JP2011068155A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the generation of an odor when starting air-conditioning and the propagation of bacteria by drying a cabin heat exchanger for cooling an air conditioner for a vehicle, particularly, an evaporator 7 during the parking of the vehicle. <P>SOLUTION: The cabin heat exchanger 7 is dried during the parking of the vehicle having an ignition switch which is turned off. A blowing air continuation time is set as a prescribed time until the odor is substantially eliminated, and is determined as a function of an outside air temperature and outside air humidity by an estimation means in an air conditioner ECU 50. When the ignition switch is turned off from an on-state, an inside/outside air switching means is brought into an outside air introduction mode, detects the absence of occupants, drives an indoor blower 14 in an air conditioning duct by a blowing air continuation time estimated by the estimation means, and applies outside air to the cabin heat exchanger by driving the indoor blower 14 for only a prescribed time to dry the cabin heat exchanger. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that suppresses odor from a vehicle interior heat exchanger after parking.

  Conventionally, as a vehicle air conditioner described in Patent Document 1, there is one that prevents a dry odor by controlling the temperature of an evaporator within a predetermined range. This is to achieve both the power saving effect of a compressor drive source such as a vehicle engine and the comfort by preventing the generation of odor.

  According to the description of Patent Document 1, the odor generation in the evaporator blow-off air is started when the adhering odor component is released from the fin surface of the evaporator immediately before the condensed water on the evaporator surface is dried, And odor intensity | strength increases gradually with progress of time.

  The timing of odor generation in the evaporator blowout air coincides with the time when the evaporator blowout temperature temporarily decreases. Therefore, the configuration of Patent Document 1 is a temporary temperature drop of the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries in the process of increasing the evaporator outlet temperature to the high temperature side when the compressor is stopped. Judgment is made and the compressor is restarted.

  Specifically, when the compressor is stopped, in the process where the degree of cooling of the evaporator rises to the high temperature side, a temporary decrease in the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries out occurs. Detect this and restart the compressor.

  By this restarting, the cooling action by the refrigerant evaporative latent heat of the evaporator is resumed, and condensed water is generated again immediately after the start of the temporary lowering of the blowing temperature to wet the fin surface of the evaporator. As a result, it is possible to prevent the odor component from separating from the fin surface of the evaporator, and to prevent the generation of odor.

JP 2001-130247 A

  According to the technique of the above-mentioned Patent Document 1, the odor accumulated in the air conditioning duct housing the evaporator (vehicle interior heat exchanger) is blown out into the vehicle interior when the air conditioning control of the vehicle air conditioner is started after parking. There was a problem of being.

  In other words, in the conventional vehicle air conditioner, when the air conditioning operation is started and the blower blows into the passenger compartment when the occupant gets on, the condensed water is regenerated due to the restart of the compressor. In time, air containing scented moisture trapped in the air conditioning case in the early stage of blowing may be blown out toward the passenger compartment at the start of air conditioning.

  The present invention has been made paying attention to such problems existing in the prior art, and the purpose thereof is to dry the vehicle interior heat exchanger during parking so that the air conditioning at the start of air conditioning can be performed. An object of the present invention is to provide a vehicle air conditioner that can suppress odor generation and bacterial growth.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, in the vehicle air conditioner (100) provided with the interior heat exchanger (7) for cooling through which the heat exchange medium flows in the air conditioning case (10), the vehicle is parked. In order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium, the air conditioner performs ventilation control to the vehicle interior heat exchanger (7) to execute the vehicle interior heat exchanger drying control. The blower (14) provided in the case (10), and estimation means for stopping the blower (14) by estimating that the smell of the vehicle interior heat exchanger has substantially disappeared due to the start of blowing (steps S46 and S47) ).

According to this invention, when the vehicle is parked, the vehicle interior heat exchanger (7) is blown by the blower (14) provided in the air conditioning case (10) to dry the vehicle interior heat exchanger (7). Therefore, it is possible to prevent the wind containing the smelling water from blowing out at the start of air conditioning after parking. In addition, since it is possible to suppress the growth of bacteria during parking, it is possible to alleviate the dirt in the vehicle interior heat exchanger (7), further reduce the cause of odors, and heat exchange in the vehicle interior. Corrosion of the vessel (7) can be suppressed, and the life of the vehicle air conditioner can be extended.

  In the invention according to claim 2, the estimating means (steps S46 and S47) is a state in which the air flowing upstream of the vehicle interior heat exchanger (7) affects the drying of the vehicle interior heat exchanger (7). It is characterized by comprising a time determining means (step S46) for determining the blowing time determined according to the above.

  According to the present invention, the vehicle interior heat is generated only during the ventilation time determined according to the state of the air flowing upstream of the vehicle interior heat exchanger (7), which affects the drying of the vehicle interior heat exchanger (7). Since the blower (14) blows air to the exchanger (7), the vehicle interior heat exchanger (7) can be reliably dried with a minimum of power.

  The invention according to claim 3 is characterized in that the air state includes the humidity of the air detected by the humidity sensor (461, 47).

  According to the present invention, the air blower (14) blows air to the vehicle interior heat exchanger (7) by the air blower (14) for the air blowing time determined in accordance with the humidity of the air. The vessel (7) can be dried.

