JP2015089711A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a discomfort feeling of a crewman due to an odor generated by evaporation of condensed water on a surface of an indoor evaporator.SOLUTION: An air conditioner for a vehicle includes: a heat pump cycle 10 having an air blower 32 for generating blast air ventilated in a cabin, an indoor side heat exchanger 18 for heat-exchanging between a coolant and blast air, and coolant circuit switching means 15a, 20 for switching between a coolant circuit of a cooling mode in which blast air is cooled in the indoor side heat exchanger 18 and a coolant circuit of a non-cooling mode in which blast air is not cooled in the indoor side heat exchanger 18; and air blower control means 50b for controlling operation of the air blower 32. The air blower control means 50b performs post-air conditioning air blow control S24 such that the air blower 32 is operated so as to blow air to the indoor side heat exchanger 18, when a previous air-conditioning operation is ended in the cooling mode and a pre-air conditioning is carried out in the non-cooling mode, before the pre-air conditioning.

Description

  The present invention relates to a vehicle air conditioner including a heat pump cycle for exchanging heat between blown air blown into a vehicle compartment and a refrigerant.

  Conventionally, this kind of vehicle air conditioner is described in Patent Document 1. In this prior art, the heat pump cycle includes an indoor condenser and an indoor evaporator as an indoor heat exchanger for heating or cooling the blown air, and a refrigerant circuit in a cooling mode for cooling the blown air with the indoor evaporator; The refrigerant circuit in the heating mode in which the blown air is heated by the indoor condenser can be switched.

  The cooling mode and the heating mode are automatically selected and switched from the outside air temperature, the set temperature, the amount of solar radiation, the vehicle interior temperature, the air conditioner switch state, and the like.

  Conventionally, Patent Document 2 describes a vehicle air conditioner provided with a discharge hole that discharges air containing a strange odor and bad odor stagnating in a ventilation passage to the outside of the passenger compartment and a damper that opens and closes the discharge hole. ing.

Japanese Patent No. 3538845 JP-A-5-69741

  In the prior art disclosed in Patent Document 1, for example, mainly in the middle of spring and autumn, the cooling mode may be switched to the heating mode due to changes in the surrounding environment, occupant operations, and the like.

  In the cooling mode, the blown air is cooled below the dew point temperature by the indoor evaporator (indoor heat exchanger), and condensed water is generated on the surface of the indoor evaporator. In the heating mode, since the blown air is not cooled by the indoor evaporator, condensed water is not generated on the surface of the indoor evaporator. Therefore, when the cooling mode is switched to the heating mode, the condensed water on the surface of the indoor evaporator is evaporated and blown toward the vehicle interior.

  When the condensed water on the surface of the indoor evaporator completely evaporates, mold, fine particles, etc. dissolved in the condensed water are mixed with the steam and blown out into the passenger compartment. There is a problem of feeling uncomfortable.

  When the prior art of the above-mentioned patent document 2 is applied to the prior art of the above-mentioned patent document 1, air containing a bad odor and bad odor can be discharged out of the passenger compartment through the discharge hole, so that the passengers can be less discomfort. However, according to this configuration, there is a problem that the structure of the vehicle air conditioner is complicated, and the physique is enlarged, so that the mounting property on the vehicle is deteriorated.

  In view of the above points, an object of the present invention is to suppress a passenger from feeling uncomfortable due to an odor generated by evaporation of condensed water on the surface of an indoor evaporator.

In order to achieve the above object, in the invention described in claim 1,
A vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in a passenger compartment before an occupant enters the vehicle,
A blower (32) for generating blown air to be blown into the vehicle interior;
In the indoor heat exchanger (18) for exchanging heat between the refrigerant and the blown air, in the cooling mode refrigerant circuit for cooling the blown air in the indoor heat exchanger (18), and in the indoor heat exchanger (18) A heat pump cycle (10) having refrigerant circuit switching means (15a, 20) for switching between a refrigerant circuit in a non-cooling mode that does not cool the blown air;
A blower control means (50b) for controlling the operation of the blower (32),
The blower control means (50b) operates the blower (32) to the indoor heat exchanger (18) when the previous air conditioning operation is finished in the cooling mode and the pre-air conditioning is executed in the non-cooling mode. The post-air-conditioning air blowing control (S24) for blowing air is performed before the pre-air-conditioning.

  According to this, when pre-air conditioning is executed, that is, when there is a high probability that no occupant is present in the passenger compartment, the condensed water on the surface of the indoor heat exchanger (18) is evaporated, so the indoor heat exchanger (18) Even if the condensed water on the surface evaporates and odor is generated, it can be suppressed that the passenger feels uncomfortable.

  Since the “cooling mode” in the present invention is an operation mode in which the blown air is cooled by the indoor heat exchanger (18), the “cooling mode” is cooled by the indoor heat exchanger (18). An operation mode for heating the blown air and blowing it out into the passenger compartment is also included.

  Since the “non-cooling mode” in the present invention is an operation mode in which the blown air is not cooled by the indoor heat exchanger (18), in this “non-cooling mode”, the blown air is heated and blown out into the vehicle interior. The operation mode and the operation mode in which the blown air is blown out into the passenger compartment without being cooled or heated are also included.

