JP2012086626A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle that effectively dries a cooling heat exchanger.SOLUTION: The air conditioner includes: a case 1a that forms an air passage; the cooling heat exchanger 3 that is arranged in the case 1a and cools air flowing in the air passage; and a controller 30 that performs a temperature increasing control for increasing a temperature of the cooling heat exchanger 3, after air is cooled by the cooling heat exchanger 3. In particular, the controller 30 performs the temperature increasing control by operating an air mix door 15 to be positioned at a full-opening position of a ventilation passage 14 leading from the cooling heat exchanger 3 to a heating heat exchanger 4.

Description

  The present invention relates to a vehicle air conditioner including a cooling heat exchanger.

  Conventionally, Patent Document 1 describes a technique for preventing the dry odor of an evaporator (cooling heat exchanger). In this prior art, in view of the fact that the adhering odor component is released from the fin surface of the evaporator immediately before the condensed water on the evaporator surface is completely dried, When it is determined that the degree of cooling of the engine has temporarily decreased, the compressor is restarted.

  According to this, when a temporary decrease in the degree of cooling of the evaporator occurs, it is possible to restart the compressor immediately after determining this, and the cooling action due to the latent heat of vaporization of the evaporator can be resumed. For this reason, condensed water is generated again immediately after the start of a temporary decrease in the degree of cooling of the evaporator, and the fin surface of the evaporator can be wetted. As a result, it is possible to prevent the adhering odorous component from separating from the fin surface of the evaporator, thereby preventing the generation of odor to the evaporator air.

JP 2001-130247 A

  However, the dry odor prevention control of the evaporator according to the above prior art is performed during the air conditioning operation. Therefore, in the above prior art, the control is not performed when the air conditioner is stopped during parking or the like, so the adhering odor component that has detached from the fin surface of the evaporator is trapped in the air conditioning unit, and the odor trapped in the air conditioning unit is present. There is a risk of blowing out when the air conditioner is started (at the start of air conditioning operation).

  As countermeasures, if the evaporator is blown immediately after the air conditioner is stopped, such as during parking, to dry the evaporator, it is possible to prevent odors from being trapped in the air conditioning unit.

  However, in a conventional vehicle, it is common to supply power to the blower from an auxiliary battery (lead storage battery) having a small capacity. Therefore, if the blower is operated and the evaporator is dried after the engine is stopped, the battery is discharged. There is a risk of rising.

  An object of this invention is to provide the vehicle air conditioner which can dry the heat exchanger for cooling efficiently in view of the said point.

In order to achieve the above object, in the invention according to claim 1, a case (1a) that forms an air passage;
A cooling heat exchanger (3) disposed in the case (1a) for cooling the air flowing through the air passage;
Control means (30) which performs temperature rise control which raises the temperature of cooling heat exchanger (3) after cooling of air by cooling heat exchanger (3) is completed, It is characterized by the above-mentioned.

  According to this, since the temperature of the cooling heat exchanger (3) is raised after the cooling of the air by the cooling heat exchanger (3) is finished, the temperature of the cooling heat exchanger (3) remains low Compared to the above, the cooling heat exchanger can be efficiently dried.

  According to a second aspect of the present invention, in the vehicular air conditioner according to the first aspect, the control means (30) includes a cooling heat exchanger (30) after the cooling of the air by the cooling heat exchanger (3) is completed. It is determined whether or not 3) is wet, and temperature rise control is performed when it is determined that the cooling heat exchanger (3) is wet.

  Thereby, when the cooling heat exchanger (3) is not wet, it is possible to avoid performing the temperature increase control wastefully.

According to a third aspect of the present invention, in the vehicle air conditioner according to the first or second aspect, the cooling air is disposed in the case (1a) on the downstream side of the air flow of the cooling heat exchanger (3), and the cooling heat exchange is performed. A heating heat exchanger (4) for heating the cold air that has passed through the vessel (3);
In the case (1a), it is disposed between the cooling heat exchanger (3) and the heating heat exchanger (4), and from the cooling heat exchanger (3) to the heating heat exchanger (4) in the air passage. An air mix door (15) for opening and closing the ventilation path (14) leading to
The control means (30) is characterized in that temperature rise control is performed by operating the air mix door (15) to the fully open position of the air passage (14).

  Thereby, the temperature of the heat exchanger for cooling (3) can be raised using the residual heat of the heat exchanger for heating (4).