  According to a fourth aspect of the present invention, the humidity detected by the air humidity sensor (461) is the outside air humidity.

  According to this invention, in order to dry the vehicle interior heat exchanger (7) for the air blowing time determined according to the outside air humidity that directly affects the drying, the air blower (14 ), The vehicle interior heat exchanger (7) can be dried more accurately with minimal power.

  In the invention described in claim 5, the internal air circulation mode for taking in and circulating the air inside the vehicle and the outside air introduction mode for introducing the air outside the vehicle are switched upstream of the vehicle interior heat exchanger (7). It has an inside / outside air switching means (13), and is characterized in that an outside air introduction mode is set when the vehicle is parked.

  According to the present invention, since the vehicle interior heat exchanger drying control is executed in the outside air introduction mode, the vehicle interior heat exchanger (7) can be dried using the relatively dry air outside. Moreover, it is easy to suppress odor and moisture from being trapped in the passenger compartment.

  The invention according to claim 6 is characterized in that the vehicle interior heat exchanger drying control is performed when the occupant absence determination means (S40 and S42) determines that no occupant is present in the vehicle interior.

  According to the present invention, a smell is generated when the vehicle interior heat exchanger is dried, but the vehicle interior heat exchanger drying control is performed when it is determined that no passenger is present in the vehicle interior. This can prevent discomfort.

  In the invention according to claim 7, the occupant absence determination means (S40 and S42) is configured such that when the driving switch of the vehicle is switched from the on state to the off state, the door is opened and then closed, and a predetermined time has elapsed after the closing. It is characterized by determining that no occupant is present.

  According to the present invention, it is possible to more reliably detect the absence of the occupant and prevent the occupant from feeling uncomfortable due to the smell.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic diagram which shows schematic structure of the vehicle air conditioner in 1st Embodiment of this invention, and a power supply system. It is a block diagram which shows the structure around the air-conditioning control apparatus of the said vehicle air conditioner in the said embodiment. It is the flowchart which showed the basic air-conditioning control processing by the said air-conditioning control apparatus in the said embodiment. It is a flowchart which shows the detail of the blower voltage determination in the said embodiment, and the drying control of an evaporator. It is a flowchart which shows the detail of the suction inlet mode determination process in the said embodiment. It is a flowchart which shows the detail of the water pump operation | movement determination process in the said embodiment.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also a combination of the embodiments even if they are not clearly shown unless there is a problem with the combination. It is also possible.

(First embodiment)
The first embodiment will be described below with reference to FIGS. 1st Embodiment demonstrates the example which applied the vehicle air conditioner 100 of FIG. 1 to the air conditioner for hybrid vehicles. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 100 and a power supply system. FIG. 2 is a block diagram showing a configuration around the air conditioning control device of the vehicle air conditioning device 100.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that explodes and burns liquid fuel such as gasoline to generate power, a vehicle-mounted load 101 that includes a motor function for driving assistance and a generator function, and an illustration of the vehicle-mounted load 101. A running assist motor generator, an engine electronic control device 60 (hereinafter also referred to as an engine ECU 60) for controlling the amount of fuel supplied to the engine 30, ignition timing, and the like, and the motor generator in the in-vehicle electric load 101 And a battery 102 for supplying electric power to the engine ECU 60 and the like.

  The hybrid vehicle also includes a hybrid electronic control unit 70 (hereinafter also referred to as a hybrid ECU 70) that outputs a control signal to the engine ECU 60. The hybrid ECU 70 has a function of executing drive source switching control as to which of the motor generator and the engine 30 is transmitted to the drive wheels.

  In addition, a battery ECU 103 that controls charging / discharging of the battery 102 and manages the remaining capacity of the battery 102 is provided. The battery ECU 103 includes a charging device for charging electric power consumed by air conditioning in the vehicle interior or traveling.

  For the battery 102, for example, a nickel metal hydride battery or a lithium ion battery is used. The in-vehicle power supply device 104 including the battery 102 and the battery ECU 103 is a power supply composed of an outlet and a plug or a coupler using electromagnetic induction for connection to a table lamp or a commercial power source (household power source) as a power supply source. Coupler 105 is provided. In the present invention, when simply referred to as a power feeding coupler, it indicates one or both of a coupler comprising an outlet and a plug and an electromagnetic induction type coupler.

  Any one of these power feeding couplers 105 constitutes an external power supply introducing means according to the present invention. The battery 102 can be charged by connecting a commercial power source 106 or a solar cell 107 serving as a power supply source to the power feeding coupler 105.

  Note that the solar battery 107 is installed on the roof of a building such as a garage. Reference numeral 108 denotes a bidirectional converter. A battery dedicated to the vehicle-mounted solar cell 109 is provided separately from the vehicle-mounted battery 102, and the power of the vehicle-mounted solar cell 109 from the dedicated battery is supplied from switch means and converter means (electromagnetic switch and DC) (not shown) in the vehicle-mounted power supply device. -It can be supplied to the indoor blower 14 serving as a blower via a DC converter. The in-vehicle solar cell 109 is installed on the ceiling of the vehicle. In the present invention, when it is simply referred to as a solar cell, it indicates either one or both of the solar cell 107 and the in-vehicle solar cell 109.