  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.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner in one Embodiment. It is a flowchart which shows the air-conditioning control process of the vehicle air conditioner in one Embodiment. It is a control characteristic figure used by the operation mode decision process of the air conditioner for vehicles in one embodiment. It is a flowchart which shows the ventilation control process after an air conditioning of the vehicle air conditioner in one Embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a whole block diagram of the vehicle air conditioner in other embodiment, and has shown dehumidification heating mode.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, an embodiment of the present invention will be described with reference to FIGS. The vehicle air conditioner 1 of this embodiment is applied to an electric vehicle or a hybrid vehicle.

  An electric vehicle obtains driving force for traveling from a traveling electric motor. An electric vehicle travels by charging electric power supplied from an external power source (commercial power source) when the vehicle is stopped to a battery, which is a power storage unit, and supplying electric power stored in the battery to the electric motor for traveling when the vehicle is traveling.

  The hybrid vehicle obtains driving force for traveling from both the internal combustion engine (engine) and the traveling electric motor. The hybrid vehicle of this embodiment is configured as a plug-in hybrid vehicle that can charge the battery with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

  The plug-in hybrid vehicle charges the battery from an external power source when the vehicle stops before the vehicle starts running, so that the remaining amount of charge in the battery becomes equal to or greater than a predetermined reference running residual amount as at the start of driving. When the vehicle is in the EV traveling mode, the vehicle travels mainly by the driving force of the traveling electric motor. On the other hand, when the remaining amount of power stored in the battery is lower than the reference remaining amount for traveling while the vehicle is traveling, the HV traveling mode in which traveling is performed mainly by the driving force of the engine is set.

  More specifically, the EV travel mode is a travel mode in which the vehicle travels mainly by the driving force output by the travel electric motor, but when the vehicle travel load becomes high, the engine is operated to travel. Auxiliary electric motor. That is, this is a traveling mode in which the traveling driving force (motor-side driving force) output from the traveling electric motor is larger than the traveling driving force (internal combustion engine-side driving force) output from the engine.

  The HV travel mode is a travel mode in which the vehicle travels mainly by the driving force output from the engine. When the vehicle travel load becomes high, the travel electric motor is operated to assist the engine. That is, this is a traveling mode in which the internal combustion engine side driving force is greater than the motor side driving force.

  By switching between the EV traveling mode and the HV traveling mode, the fuel consumption of the engine can be suppressed and the vehicle fuel consumption can be improved with respect to a normal vehicle that obtains driving force for vehicle traveling from only the engine.

  In the electric vehicle or the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied, the electric power (electric energy) stored in the battery is supplied to various electric components of the vehicle air conditioner 1, thereby The air conditioner 1 is operated.

  The detailed structure of the vehicle air conditioner 1 is demonstrated using FIG. 1, FIG. The vehicle air conditioner 1 of the present embodiment can perform pre-air conditioning that performs air conditioning of the passenger compartment before the occupant gets into the vehicle, in addition to normal air conditioning that performs air conditioning of the passenger compartment when the vehicle is traveling. In the vehicle air conditioner 1, during the charging of the battery B (battery), pre-air conditioning can be performed not only with the electric power stored in the battery B but also with electric power supplied from an external power source.

  The vehicle air conditioner 1 includes a heat pump cycle (vapor compression refrigeration cycle) 10 as temperature adjusting means for adjusting the temperature of the blown air blown into the vehicle interior, and the blown air adjusted in temperature by the heat pump cycle 10 in the vehicle interior. And an air conditioning control device 50 for controlling the operation of various electric components of the vehicle air conditioning device 1.

  The heat pump cycle 10 is configured to be switchable between a heating mode refrigerant circuit that heats the air and heats the vehicle interior, and a cooling mode refrigerant circuit that cools the air and cools the vehicle interior.

  In FIG. 1, the refrigerant flow in the heating mode is indicated by a white arrow, and the refrigerant flow in the cooling mode is indicated by a black arrow.

  The heat pump cycle 10 includes a compressor 11 that compresses and discharges refrigerant, an indoor condenser 13 and an indoor evaporator 18 that serve as indoor heat exchangers that heat or cool blown air, and heating that serves as decompression means that decompresses and expands the refrigerant. A fixed throttle 14, a cooling fixed throttle 17, and an on-off valve 15a as a refrigerant circuit switching means and a three-way valve 20 are provided.

  The heat pump cycle 10 employs an HFC-based refrigerant (specifically, R134a) as a refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. An HFO refrigerant (for example, R1234yf) or the like may be employed as the refrigerant. Refrigerating machine oil for lubricating the compressor 11 is mixed in the refrigerant, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed inside a vehicle hood outside the passenger compartment, and sucks refrigerant in the heat pump cycle 10 and compresses and discharges it. A fixed displacement type compression mechanism 11a having a fixed discharge capacity is used as an electric motor 11b. It is comprised as an electric compressor which drives. Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a.