In invention of Claim 4, in the vehicle air conditioner of Claim 3, it has the blowing mode door which opens and closes the blowing opening part formed in case (1a),
The control means (30) is characterized by operating the blow mode door to the fully closed position of the blow opening when performing the temperature rise control.

  Thereby, since the residual heat of the heating heat exchanger (4) can be prevented from escaping to the outside of the case (1a), the temperature of the cooling heat exchanger (3) can be further increased.

In invention of Claim 5, in the vehicle air conditioner of Claim 1 or 2, the heat exchanger for cooling is the evaporator (3) which comprises a refrigerating cycle,
The control means (30) is characterized in that temperature rise control is performed by natural convection of refrigerant between the evaporator (3) and the condenser (61) of the refrigeration cycle.

  Thereby, the temperature of the heat exchanger (3) for cooling can be raised using the residual heat of the refrigerant | coolant of a refrigerating cycle.

According to a sixth aspect of the present invention, in the vehicle air conditioner according to the fifth aspect, the refrigeration cycle expands the refrigerant that has passed through the condenser (61), and the flow rate of the refrigerant that flows into the evaporator (3). An expansion valve (62) for adjusting
The control means (30) is characterized in that the refrigerant is naturally convected between the evaporator (3) and the condenser (61) of the refrigeration cycle by opening the expansion valve (62).

  According to this, the temperature rise control can be performed by a simple means such as opening the expansion valve (62).

  Specifically, as in the invention according to claim 7, in the vehicle air conditioner according to any one of claims 1 to 6, the control means (30) is configured to turn off the ignition switch of the vehicle. What is necessary is just to perform temperature rise control.

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

It is a block diagram of the vehicle air conditioner in 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is sectional drawing of the air-conditioning unit part of FIG. 1, and has shown the state at the time of heater core residual heat drying. It is sectional drawing of the air-conditioning unit part in a comparative example, and has shown the state at the time of the vehicle engine stop. The measurement result of the temperature rise of an evaporator is compared with 1st Embodiment and a comparative example. It is a block diagram of the vehicle air conditioner in 2nd Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment.

(First embodiment)
The first embodiment of the present invention will be described below. FIG. 1 is a configuration diagram of a main part of a vehicle air conditioner according to the present embodiment. The front, rear, left and right arrows in FIG. 1 indicate the respective directions in the vehicle mounted state.

  The air conditioning unit 1 of the vehicle air conditioner in the present embodiment includes a resin air conditioning case 1a. The air-conditioning case 1a is disposed at a substantially central portion in the vehicle width (left-right) direction inside the vehicle interior instrument panel of the vehicle, and as indicated by the arrows in FIGS. Placed in.

  The air-conditioning case 1a is specifically divided into a plurality of divided case bodies for reasons such as die-cutting for molding, reasons for assembling the air-conditioning equipment in the case, and the like. Are configured to be fastened together.

  An air inlet space 2 into which blown air from a blower unit (not shown) flows is formed in the most front part of the air conditioning case 1a. Although not shown, it is arranged on the passenger seat side inside the vehicle interior instrument panel, and has a blower, an inside / outside air switching box, an inside / outside air switching door, and the like.

  In the air conditioning case 1a, an evaporator 3 and a heater core 4 are provided in order from the air upstream side. The evaporator 3 is a cooling heat exchanger that is provided in a well-known refrigeration cycle and cools the blown air by absorbing and evaporating the refrigerant from the blown air into the air conditioning case 1a.

  In the refrigeration cycle, a compressor (not shown) that sucks and compresses refrigerant is rotated by an electric motor. That is, in this example, an electric compressor is used as the compressor. The compressor may be rotationally driven by the vehicle engine EG via a pulley, a belt, or the like.

  The heater core 4 is a heating heat exchanger that heats the air in the air conditioning case 1a using hot water (engine cooling water) of the vehicle engine EG as a heat source. The water pump WP for circulating the hot water of the vehicle engine EG through the heater core 4 is driven by an electric motor. That is, in this example, an electric water pump is used as the water pump WP. The water pump may be driven by the vehicle engine EG.

  A plurality of blowing openings 5 to 9 are formed at the air downstream end of the air conditioning case 1a. Among these, the defroster opening part 5 is arrange | positioned at the upper surface part of the air-conditioning case 1a. A defroster duct (not shown) is connected to the defroster opening 5, and conditioned air is blown out from the defroster outlet at the tip of the defroster duct toward the inner surface of the vehicle interior windshield.

