JP2011068158A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of performing an air conditioning power saving operation and surely cooling the inside of a cabin. <P>SOLUTION: When cooling the inside of the cabin, an air-conditioner ECU 50 compares an outside air temperature detected by an outside air sensor 41 with a target blowout temperature TAO calculated by using an inside air temperature detected by an inside air sensor 40 and a solar radiation amount detected by a solar radiation sensor 42. The air-conditioner ECU introduces outside air without operating a compressor when it is determined that blowing can be performed at the target blowout temperature TAO to the inside of the cabin even if outside air is not cooled while the air-conditioner ECU operates the compressor by an inverter 80 when it is determined that blowing cannot be performed at the target blow temperature TAO to the inside of the cabin if outside air is not cooled. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that uses a compressor to send a refrigerant to a heat exchanger to air-condition a vehicle interior.

  Conventionally, when the outside air temperature is lower than a predetermined temperature at the start of air conditioning operation, the refrigerant compressor is stopped, and when the outside air temperature is higher than the predetermined temperature, the refrigerant compressor is operated to cool the vehicle interior. 2. Description of the Related Art A vehicle air conditioner is known (for example, see Patent Document 1 below).

JP 2009-40242 A

  However, in the above-described conventional vehicle air conditioner, whether or not to operate the compressor is determined based on the outside air temperature, and does not consider the inside air temperature in the vehicle interior or the amount of solar radiation into the vehicle interior. There is a problem in that there are cases where cooling cannot be performed even though the room is hot. Further, there is a problem in that there is a possibility that the compressor is operated and energy is wasted even though it is not necessary to cool the passenger compartment.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle air conditioner that can perform air-conditioning power-saving operation and can reliably cool the passenger compartment. .

In order to achieve the above object, in the invention described in claim 1,
An air conditioning case (10) including therein an air passage (10a) through which air blown into the vehicle interior flows;
A heat exchanger (7) that is provided in the air conditioning case and exchanges heat between the refrigerant flowing inside and the air flowing through the air passage;
A compressor (2) for supplying refrigerant to the heat exchanger;
An inside / outside air switching means (13) for switching the air introduced into the air passage between the indoor air and the outdoor air;
A vehicle air conditioner comprising: control means (50) for controlling operation of the compressor and switching control of the inside / outside air switching means,
The control means
When cooling the interior of a vehicle, based on the outdoor temperature outside the room and the target temperature of the air blown into the room determined using at least one of the indoor temperature and the amount of solar radiation in the room,
When it is judged that the outside air introduced into the air passage can be blown into the room at a substantially target temperature without exchanging heat with the heat exchanger, the operation of the compressor is prohibited and the inside / outside air switching is performed so that the outside air is introduced. Switch control of means,
The compressor is operated when it is determined that the outside air introduced into the air passage cannot be blown into the room at a substantially target temperature unless heat is exchanged by the heat exchanger.

  According to this, when cooling the interior of a vehicle, it is possible to blow outside air at a substantially target temperature without heat exchange with a heat exchanger based on the outside air temperature and the target temperature of the air blown into the room. When it is determined that the compressor is not operating, the temperature of the air blown into the room is reduced by introducing the outside air to cool the room. When it is determined that the air cannot be blown out, the compressor can be operated to cool the room. In addition, the target temperature of the air blown into the room is determined using at least one of the inside air temperature and the amount of solar radiation in the room, considering not only the outside air temperature but also the indoor environmental conditions, and the vehicle's room is hot. Therefore, it is possible to prevent the occurrence of a problem that cooling cannot be performed. Therefore, the air-conditioning power saving operation can be performed at the start of air-conditioning, and the vehicle interior can be reliably cooled.

  Further, in the invention described in claim 2, the energy saving mode setting means (51b) for setting the energy saving mode is provided, and when the energy saving mode is set by the energy saving mode setting means, the control means sets the target of the air blown into the room. It is characterized by correcting the temperature to be higher by a predetermined temperature.

  According to this, when the energy saving mode is set, the target temperature of the air blown into the room is corrected to be higher by a predetermined temperature. That is, when the energy saving mode is set, the threshold value for determining whether or not to drive the compressor is increased by a predetermined temperature, so that further air conditioning and power saving operation can be performed.

  In the invention according to claim 3, the control means circulates through the air passage before the start of the compressor operation and after the lapse of the predetermined time until the predetermined time elapses from the time when the operation of the compressor is started. The ratio of the air blown toward the upper body of the occupant who rides in the vehicle cabin is reduced.

  Conventionally, at the time of starting the compressor, if the refrigerant supplied to the heat exchanger takes heat from the air, condensation starts on the surface of the heat exchanger, and at that time, the odor component of the heat exchanger temporarily enters the air. The occupants who are released and feel in the cabin of the vehicle may feel odor and feel uncomfortable. However, according to the third aspect of the present invention, the air blown toward the upper body of the occupant out of the air blown into the room is longer than before and after the predetermined time has elapsed after the compressor is operated. Since the ratio is reduced, the passenger can be prevented from feeling unpleasant odor.

  In addition, the code | symbol in the parenthesis attached | subjected to each said means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a mimetic diagram showing a schematic structure of air-conditioner 100 for vehicles of one embodiment to which the present invention is applied. 2 is a block diagram showing a configuration related to control of the vehicle air conditioner 100. FIG. 3 is a flowchart showing basic air conditioning control processing by an air conditioner ECU 50 of the vehicle air conditioner 100. It is a flowchart which shows the process (step S6) of the indoor blower voltage determination in the said air-conditioning control process. It is a flowchart which shows the process (step S7) of the suction inlet mode determination in the said air-conditioning control process. It is a flowchart which shows the process (step S8) of the blower outlet mode determination in the said air-conditioning control process. It is a flowchart which shows the process (step S9) of the compressor rotation speed determination in the said air-conditioning control process. FIG. 8 is a map showing the relationship between deviation En and deviation change rate EDOT for obtaining ΔfC in step S910 of FIG. It is a flowchart which shows the process (step S10) of the water pump action | operation determination in the said air-conditioning control process. It is a flowchart which shows the energy-saving correction process performed when performing the switch signal reading process (step S2) in the said air-conditioning control process.