  The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61. Further, the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal output from the air conditioning control device 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this frequency (rotation speed) control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The refrigerant inlet side of the indoor condenser 13 is connected to the discharge port side of the compressor 11. The indoor condenser 13 is disposed in a casing 31 that forms an air passage for the blown air blown into the vehicle interior in the indoor air conditioning unit 30 and blows air by exchanging heat between the refrigerant circulating in the interior and the blown air. It is a heat exchanger for heating which heats air.

  The refrigerant outlet side of the indoor condenser 13 is connected to the refrigerant inlet side of the outdoor heat exchanger 16 through a heating fixed throttle 14 that depressurizes the refrigerant in the heating mode. As the heating fixed throttle 14, an orifice, a capillary tube or the like can be adopted. Of course, as long as the function of depressurizing the refrigerant in the heating mode can be exhibited, a variable throttle mechanism such as an electric expansion valve with a fully open function may be adopted without being limited to the fixed throttle.

  Further, in the present embodiment, a bypass passage 15 is provided that guides the refrigerant flowing out of the indoor condenser 13 to the refrigerant inlet side of the outdoor heat exchanger 16 by bypassing the heating fixed throttle 14. An opening / closing valve 15 a for opening and closing the bypass passage 15 is disposed in the bypass passage 15.

  The on-off valve 15a constitutes a refrigerant circuit switching means for switching between the refrigerant circuit in the cooling mode and the refrigerant circuit in the heating mode, and is an electromagnetic valve whose operation is controlled by a control signal output from the air conditioning control device 50. is there. Specifically, the on-off valve 15a of the present embodiment opens during the cooling mode and closes during the heating mode.

  The pressure loss that occurs when the refrigerant passes through the bypass passage 15 with the on-off valve 15a open is extremely high compared to the pressure loss that occurs when the refrigerant passes through the heating fixed throttle 14 with the on-off valve 15a closed. small. Accordingly, when the on-off valve 15 a is open, almost the entire flow rate of the refrigerant flowing out of the outdoor heat exchanger 16 flows to the refrigerant inlet side of the outdoor heat exchanger 16 through the bypass passage 15.

  The outdoor heat exchanger 16 is disposed in the vehicle bonnet, and exchanges heat between the refrigerant on the downstream side of the indoor condenser 13 that circulates inside and the air outside the vehicle (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

  A three-way valve 20 is connected to the refrigerant outlet side of the outdoor heat exchanger 16. The three-way valve 20 constitutes a refrigerant circuit switching means for switching the refrigerant circuit in each operation mode described above together with the on-off valve 15a, and an electric type whose operation is controlled by a control signal output from the air conditioning control device 50. This is a three-way valve.

  Specifically, the three-way valve 20 of the present embodiment switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode, and the outdoor heat exchanger 16 in the heating mode. It switches to the refrigerant circuit which connects the refrigerant | coolant exit side and the refrigerant | coolant inlet side of the accumulator 19 arrange | positioned at the inlet port side of the compressor 11. FIG.

  The basic configuration of the cooling fixed throttle 17 is the same as that of the heating fixed throttle 14. The refrigerant inlet side of the indoor evaporator 18 is connected to the outlet side of the cooling fixed throttle 17. The indoor evaporator 18 is arranged in the casing 31 of the indoor air-conditioning unit 30 on the upstream side of the blower air flow of the indoor condenser 13, and exchanges heat between the refrigerant circulating in the interior and the blown air so that the blown air is exchanged. A cooling heat exchanger (indoor heat exchanger) for cooling.

  The inlet side of the accumulator 19 is connected to the refrigerant outlet side of the indoor evaporator 18. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

  Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the indoor evaporator 18, the indoor condenser 13, and the air mix door are formed in a casing 31 that forms the outer shell. 34 etc. are accommodated.

  The casing 31 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength, and forms an air passage for blown air to be blown into the vehicle interior. An inside / outside air switching device 33 as an inside / outside air switching means for switching and introducing the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) into the casing 31 is arranged on the most upstream side of the blast air flow of the casing 31. Yes.

  The inside / outside air switching device 33 adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 31 and the outside air introduction port through which the outside air is introduced, by the inside / outside air switching door, and the air volume between the inside air volume and the outside air volume. The ratio is continuously changed. The inside / outside air switching door is driven by an electric actuator 62 for the inside / outside air switching door, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  On the downstream side of the air flow of the inside / outside air switching device 33, a blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is arranged. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  On the downstream side of the air flow of the blower 32, the indoor evaporator 18 and the indoor condenser 13 are arranged in the order of the indoor evaporator 18 → the indoor condenser 13 with respect to the flow of the blown air. In other words, the indoor evaporator 18 is arranged on the upstream side of the air flow with respect to the indoor condenser 13.

  In the casing 31, an air mix door 34 that adjusts the air volume ratio between the air volume that passes through the indoor condenser 13 and the air volume that does not pass through the indoor condenser 13 among the blown air after passing through the indoor evaporator 18 is disposed. Yes. The air mix door 34 is driven by an electric actuator 63 for driving the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning control device 50.