  The front seat face opening 6 is disposed on the upper surface of the air conditioning case 1a on the vehicle rear side of the defroster opening 5. A front-seat face duct (not shown) is connected to the front-seat-side face opening 6, and the front-seat-side face blowout port at the front-seat-side face duct tip is connected to the upper body of the front seat (driver seat and front passenger seat). Blow out the conditioned air.

  The front seat side foot opening 7 is disposed in a portion of the air conditioning case 1a that is lower than the front seat side face opening 6. A front seat side foot duct (not shown) is connected to the front seat side foot opening 7, and a front seat (driver's seat and front passenger seat) occupant's foot portion from the front seat side foot outlet at the front seat side foot duct tip. Blow out the air-conditioned air.

  The rear seat side face opening portion 8 and the rear seat side foot opening portion 9 are disposed at a vehicle rear side and lower side portion of the air conditioning case 1a.

  A rear-seat face duct (not shown) is connected to the rear-seat-side face opening 8, and the rear-seat-side face duct is connected to the rear-seat-side face outlet through the rear-seat-side face duct. Blow out conditioned air toward the upper body.

  A rear seat side foot duct (not shown) is connected to the rear seat side foot opening 9, and conditioned air is blown out from the rear seat side foot outlet at the front end of the rear seat side foot duct toward the feet of the rear seat occupant.

  The openings 5 to 9 are opened and closed by a blowing mode door. In FIG. 1, the defroster door 5a which opens and closes the defroster opening part 5 and the front seat side face door 6a which opens and closes the front seat side face opening part 6 are illustrated among the blowing mode doors, and other blowing mode doors are illustrated. Is omitted. These outlet mode doors constitute outlet mode switching means for switching the outlet mode.

  As a blower outlet mode, there are a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode.

  In the face mode, the face openings 6 and 8 are fully opened, and air is blown out from the face outlet toward the upper body of the user in the passenger compartment.

  In the bi-level mode, both the face openings 6 and 8 and the foot openings 7 and 9 are opened, and air is blown out toward the user's upper body and feet in the passenger compartment.

  In the foot mode, the foot openings 7 and 9 are fully opened, the defroster opening 5 is opened by a small opening, and air is mainly blown out from the foot outlet.

  In the foot defroster mode, the foot openings 7, 9 and the defroster opening 5 are opened to the same extent, and air is blown out from both the foot outlet and the defroster outlet.

  In the defroster mode, the defroster opening 5 is fully opened and air is blown out from the defroster outlet to the inner surface of the vehicle front window glass.

  In the face mode, bi-level mode, foot mode, and foot defroster mode, the front seat concentration mode can be set. In the front seat concentration mode, the rear seat face opening 8 and the rear seat face opening 8 are fully closed, and the conditioned air is blown out only toward the front seat passenger.

  In the air conditioning case 1a, a first bypass passage 10 is formed on the upper side of the heater core 4 so that the cool air that has been cooled after passing through the evaporator 3 flows through the heater core 4.

  A second bypass passage 11 is formed below the heater core 4 in the air-conditioning case 1a. The second bypass passage 11 flows through the cool air that has passed through the evaporator 3 and bypasses the heater core 4.

  In the air conditioning case 1a, an upper first hot air passage 12 and a lower second hot air passage 13 are formed on the air flow downstream side of the heater core 4. The warm air heated by the heater core 4 passes through the first warm air passage 12 and passes through the second warm air passage 13 and the warm air toward the defroster opening 5, the face opening 6, and the front seat foot opening 7. It passes through and is divided into warm air toward the rear seat face opening 8 and the rear seat face opening 8.

  Between the evaporator 3 and the heater core 4, an air mix door 15 that opens and closes the first bypass passage 10 and the ventilation path 14 extending from the evaporator 3 to the heater core 4 is disposed. By adjusting the air volume of the cool air flowing through the first bypass passage 10 and the air volume of the cool air heated by the heater core 4 by the air mix door 15, the cold air flowing through the first bypass passage 10 and the temperature flowing through the first hot air passage 12 are adjusted. The air is mixed at a predetermined ratio, and the conditioned air at a desired temperature is obtained. That is, the air mix door 15 serves as a temperature adjusting unit that adjusts the temperature of the blown air blown to the front seat of the vehicle interior.

  In this example, a film door that opens and closes an air passage by winding up and sending out a film-like member is used as the air mix door 15. Furthermore, in this example, the air mix door 15 can wind up and send out the film member for opening and closing the first bypass passage 10 and the film member for opening and closing the ventilation path 14 independently of each other. In addition, the first bypass passage 10 and the ventilation passage 14 can be opened and closed independently of each other.