  Hereinafter, an embodiment to which the present invention is applied will be described with reference to the drawings. In this embodiment, an example in which the vehicle air conditioner 100 is applied to an air conditioner for a hybrid vehicle will be described. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 100. FIG. 2 is a block diagram showing a configuration related to the control of the vehicle air conditioner 100.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assistance motor generator having a traveling assistance motor function and a generator function, Engine electronic control device (hereinafter also referred to as engine ECU 60) for controlling fuel supply amount, ignition timing, etc., battery for supplying electric power to motor generator, engine ECU 60, etc., control of motor generator, continuously variable transmission, electromagnetic clutch And a hybrid electronic control unit (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 controlling driving switching of which driving force of the motor generator and the engine 30 is transmitted to the driving wheels, and a function of controlling charging / discharging of the battery.

  Further, the battery is provided with a charging device for charging electric power consumed by vehicle interior air conditioning, traveling, etc., and for example, a nickel hydride storage battery, a lithium ion battery, or the like is used as the charging device. This charging device is equipped with an outlet connected to a desk lamp as a power supply source or a commercial power supply (household power supply), and the battery can be charged by connecting the power supply source to this outlet. it can.

Specifically, the following control is performed.
(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 is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, and traveling at high speed is heavy, the motor generator is caused to function as an electric motor and generated in the motor generator in addition to the driving force generated in the engine 30. The driving force is transmitted to the driving wheels (hybrid driving mode).
(4) When the remaining charge amount 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 transmitted to the motor generator. To communicate.

  The present invention is not limited to an air conditioner for a hybrid vehicle, and can be applied to, for example, a vehicle driven by a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as light oil and gasoline. It is.

  The vehicle air conditioner 100 is a device capable of performing an air conditioning operation in the vehicle interior, and can drive and blow the indoor blower 14 during parking, for example, before a passenger gets on the vehicle. 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, The refrigeration cycle 1 for cooling the air flowing in the air conditioning case 10, the cooling water circuit 31 for heating the air flowing in the air conditioning case 10, and an air conditioner electronic control device as control means (hereinafter also referred to as an air conditioner ECU 50) Etc.

  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, 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). ) Is taken in.

  An inside / outside air switching door 13 is rotatably provided inside the inside air suction port 11 and the outside air suction port 12. The inside / outside air switching door 13 is driven by an actuator such as a servo motor, and can switch the suction port mode to an inside air circulation mode, an outside air introduction mode, and the like. The inside / outside air switching door 13 corresponds to the inside / outside air switching means in the present embodiment.

  The most downstream side of the air-conditioning case 10 is a portion constituting the blowout outlet switching box, 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 air outlet switching doors 21 and 22 are rotatably attached to the inside of each air 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 motor 15, and the rotation speed of the motor 15 is determined according to the voltage applied to the motor 15. By controlling the voltage applied to the motor 15 based on a control signal from the air conditioner ECU 50, the air flow rate of the indoor blower 14 is controlled.

  The refrigeration cycle 1 includes a compressor 2 whose rotational speed is controlled by an inverter 80 and compresses the refrigerant, a condenser 3 that condenses and liquefies the compressed refrigerant, and gas-liquid separation of the condensed and liquefied refrigerant to bring only the liquid refrigerant downstream. The gas-liquid separator 5 to flow, the expansion valve 6 that decompresses and expands the liquid refrigerant, the evaporator 7 that evaporates and vaporizes the decompressed and expanded refrigerant, and the refrigerant pipe that connects these in an annular shape.

  In the air passage 10a in the air conditioning case 10 on the downstream side of the blower air from the indoor blower 14, the evaporator 7 (an example of a heat exchanger for cooling), an air mix are arranged in order from the upstream side to the downstream side. A door 17 and a heater core 34 are disposed.

  The compressor 2 is driven by a built-in electric motor, can be controlled in rotational speed, and the refrigerant discharge flow rate is variable according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 80 to control the rotation speed of the electric motor. The inverter 80 is supplied with DC power from the vehicle battery 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 heated by the water jacket of the engine 30 by the electric water pump 32, and includes a radiator, a thermostat (all not shown), and a heater core 34. In the heater core 34, cooling water for cooling the engine 30 flows inside, 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 a temperature detection unit that detects the water temperature TW of the cooling water flowing through the cooling water circuit 31. A signal detected by the water temperature sensor 33 is input to the air conditioner ECU 50.

  The evaporator 7 is arranged so as to cross the entire passage immediately after the indoor blower 14, and all the air blown out from the indoor blower 14 passes therethrough. The evaporator 7 performs heat exchange between the refrigerant flowing through the air and the air flowing through the air passage 10a to cool the air and to cool the air and to dehumidify the air that passes through the room heat. It is an exchanger.

  In the ventilation path downstream of the evaporator 7 and upstream of the heater core 34, the air that has passed through the evaporator 7 can be adjusted to adjust the air volume ratio of the air that passes through the heater core 34 and the air that bypasses the heater core 34. A mix door 17 is provided. 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 is provided in the flow path on the high pressure side of the refrigeration cycle 1 and detects the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2. The evaporator temperature sensor 44 is temperature detection means for detecting an evaporator temperature TE (one of temperature information related to the evaporator 7) which is a temperature at a predetermined location in the evaporator 7 (fin temperature in the present embodiment). The pre-evaporator air temperature sensor 45 is temperature detection means for detecting a pre-evaporator temperature TU (one of temperature information related to the evaporator 7), which is an air temperature upstream of the evaporator 7 of the air flowing through the air passage 10a. is there. The post-evaporator air temperature sensor 46 is temperature detection means for detecting a post-evaporator temperature TL (one of temperature information related to the evaporator 7), which is the air temperature downstream of the evaporator 7 of the air flowing through the air passage 10a. is there. Signals detected by each of the evaporator temperature sensor 44, the pre-evaporator air temperature sensor 45, and the post-evaporator air temperature sensor 46 are input to the air conditioner ECU 50.

  A humidity sensor 47 and a temperature sensor 48 that can detect typical humidity and temperature of air near the inner surface of the front window are provided near the inner surface of the front window in the vehicle interior. 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 temperature sensor 48 is a thermistor whose resistance value changes according to temperature.

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
Where α is a control coefficient and β is a constant.

  Next, the air conditioner ECU 50 calculates the air temperature in the passenger compartment near the front window by applying the output value of the temperature sensor 48 to a predetermined arithmetic expression stored in advance. Further, the air conditioner ECU 50 calculates the temperature of the window (the indoor side surface temperature of the window) by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression set in advance. Further, the air conditioner ECU 50 calculates the window surface relative humidity (relative humidity of the indoor side surface of the window) RHW based on the relative humidity RH, the air temperature, and the window temperature. That is, by using the humid air diagram, the window surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window temperature.