Specifically, the hybrid vehicle performs the following control.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery 102 is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, or traveling at high speed is heavy, the motor generator is caused to function as an electric motor, and is generated in the motor generator in addition to the driving force generated by the engine 30. The generated driving force is transmitted to the driving wheel (hybrid traveling mode).
(4) When the remaining charge of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator, and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is converted into electric power. Communicate to the machine.

  Next, the vehicle air conditioner 100 in FIG. 1 is an apparatus that can perform an air conditioning operation in a vehicle interior. For example, before parking, for example, before a passenger gets on, an indoor blower (also referred to as a blower) is supplied with electric power via an in-vehicle power supply device 104. ) 14 can be driven to blow air.

  As shown in FIG. 1, the vehicle air conditioner 100 includes an air conditioner case 10 that forms an air passage 10 a that guides conditioned air into the vehicle interior, an indoor blower 14 that serves as a blowing means for generating an air flow in the air conditioner case 10, A refrigeration cycle 1 for cooling the air flowing in the air conditioning case 10, a cooling water circuit 31 for heating the air flowing in the air conditioning case 10, and an air conditioner electronic control unit 50 (hereinafter also referred to as an air conditioner ECU 50) are provided. .

  The air conditioning case 10 is provided in the vicinity of the front of the passenger compartment of the hybrid vehicle. The most upstream side of the air conditioning case 10 is a portion constituting an inside / outside air switching box, and an inside air inlet 11 for taking in air in the vehicle interior (hereinafter also referred to as inside air) and air outside the vehicle compartment (hereinafter also referred to as outside air). The outside air inlet 12 for taking in is formed.

  An inside / outside air switching door 13 is rotatably provided inside the inside air suction port 11 and the outside air suction port 12. This inside / outside air switching door 13 is driven by an actuator such as a servo motor, and constitutes inside / outside air switching means for switching the suction port mode to the inside air circulation mode, the outside air introduction mode, or the like.

  The most downstream side of the air-conditioning case 10 is a part constituting the air outlet, and a defroster opening, a face opening, and a foot opening are formed. A defroster duct 23 is connected to the defroster opening, and a defroster outlet 18 that blows mainly hot air toward the inner surface of the front window glass of the vehicle is opened at the most downstream end of the defroster duct 23. ing.

  A face duct 24 is connected to the face opening, and a face air outlet 19 that blows mainly cool air toward the head and chest of the occupant is opened at the most downstream end of the face duct 24. Further, a foot duct 25 is connected to the foot opening, and a foot air outlet 20 that blows mainly warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 25.

  Two outlet switching doors 21 and 22 are rotatably attached to the inside of each outlet 18, 19, and 20. The two outlet switching doors 21 and 22 are each driven by an actuator such as a servo motor, and the outlet mode can be switched to any one of a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode. It is.

  The indoor blower 14 includes a blower case, a fan 16, and a DC motor 15 (also referred to as a blower motor), and the rotational speed of the DC motor 15 is determined according to the voltage applied to the DC motor 15. That is, the amount of air blown from the indoor blower 14 is controlled by controlling the voltage applied to the DC motor 15 based on the control signal from the air conditioner ECU 50.

  The refrigeration cycle 1 in FIG. 1 includes a compressor 2 that compresses refrigerant by controlling the number of revolutions by an inverter 80, a condenser 3 that condenses and liquefies the compressed refrigerant, and a liquid refrigerant that gas-liquid separates the condensed and liquefied refrigerant. Gas-liquid separator 5 that flows only downstream, an expansion valve 6 that decompresses and expands the liquid refrigerant, an evaporator (also referred to as a vehicle interior heat exchanger) 7 that evaporates or vaporizes the decompressed and expanded refrigerant, and an annular connection thereof It consists of refrigerant pipes and the like.

  The air passage 10a in the air conditioning case 10 on the downstream side of the blower air with respect to the indoor blower 14 is an example of the evaporator 7 (an example of a cooling interior heat exchanger for cooling) in order from the upstream side to the downstream side. Also referred to as an evaporator), an air mix door 17 and a heater core 34 are arranged.

  The compressor 2 is driven by a built-in electric motor, can be controlled in rotational speed, and can change the refrigerant discharge flow rate according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 80, and the rotational speed of the internal electric motor is controlled. The inverter 80 is supplied with DC power from the vehicle-mounted battery 102 and is controlled by the air conditioner ECU 50.

  The condenser 3 is provided in a place where it is easy to receive traveling wind generated when a vehicle such as an engine compartment travels, and performs an outdoor heat exchange for exchanging heat between the refrigerant flowing inside and the outside air blown by the outdoor fan 4 and the traveling wind. It is a vessel.

  The cooling water circuit 31 is a circuit that circulates the cooling water warmed by the water jacket of the engine 30 by the electric water pump 32, and has a radiator, a thermostat (none of which are shown), and a heater core 34.

  In the heater core 34, cooling water (heat exchange medium) that has cooled the engine 30 flows therein, and the air flowing through the air conditioning case 10 is reheated using the cooling water as a heat source for heating.

  The water temperature sensor 33 is temperature detection means for detecting the water temperature TW (FIG. 2) of the cooling water flowing through the cooling water circuit 31. The signal detected by the water temperature sensor 33 is input to the air conditioner ECU 50 in FIG.