  As the air mix door 15, a slide door in which the plate member slides in a direction substantially orthogonal to the air flow direction, a cantilever door in which the plate member swings about the rotation axis, or the like is used. Good.

  A rear seat air mix door 16 that opens and closes the second bypass passage 11 is disposed below the air mix door 15. The rear seat side air mix door 16 is a plate-like door that is rotatable about a rotation axis. By adjusting the amount of cold air flowing through the second bypass passage 11 by the rear seat air mix door 16, the cold air flowing through the second bypass passage 11 and the hot air flowing through the second hot air passage 13 are mixed at a predetermined ratio. Then, the temperature of the blown air blown to the rear seat in the passenger compartment is adjusted.

  In this example, the partition doors 17 and 18 are arrange | positioned in the air flow downstream of the heater core 4 in the air-conditioning case 1a. The partition doors 17 and 18 are plate-like doors that can rotate around a rotation axis.

  The first hot air passage 12 and the first bypass passage 10 can be partitioned by the partition door 17, and the second hot air passage 13 and the second bypass passage 11 can be partitioned by the partition door 18. It has become.

  In this example, the air passage in the air conditioning case 1a is partitioned by a partition plate located in the center in the vehicle width direction, and the air passage on the driver seat side (vehicle left side) and the passenger seat side (vehicle right side) in the air conditioning case 1a are separated. Air mix doors 15 and 16 are arranged in the air passages, respectively.

  By independently opening and closing the air mix doors 15 and 16 disposed on the driver seat side and the passenger seat side, respectively, the temperature of the conditioned air blown into the passenger compartment on the driver seat side and the passenger seat side The temperature of the conditioned air blown into the passenger compartment can be adjusted independently.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 30 that constitutes a control means is composed of a well-known microcomputer including a CPU, ROM, RAM and the like and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM. It controls the operation of the blower electric motor 41 connected to the output side, various electric actuators 42 to 45, and the like.

  The various electric actuators include an air mix door electric actuator 42, a rear seat side air mix door electric actuator 43, a rear seat side air mix door electric actuator 44, a partition door electric actuator 45, and the like.

  On the input side of the air conditioning control device 30, there are an inside air sensor 51 that detects the temperature inside the vehicle, an outside air sensor 52 that detects the outside temperature (outside temperature detecting means), a solar radiation sensor 53 that detects the amount of solar radiation inside the vehicle, and the evaporator 3. Detection signals of a sensor group such as an evaporator temperature sensor 54 (after-evaporation temperature detection means) for detecting the temperature after the exhaust which is the temperature of the air blown out from the engine, and a coolant temperature sensor 55 for detecting the engine coolant temperature are input. The

  Further, on the input side of the air conditioning control device 30, a suction humidity sensor 56 that detects the suction absolute humidity that is the absolute humidity of the air sucked into the evaporator 3, and an evaporator that is the absolute humidity of the air blown out from the evaporator 3. The detection signal of the post-evaporation humidity sensor 57 for detecting the post-absolute humidity is input.

  Furthermore, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 30. As various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a for switching on / off of the air conditioner, an auto switch 60b for setting / releasing automatic control (automatic control) of the vehicle air conditioner 1, Operation mode selector switch (not shown), inlet mode switch (not shown) for switching the inlet mode (inside / outside air introduction mode), outlet mode switch 60c for switching the outlet mode, air volume setting switch for the blower (figure) A temperature setting switch 60d for setting the vehicle interior temperature is provided.

  Next, the operation of this embodiment in the above configuration will be described. In a state where an ignition switch of a vehicle (not shown) is turned on (ON), when the auto switch 60b of the operation panel 60 is turned on, the air conditioning control device 30 executes an auto control program stored in the ROM. When the automatic control program is executed, the detection signal detected by the sensor group and the operation signal of the operation panel 60 are read. And based on these signals, the target blowing temperature TAO of vehicle interior blowing air is calculated.

  Further, the air conditioning control device 30 determines the rotational speed (air flow rate) of the blower, the air outlet mode, the target opening degree of the air mix door 15 and the like based on the target blowing temperature TAO so that the determined control state is obtained. Output control signals to various actuators.