  The air conditioner ECU 50 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment. Signals from various switches on the operation panel 51 provided in the front of the passenger compartment, the inside air sensor 40, the outside air sensor 41, Sensors from solar radiation sensor 42, refrigerant pressure sensor 43, evaporator temperature sensor 44, pre-evaporator air temperature sensor 45, post-evaporator air temperature sensor 46, water temperature sensor 33, humidity sensor 47, temperature sensor 48, window temperature sensor 49, etc. An input circuit for inputting signals and an output circuit for sending output signals to various actuators are provided. The microcomputer 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 based on an operation command transmitted from the operation panel 51 or the like. It has various programs used for calculation.

  The operation panel 51 is provided with an air conditioner indicator 51a as an air conditioner operation display unit that is displayed when the vehicle air conditioner 100 is operating. The air conditioner indicator 51a receives a command signal from the air conditioner ECU 50. Is controlled to a display state (for example, a lighting state) or a non-display state (for example, a non-lighting state).

  In the present embodiment, an eco mode switch 51b as an energy saving mode setting means is provided on the operation panel 51. When the eco mode switch 51b is ON, an energy saving mode setting signal is sent from the operation panel 51 to the air conditioner ECU 50. Entered.

  The air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during the air conditioner operation, calculates them, and calculates the capacity to be set for the compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 80 based on the calculation result, and the output amount of the compressor 2 is controlled by the inverter 80. As described above, when an operation signal such as operation / stop of the air conditioner and a set temperature is input to the air conditioner ECU 50 and detection signals of various sensors are input by the operation of the operation panel 51 by the occupant, the air conditioner ECU 50 receives the engine ECU 60. , Communicates with the hybrid ECU 70 and the like, and based on various calculation results, the compressor 2, the indoor blower 14, the outdoor fan 4, the air mix door 17, the water pump 32, the inside / outside air switching door 13, the outlet switching door 21, The operation of each device such as 22 is controlled.

  FIG. 3 is a flowchart showing basic air conditioning control processing by the air conditioner ECU 50. When the basic air conditioning control process of FIG. 3 is started, the air conditioner ECU 50 executes processes according to the subsequent steps S. Note that the processing from step S2 to step S9 is performed once every 250 ms.

(Initialization)
First, in step S1, the parameters stored in the 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. At this time, the air conditioner ECU 50 also reads a signal from the eco mode switch 51b of the operation panel 51, and determines an eco correction value (energy saving correction value) for energy saving correction according to the flowchart shown in FIG. As shown in FIG. 10, the air conditioner ECU 50 first determines whether or not the eco mode switch 51b is turned on and the eco mode (energy saving mode) is set in step S200. If it is determined that the eco mode is set, the eco correction value is set to 5 in step S210, and the eco correction value determination process is terminated. On the other hand, if it is determined that the eco mode is set, the eco correction value is set to 0 in step S220, and the eco correction value determination process is terminated.

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

(TAO calculation basic control)
Next, in step S4, a target blowing temperature TAO of 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, Tam is the outside air temperature detected by the outside air sensor 41, and Ts is the solar radiation sensor 42. The amount of solar radiation detected. 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, the control value of the rotation speed of the water pump 32, etc. are calculated from the signals from the TAO and the various sensors.

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

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

(Blower voltage determination)
Next, the blower voltage determination process in step S6 is performed. Specifically, this step S6 is a step that is executed according to FIG. 4 and determines the blower voltage depending on the necessity of drying control for drying the evaporator 7. FIG. 4 is a flowchart showing details of the blower voltage determination process in step S6 of FIG. This blower voltage is a voltage applied to the indoor blower 14 driven by battery power.

  As shown in FIG. 4, when this control is started, it is determined in step S600 whether or not an ignition switch (hereinafter sometimes referred to as an IG switch) is in an OFF state. That is, if the IG switch is in the OFF state, it is determined that the vehicle is parked, and if the IG switch is 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, there is a high possibility that the occupant will perform air-conditioning operation while riding, and the blower voltage is stored in advance in the ROM as shown in step S605. And determined according to a map representing the relationship between the target blowing temperature TAO and the blower voltage. Then, the blower voltage determination 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 S600 that the IG switch is in the OFF state, it is further determined in step S610 whether or not a predetermined time (here, 5 minutes) has elapsed after the vehicle door is once opened and then closed. By this determination, there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it can be reliably detected that there is no occupant by confirming that 5 minutes have passed since the door was closed. 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. This determination is repeated until it is determined that the predetermined time has elapsed.

  If it is determined that the predetermined time has elapsed, it is determined in step S615 whether or not the drying flag of the evaporator 7 is zero. This determination is a process for determining whether or not the evaporator 7 may have condensed before parking. In the previous process, for example, the compressor 2 is operating and a process for setting the drying flag to 0 is performed. If it is determined that the evaporator 7 is in a non-dry state, the compressor 2 is stopped for a predetermined stop time, or drying control for the evaporator 7 is executed by the indoor blower 14. If the process of setting the drying flag to 1 is performed, it is determined that the evaporator 7 is in a dry state. If it is determined in step S615 that the drying flag is not 0, the evaporator 7 is determined to be in a dry state, the process proceeds to step S650, the drying flag of the evaporator 7 is maintained, and the blower voltage is determined to be 0 V in step S655. This completes the blower voltage determination process. In this case, since the indoor blower 14 is not operated and the drying operation of the evaporator 7 is not performed, the power consumption of the vehicle can be suppressed.

  If it is determined in step S615 that the drying flag is 0, it is determined that the evaporator 7 is in a non-dry state. Next, in step S620, whether power is supplied from an external power source such as an outlet (for example, charging by plug-in). Status) or not. If it is determined in step S620 that there is no external power supply, power shortage such as battery rise is taken into consideration, the process proceeds to step S650, the drying flag of the evaporator 7 is maintained, and the blower voltage is determined to 0 V in step S655. The blower voltage determination process is terminated. Also in this case, the indoor blower 14 is not operated and the drying operation of the evaporator 7 is not performed.

  On the other hand, if it is determined in step S620 that there is an external power supply, the above-mentioned power shortage is not a concern, so in step S625 the blower voltage is determined to be 6V and 6V is applied to the motor 15 of the indoor blower 14. To do. The indoor blower 14 provides medium level airflow corresponding to 6 V to the evaporator 7 and the drying operation is started. In addition, since the passenger | crew has a high possibility of restarting driving | operation operation | movement in a short time when the quick charge is performed with respect to the vehicle, when the drying operation of the evaporator 7 is performed, the odor generated from the evaporator 7 is generated. Since the interior temperature of the evaporator 7 remains in the passenger compartment or due to the introduction of outside air, the drying operation of the evaporator 7 may not be performed.