  An opening for blowing the blown air that has passed through the indoor condenser 13 or the blown air that has passed through the cold air bypass passage that bypasses the indoor condenser 13 into the vehicle interior, which is an air-conditioning target space, at the most downstream portion of the air flow of the casing 31. Holes 37a, 37b, and 37c are provided. Specifically, as opening holes 37a, 37b, and 37c, a defroster opening hole 37a that blows conditioned air toward the inner surface of the vehicle front window glass, a face opening hole 37b that blows conditioned air toward the upper body of the passenger in the vehicle interior, And the foot opening hole 37c which blows off air-conditioning wind toward a passenger | crew's step is provided.

  The air flow downstream sides of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c are respectively connected to a face air outlet, a foot air outlet, and a defroster air outlet provided in the vehicle interior via ducts that form air passages. It is connected to an outlet (both not shown).

  In the cooling mode, the opening degree of the air mix door 34 is adjusted to bypass the warm air reheated by the indoor condenser 13 and the indoor condenser of the blown air cooled by the indoor evaporator 18. The air volume ratio with the cold air is adjusted. And the temperature of the mixed air which mixed warm air and cold air, ie, the blowing air which blows off into a vehicle interior, is adjusted by adjustment of this air volume ratio.

  In the cooling mode, the air mix door 34 may be displaced to a position where the total air volume of the blown air after passing through the indoor evaporator 18 bypasses the indoor condenser 13.

  On the upstream side of the air flow of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c, a defroster door 38a for adjusting the opening area of the defroster opening hole 37a and a face door for adjusting the opening area of the face opening hole 37b, respectively. 38b, a foot door 38c for adjusting the opening area of the foot opening hole 37c is disposed.

  The defroster door 38a, the face door 38b, and the foot door 38c constitute the outlet mode switching means for switching the outlet mode, and are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism or the like. It is connected and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  The air outlet mode that can be switched by the air outlet mode switching means is a face mode in which the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment, and both the face air outlet and the foot air outlet are opened. The bi-level mode that blows air toward the upper body and feet of passengers in the passenger compartment, the foot mode that opens the foot outlet and opens the defroster outlet only a small opening, and mainly blows air from the foot outlet, Further, there is a foot defroster mode in which the foot outlet and the defroster outlet are opened to the same extent, and air is blown out from both the foot outlet and the defroster outlet.

  A defroster mode in which the defroster outlet is fully opened and air is blown out from the defroster outlet to the inner surface of the front windshield of the vehicle can be made by manually operating the outlet mode switch provided on the operation panel.

  Next, the electric control unit of this embodiment will be described. The air conditioning control device 50 shown in FIG. 2 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and its peripheral circuits. Then, various computations and processes are performed based on the air conditioning control program stored in the ROM, and the on-off valve 15a and the three-way valve 20 constituting the inverter for the compressor 11 and the refrigerant circuit switching means connected to the output side thereof. The operation of various air conditioning components such as the blower fan 16a, the blower 32, and the various electric actuators 62 to 65 described above is controlled.

  On the input side of the air-conditioning control device 50, an inside air sensor 51 as an inside air temperature detecting means for detecting a vehicle interior temperature (inside air temperature) Tr, and an outside air sensor as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature) Tam. 52, a solar radiation sensor 53 as a solar radiation amount detecting means for detecting the solar radiation amount Ts irradiated into the passenger compartment, a discharge temperature sensor 54 for detecting a refrigerant discharge temperature Td of the compressor 11 discharge refrigerant, and a discharge refrigerant of the compressor 11 discharge refrigerant The discharge pressure sensor 55 for detecting the pressure Pd, the evaporator temperature sensor 56 for detecting the refrigerant evaporation temperature (evaporator temperature) Te in the indoor evaporator 18, and the outdoor heat exchanger for detecting the outdoor temperature Tout of the outdoor heat exchanger 16. A detection signal of a sensor group for air conditioning control such as the temperature sensor 57 is input.

  The discharge refrigerant pressure Pd of the present embodiment is the high-pressure side refrigerant pressure of the cycle from the refrigerant discharge port side of the compressor 11 to the cooling fixed throttle 17 inlet side in the cooling mode, and the refrigerant discharge of the compressor 11 in the heating mode. This is the high-pressure side refrigerant pressure of the cycle from the outlet side to the inlet side of the heating fixed throttle 17.

  Specifically, the evaporator temperature sensor 56 of the present embodiment detects the heat exchange fin temperature of the indoor evaporator 18. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other portions of the indoor evaporator 18 may be employed, or temperature detection for directly detecting the temperature of the refrigerant itself flowing through the indoor evaporator 18. Means may be employed. The same applies to the outdoor heat exchanger temperature sensor 57.

  On the input side of the air-conditioning control device 50, operation signals from various air-conditioning operation switches provided on an operation panel disposed near the instrument panel in the front part of the passenger compartment are input. Specifically, various air conditioning operation switches provided on the operation panel include an operation switch of the vehicle air conditioner 1, an auto switch for setting or canceling the automatic control of the vehicle air conditioner 1, and an operation mode switching for switching the operation mode. Switch, blow-out mode switching switch for switching the blow-out port mode, air volume setting switch of the blower 32, vehicle interior temperature setting switch as target temperature setting means for setting the vehicle interior target temperature Tset, reduction of energy consumed for air conditioning There is an economy switch or the like which is a means for requesting energy saving.