  Further, the air conditioning control device 30 determines a target temperature of the post-evaporation temperature (target post-evaporation temperature) based on the target outlet temperature TAO, and the number of rotations (operation rate) of the compressor of the refrigeration cycle based on the target post-evaporation temperature. To control.

  Then, the routine of reading the operation signal and detection signal → calculating TAO → determining a new control state → outputting the control signal is repeated.

  When the auto switch 60b or the like of the operation panel 60 is operated to cancel the auto control, the air conditioning control device 30 executes the user selection mode. In the user selection mode, control signals are output to various actuators so as to obtain the inlet mode, the outlet mode, the air volume, etc., selected by the passenger's manual operation.

  When an ignition switch (not shown) of the vehicle is turned off, the air conditioning control device 30 executes an evaporator drying control program stored in the ROM. The main part of the control process by this evaporator drying control program is shown in FIG.

  First, in step S100, it is determined whether or not one minute has elapsed since the ignition switch was turned off (IG OFF) (the time from when IG OFF until the passenger normally gets off).

  In the case of NO determination, it is determined that the passenger has not yet got off and step S100 is repeated. In the case of YES determination, the process proceeds to step S110 to check the wetting of the evaporator 3 (evaporator). Specifically, it is determined whether the water retention amount of the evaporator 3 exceeds a predetermined amount and whether the air conditioner operating time immediately before the ignition switch is released (IG OFF) is 5 minutes or longer.

  In this example, the water retention amount of the evaporator 3 is estimated based on the drain water amount. The amount of drain water is calculated by the following formula.

Drain water amount = v × ρair × (x1−x2) / 60ρw × 1000
However, v is an air volume, and a constant value of 60 m ³ / h is used in this example. ρair is the air density (kgDA / m ³ ). x1 is the absolute suction humidity (kg / kgDA) detected by the suction humidity sensor 56. x2 is the post-evaporation absolute humidity detected by the post-evaporation humidity sensor 57. ρw is the water density (kg / m ³ ).

  That is, the amount of drain water can be calculated by the air volume at that time, the absolute humidity of suction, and the absolute humidity after evaporation. If the relationship between the amount of drain water and the amount of water retained is experimentally determined based on that, the amount of water adhering to the evaporator 3 Can be estimated.

  The absolute suction humidity can be estimated to some extent from the condition of the air conditioner. Further, the post-evaporation absolute humidity can be estimated to some extent from the target post-evaporation temperature (for example, 1 ° C. 100%). For this reason, the suction humidity sensor 56 and the post-evaporation humidity sensor 57 are not necessarily required.

  When it is determined that the evaporator 3 is not wet (NO determination), the evaporator drying control program is terminated and the evaporator 3 is not dried. When it is determined that the evaporator 3 is wet (in the case of YES determination), the process proceeds to steps S120 and S130, where heater core residual heat drying (temperature increase control for increasing the temperature of the evaporator 3) is performed.

  In step S120, the air mix door 15 (A / M door) is set to the maximum heating position (MaxHot position) and the blowing mode door is fully closed.

  The maximum heating position (MaxHot position) of the air mix door 15 is a position where the ventilation passage 14 extending from the evaporator 3 to the heater core 4 is fully opened and the first bypass passage 10 is fully closed. In this example, the air mix door 15 can open and close the ventilation path 14 and the first bypass passage 10 independently of each other, so that both the ventilation path 14 and the first bypass passage 10 are fully opened. Also good.

  Making the blowing mode door fully closed means that the blowing mode door is operated so as to close all the blowing openings 5 to 9.

  FIG. 4 shows an example of a state in which step S120 is executed. By fully closing the blowing mode door, the broken line portion in FIG. 4 is closed. Instead of fully closing the blowing mode door, the foot opening may be fully opened, and the defroster opening and the face opening may be fully closed.

  That is, in step S120, in order to secure a ventilation path between the heater core 4 and the evaporator 3, the air mix door 15 is set to the maximum heating position (fully opened position of the ventilation path 14). Moreover, the blower outlet mode which can close a blower outlet is selected so that the heat inside the air-conditioning unit part 1 may not escape as much as possible. Thereby, as shown by the arrow in FIG. 4, the evaporator 3 is warmed by the radiant heat of the heater core 4.

  In the example of FIG. 4, the rear seat side air mix door 16 is operated to the fully closed position of the second bypass passage 11, and the partition door 17 is connected to the first warm air passage 12 and the first bypass passage 10. The partition door 18 is operated to a position for partitioning the second hot air passage 13 and the second bypass passage 11.