  In step S630, it is determined whether the humidity of the air downstream from the evaporator 7 is less than 80%. As described above, the humidity of the air is determined by using the output value of the humidity sensor 47 and the relative humidity RH of the passenger compartment air in the vicinity of the front window, which is calculated using the above equation 1, the output value of the temperature sensor 48, and a predetermined arithmetic expression. Is the window surface relative humidity RHW calculated based on the air temperature in the vicinity of the front window calculated by the above, the output value of the window temperature sensor 49, and the indoor side surface temperature of the window calculated by a predetermined arithmetic expression. If it is determined that the window surface relative humidity RHW determined in this way is 80% or more, it is determined that the condensed water in the evaporator 7 is still evaporated in the air, and the evaporator 7 is still in the process of being dried. Therefore, the process proceeds to step S645, and the drying operation is continued until a predetermined drying operation time (for example, 1 hour) elapses from the start of the drying operation. When the drying operation for a predetermined drying operation time is completed, the process proceeds to step S650, the drying flag of the evaporator 7 is maintained, and the blower voltage is determined to be 0 V in step S655, and the blower voltage determination process is ended.

  On the other hand, if it is determined in step S630 that the window surface relative humidity RHW is less than 80%, the evaporator 7 can be determined to be in a dry state. In this way, the air humidity downstream of the evaporator 7 is used as a material for determining the end of drying. When the condensed water from the evaporator 7 has finished evaporating and approaches the dry state, the air humidity downstream of the evaporator 7 is upstream. This is because the air humidity drops to almost the same. Furthermore, for the sake of certainty, in step S635, it is determined whether or not the temperature difference obtained by subtracting the post-evaporator temperature TL from the pre-evaporator temperature TU is less than 3 ° C. (first predetermined value).

  The determination process in step S635 is based on the following characteristics. As the evaporation of the evaporator 7 proceeds, the amount of water that evaporates decreases, so the air temperature downstream of the evaporator 7 approaches the upstream air temperature. That is, when the drying end state is approached, the degree of drying is increased, the moisture is reduced, and the heat of vaporization is not lost. Therefore, the air temperature downstream of the evaporator 7 rises to be substantially equal to the air temperature upstream of the evaporator 7. . Therefore, when the temperature difference between the pre-evaporator temperature TU upstream of the evaporator 7 and the post-evaporator temperature TL downstream of the evaporator 7 becomes smaller than a predetermined temperature difference obtained from experimental data, the dry state has been reached. It can be judged.

  If it is determined in step S635 that the temperature difference is less than the first predetermined value, the drying flag of the evaporator 7 is set to 1 in step S640, assuming that the drying of the evaporator 7 is completed. Furthermore, it progresses to step S655, a blower voltage is determined to 0V, the drying operation of the evaporator 7 is complete | finished, and the process of blower voltage determination is complete | finished. After determining that the temperature difference is less than the first predetermined value in step S635, the operation of the indoor blower 14 is continued for about 5 minutes while taking in outside air, that is, the vehicle interior is ventilated. Then, the process may proceed to step S640. If it does in this way, the moisture sent into the vehicle interior with the dry operation can be discharged outside the vehicle interior, the odor in the vehicle interior can be reduced for the occupant, and discomfort due to moisture can be avoided.

  On the other hand, if it is determined in step S635 that the temperature difference is equal to or greater than the first predetermined value, the process proceeds to step S645, and the drying operation is continued until the drying operation for a predetermined drying operation time is completed. In step S650, the evaporator is continued. 7 is maintained, and the blower voltage is determined to be 0V in step S655, and the blower voltage determination process is terminated. As described above, when a predetermined drying operation time (here, 1 hour) elapses from the start of the drying operation of the evaporator 7, the drying operation is forcibly terminated, thereby reducing power consumption and the motor 15 of the indoor blower 14. It is possible to ensure the durability resulting from the operation time.

  As described above, the air conditioner ECU 50 controls the operation of the indoor blower 14 to the evaporator 7 when the evaporator 7 is in a non-dry state (not dried to a level where it is difficult to feel odor) during parking. Air is blown against. If it is determined by the drying operation control that the evaporator 7 is in a dry state, the compressor 2 is not operated when the automatic air-conditioning operation is started (step S9 described later).

(Suction port mode decision)
Next, a suction port mode determination process in step S7 is performed. This step S7 is specifically executed according to FIG. FIG. 5 is a flowchart showing details of the suction port mode determination process in step S7 of FIG.

  As shown in FIG. 5, when step S7 starts, it is determined in step S700 whether or not the IG switch is in an ON state. If it is determined that the IG switch is OFF and the vehicle is parked at this time, the suction port mode is determined to be the outside air introduction mode with an outside air introduction rate of 100% in step S705, and step S7 is ended. By setting the outside air introduction mode during parking in this way, the moisture remaining in the vehicle interior is easily discharged outside the vehicle. For example, even when the operation of the indoor blower 14 is stopped and the drying operation of the evaporator 7 is not performed, the outside air introduction mode can be performed so that moisture does not accumulate in the vehicle interior.

  If it is determined in step S700 that the IG switch is in the ON state, it is next determined in step S710 whether or not automatic operation is set. If it is determined in step S710 that the automatic operation is not set and the manual operation is performed, in step S715, the outside air introduction rate is determined to be 0% in the case of the inside air circulation mode, and the outside air introduction rate in the case of the outside air introduction mode. 100% is determined and step S7 is ended.

  If it is determined in step S710 that the automatic operation is set, it is determined in step S720 whether or not the compressor ON mode is set. The compressor ON mode here is a mode in which the compressor 2 is controlled so that the evaporator temperature TE becomes the target temperature, and is not a mode in which the compressor 2 is actually operating. . For example, when the evaporator temperature TE is lower than the target temperature, the compressor 2 is stopped, but when the evaporator temperature TE rises, the compressor 2 is started. In such a case, the compressor is turned on. The mode is determined. In this embodiment, this compressor ON mode is a mode in which the compressor 2 is operating.

  If it determines with it being compressor ON mode by step S720, the suction inlet mode corresponding to target blowing temperature TAO will be determined from the map memorize | stored in ROM by step S725. According to this map, the target blowout temperature TAO is determined to be an inside air circulation mode, an inside / outside air introduction mode for sucking both inside air and outside air, and an outside air introduction mode for sucking outside air from a low temperature to a high temperature.

