature Twet. The wet bulb temperature Twet-A is an embodiment of the first predetermined temperature of the present invention.

  The second off condition is that the skin temperature IR detected by the skin temperature sensor 42 is equal to or lower than the temperature Y1 (IR ≦ Y1). By setting the value of the temperature Y1 to an appropriate temperature (for example, around Y1 = 30 ° C.), it can be confirmed that the occupant's body temperature has become an appropriate temperature, and cooling has been sufficiently performed to a level where comfort is obtained. Further, it is conceivable that the temperature of the evaporator 16 decreases immediately after the start of cooling, and the first off condition is satisfied. However, the compressor 32 cannot be turned off immediately by looking at the second condition together. In addition, since the vehicle interior is waited until the vehicle interior is cooled to some extent, the time between on and off of the compressor 32 is not extremely shortened. In the present embodiment, the range in which the skin temperature IR is equal to or lower than the temperature Y1 means that “the comfort index is within the comfortable permissible range”.

  Next, on-timing will be described. In the present embodiment, two conditions (first on condition and second on condition) are observed, and the compressor 32 is turned on when any one of these two conditions is satisfied. ing.

  First, the first ON condition is that the post-evaporation temperature TE is higher than the wet bulb temperature Twet-B (TE> Twet-B). B is a coefficient, which may be the same value as the coefficient A of the first off condition, and can be set as appropriate within a range of greater than 0 ° C. and less than 5 ° C., for example. The value that can be taken by the coefficient B does not include 0. Under this first ON condition, it can be confirmed that the post-evaporation temperature TE is certainly lower than the wet bulb temperature Twe, and the surface of the evaporator 16 is wet with condensed water. Conversely, if the post-evaporation temperature TE rises above Twet-B and exceeds Twet-B, there is a risk that off-flavor components adhering to the surface of the evaporator 16 will be scattered toward the vehicle interior. The wet bulb temperature Twet-B is an embodiment of the second predetermined temperature of the present invention.

  The second ON condition is that the skin temperature IR is equal to or higher than the temperature Y2 (IR ≧ Y2). The temperature Y2 is set to a temperature higher than Y1 (for example, about 1 ° C.) (Y2> Y1). By setting the value of the temperature Y2 larger than Y1, it is possible to prevent the on / off control from being repeated in a short cycle. And by considering this condition, it can be confirmed that the skin temperature IR of the occupant rises and feels uncomfortable. For example, when the passenger's skin temperature IR rises and becomes uncomfortable before the post-evacuation temperature TE becomes equal to or higher than Twet-B, the compressor 32 is turned on, so that the passenger's comfort is not impaired. .

  On the other hand, even if the skin temperature IR is lower than Y2 and not yet uncomfortable, if the first on-condition is satisfied (TE> Twet-B), the post-evaporation temperature TE will soon be wet. Since it is considered that a strange odor is generated in the passenger compartment exceeding the bulb temperature Twet, the compressor 32 is turned on from the viewpoint of preventing a bad odor. In the present embodiment, the range in which the skin temperature IR is equal to or higher than the temperature Y2 means that “the comfort index is not within the comfortable allowable range”.

  In step S31, after the compressor 32 is turned off and on at a predetermined timing, the process proceeds to step S32, and it is determined whether or not the control duration time is shorter than the predetermined time S. Here, the control continuation time in this embodiment refers to the time from when the compressor 32 is turned off to when it is turned on again. Note that this control duration is measured by a known timer function.

  And when control continuation time is more than predetermined time S (step S32: NO), it returns to step S31 and performs intermittent operation control repeatedly. On the other hand, if the control duration is shorter than the predetermined time S (step S32: YES), the fuel saving control is canceled in step S33 until the ignition switch is turned off. If the cycle from off to on is too short (off time is too short), annoyance to the occupant will occur due to changes in the air-conditioning air, etc., which will be uncomfortable. For this reason, if the measurement time from turning off once to turning on is measured and the time is shorter than a predetermined time S (for example, 25 seconds to 40 seconds), the fuel saving control is exited, for example, Auto (automatic). I'm trying to go into mode.

  Although omitted in the flowchart, in this embodiment, the blower motor M1 of the blower 15 is also turned off and on at the same timing as the off and on control of the compressor 32. In this way, by turning off the blower 15 as well, a fuel saving effect can be further achieved.

  According to the embodiment, after the air conditioning operation is started, it is determined that the post-evaporation temperature TE is equal to or lower than Twet-A (first predetermined temperature), and the surface of the evaporator 16 is wet with condensed water. After confirming this, the compressor 32 is turned off (step S31).