  The air conditioning control device 50 according to the present embodiment includes a transmission / reception unit that transmits and receives control signals to / from a wireless terminal 70 (specifically, a remote controller) or mobile communication means (specifically, a mobile phone or a smartphone) carried by a passenger. 50a.

  The operation panel 60 and the wireless terminal 70 each require pre-air-conditioning operation such as a pre-air-conditioning start switch for starting the pre-air-conditioning operation and a timer setting switch for starting the pre-air-conditioning operation at a predetermined time. Request means are provided.

  The air-conditioning control device 50 is configured integrally with a control unit that controls various air-conditioning components connected to the output side thereof, and has a configuration that controls the operation of each air-conditioning component (hardware and hardware). Software) constitutes a control unit (control means) for controlling the operation of each component for air conditioning.

  For example, in this embodiment, the structure which controls the action | operation of the air blower 32 among the air-conditioning control apparatuses 50 comprises the air blower control part 50b (blower control means). The configuration (hardware and software) for controlling the operation of the electric actuator 62 for the inside / outside air switching door in the air conditioning control device 50 constitutes the inside / outside air switching control unit 50c (inside / outside air switching control means).

  The inside / outside air switching control unit 50c, the inside / outside air switching device 33, and the electric actuator 62 for the inside / outside air switching door constitute an inside / outside air switching means for switching the air introduced into the blower 32 between the inside air and the outside air.

  Next, the operation of this embodiment in the above configuration will be described. The control process shown in the flowchart of FIG. 3 is executed if power is supplied from the battery B to the air conditioning control device 50 even when the vehicle is stopped. In addition, each control step of FIG. 3 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

  First, in step S1, whether or not the vehicle air conditioner 1 is to be operated, that is, whether or not the auto switch is turned on (ON) while the operation switch of the operation panel 60 is turned on, the pre-air conditioning start switch is turned on. It is determined whether or not it is turned on (ON) or whether or not the pre-air-conditioning operation is started based on the timer setting. And when it determines with operating the vehicle air conditioner 1, it progresses to step S2.

  In step S2, initialization such as initialization of a flag, a timer, and initial position alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored when the previous operation of the vehicle air conditioner 1 is completed or when the vehicle system is stopped may be maintained.

  Next, in step S3, an operation signal of the operation panel 60 is read and the process proceeds to step S4. In step S4, the vehicle environmental state signal used for air conditioning control, that is, the detection signals of the above-described sensor groups 51 to 57 for air conditioning control, etc. are read, and the process proceeds to step S5.

In step S5, a target blowing temperature TAO of the vehicle cabin blowing air is calculated. The target blowing temperature TAO is a value that is determined in order to quickly bring the inside air temperature Tr close to the occupant's desired target temperature Tset, and is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the target temperature in the vehicle interior set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, and Tam is detected by the outside air sensor 52. The temperature outside the passenger compartment (outside air temperature), and Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  The target blowing temperature TAO can also be expressed as an index indicating the air conditioning heat load required for the vehicle air conditioner 1 in order to keep the passenger compartment at a desired temperature. The target blowout temperature TAO calculated by the formula F1 is a control target value that can be used in both the cooling mode and the heating mode. In the heating mode, the target blowout temperature TAO is calculated using the formula F1 to suppress power consumption. You may correct | amend so that it may be a value a little lower than the calculated target blowing temperature TAO.

  In step S6, the operation mode of the heat pump cycle 10 is determined. In step S6, based on the outside air temperature Tam detected by the outside air sensor 52 and the target blowing temperature TAO calculated in step S5, a control map stored in advance in the ROM of the air conditioning control device 50 is referred to. Determine the operation mode.

  An example of the control map is shown in FIG. In this example of the control map, when the target blowing temperature TAO is lower than the outside air temperature Tam, the cooling mode is determined. When the target blowing temperature TAO is higher than the outside air temperature Tam, the heating mode is determined, and the outside air temperature Tam and the target When the blowing temperature TAO is equivalent, the ventilation mode is determined.

  The ventilation mode is an operation mode in which the blower 32 operates in a state where the heat pump cycle 10 is stopped. Accordingly, in the ventilation mode, only air is blown without cooling or heating the air.

  In subsequent steps S7 to S12, control states of various air conditioning component devices connected to the output side of the air conditioning control device 50 are determined. First, in step S <b> 7, a target air flow rate of air blown by the blower 32, that is, a blower motor voltage (blower level) to be applied to the electric motor of the blower 32 is determined.

  Specifically, the blower motor voltage is set near the maximum value in the extremely low temperature range (in this embodiment, −30 ° C. or lower) and the extremely high temperature range (in this embodiment, 80 ° C. or higher) of the target blowing temperature TAO. Bring the air volume close to the maximum value.