  If it is determined in step S720 that the compressor is not in the ON mode, a provisional outside air introduction rate f (RHW) corresponding to the window surface relative humidity RHW is determined from the map stored in the ROM in step S730. That is, in step S730, a temporary outside air introduction rate (hereinafter also referred to as a first temporary outside air introduction rate) as an antifogging factor is calculated according to the likelihood of window fogging (window surface relative humidity RHW). To do. The first provisional outside air introduction rate is determined so that the higher the possibility of window fogging (the higher the RHW), the larger the value is calculated and the greater the outside air is taken into the vehicle interior. For example, as shown in the map in step S730, the first provisional outside air introduction rate f (RHW) is obtained as a value that increases from 0 to 100 as the RHW increases between 87 and 90, and the RHW is 90. In the above, it is determined as a constant value 100. In this way, if the RHW is large, that is, the possibility of window fogging is high, a lot of outside air is taken into the vehicle interior and ventilation proceeds, so the vehicle interior temperature and humidity tend to decrease, and window fogging is possible Will be reduced. Step S730 is a step of determining the possibility that the window of the vehicle will be fogged and introducing outside air into the vehicle interior if there is a possibility of window fogging.

  If the conditions for increasing the outside air introduction rate are set to conditions that are easier to satisfy than the conditions for operating the compressor 2, the frequency of operating the compressor 2 for anti-fogging can be reduced. Power saving can be achieved by reducing the operating rate.

  After step S730, it is determined whether or not the outside air temperature is higher than the target blowing temperature TAO (step S735). Here, the target air temperature TAO to be compared with the outside air temperature employs a value corrected by the eco correction value determined by the flow shown in FIG. If it is determined that the outside air temperature is equal to or lower than TAO, in step S740, the correction amount of the outside air introduction rate considering the outside air (outside air correction) corresponding to the temperature difference between the evaporator temperature TE and TAO from the map stored in the ROM. Amount). With this map, as TE becomes larger than TAO, the outside air correction amount is determined to be large, and the second provisional outside air introduction rate f (outside air correction) in step S741 can be increased. Since the frequency of operating the compressor 2 for cooling can be reduced by calculating the outside air correction amount and forming the blowout temperature in this manner, it is possible to save power by reducing the operating rate of the compressor 2. it can.

  Next, in step S741, a temporary outside air introduction rate (second temporary outside air introduction rate f (outside air correction)) due to the cooling factor is calculated. The second provisional outside air introduction rate f (outside air correction) is calculated by adding the “outside air introduction rate obtained last time” and the “outside air correction amount calculated in step S740”. Further, the “first provisional outside air introduction rate f (RHW)” calculated in step S730 is compared with the “second provisional outside air introduction rate f (outside air correction)” calculated in step S741, of which The larger value is determined as the current outside air introduction rate (step S742), and the inlet mode determination process is terminated. This step S741 is updated once every 4 seconds.

  On the other hand, if it is determined in step S735 that the outside air temperature is higher than TAO, it is determined in step S736 whether or not the compressor 2 is stopped by manual operation. If the compressor 2 is not stopped by manual operation, the internal air circulation mode with an outside air introduction rate of 0% is determined in step S737. Since the outside air temperature is higher than TAO in the process of determining the inside air circulation mode, the target blowout temperature TAO cannot be created even if the outside air introduction rate is maximized. In addition to controlling the rotational speed so as to operate, the internal air circulation mode is set, thereby reducing the suction temperature of the compressor and improving the cooling efficiency.

  When the compressor 2 is stopped by manual operation, the outside air introduction mode with the outside air introduction rate of 100% is determined in step S738. In the process of determining the outside air introduction mode, the blowing temperature becomes higher than TAO, but the blowing temperature can be lowered even if the outside air introduction rate is maximized.

  When the eco mode switch 51b is operated and the eco mode is set, the threshold for determining whether or not the compressor 2 is operated to enter the inside air circulation mode in step S735 increases by 5 ° C., Even if the outside air introduction mode is continued and the compressor 2 is not operated, it is possible to achieve a relatively low blowing temperature.

  As described above, the suction port mode determination processing in step S7 includes the first provisional outside air introduction rate f (RHW) as an anti-fogging factor and the second provisional outside air introduction rate f (outside air correction) as a cooling factor. In order to determine the outside air introduction rate by selecting the higher one, the inside / outside air control satisfying both the window fog prevention and the cooling requirement is realized.

(Air outlet mode decision)
Next, the blower outlet mode determination process of step S8 is implemented. Specifically, step S8 is executed according to FIG. FIG. 6 is a flowchart showing details of the air outlet mode determination process in step S8 of FIG.

  As shown in FIG. 6, when step S8 starts, it is determined in step S80 whether or not the IG switch is in an OFF state. If it is determined that the IG switch is OFF and the vehicle is parked at this time, the blower outlet mode is determined to be the defroster mode in step S81, and step S8 is terminated. If it is determined in step S700 that the IG switch is in the ON state, it is next determined in step S82 whether or not automatic operation is set. If it is determined in step S82 that the automatic operation is not set and the manual operation is performed, the air outlet mode according to the manual setting is determined in step S83, and step S8 is ended.

  If it is determined in step S82 that the automatic operation is set, in step S84, a predetermined initial time (a predetermined time from the start of operation of the compressor, here, the compressor 2 is started from OFF to ON) 15 seconds) is determined. If it is determined in step S84 that the predetermined initial time has elapsed, the air outlet mode corresponding to the target air outlet temperature TAO is determined as the temporary air outlet mode f (TAO) from the map stored in the ROM in step S86. . According to this map, the target blowing temperature TAO is determined so as to be in the face mode, the bi-level mode, the foot mode, and the foot / defroster mode from a low temperature to a high temperature.

  In step S87, a window fogging possibility determination value f1 (RHW) corresponding to the window surface relative humidity RHW is determined from the map stored in the ROM. That is, in step S87, the determination value f1 (RHW) used for selection of the blowout port mode, which is an antifogging factor, is calculated according to the possibility of window fogging (window surface relative humidity RHW). When the window surface relative humidity RHW is high and there is a possibility of window fogging, the judgment value f1 (RHW) is set to 1. When the window surface relative humidity RHW is low and there is no possibility of window fogging, the judgment value f1 (RHW) is calculated as 0. To do.