  At this time, the suction port mode (inside / outside air introduction mode) is set to a mode for promoting the event or drying. This is because the inside / outside air switching door normally has a structure in which the inside air introduction port and the outside air introduction port are switched to open and close, and both the inside air introduction port and the outside air introduction port cannot be closed. However, when setting the outside air introduction mode, it is necessary to consider that there is also an intrusion of odors from the outside.

  Subsequently, it progresses to step S130, the electric water pump WP is operated, and the warm water of the vehicle engine EG is circulated through the heater core 4 at a flow rate of 6 L / min. Incidentally, when a water pump driven by the vehicle engine EG is used instead of the electric water pump WP, the ignition switch is turned off (IG OFF) and the vehicle engine EG is stopped. Since the water pump cannot be driven, the hot water of the vehicle engine EG is circulated to the heater core 4 by natural convection.

  Subsequently, it progresses to step S140 and it is determined whether the remaining heat drying time exceeded 0.5 hours (remaining heat drying time> 0.5hr). Specifically, it is determined whether or not 0.5 hours have elapsed since the execution of steps S120 and S130. In the case of NO determination, it is determined that the heater core residual heat drying is insufficient, and step S140 is repeated.

  In addition, it is preferable that the preheat drying time can be adjusted efficiently by adjusting the preheat drying time according to the preheat amount, the water retention amount obtained in step S110, and the like.

  In the case of YES determination, it is determined that the heater core residual heat drying is sufficient, and the process proceeds to steps S150 and S160 to perform blower drying. In step S150, the air mix door 15 is set to the maximum cooling position (MaxCool position) and the blowing mode door is fully opened.

  The maximum cooling position (MaxCool position) of the air mix door 15 is a position where the first bypass passage 10 is fully opened and the ventilation path 14 extending from the evaporator 3 to the heater core 4 is fully closed. To fully open the blowing mode door means to operate the blowing mode door so as to open all the blowing openings 5 to 9.

  That is, in step S150, the mode is switched to a mode for reducing the airflow resistance on the downstream side (after the evaporation) of the evaporator 3. Note that the air outlet mode may be set to the face mode instead of fully opening the air outlet mode door.

  Next, the process proceeds to step S160, and the blower is operated. Specifically, the blower electric motor 41 is driven. Thereby, blowing air is sent to the evaporator 3 and the evaporator 3 is dried.

  Subsequently, it progresses to step S170 and it is determined whether SOC has a surplus capacity. The SOC is an abbreviation for State of Charge, and means a charging rate of a battery (not shown) of the vehicle.

  In the case of NO determination, in order to prevent the battery from running out, the evaporator drying control program is terminated and the drying of the evaporator 3 is terminated. In the case of YES determination, the process proceeds to step S180, and it is determined whether the required drying time has exceeded 1 hour (required drying time> 1 hr). Specifically, it is determined whether or not one hour has elapsed since the execution of steps S150 and S160.

  In the case of NO determination, it is determined that the drying of the evaporator 3 is insufficient, and step S180 is repeated. In the case of YES determination, it is determined that the evaporator 3 is sufficiently dried, and the evaporator drying control program is terminated.

  The necessary drying time may be calculated from the remaining heat drying state by the blower blowing amount × time. Further, the necessary drying time may be adjusted by the water retention amount obtained in step S110.

  According to the present embodiment, the evaporator 3 is warmed in steps S120 and S130, and then blown by the blower in steps S150 and S160 to dry the evaporator 3. Therefore, the evaporator 3 is blown and dried in a cold state. The evaporator 3 can be dried with less electric power (power consumption of the blower) than in the case.

  This will be specifically described. FIG. 5 shows a comparative example. In this comparative example, when the vehicle engine EG stops in the cooler operation state, the air mix door 15 is closed and the air outlet mode is set to the bi-level mode or the foot mode.

  That is, the air mix door 15 is operated to the maximum cooling position (MaxCool position), and the ventilation path 14 from the evaporator 3 to the heater core 4 is closed. The reason why the air outlet mode is set to the bi-level mode or the foot mode is to prevent air inside the air conditioning case 1a from leaking from the defroster air outlet or the face air outlet and causing window fogging.

  Furthermore, in the comparative example, the partition door 17 is operated to a position that partitions the first hot air passage 12 and the first bypass passage 10, and the partition door 18 is a position that partitions the second hot air passage 13 and the second bypass passage 11. To be operated.