  Further, after the compressor 32 is turned off, when the post-evaporation temperature TE becomes higher than Twet-B (second predetermined temperature), the compressor 32 is turned on (step S31). Normally, when the compressor 32 is turned off, the refrigerant does not flow through the evaporator 16, the temperature of the evaporator 16 rises, and the surface of the evaporator 16 gradually dries. On the other hand, when the compressor 32 is turned on and operated, the refrigerant flows through the evaporator 16 to lower the temperature (surface temperature) of the evaporator 16, so that the surface of the evaporator 16 is covered with condensed water. Maintained.

  In the present embodiment, the surface of the evaporator 16 is always covered with condensed water without the post-evaporation temperature TE rising across the wet bulb temperature Twe during the intermittent operation of switching the compressor 32 between on and off. It becomes a state. Thereby, the off-flavor component adhering to the surface of the evaporator 16 is not scattered in a vehicle interior, and generation | occurrence | production of off-flavor can be suppressed reliably.

  Also, when the passenger gets out of the vehicle and the vehicle air conditioner 1 is stopped, for example, the surface of the evaporator 16 is gradually dried, and then the vehicle air conditioner 1 is first operated. Then, the case where the surface of the evaporator 16 is dry is considered. However, even in this case, according to the present embodiment, the fuel consumption control is performed after the evaporator 16 becomes wet under the first off condition, so that the evaporation is performed during the operation of the vehicle air conditioner 1. The nasty smell can be reliably suppressed without drying the surface of the vessel 16. When the post-evaporation temperature TE falls from a temperature higher than the wet bulb temperature Twe so as to cross the wet bulb temperature Twe, no problem occurs because no odor is generated. The present embodiment is characterized in that after the start of operation, after the post-evaporation temperature TE is lowered to a temperature lower than the wet bulb temperature Twet, the wet bulb temperature Twe is controlled so as not to rise again.

  Then, by providing the first on condition and the second on condition that are turned on again after the compressor 32 is turned off, the off time can be ensured until either of the conditions is satisfied, so that further fuel saving effect can be achieved. it can.

  In the above embodiment, in addition to the conditions for the post-evaporation temperature TE (first off condition, first on condition), the conditions of the occupant's skin temperature IR (second off condition, second on condition) are also viewed. ing. In particular, when the occupant's skin temperature IR rises and becomes uncomfortable at the on timing of the compressor 32, the compressor 32 is turned on, so the air conditioning operation continues more comfortably without impairing the occupant's comfort. can do.

  Further, by providing a temperature difference between the temperature Y1 which is a threshold value at the off timing and the temperature Y2 which is a threshold value at the on timing (Y2> Y1), the compressor 32 is prevented from being immediately turned on, and the on / off state is reduced. A so-called hunting phenomenon in which switching is repeated at an extremely short period can be effectively suppressed.

  Furthermore, in the said embodiment, step S20 (refer FIG. 2) is provided, it is judged whether it is the external temperature TAM suitable for performing the intermittent operation of the compressor 32, and it is intermittent only when it is suitable. I try to drive. If the outside air temperature TAM is too high, immediately after the compressor 32 is turned off, the post-evaporation temperature TE rises to Twet-B (second predetermined temperature) (and the ambient temperature rises) immediately. The compressor 32 must be turned on again. In this way, when the on / off switching is repeated at an extremely short cycle, the passenger is uncomfortable. Further, when the outside air temperature TAM is too low, if the intermittent operation for turning off the compressor 32 is performed, there is a possibility that a problem that the window becomes cloudy immediately occurs.

  In this regard, in the present embodiment, the intermittent operation is performed only when the outside air temperature TAM is within a predetermined range in which there is no problem in performing the intermittent operation, thereby suppressing the hunting phenomenon and improving the passenger comfort. it can.

  As described above, according to the present embodiment, the vehicle air-conditioning apparatus 1 can be configured to ensure air-conditioning comfort and reduce fuel consumption in addition to reducing the generation of strange odors.

(Other embodiments)
In the above embodiment, the conditions relating to the skin temperature IR (second off condition, second on condition) may be deleted, and only the conditions relating to the post-evaporation temperature TE (first off condition, second on condition) may be configured. . In this case, for example, the value of Twe-A in the first off condition is set to a value low enough to indicate that sufficient cooling has been performed, and the value of Twet-B in the first on condition is set to be higher than Twet-A. It can be configured by setting a high value. Even with this configuration, it is possible to suppress the post-evaporation temperature TE from exceeding the wet bulb temperature Twe, to suppress the generation of a strange odor, and to save fuel.