  For example, as shown in the map of step S87, when the window surface relative humidity RHW is 85% or more, the window fogging possibility determination value f1 (RHW) is obtained as 1, and the window surface relative humidity RHW is 85%. If it is less, the window fogging possibility determination value f1 (RHW) is obtained as 0. However, once the determination value f1 (RHW) is obtained as 1, the determination value f1 (RHW) is not set to 0 until the window surface relative humidity RHW becomes 80% or less, and the air outlet mode (specifically, the air outlet). The switching doors 21 and 22) are prevented from hunting.

  After executing Steps S86 and S87, it is determined in Step S88 whether or not the provisional outlet mode f (TAO) previously determined in Step S86 is the bi-level mode or the foot mode. If it is determined in step S88 that the provisional outlet mode f (TAO) is the bi-level mode or the foot mode, the window fogging possibility determination value f1 (RHW) previously determined in step S87 is 1 in step S89. It is determined whether or not.

  If it is determined in step S89 that the window fogging possibility determination value f1 (RHW) is 1, the air outlet mode is determined to be the foot defroster mode in step S891, and step S8 is ended. When it is determined in step S88 that the provisional outlet mode f (TAO) is not the bi-level mode or the foot mode, and when it is determined that the window fogging possibility determination value f1 (RHW) is 0 in step S89. In step S892, the air outlet mode is determined to be the provisional air outlet mode f (TAO) determined in step S86, and step S8 is ended.

  Thus, when the provisional outlet mode f (TAO) is the bi-level mode or the foot mode, if there is a possibility of window fogging, the outlet mode is set to the foot defroster mode regardless of the provisional outlet mode. Processing to increase the amount of air blown from the defroster outlet 18 is performed.

  If the window fogging possibility determination value f1 (RHW) is set to 1 so that the window surface relative humidity RHW is lower than the condition for operating the compressor 2, the compressor 2 is used for fogging prevention. Since the frequency of operating can be reduced, it is possible to save power by reducing the operating rate of the compressor 2.

  If it is determined in step S84 that the predetermined initial time has not yet passed soon after activation, the blower outlet mode is determined to be the foot mode in step S85, and step S8 is terminated. Thus, even if the odor generated by the condensation of the evaporator 7 is released into the passenger compartment by setting the outlet mode to the foot mode within a predetermined initial time from the start of the compressor 2, the foot of the passenger Since odors are released in the vicinity, it is possible to make it difficult for passengers to feel odors.

(Determining compressor speed)
Next, in step S9, determination of the compressor speed and the like is executed. This step S9 determines whether or not the evaporator 7 is in a dry state in which the evaporator 7 is dried to a level where it is difficult to feel odor during the automatic air-conditioning operation, along with the determination of the rotational speed of the compressor 2.

  FIG. 7 is a flowchart illustrating step S for determining the compressor speed in step S9 of FIG. First, when step S9 starts, the air conditioner ECU 50 determines whether or not the IG switch is in an OFF state in step S900. If it is determined that the IG switch is in the ON state at this time, the rotational speed of the current compressor 2 is determined to be 0 (stopped) in step S901, and step S9 is ended.

  If it is determined in step S900 that the IG switch is in the OFF state, it is next determined in step S902 whether or not the drying flag of the evaporator 7 is 1. This determination is a process for determining whether or not the evaporator 7 is in a dry state where it is difficult to feel odor. In the previous process, a process for setting the drying flag to 0 has been performed. For example, it is determined that the evaporator 7 is in a non-dry state, and conversely if the process for setting the dry flag to 1 is performed, the evaporator 7 is determined to be in a dry state. If it is determined in step S902 that the drying flag is not 1, the evaporator 7 is determined to be in a non-dry state, and there is a possibility that the occupant may feel odor, so the process proceeds to step S907 and the air conditioner indicator 51a is turned on. Then, the display state is set and f (evaporator drying) = 10000 (rpm) is set to permit the operation of the compressor 2.

  If it is determined in step S902 that the drying flag is 1, the evaporator 7 is determined to be in a dry state. Next, in step S903, it is determined whether or not the window surface relative humidity RHW exceeds 95. If it is determined in step S903 that the window surface relative humidity RHW exceeds 95, the process proceeds to step S907 and the above processing is executed.

  If it is determined in step S903 that the window surface relative humidity RHW is 95 or less, it is determined that the possibility of window fogging is not high, and it is then determined whether or not the outside air temperature is higher than the target blowing temperature TAO (step S903). S904). Here, the target air temperature TAO to be compared with the outside air temperature employs a value corrected by the eco correction value determined by the flow shown in FIG.

  Step S904 is a step of determining whether or not the cooling operation is necessary (whether or not the cooling operation is necessary). If it is determined that the outside air temperature exceeds the TAO, even if the outside air introduction rate is maximized, it is possible to create only a blowing temperature higher than that of the TAO. Therefore, it is determined that the cooling operation is necessary. The process which permits the driving | operation of 2 is performed, and it transfers to the mode which starts the compressor 2. FIG. If it is determined in step S904 that the outside air temperature is equal to or lower than TAO, it is determined that the cooling operation is not necessary. In step S905, f (evaporator drying) is set to 0 (rpm), and processing for not permitting the operation of the compressor 2 is executed. To do. Further, in step S906, a process of turning off the air conditioner indicator 51a to make it non-displayed is executed, and the process proceeds to step S910.

  As described above, step S903 is a step of determining the possibility that the window of the vehicle is fogged and determining that the possibility of window fogging is very high, and step S907 is that the compressor 2 is increased when the possibility of window fogging is increased. Is the step of driving. Step S904 determines whether or not the cooling operation is necessary based on the target blowing temperature TAO, and step S907 is a step of operating the compressor 2 when the cooling capacity required for the cooling operation is further increased.

  When the eco mode switch 51b is operated and the eco mode is set, the operating rate of the compressor 2 is increased by increasing the threshold value for determining whether or not to operate the compressor 2 in step S904 by 5 ° C. The energy saving operation desired by the user who has set the eco mode is possible.

  Subsequent to step S907, it is determined in step S908 whether or not it is necessary to set the initial target rotational speed when the compressor 2 is activated. If the process of step S908 is the first time, a process of setting the previous rotation speed of the compressor 2 to 3000 (rpm) is executed in step S909. On the other hand, if the process of step S908 is not the first time and it is determined that the setting of the initial target rotational speed is unnecessary, the process proceeds to step S910.

  Next, in step S910, a temperature deviation En between the target evaporator temperature TEO calculated using the detection signals of various sensors and the actual evaporator temperature TE is calculated using Equation 4 below.