  As the target blowing temperature TAO increases from the extremely low temperature range toward the intermediate temperature range (10 ° C. to 40 ° C. in the present embodiment), the blower motor voltage is decreased, and the target blowing temperature TAO is increased from the extremely high temperature range. As the temperature decreases toward the intermediate temperature range, the blower motor voltage is decreased and the air volume of the blower 32 is decreased.

  When the target blowing temperature TAO enters the intermediate temperature range, the blower motor voltage is set near the minimum value, and the air volume of the blower 32 is brought close to the minimum value.

  Next, in step S8 shown in FIG. 3, the control signal output to the suction port mode, that is, the electric actuator 62 for driving the inside / outside air switching door is determined. This suction port mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. In the present embodiment, the outside air mode for introducing outside air is basically given priority, but the inside air mode for introducing inside air is selected when the target blowing temperature TAO is in a very low temperature range and high cooling performance is desired. The

  In step S9, a control signal output to the electric actuator 63 for driving the outlet mode, that is, the outlet mode door is determined. This air outlet mode is also determined based on the target air temperature TAO with reference to a control map stored in the air conditioning controller 50 in advance. In the present embodiment, the outlet mode is sequentially switched from the face mode to the bi-level mode to the foot mode as the target outlet temperature TAO increases from the low temperature region to the high temperature region.

  Therefore, in summer, when the target air temperature TAO tends to be in the low temperature range, the face mode is mainly used. In spring and autumn, when the target air temperature TAO is likely to be in the middle temperature region, mainly in the bi-level mode. Foot mode is selected.

  Furthermore, a humidity detecting means for detecting the relative humidity in the vicinity of the vehicle window glass is provided, and the window glass is highly likely to be fogged based on the relative humidity RHW on the surface of the window glass calculated from the detection value of the humidity detecting means. If it is determined, the foot defroster mode or the defroster mode may be selected.

  In step S10, the opening degree of the air mix door 34, that is, the control signal output to the electric actuator 63 for driving the air mix door is determined. In the present embodiment, in the heating mode, the air mix door 34 is displaced so that the total air volume of the blown air after passing through the indoor evaporator 18 flows into the indoor condenser 13.

  In the cooling mode, the air mix door 34 is displaced so that the temperature TAV of the blown air blown into the room approaches the target blowing temperature TAO. In the present embodiment, a value calculated from the evaporator temperature Te and the discharge refrigerant temperature Td is used as the temperature TAV of the blown air. Of course, a blown air temperature detecting means for detecting the temperature of the blown air blown into the passenger compartment may be provided, and the value detected thereby may be used as the blown air temperature TAV.

  In step S11, the refrigerant discharge capacity of the compressor 11, that is, the rotational speed of the compressor 11 is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the cooling mode, the refrigerant evaporation temperature (evaporator temperature) in the indoor evaporator 18 is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in step S5. Te target temperature TEO (target evaporator outlet temperature) is determined.

  Then, a deviation En (TEO-Te) between the target evaporator blowout temperature TEO and the blown air temperature Te is calculated, and a deviation change rate Edot (En) obtained by subtracting the previously calculated deviation En-1 from the previously calculated deviation En. -(En-1)), based on the fuzzy inference based on the membership function and rules stored in advance in the air conditioning controller 50, the amount of change in the rotational speed with respect to the previous compressor rotational speed fCn-1. Δf_C is obtained.

  In the heating mode, the target high-pressure PDO of the discharge-side refrigerant pressure (high-pressure side refrigerant pressure) Pd is referred to with reference to a control map stored in advance in the air-conditioning control device 50 based on the target outlet temperature TAO determined in step S5. To decide.

  Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge side refrigerant pressure Pd is calculated, and a deviation change rate Pdot (Pn− (Pn− ( Pn-1)) is used to calculate the rotational speed change amount Δf_H with respect to the previous compressor rotational speed fHn-1 based on the fuzzy inference based on the membership function and rules stored in the air conditioning controller 50 in advance. Ask.

  Next, in step S12 shown in FIG. 3, the operating state of the refrigerant circuit switching means, that is, the operating states of the on-off valve 15a and the three-way valve 20 is determined. Specifically, as described above, the on-off valve 15a of the present embodiment opens during the cooling mode and closes during the heating mode.

  The three-way valve 20 switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode, and sucks the refrigerant outlet side of the outdoor heat exchanger 16 and the compressor 11 in the heating mode. It switches to the refrigerant circuit which connects the refrigerant | coolant inlet side of the accumulator 19 arrange | positioned at the opening | mouth side.

  In step S13, the air conditioning control device 50 applies various air conditioning components 11, 61, 15a, 20, 16a, 32, 62 to 64 to the control state determined in the above steps S7 to S12. A control signal and a control voltage are output. In continuing step S14, it waits for control period (tau), and if progress of control period (tau) is determined, it will return to step S3.

  Since the vehicle air conditioner 1 according to the present embodiment performs the control process as described above, it operates as follows according to the operation mode.