  In the above embodiment, the fixed capacity type compressor 32 is used, but it may be configured as a variable capacity type compressor.

  In the above embodiment, the temperature of the evaporator 16 (post-evaporation temperature TE) is read from the air temperature after passing through the evaporator 16, but is detected from an everfin sensor directly attached to the fins of the evaporator 16. You may make it do.

  In the said embodiment, you may comprise so that a passenger | crew can select whether fuel-saving control is performed or not. In this case, for example, a step of determining whether or not the ECO mode switch has been pressed by the occupant is added before the step of determining the outside air temperature TAM (step S20 in FIG. 2), and the ECO mode switch is pressed by the occupant. It is possible to configure so that the fuel saving control is executed only in the case.

  A new off condition TE ≦ C (C is a coefficient) may be added at the off timing of the compressor 32 in the embodiment. For example, by setting the coefficient C to a predetermined temperature of 0 ° C. to 5 ° C., it is possible to determine whether or not the temperature of the evaporator 16 has sufficiently decreased and sufficient cooling capacity has been obtained. If TE ≦ C, the temperature of the evaporator 16 is sufficiently lowered, and even if the compressor 32 is turned off next time, the ambient temperature is not affected for a while. By making this determination, it is possible to secure a time until the compressor 32 is turned on next time, and a more fuel-saving effect can be obtained.

  In the above embodiment, the skin temperature IR is used as the comfort index indicating the comfort level of the occupant. However, the present invention is not limited to this, but the vehicle interior humidity, the vehicle interior air temperature, the solar radiation amount, the air conditioning operation time, or these A combination of these may be set as the comfort index. For example, when the air conditioning operation time is adopted as a parameter of the comfort index, the compressor 32 is turned on until a predetermined air conditioning operation time (for example, 30 seconds to 50 seconds) elapses. It is possible to reliably suppress the hunting phenomenon in an extremely short case.

It is a mimetic diagram showing the air-conditioner for vehicles which is one embodiment of the present invention. It is a flowchart which shows an example of the control procedure (main flow) of the vehicle air conditioner which air-conditioner ECU performs. It is a flowchart which shows the detail of the fuel-saving control in step S30 of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 16 Evaporator 32 Compressor 36 Air-conditioner ECU (control means)
43 After-evaporation temperature sensor (Evaporator temperature detection means)
44 Wet bulb temperature sensor (wet bulb temperature detection means)
TE post-evaporation temperature (evaporator temperature)
Twet wet bulb temperature

Claims (5)

A compressor (32) that compresses the refrigerant, an evaporator (16) that cools the air by evaporating the refrigerant, and an evaporator temperature detection means (43) that detects the temperature (TE) of the evaporator (16). And a wet bulb temperature detecting means (44) for detecting the wet bulb temperature (Twet) of the evaporator (16),
Control means (36) for controlling the operation of the compressor (16) is provided, and the control means (36) has an intermittent operation mode in which the operation of the compressor (32) is switched between on and off. Then, it is determined that at least the temperature (TE) of the evaporator (16) is equal to or lower than a first predetermined temperature (Twet-A) set to be equal to or lower than the wet bulb temperature (Twet) of the evaporator (16). The compressor (32) is turned off, and at least a temperature (TE) of the evaporator (16) is set to a second predetermined temperature (Twet) set lower than the wet bulb temperature (Twet) of the evaporator (16). The vehicle air conditioner is characterized by turning on the compressor (32) when the temperature becomes higher than Twet-B).   When the control means (36) turns off the compressor (32) in the intermittent operation mode, the control means (36) also determines whether a comfort index (IR) indicating a passenger comfort level is within a comfort allowable range, The vehicle air conditioner according to claim 1, wherein the compressor (32) is turned off when the comfort index (IR) is within the permissible comfort range.   When the compressor (32) is turned on in the intermittent operation mode, the control means (36) determines whether a comfort index (IR) indicating a comfort level of an occupant is within a permissible comfort range. The vehicle air conditioner according to claim 1 or 2, wherein the compressor (32) is turned on when an index (IR) is not within the comfortable tolerance range.   The control means (36) executes the intermittent operation mode when the outside air temperature (TAM) detected by the outside air temperature detecting means (41) for detecting the outside air temperature (TAM) is within a predetermined range. The vehicle air conditioner according to any one of claims 1 to 3, wherein the vehicle air conditioner is characterized.   The control means (36) terminates the intermittent operation mode when the time from when the compressor (32) is turned off to when it is turned on again is shorter than a predetermined time (S) in the intermittent operation mode. The vehicle air conditioner according to any one of claims 1 to 4, wherein the vehicle air conditioner is characterized.

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