(Formula 4)
En = TEO-TE
Further, the deviation change rate EDOT is calculated using the following formula 5.

(Formula 5)
EDOT = En-En-1
Here, since En is updated once per second, En-1 is a value one second before En.

  Further, the air conditioner ECU 50 calculates the “rotational speed change amount ΔfC” of the compressor 2 one second ago by using the calculated En and EDOT and the map shown in FIG. 8. The map shown in FIG. 8 is a map showing the relationship between the deviation En and the deviation change rate EDOT, and is stored in advance in the ROM.

  In step S911, the sum of “previous compressor rotation speed” and “rotational speed change ΔfC” calculated in step S910 and “f (evaporator drying)” determined in step S905 or step S907 are compared. The smaller value is determined as the rotation speed of the compressor this time. That is, when the conditions of steps S902, S903, and S904 are satisfied and f (evaporator drying) is determined to be 0 (rpm) in step S905, the rotation speed of the compressor at this time is 0 (rpm). The compressor 2 is controlled to be stopped.

  This step S911 is updated once per second. Further, the rotational speed change amount ΔfC at the temperature deviation En and the deviation change rate EDOT may be obtained by fuzzy control based on a predetermined membership function and rule stored in the ROM.

  Next, in step S912, it is determined whether or not the current compressor speed obtained in step S911 is zero. Step S912 is a step of determining whether or not the compressor 2 is stopped and the amount of condensation of the evaporator 7 does not increase. In steps S912 to S917, the next dry state of the evaporator 7 is determined. Important processing affecting step S902 is performed. If it is determined in step S912 that the current rotational speed of the compressor is not zero, it is determined that condensation is increased in the evaporator 7 and there is a high possibility that odor will be generated when air is blown to the evaporator 7, and step S913 is performed. Then, the process of setting the drying flag of the evaporator 7 to 0 is executed, and the process of determining the compressor speed is terminated.

  On the other hand, if the current compressor speed is 0, it is determined that the condensation of the evaporator 7 does not increase, and whether or not the voltage setting of the indoor blower 14 is greater than 0 (V) in step S914. That is, it is determined whether or not air is blown to the evaporator 7 by the indoor blower 14. If the voltage setting of the indoor blower 14 is 0 (V), it is determined that the condensation of the evaporator 7 is hardly dried, and the process proceeds to step S916, where the drying flag of the evaporator 7 is maintained, and the compressor rotational speed is determined. The process ends.

  If the voltage setting of the indoor blower 14 is not 0 (V) and the air is being blown to the evaporator 7, then, in step S <b> 915, the compressor 2 is stopped for a predetermined stop time (here, 15 minutes). ) Determine whether or not it continues. If it is determined in step S915 that the stop state of the compressor 2 has not continued for the predetermined stop time, the drying flag of the evaporator 7 is maintained in step S916, and the compressor rotation speed determination process is terminated. If it is determined that the stop state of the compressor 2 continues for a predetermined stop time or more, it is determined that the occupant is dry to a level where it is difficult for the occupant to feel odor even if air is blown to the evaporator 7. In step S917, the process of setting the drying flag of the evaporator 7 to 1 is executed, and the compressor rotational speed determination process is terminated. By the process in step S917, the next determination in step S902 is a process capable of stopping the compressor 2.

  In addition, when the compressor 2 is set to be stopped by a passenger's manual operation, the compressor 2 is forcibly stopped regardless of the processing of step S9.

  Further, the refrigeration cycle used in the vehicle air conditioner 100 can be switched to a heating operation cycle and a cooling operation cycle by switching the flow direction of the refrigerant with a switching valve or the like, and functions as a heating operation cycle. Thus, when the refrigerant is circulating, the condensation of the evaporator 7 does not increase even when the compressor 2 is operating. Therefore, in this case, the determination in step S912 is always determined to be YES.

(Determination of water pump operation)
Next, the water pump operation determination process in step S10 of FIG. 3 is performed. Specifically, step S10 is executed according to FIG. FIG. 9 is a flowchart showing details of the water pump operation determination process in step S10 of FIG.

  As shown in FIG. 9, when step S10 is started, it is determined in step S100 whether the coolant temperature TW detected by the water temperature sensor 33 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, a request to turn off the water pump 32 is determined in step S101, and step S10 is terminated.

  If it is determined in step S100 that the water temperature TW is higher than the evaporator temperature TE, it is then determined in step S102 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 S101, a request to turn off the water pump 32 is determined, and step S10 is ended. If it is in the state which turns on the indoor blower 14, it will progress to step S103, the request | requirement which turns on the water pump 32 will be determined, and step S10 will be complete | finished. As described above, the air conditioner ECU 50 determines the operation of the electric water pump 32 according to the coolant temperature and the operation and stop of the indoor blower 14.

(Control signal output)
Next, in step S11 of FIG. 3, control signals are output to the inverter 80, various actuators, etc. so that the control states calculated or determined in the above steps S2 to S9 are obtained. Then, after the elapse of a predetermined time in step S12 of FIG. 3, the process returns to step S2, and each step is continuously executed.

  According to the above-described configuration and operation, the air conditioner ECU 50 compares the outside air temperature with the target blowing temperature TAO when cooling the vehicle interior, and blows out into the vehicle interior at the target blowing temperature TAO without cooling the outside air. When it is determined that it is possible, the outside air is introduced without operating the compressor 2, and when it is determined that the outside air cannot be cooled to the vehicle interior at the target blowing temperature TAO, the compressor 2 is operated. To do. Therefore, if it is possible to cool the passenger compartment by outside air, the introduction of the outside air can be used to lower the temperature in the passenger compartment, and cooling by the refrigeration cycle 1 accompanied by the operation of the compressor 2 can be suppressed.

  In addition, the target blowing temperature TAO of the air blown into the vehicle interior is obtained by using the inside air temperature and the amount of solar radiation, and considers not only the outside temperature but also the inside air temperature and the amount of solar radiation that are indoor environment conditions. Therefore, it is possible to prevent the occurrence of the problem that the operation of the compressor is not performed and the cooling cannot be performed even though the passenger compartment is hot. In this way, air conditioning power saving operation can be performed at the start of air conditioning and the vehicle interior can be reliably cooled.

  In addition to this, when the eco mode is set, the target blow temperature TAO of the air blown into the passenger compartment is corrected to be higher by a predetermined temperature (5 ° C. in this example). Therefore, at the time of setting the eco mode, it is possible to raise the threshold value for determining whether or not to drive the compressor 2 by a predetermined temperature and to perform further air conditioning power saving operation.