  The evaporator 7 in FIG. 1 is arranged so as to cross the entire air passage immediately after the indoor blower 14, and allows all the air blown out from the indoor blower 14 to pass therethrough. The evaporator 7 performs an air cooling action for cooling the air by performing heat exchange between the refrigerant (heat exchange medium) flowing inside and the air flowing through the air passage 10a, and a dehumidifying action for the air passing through the evaporator 7. Have.

  An air mix door 17 capable of adjusting the air volume ratio between the air passing through the heater core 34 and the air bypassing the heater core 34 is provided in the ventilation path downstream of the evaporator 7 and upstream of the heater core 34.

  The air mix door 17 changes the position of the door body by an actuator or the like and closes a part of the passage downstream of the evaporator 7 in the air conditioning case 10 to adjust the temperature of air blown out into the vehicle interior. Temperature adjusting means.

  The refrigerant pressure sensor 43 in the refrigeration cycle 1 of FIG. 1 is provided in the flow path on the high pressure side of the refrigeration cycle 1, and is the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2 (FIG. 2). ) Is detected.

  The evaporator temperature sensor 44 is a temperature detecting means for detecting the evaporator temperature TE (one of temperature information related to the evaporator 7) in FIG. 2, which is the temperature at a predetermined location in the evaporator 7 (fin temperature in this embodiment). is there.

  The evaporator upstream air temperature sensor 45 detects the evaporator upstream temperature TU (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature upstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means.

  The evaporator downstream air temperature sensor 46 detects the evaporator downstream temperature TL (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature downstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means. Signals detected by each of the evaporator temperature sensor 44, the evaporator upstream air temperature sensor 45, and the evaporator downstream air temperature sensor 46 are input to the air conditioner control ECU 50 in FIG.

  A detection device 110 is provided near the inner surface of the front window 49a in the vehicle interior of FIG. 1, and a humidity sensor 47 that can detect typical humidity and temperature of air near the inner surface of the front window 49a in the detection device 110, An air temperature sensor 48 and a glass temperature detection temperature sensor 49 (also referred to as a window temperature sensor 49) are provided. The humidity sensor 47 is of a capacitance change type 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.

The air conditioner ECU 50 calculates the relative humidity RH of the vehicle interior air near the front window based on the output value of the humidity sensor 47. That is, the air conditioner ECU 50 stores in advance a predetermined arithmetic expression for converting the output value of the humidity sensor 47 into the relative humidity RH, and by applying the output value of the humidity sensor 47 to this arithmetic expression, the relative humidity RH is calculated. The following formula 1 is a specific example of this humidity calculation formula.
(Formula 1)
RH = αV + β
However, V is an output value of the humidity sensor 47, α is a control coefficient, and β is a constant.

  Next, the air conditioner ECU 50 calculates the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance. Further, the window glass surface relative humidity RHW is calculated based on the relative humidity RH and the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. This is disclosed in detail in Japanese Patent Application Laid-Open No. 2007-8449.

  The air conditioner ECU 50 shown in FIG. 2 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment, and includes a microcomputer (not shown). The air conditioner ECU 50 includes signals from various switches on an operation panel 51 provided in the front of the vehicle interior, an inside air sensor 40, an outside air sensor 41, a solar radiation sensor 42, a refrigerant pressure sensor 43, an evaporator temperature sensor 44, an evaporator. An upstream air temperature sensor 45, an evaporator downstream air temperature sensor 46, a water temperature sensor 33, a humidity sensor 47, an air temperature sensor 48, an input circuit for receiving sensor signals from the window temperature sensor 49, and the like, and output signals to various actuators Output circuit.

  A microcomputer (not shown) in the air conditioner ECU 50 includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is transmitted from the operation panel 51 or the like. Performs calculations based on the operating instructions.

  Further, the air conditioner ECU 50 calculates the capacity of the compressor 2 and the like. The air conditioner ECU 50 outputs a control signal to the inverter 80 based on the calculation result, and the discharge flow rate of the compressor 2 is controlled by the inverter 80.

  Further, by operating the operation panel 51, operation signals such as operation, stop, and set temperature of the air conditioner are input to the air conditioner ECU 50, and detection signals of various sensors are input. The air conditioner ECU 50 communicates with the engine ECU 60, the hybrid ECU 70, and the like shown in FIG.

  Based on various calculation results, the operation of each device such as the indoor blower 14, the outdoor fan 4, the air mix door 17, the water pump 32, the inside / outside air switching door 13, and the outlet switching doors 21 and 22 is controlled. To do.

  FIG. 3 is a flowchart showing basic control processing by the air conditioner ECU 50. When the basic control process of FIG. 3 is started, the air conditioner ECU 50 executes processes related to the following steps. Note that the processing from step S2 to step S10 is performed once every 250 ms.

(Initialization)
First, at step S1, parameters and the like stored in a RAM or the like in the air conditioner ECU 50 are initialized.

(Read switch signal)
Next, in step S2, various switch signals from the operation panel 51 and the like are read.

(Read sensor signal)
Next, in step S3, signals from various sensors are read.

(TAO calculation basic control)
Next, in step S4, the target blowout temperature TAO of the air blown into the vehicle interior is calculated using the following formula 2 stored in the ROM.