  In this comparative example, since the periphery of the heater core 4 (the portion surrounded by the broken line in FIG. 5) is closed, it is difficult for the radiant heat of the heater core 4 to go to the evaporator 3 side. For this reason, the evaporator 3 cannot be warmed by the residual heat of the heater core 4 (that is, the residual heat of the vehicle engine EG).

  FIG. 6 compares the measurement results of the temperature rise of the evaporator 3 between this embodiment and the comparative example. Specifically, the fin temperature transition of the evaporator 3 after the vehicle engine EG is stopped is measured under the conditions of the outside air temperature of 27 ° C. and the inside air introduction mode.

  As can be seen from FIG. 6, in this embodiment in which the evaporator 3 is warmed with the residual heat of the vehicle engine EG and then dried with blown air, the evaporator 3 is cooled with the blown air without being warmed with the residual heat of the vehicle engine EG. A temperature increase effect of + 5 ° C. was obtained compared to the comparative example to be dried.

  According to the present embodiment, the cooled evaporator 3 after the cooler operation (after the cooling of the air by the evaporator 3 is finished) is sufficiently warmed by effectively using the residual heat of the vehicle engine EG and then dried by blower blowing. Therefore, the operation time of the blower (blower) for drying the evaporator can be reduced. As a result, the evaporator 3 can be dried with less power.

  Then, by drying the evaporator 3, it is possible to prevent a stiff odor inside the air conditioning unit 1. Further, since it becomes difficult for the evaporator 3 to be smelled, a variable range of the post-evaporation temperature can be widened, and a fuel saving effect can be obtained.

(Second Embodiment)
In the first embodiment, the evaporator 3 is warmed by the residual heat of the vehicle engine EG. In the second embodiment, as shown in FIG. 7, the evaporator 3 is warmed by the residual heat of the refrigerant in the refrigeration cycle.

  The refrigeration cycle is configured by connecting the evaporator 3, the compressor 60, the condenser 61, the expansion valve 62, and the like with a refrigerant pipe. The condenser 61 is disposed on the front side of the vehicle engine EG in the engine room (not shown) together with the radiator RD for cooling the engine coolant.

  In this example, a mechanical expansion valve whose opening degree is adjusted by a mechanical mechanism is used as the expansion valve 62. The expansion valve 62 has a temperature sensing cylinder for detecting the refrigerant temperature between the compressor 60 and the evaporator 6, and the compressor suction side based on the temperature and pressure of the refrigerant sucked into the compressor 60. The degree of superheat of the refrigerant is detected, and the valve opening is adjusted so that the degree of superheat becomes a predetermined degree of superheat set in advance.

  In this example, an electric heater 63 for forcibly heating the temperature sensing cylinder of the expansion valve 62 is disposed. In addition, as the expansion valve 62, an electric expansion valve whose opening degree is electrically controlled by an electric actuator may be used. When an electric expansion valve is used as the expansion valve 62, the electric heater 63 is unnecessary.

  The principal part of the control processing by the evaporator drying control program in this embodiment is shown in FIG. Steps 200 and S210 are the same as steps S100 and S110 of the first embodiment. If YES is determined in step S210, the process proceeds to step S220, and the expansion valve 62 (expansion) is forcibly opened. Specifically, the expansion valve 62 is forcibly opened by operating the electric heater 63 to forcibly heat the temperature sensing cylinder of the expansion valve 62. When an electric expansion valve is used as the expansion valve 62, the electric actuator of the expansion valve 62 is driven to forcibly open the expansion valve 62.

  Thereby, the refrigerant | coolant in the condenser 61 (condenser) and refrigerant | coolant piping, and the refrigerant | coolant in the evaporator 3 naturally convect. As a result, the refrigerant temperature in the evaporator 3 rises and the evaporator 3 is warmed.

  Subsequently, it progresses to step S230 and it is determined whether the remaining heat drying time exceeded 1 hour (remaining heat drying time> 1hr). Specifically, it is determined whether or not one hour has elapsed since step S230 was executed. In the case of NO determination, step S230 is repeated. In the case of YES determination, the preheat drying is finished. The preheat drying time is preferably adjusted by the amount of preheat, the amount of water retained, and the like.

  The forced opening of the expansion valve 62 may be terminated when the refrigerant temperature becomes uniform due to natural convection.

  Although not shown in FIG. 8, if the blower drying similar to steps S150 to S180 of the first embodiment is performed after step S220, the evaporator heated by the residual heat of the refrigerant in the refrigeration cycle. 3 can be dried with blown air.