  The air conditioner ECU 50 sets the air outlet mode to the foot mode until the predetermined time (in this example, 15 seconds) elapses from the time when the operation of the compressor 2 starts, and before the operation of the compressor 2 starts and after the predetermined time elapses. Rather, the ratio of the air blown toward the upper body of the occupant riding in the passenger compartment of the conditioned air blown into the passenger compartment is reduced.

  According to this, at the time of starting the conventional compressor, if the refrigerant supplied to the heat exchanger takes heat from the air, condensation starts on the surface of the heat exchanger, and at that time, the odor component of the heat exchanger is in the air. However, in this embodiment, the air blown toward the upper body of the occupant may have a problem that the occupant in the passenger compartment feels odor and feels uncomfortable. By reducing the ratio, the passenger can be prevented from feeling unpleasant odor.

(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.

  In the above-described embodiment, the air conditioner ECU 50 calculates the target blowing temperature TAO of the conditioned air blown into the vehicle interior using the inside air temperature and the amount of solar radiation into the vehicle interior, but using either the inside air temperature or the amount of solar radiation. It may be what you want.

  Further, in the above embodiment, it is determined whether or not the introduced outside air can be blown into the vehicle interior at the target blowing temperature TAO without exchanging heat with the evaporator 7, and the outside air is introduced without operating the compressor 2. Control and the control of operating the compressor 2 and cooling the conditioned air by the evaporator 7 are performed separately. Control division may be performed by determining whether or not the air can be blown out at the target blowing temperature TAO. For example, the threshold value used as a reference for determination may not be strictly the target blowing temperature TAO, but a value obtained by correcting the target blowing temperature TAO may be used, or a value related to the target blowing temperature TAO may be used.

  Further, in the above embodiment, the air conditioner ECU 50 obtains the window surface relative humidity RHW as a predicted haze value indicating the high possibility of fogging on the inner surface of the window glass, and the window that is the predicted haze value. According to the surface relative humidity RHW, anti-fogging by changing the blowing mode and increasing the amount of blowing air toward the inner surface of the window glass, anti-fogging by introducing outside air, and anti-fogging by operating the compressor 2 Although the fog control is performed, the present invention is not limited to this. For example, when there is a possibility of window fogging, anti-fogging is performed by increasing the amount of blowing air toward the inner surface of the window glass, and when the possibility of window fogging increases, the compressor 2 is operated to prevent fogging. You may perform fog control. Further, when there is a possibility of window fogging, anti-fogging is performed by introducing outside air, and when the possibility of window fogging increases, the compressor 2 is operated to perform two-stage anti-fogging control. May be.

  Further, in the above embodiment, the window surface relative humidity RHW is obtained as the predicted haze level based on the relative humidity RH, the air temperature, and the window temperature. However, there is a possibility that fogging may occur on the inner surface of the window glass. The expected cloudiness level indicating the height may be a value obtained based on at least one of the environmental information inside the vehicle compartment and the environmental information outside the vehicle compartment. The expected cloudiness level may be obtained by, for example, the vehicle speed and the outside temperature, or may be obtained by the number of passengers. Further, for example, the temperature may be obtained from the inside temperature and the outside temperature, or may be obtained from weather information.

  Further, in the above embodiment, when there is a possibility that fogging may occur on the inner surface of the window glass, first, by setting the blowing mode to the foot defroster mode, the amount of blowing air directed toward the inner surface of the window glass is increased to prevent fogging. However, the increase in the amount of air blown to the inner surface of the window glass is not limited to the change of the blow mode, but the amount of air blown to the inner surface of the window glass is increased by changing the blower voltage. There may be.

  Moreover, although the rotation speed of the compressor 2 of the said embodiment is a 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.

  Moreover, in the said embodiment, you may replace the determination process of step S620 with "Is the charging capacity of the battery mounted in a vehicle more than predetermined amount?" That is, if it determines with the charge capacity of the said battery being more than predetermined amount, it will progress to step S625, and if it determines with the charge capacity of the said battery being less than predetermined amount, it will progress to step S650. This determination process can be provided for vehicles other than plug-in charge type hybrid vehicles.

  Further, a PTC heater (positive temperature coefficient) may be provided behind the heater core 34 of the above embodiment as an electric auxiliary heat source that can further heat the air. This PTC heater includes an energization heat generating element portion, and generates heat when the energization heat generation element portion is energized to warm surrounding air. This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.).

2 Compressor 7 Evaporator (heat exchanger)
10 air conditioning case 10a air passage 13 inside / outside air switching door (inside / outside air switching means)
50 Air conditioner electronic control device (air conditioner ECU, control means)
51b Eco mode switch (energy saving mode setting means)
100 Air conditioner for vehicles

Claims (3)

An air conditioning case (10) including therein an air passage (10a) through which air blown into the vehicle interior flows;
A heat exchanger (7) that is provided in the air conditioning case and performs heat exchange between the refrigerant flowing inside and the air flowing through the air passage;
A compressor (2) for supplying a refrigerant to the heat exchanger;
Inside / outside air switching means (13) for switching the air introduced into the air passage between the inside air inside the room and the outside air outside the room;
Control means (50) for performing operation control of the compressor and switching control of the inside / outside air switching means, and a vehicle air conditioner,
The control means includes
When cooling the room of the vehicle, based on the outdoor temperature outside the room, and the target temperature of the air blown into the room determined using at least one of the indoor temperature inside the room and the amount of solar radiation into the room ,
When it is determined that the outside air introduced into the air passage can be blown into the room at the target temperature without exchanging heat with the heat exchanger, the outside air is introduced while prohibiting the operation of the compressor. So as to perform switching control of the inside / outside air switching means,
The vehicle air conditioner is characterized in that the compressor is operated when it is determined that the outside air introduced into the air passage cannot be blown into the room at substantially the target temperature unless heat is exchanged by the heat exchanger. apparatus. Energy saving mode setting means (51b) for setting the energy saving mode is provided,
2. The vehicle air conditioner according to claim 1, wherein the control unit corrects the target temperature to be higher by a predetermined temperature when the energy saving mode is set by the energy saving mode setting unit.   The control means circulates through the air passage and blows into the room before the compressor starts operating and after the predetermined time elapses until a predetermined time elapses after the compressor starts operating. 3. The vehicle air conditioner according to claim 1, wherein a ratio of air blown toward an upper body of an occupant riding in the vehicle cabin is reduced.

Images