(Formula 2)
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 40 in FIG. 2, Tam is the outside air temperature detected by the outside air sensor 41, and Ts is the solar radiation sensor. The amount of solar radiation detected at 42.

  Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17 of FIG. 1, the control value of the rotation speed of the water pump 32, etc. are calculated by the signal from this TAO and the above-mentioned various sensors.

(Air mix door opening determination)
Next, in step S5 of FIG. 3, the opening degree of the air mix door 17 is determined using the following mathematical formula 3 stored in the ROM.

(Formula 3)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
In Equation 3, TE is the evaporator temperature (evaporator fin temperature) detected by the evaporator temperature sensor 44 in FIG. 1, and TW is the cooling water temperature detected by the water temperature sensor 33.

(Blower voltage determination and evaporator drying control)
Next, blower voltage determination and evaporator drying control in step S6 of FIG. 3 are performed. Specifically, step S6 is executed according to FIG.

  FIG. 4 is a flowchart showing details of blower voltage determination and evaporator drying control in step S6 of FIG. The blower voltage determined here is a voltage applied to the indoor blower 14 driven by the electric power from the in-vehicle power supply device 104 in FIG. 1. In the first embodiment, the commercial power supply 106 or the external power supply is used. Electric power from the solar cell 107 on the building is used.

  As shown in FIG. 4, when the control is started, in step S40, an ignition switch (hereinafter also referred to as an IG switch, which is a main switch for starting operation in a pure electric vehicle, is collectively referred to in the present invention. It is determined whether or not the operation switch has shifted from ON to OFF. That is, if the IG switch is in a state where it is switched from ON to OFF, it is determined that the vehicle is parked, and if the IG switch remains in the ON state, it is determined that the vehicle is in a state other than parking.

  At this time, if it is determined that the IG switch is in the ON state and the vehicle is not parked (NO), there is a high possibility that the occupant will be in the air conditioning operation while riding, and the blower voltage is stored in the ROM in advance as shown in step S41. It is determined according to a well-known map representing the relationship between the stored target blowing temperature TAO and the blower voltage. Then, the blower voltage determination control in step S6 is terminated. This map can be determined in consideration of an appropriate blower voltage for the target blowing temperature TAO.

  If it is determined in step S40 that the IG switch is in the OFF state, a predetermined time (in this case, 5 minutes) elapses after the vehicle door is once closed and then closed in step S42 which constitutes occupant absence determination means. It is determined whether or not. A seat switch signal for sensing the weight of the passenger may be used in combination.

  With this determination, it is possible to detect that there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it is possible to reliably detect the absence of an occupant by confirming the elapse of 5 minutes after closing.

  In other words, the possibility that the occupant is in the vehicle has decreased because the door has been opened and closed, but just in case, the odor during drying of the evaporator 7 in FIG. We are careful not to be uncomfortable.

  For this reason, even if the odor generated during the drying of the evaporator 7 subsequently flows out into the vehicle, no unpleasant feeling is given to the person. The occupant absence determination in step S42 is repeated until it is determined that the predetermined time (5 minutes) has elapsed.

  And when it determines with the said predetermined time having passed, in step S43 which comprises a condensation determination means, in order to determine whether the evaporator 7 may have condensed before parking, the nearest IG switch is set. In the ON state, condensation determination is performed to determine whether or not the ON time (operation time) of the compressor (also referred to as a compressor) 2 in FIG. 1 exceeds a predetermined time (here, 5 minutes).

  With this dew condensation determination, it can be determined whether or not there is a possibility that the evaporator 7 has dewed before parking. If it is determined in step S43 that the ON time is within 5 minutes, it is determined that the evaporator 7 is dry, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the evaporator 7 End the drying control.

  That is, the indoor blower 14 is not operated, and the evaporator 7 drying operation is not performed. Thus, when it is determined that the evaporator 7 is already dry, power can be saved by not performing the evaporator 7 drying control.

  If it is determined in step S43 that the ON time exceeds 5 minutes, is there a power supply from an external power source such as an outlet (for example, a power supply state by a plug-in using the power supply coupler 105 of FIG. 1)? It is determined whether or not (step S44).

  If it is determined in step S44 that there is no power supply from the outside, considering the power shortage such as battery rising, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the evaporator 7 drying control are performed. finish. That is, the indoor blower 14 is not operated, and the evaporator 7 is not dried.

  On the other hand, if it is determined in step S44 that there is an external power supply, there is no concern about the battery running out, so in step S45 the blower voltage is determined to be 6 V, which is about half the battery voltage. 6V is applied to the DC motor 15 of the blower 14 for use.

  As a result, the indoor blower 14 blows air of a medium level corresponding to 6V to the evaporator 7 and the drying control is started. When the battery ECU 103 in FIG. 1 determines that the vehicle is being rapidly charged with an external power source (the commercial power source 106 or the solar battery 107 in FIG. 1), the occupant resumes the driving operation in a short time. If the drying operation of the evaporator 7 is performed, the odor generated from the evaporator 7 remains in the vehicle interior or the vehicle interior temperature decreases due to the intake of outside air. I do not do it.