  In the conventional vehicle air conditioner, when the cooler operation (refrigeration cycle operation) stops, the refrigerant does not circulate in the refrigeration cycle, the expansion valve 62 is closed, and the low-temperature and low-pressure liquid refrigerant remains in the evaporator 3. The vessel 3 remains cold and difficult to dry.

  In contrast, in this embodiment, when the cooler operation (operation of the refrigeration cycle) is stopped, the expansion valve 62 is forcibly opened, so that the high-temperature and high-pressure liquid refrigerant in the condenser 61 flows into the evaporator 3 and the evaporator 3 is Can be warmed. Therefore, the same effect as the first embodiment can be obtained.

  Moreover, as shown in FIG. 7, since the condenser 61 is arrange | positioned in the vicinity of the vehicle engine EG, the liquid refrigerant of the condenser 61 will be warmed by the residual heat (hot air) of the vehicle engine EG. For this reason, it is also possible to warm the evaporator 3 using the residual heat of the vehicle engine EG, as in the first embodiment.

(Other embodiments)
In addition, each said embodiment is only what showed an example of the vehicle air conditioner to which this invention is applied, It is not limited to this, The concrete structure of a vehicle air conditioner can be variously deformed.

  For example, in each of the above embodiments, the air-conditioning unit 1 is arranged at the center in the left-right direction of the vehicle, and the blower unit is arranged so as to be shifted toward the passenger seat side with respect to the air-conditioning unit 1. However, it may be a so-called center placement layout in which the air conditioning unit 1 and the air blowing unit are arranged in the center in the left-right direction of the vehicle.

1a Case ()
3 Evaporator (cooling heat exchanger)
4 Heater core (heat exchanger for heating)
5 Defroster opening (outlet opening)
5a Defroster door (Blowout mode door)
6 Front seat face opening (blowing opening)
6a Front seat face door (Blowout mode door)
7 Front seat side foot opening 8 Rear seat side face opening 9 Rear seat side foot opening 14 Ventilation path 15 Air mix door 30 Air conditioning control device (control means)

Claims (7)

A case (1a) forming an air passage;
A cooling heat exchanger (3) disposed in the case (1a) for cooling the air flowing through the air passage;
And a control means (30) for performing temperature increase control for increasing the temperature of the cooling heat exchanger (3) after the cooling of the air by the cooling heat exchanger (3) is completed. A vehicle air conditioner.   The control means (30) determines whether or not the cooling heat exchanger (3) is wet after the cooling of the air by the cooling heat exchanger (3) is completed, and the cooling heat exchange The vehicle air conditioner according to claim 1, wherein the temperature increase control is performed when it is determined that the container (3) is wet. A heating heat exchanger (4) disposed in the case (1a) on the downstream side of the air flow of the cooling heat exchanger (3) and heating the cold air that has passed through the cooling heat exchanger (3); ,
It arrange | positions between the said heat exchanger for cooling (3) and the said heat exchanger for heating (4) in the said case (1a), and the said heating from the said heat exchanger for cooling (3) among the said air passages An air mix door (15) for opening and closing the ventilation path (14) leading to the heat exchanger for use (4),
The vehicle according to claim 1 or 2, wherein the control means (30) performs the temperature increase control by operating the air mix door (15) to a fully open position of the ventilation path (14). Air conditioner. A blow mode door that opens and closes a blow opening formed in the case (1a),
The said control means (30) operates the said blowing mode door to the fully closed position of the said blowing opening part, when performing the said temperature rise control, The vehicle air conditioner of Claim 3 characterized by the above-mentioned. The cooling heat exchanger is an evaporator (3) constituting a refrigeration cycle,
The said control means (30) performs the said temperature rise control by making a natural convection of a refrigerant | coolant between the said evaporator (3) and the condenser (61) of the said refrigerating cycle, The said temperature control is performed. The vehicle air conditioner according to 2. The refrigeration cycle includes the expansion valve (62) that expands the refrigerant that has passed through the condenser (61) and adjusts the flow rate of the refrigerant flowing into the evaporator (3).
The control means (30) causes the refrigerant to naturally convect between the evaporator (3) and the condenser (61) of the refrigeration cycle by opening the expansion valve (62). The vehicle air conditioner according to claim 5.   The vehicle air conditioner according to any one of claims 1 to 6, wherein the control means (30) performs the temperature increase control when an ignition switch of the vehicle is turned off.

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