(A) Heating mode In the heating mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11, the indoor condenser 13, the heating fixed throttle 14, the outdoor heat exchanger 16 (→ The refrigerant circuit is switched to the refrigerant circuit in which the refrigerant circulates in the order of the three-way valve 20) → the accumulator 19 → the compressor 11. That is, a refrigeration cycle is configured in which the indoor condenser 13 functions as a radiator and the outdoor heat exchanger 16 functions as an evaporator.

  Therefore, in the heat pump cycle 10 in the heating mode, the refrigerant compressed by the compressor 11 radiates heat to the blown air blown from the blower 32 by the indoor condenser 13. Thereby, the blowing air which passes the indoor condenser 13 is heated, and heating of a vehicle interior is implement | achieved. The refrigerant that has flowed out of the indoor condenser 13 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16.

  The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the vehicle exterior air blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 19 through the three-way valve 20. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(B) Cooling mode In the cooling mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 → the indoor condenser 13 (→ bypass passage 15) → the outdoor heat exchanger 16 (→ The refrigerant circuit circulates in the order of three-way valve 20) → cooling fixed throttle 17 → indoor evaporator 18 → accumulator 19 → compressor 11 in this order. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

  Therefore, in the heat pump cycle 10 in the cooling mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air after passing through the indoor evaporator 18 in the indoor condenser 13 to Part is heated. Furthermore, the refrigerant that has flowed out of the indoor evaporator 18 flows into the outdoor heat exchanger 16 through the bypass passage 15, and radiates heat by exchanging heat with the outside air blown from the blower fan 16 a in the outdoor heat exchanger 16.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the blown air blown from the blower 32, and evaporates. The air blown through the indoor evaporator 18 is cooled by the endothermic action of the refrigerant.

  As described above, a part of the blown air cooled by the indoor evaporator 18 is heated by the indoor condenser 13 so that the blown air blown into the vehicle interior approaches the target blowing temperature TAO. It is adjusted and cooling of the passenger compartment is realized. Further, the refrigerant that has flowed out of the indoor evaporator 18 flows into the accumulator 19. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(C) Ventilation mode In the ventilation mode, the blower 32 operates with the heat pump cycle 10 stopped. That is, since the compressor 11 is stopped and the refrigerant does not circulate, the blown air blown from the blower 32 is not cooled by the indoor evaporator 18 and the indoor condenser 13. Therefore, the inside air or the outside air introduced into the casing 31 through the inside / outside air switching device 33 is blown into the vehicle interior at the same temperature.

  The vehicle air conditioner 1 of the present embodiment operates as described above, and can realize cooling, heating, and ventilation in the passenger compartment.

  In the heating mode and the ventilation mode, the blown air is not cooled by the indoor evaporator 18. Therefore, the heating mode and the ventilation mode can be expressed as a non-cooling mode. In the cooling mode, the blown air is cooled by the indoor evaporator 18. Therefore, the cooling mode can be expressed as a cooling mode.

  The control process shown in the flowchart of FIG. 5 is started when the vehicle air conditioner 1 stops and the air conditioning operation ends. The case where the vehicle air conditioner 1 stops and the air conditioning operation ends is, for example, a case where the ignition switch of the vehicle is switched from on to off. Note that each control step of FIG. 5 constitutes various function realizing means of the air conditioning control device 50.

  In step S20, the current operation mode (heating mode, cooling mode or ventilation mode) of the vehicle air conditioner 1 and the water retention amount w of the indoor evaporator 18 are stored, and the air conditioning operation is terminated. Specifically, the vehicle air conditioner 1 is stopped by stopping the compressor 11 and the blower 32.

The water retention amount w of the indoor evaporator 18 is calculated by the following mathematical formula F2.
w = min ((w1-w2) × t1, w3) (F2)
In the above formula F2, w1 is the amount of water generated per unit time on the surface of the indoor evaporator 18 in the cooling mode, and the temperature (suction air temperature) and humidity (suction air humidity) of the air sucked by the indoor evaporator 18 Is calculated using the map shown in FIG. The amount of water w1 generated per unit time in the indoor evaporator 18 increases as the intake air temperature and the intake air humidity increase.

  In the above formula F2, w2 is the amount of water that can be contained in the air blown from the indoor evaporator 18 in the cooling mode, and is calculated using the map shown in FIG. 7 based on the target evaporator blowing temperature TEO. Is done. The amount of water w2 that can be contained in the air blown from the indoor evaporator 18 increases as the target evaporator blowing temperature TEO increases.

  In the formula F2, t1 is the operating time in the cooling mode. As the operation time t1 in the cooling mode, a value of a timer that is started when the cooling mode is started is used. When the current operation mode is not the cooling mode, t1 = 0.

  In the above formula F2, w3 is the maximum water retention amount of the indoor evaporator 18. When the amount of water generated in the indoor evaporator 18 exceeds the maximum water retention amount w3, the water flows down from the indoor evaporator 18 and is discharged from the drain water discharge port formed at the bottom of the casing 31 to the outside of the vehicle.

  In the formula F2, min ((w1-w2) × t1, w3) means the smaller value of (w1-w2) × t1 and w3.