  Next, in step S46, a predetermined time is determined as a function of the outside air temperature Tam detected by the outside air sensor 41 in FIG. 2 and the outside air humidity detected by the outside air humidity sensor 461. This predetermined time is a drying time estimated that the evaporator 7 will be sufficiently dried if the indoor blower 14 of FIG. 1 is rotated for this time.

  For example, when the current outside air temperature is −3 ° C. and the outside air humidity is 50%, 20 minutes is set as the predetermined time. When the outside air temperature is −3 ° C. and the outside air humidity is 90%, 30 minutes is set as the predetermined time. In other words, in step S46, it is predicted how many minutes it takes to reach a level at which the odor from the evaporator 7 is not felt. The higher the outside temperature, the shorter the drying time, and the lower the humidity, the shorter the drying time.

  Note that the map used in step S46 shows only characteristic curves of 50% and 90% of outside air humidity, but the actual map has a large number of characteristic curves from 50% to 90%. That is, the map described in step S46 is illustrated with the portion between the outside air humidity 50% and the outside air humidity 90% omitted.

  Thus, the predetermined time when the outside air temperature is 3 ° C. and the outside air humidity is 80% is about 22 minutes. In order to reduce the amount of memory for storing the map, the number of characteristic curves may be reduced, and the predetermined time may be obtained from the outside air temperature and the outside air humidity by complementary calculation.

  Next, whether or not a predetermined time (the predetermined time obtained in step S46, that is, the function value of outside air temperature and outside air humidity = f (outside air temperature, humidity)) has elapsed since the start of the drying operation of the evaporator 7 in step S47. judge.

  After it is determined in step S47 that the predetermined time has elapsed, the evaporator 7 drying control end flag is set. Then, in step S48, the blower voltage is set to 0 volts, the blowing is stopped, and the drying is finished. If the predetermined time has not elapsed in step S47, the process returns to step S45.

(Suction port mode decision)
Next, a suction port mode determination process in step S7 of FIG. 3 is performed. Specifically, this step S7 is executed according to FIG. 5, and the inlet mode is determined based on the target outlet temperature TAO and the presence / absence of evaporator drying control.

  FIG. 5 is a flowchart showing details of the suction port mode determination process in step S7 of FIG.

  When step S7 in FIG. 5 starts, it is determined in step S50 whether or not the IG switch has shifted from ON to OFF. At this time, if the IG switch has shifted from ON to OFF, it is determined that parking has started. At this time, when it is determined that the IG switch is in the ON state and the vehicle is not parked (NO), there is a high possibility that the occupant performs the air-conditioning operation (operation of the compressor 2 in FIG. 1) while on the vehicle.

  As shown in step S51, the suction port mode at this time is determined whether or not the current control is in the auto mode. When the current mode is not the auto mode but the manual mode, the outside air is determined in step S55 according to the input signal by the occupant's operation. Either an inside air circulation mode (REC) with an introduction rate of 0% or an outside air introduction mode (FRS) with an outside air introduction rate of 100% is determined.

  If it is determined in step S51 that the mode is the auto mode, in step S56, the suction port mode is determined according to a map representing the relationship between the target outlet temperature TAO and the suction port mode stored in advance in the ROM.

  If it is determined in step S50 that the IG switch is in the OFF state, the process proceeds to step S591, the outside air introduction rate is determined to be the 100% outside air introduction mode, and the suction port mode determination control is terminated.

(Air outlet mode decision)
Next, in step S8 of FIG. 3, the air outlet mode corresponding to the target air outlet temperature TAO is determined from a map stored in the ROM as is well known. Specifically, when the target blowing temperature TAO is high, the foot differential mode and the foot mode are selected in this order, and the bi-level mode and further the face mode are selected in accordance with the decrease in the target blowing temperature TAO. When manual operation is selected, one of the outlets is selected according to the occupant operation signal.

(Determination of compressor speed, etc.)
Next, determination of the rotation speed of the compressor 2 of FIG. 1 is performed at step S9 of FIG. As described above, when the evaporator 7 drying control with the IG switch OFF is executed, the compressor 2 is not rotating and the refrigerant serving as the heat exchange medium does not flow through the evaporator 7.

  The operating state of the compressor 2 is determined when the IG switch is ON and the air conditioner switch in the operation panel 51 of FIG. 2 is ON. The air conditioner ECU 50 in FIG. 2 determines the number of rotations of the compressor 2 as is well-known based on the evaporator temperature TE that is a detection value of the evaporator temperature sensor 44.

  Specifically, the rotational speed of the compressor 2 corresponding to the evaporator temperature TE is calculated and determined according to a map stored in advance in the ROM. In step S11 of FIG. 3, the air conditioner ECU 50 transmits a control signal for controlling the compressor 2 to the determined rotational speed to the inverter 80 of FIG. 1. The inverter 80 controls the rotational speed of the multiphase AC motor in the compressor 2 based on the transmitted control signal.

(Determination of water pump operation)
Next, the water pump operation determination process in step S10 of FIG. 3 is performed. This step S10 is specifically executed according to FIG. FIG. 6 is a flowchart showing details of the water pump operation determination process in step S10 of FIG.

  As shown in FIG. 6, when step S10 in FIG. 3 starts, it is determined in step S60 in FIG. 6 whether the coolant temperature TW detected by the water temperature sensor 33 in FIG. 2 is higher than the evaporator temperature TE. . If it is determined that the water temperature TW is equal to or lower than the evaporator temperature TE, the water pump 32 of FIG. 1 is determined to be OFF in step S61, and step S10 of FIG. 3 is terminated.

  If it is determined in step S60 of FIG. 6 that the water temperature TW is higher than the evaporator temperature TE, it is then determined in step S62 whether or not the indoor blower 14 is in a state to be turned on (operated). If the indoor blower 14 is not turned on, the process proceeds to step S61, the water pump 32 is determined to be turned off, and step S10 in FIG. 3 is terminated.

  If it is the state which turns on the indoor blower 14 in step S62, the process proceeds to step S63, the ON of the water pump 32 is determined, and step S10 is ended. As described above, the air conditioner ECU 50 determines the operation of the electric water pump 32 in FIG. 1 according to the coolant temperature TW, the evaporator temperature TE, and the operation and stop of the indoor blower 14. Thus, the heater core 34 is heated using the waste heat of the engine 30 of FIG.

(Control signal output)
Next, in step S11 of FIG. 3, control signals are sent to the indoor blower 14, inverter 80, various actuators, etc. so that the control states calculated or determined in steps S4 to S10 are obtained. Is output. Then, after the elapse of a predetermined time in step S12 of FIG. 3, the process returns to step S2, and the above steps S2 to S12 are executed continuously.

  The above first embodiment is summarized as follows. The air conditioning case 10 includes a vehicle interior heat exchanger 7 that is mounted on a vehicle including an external power supply introduction unit 105 that receives the supply of power from the external power supply 106 or 107 and that includes the battery 102. The vehicle air conditioner 100 is provided. While the vehicle is parked, in order to dry the vehicle interior heat exchanger 7 without flowing the heat exchange medium, the vehicle interior heat exchanger 7 is blown using the power from the external power source 106 or 107, Estimating that the odor of the air blower 14 provided in the air conditioning case 10 that executes the vehicle interior heat exchanger drying control and the vehicle interior heat exchanger 7 that is blown into the vehicle interior by the start of air blowing has substantially disappeared. Estimating means (steps S46 and S47) for stopping the blower 14 is provided.

  According to this, since the blower 14 in the air conditioning case 10 is operated by using the external power source 106 or 107, there is no fear of running out of the battery, and the vehicle interior heat exchanger 7 can be sufficiently dried during parking. it can. As a result, it is possible to prevent the wind containing odorous moisture from blowing out at the start of air conditioning after parking. In addition, since the propagation of bacteria during parking can be suppressed, the contamination of the vehicle interior heat exchanger 7 can be alleviated, the cause of odor can be reduced, and the vehicle interior heat exchanger 7 can be reduced. Corrosion of can be suppressed.

(Other embodiments)
The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  Although the rotation speed of the compressor 2 of the said embodiment is the structure controlled by the inverter 80, it is not limited to this. For example, the compressor 2 may be a belt driven by the engine 30 to compress the refrigerant.

  In this case, the compressor 2 is connected to an electromagnetic clutch as clutch means for intermittently transmitting transmission of rotational power from the engine 30 to the compressor 2, and this electromagnetic clutch is controlled by a clutch drive circuit or the like.

  When the electromagnetic clutch is energized, the rotational power of the engine 30 is transmitted to the compressor 2, the air cooling action is performed by the evaporator 7, and when the energization of the electromagnetic clutch is stopped, the engine 30 and the compressor 2 are disconnected. The air cooling action by the evaporator 7 is stopped.

  The vehicle on which the vehicle air conditioner of the present invention can be mounted is not limited to an electric vehicle or a hybrid vehicle, and may be a vehicle that runs on a normal gasoline engine or diesel engine. Further, the connection between the external electricity and the vehicle may be a contact type power supply using an outlet and a plug, or may be a non-contact type power supply using electromagnetic induction.

  The vehicle interior heat exchanger is not limited to an evaporator that evaporates the refrigerant, and the present invention can also be applied to a cooling heat exchanger in which a heat exchange medium such as brine flows. Further, other heat exchangers can be dried as long as they contain moisture and give off an odor. The vehicle air conditioner may use a heat pump cycle.

  Moreover, the electric power of the vehicle-mounted solar cell 109 may be charged in a dedicated battery and used as electric power for drying the vehicle interior heat exchanger during parking. You may drive a fan directly with the electric power of the vehicle-mounted solar cell 109 without the said exclusive battery.

  That is, in the vehicle air conditioner 100 that is mounted on the vehicle including the battery 102 and includes the in-vehicle solar cell 109 and includes the vehicle interior heat exchanger 7 in which the heat exchange medium flows, the air conditioning case 10 includes the following configuration. Adopt it. While the vehicle is parked, in order to dry the vehicle interior heat exchanger 7 without flowing the heat exchange medium, the vehicle interior heat exchanger 7 is blown using the power from the in-vehicle solar cell 109 to Estimating that the odor of the vehicle interior heat exchanger, which is provided with the blower 14 provided in the air conditioning case 10 for executing the indoor heat exchanger drying control and is blown into the vehicle interior by the start of air blowing, has substantially disappeared. The estimation means (step S46 and S47) which stops the air blower 14 is provided. In this case, the power source to be used may be selected by a manual switch so that the evaporator 7 drying control is performed in advance using the electric power of the in-vehicle solar cell 109.

  According to this, since the blower 14 in the air conditioning case 10 is operated using the electric power of the in-vehicle solar cell 109, there is no concern about the battery 102 running out of battery, and the vehicle interior heat exchanger 7 is dried during parking. Can be made.

  In addition, when parking outdoors in the blue sky, electric power that dries the vehicle interior heat exchanger 7 is obtained using electric power remaining in the solar cell 109 or the battery 102 that is mounted on the vehicle. When it is detected by the sensor or the voltage detection circuit that the power feeding coupler 105 (FIG. 1) is coupled, priority is given to the solar battery 107 serving as an external power source and the commercial power source 106 in this order to switch the power source of the blower 14. Also good.

  Further, when the power of the solar battery 107 or the battery 102 is not returned to the system of the commercial power source 106, the bidirectional converter 108 is not necessary and a simple converter may be used. In order to measure the degree of drying, the output of an existing sensor for detecting window fogging is used as a humidity sensor. However, a dedicated humidity sensor may be provided in the vehicle interior or in the air conditioning duct.

  Moreover, although the existing blower was utilized for the air conditioner for vehicles, the air blower which consists of a dedicated axial fan may be installed in an air conditioning duct, and the vehicle interior heat exchanger 7 may be dried. In this case, with the axial fan, air is caused to flow in the reverse direction through the open air introduction port which is opened from the evaporator 7 to the outside air introduction mode, the evaporator 7 is dried, and the humid air is removed. You can go outside.

  In addition, the drying control can be executed before the occupant returns to the parked vehicle by using a remote control or timer that can be remotely operated. In this case, since the compressor 2 (FIG. 1) remains stopped, the generation of odor can be prevented without using a relatively large amount of power as in the pre-air conditioning.

  In addition, the outside air humidity sensor shown in FIG. 2 is provided near the outside air introduction port to detect the outside air humidity. However, in the present invention, when the IG switch is turned off, the outside air introduction mode is entered, so that fogging of the window glass is detected. Therefore, the relative humidity RH of the vehicle interior air near the front window can be substituted for the outside air humidity. Further, the window glass surface relative humidity RHW may be substituted for the outside air humidity.

That is, the detection value of the humidity sensor 47 that can detect the representative humidity of the air near the inner surface of the front window provided in the detection device 110 near the inner surface of the front window 49a in the vehicle interior may be used.
The drying time can also be estimated by calculating the window glass surface relative humidity RHW based on the relative humidity RH and the window glass temperature and using this window glass surface relative humidity RHW.

  The estimated time required for drying changes while the timer starts counting after the evaporator drying control is started, but when the shortest estimated time is reached, the blowing is stopped and the evaporation is stopped. What is necessary is just to complete | finish container drying control.

7 ... Evaporator (in-vehicle heat exchanger)
DESCRIPTION OF SYMBOLS 10 ... Air-conditioning case 10a ... Air passage 13 ... Inside / outside air switching door which comprises inside / outside air switching means 14 ... Indoor blower (blower)
44 ... Evaporator temperature sensor 47 ... Humidity sensor 50 ... Air-conditioner ECU (air-conditioning control device)
TE ... Evaporator temperature (heat exchanger temperature)
102 ... Battery 103 ... Battery ECU
106 ... Commercial power supply 107 ... Solar cell 108 ... Converter 109 ... In-vehicle solar cell

Claims (7)

In the vehicle air conditioner (100) provided with a cooling vehicle interior heat exchanger (7) in the air conditioning case (10) through which the heat exchange medium flows,
In order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium while the vehicle is parked, the vehicle interior heat exchanger (7) is blown to An air blower (14) provided in the air conditioning case (10) that executes exchanger drying control, and the fan (14) that estimates that the smell of the vehicle interior heat exchanger has substantially disappeared due to the start of air blowing. 14) The vehicle air conditioner characterized by having an estimation means (steps S46 and S47) for stopping 14).   The estimation means (steps S46 and S47) is determined according to the state of the air flowing upstream of the vehicle interior heat exchanger (7) that affects the drying of the vehicle interior heat exchanger (7). The vehicle air conditioner according to claim 1, further comprising time determining means (step S46) for determining a blowing time. The air conditioner for a vehicle according to claim 2, wherein the air condition includes the humidity of the air detected by a humidity sensor (461, 47).   The vehicle air conditioner according to claim 3, wherein the humidity detected by the air humidity sensor (461) comprises outside air humidity.   Inside / outside air switching means (13) for switching between an inside air circulation mode for taking in and circulating air inside the vehicle and an outside air introduction mode for introducing air outside the vehicle, upstream of the vehicle interior heat exchanger (7). 5. The vehicle air conditioner according to claim 1, wherein the outside air introduction mode is set when the vehicle is parked.   6. The vehicle interior heat exchanger drying control is performed when the occupant absence determination means (S40 and S42) determines that no occupant is present in the vehicle interior. The vehicle air conditioner described.   The occupant absence determination means (S40 and S42) indicates that the occupant is absent when a predetermined time elapses after the operation switch of the vehicle is switched from an on state to an off state and the door is opened and then closed. The vehicle air conditioner according to claim 6, wherein the determination is made.

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