  In step S21, it is determined whether or not the pre-air conditioning operation is started. For example, when the pre-air conditioning start switch is turned on (ON) or when the pre-air conditioning operation start time set by the timer setting switch is reached, it is determined that the pre-air conditioning operation is started. When the predetermined time before the pre-air conditioning operation start time set by the timer setting switch is reached, it may be determined that the pre-air conditioning operation is started.

  When it determines with starting a pre air conditioning driving | operation, it progresses to step S22, and when it determines with not starting a pre air conditioning driving | operation, step S21 is repeated.

  In step S22, it is determined whether or not the operation mode when the previous air conditioning operation is ended is the cooling mode. When it is determined that the operation mode when the previous air conditioning operation is ended is the cooling mode, it is determined that condensed water is attached to the indoor evaporator 18 and the process proceeds to step S23, and when the previous air conditioning operation ends. When it is determined that the operation mode is not the cooling mode, it is determined that the condensed water is not attached to the indoor evaporator 18, and the process proceeds to step S27 to start the pre-air conditioning operation.

  In step S23, it is determined whether or not the pre-air-conditioning operation mode is the heating mode or the ventilation mode. If it is determined that the pre-air-conditioning operation mode is the heating mode or the ventilation mode, the process proceeds to step S24. If it is determined that the operation mode is not the heating mode or the ventilation mode, the process proceeds to step S27 to start the pre-air conditioning operation.

  The operation mode of pre-air conditioning is set by a setting switch provided on the operation panel 60 and the wireless terminal 70, for example. The pre-air-conditioning operation mode may be determined, for example, by the same determination process as in step S6 described above.

  In step S24, the air-conditioning blow control is performed. Specifically, the air blower 32 is operated by setting the suction port mode to the outside air mode. Thereby, since air is blown to the indoor evaporator 18, the water adhering to the indoor evaporator 18 evaporates and the water retention amount decreases.

In step S25, the current water retention amount is calculated. Specifically, the evaporation amount Δw (water reduction amount) from the indoor evaporator 18 is subtracted from the previously calculated water retention amount. The evaporation amount Δw from the indoor evaporator 18 is calculated by the following mathematical formula F3.
Δw = w4 × w5 × t2 (F3)
In the above formula F3, w4 is a dimensionless amount that represents the relationship between the amount of air blown from the blower 32 and the amount of evaporation from the indoor evaporator 18, and based on the amount of air blown from the fan 32, the map shown in FIG. Is used to calculate. The dimensionless amount w4 related to the evaporation amount increases as the amount of air blown from the blower 32 increases.

  In Formula F3, w5 is the amount of evaporation from the indoor evaporator 18 per unit time, and is calculated using the map shown in FIG. 9 based on the intake air temperature and the intake air humidity of the indoor evaporator 18. . The amount of evaporation w5 from the indoor evaporator 18 per unit time increases as the intake air temperature and the intake air humidity increase.

  In the above formula F3, t2 is the time elapsed since the previous evaporation amount Δw was calculated. As the time t2 that has elapsed since the previous evaporation amount Δw was calculated, the value of a timer that is started when the previous evaporation amount Δw was calculated is used.

  In step S26, it is determined whether or not the current water retention amount calculated in step S25 is 0. If it is determined that the current water retention amount is not 0, the process returns to step S23 and the current water retention amount is 0. When it determines, it progresses to step S27.

  In step S27, the post-air conditioning air blow control (step S24) is terminated, and the pre-air conditioning operation is started. Specifically, the pre-air conditioning operation is performed by executing the control process shown in the flowchart of FIG. When the pre-air conditioning operation mode is the heating mode or the cooling mode, the inside air mode is selected as the suction port mode in order to increase the air conditioning efficiency.

  The vehicle air conditioner 1 according to the present embodiment operates as described above and can evaporate the condensed water on the surface of the indoor evaporator 18 to dry the surface of the indoor evaporator 18.

  In the present embodiment, as described in step S24, when the previous air conditioning operation ends in the cooling mode (cooling mode) and the pre-air conditioning is performed in the heating mode or the ventilation mode (non-cooling mode), the blower The post-air-conditioning ventilation control (step S24) for operating the air-conditioner 32 to blow air to the indoor evaporator 18 is performed before the pre-air conditioning.

  According to this, when pre-air conditioning is executed, that is, when there is a high probability that no occupant is present in the passenger compartment, the condensed water on the surface of the indoor evaporator 18 is evaporated, so the condensed water on the surface of the indoor evaporator 18 evaporates. Even if the odor is generated, the passenger can be prevented from feeling uncomfortable.

  Further, when the previous air conditioning operation ends in the cooling mode and the pre-air conditioning is executed in the heating mode or the ventilation mode, the post-air-conditioning air blow control (step S24) is performed, so the previous air conditioning operation and the pre-air conditioning operation mode are performed. Regardless of the configuration in which the post-air conditioning blow control (step S24) is performed, the frequency of the post-air conditioning blow control (step S24) can be reduced. Therefore, power consumption can be reduced and the life of the blower 32 can be extended.

  In the present embodiment, as described in step S27, the pre-air conditioning is executed immediately after the post-air conditioning blow control (step S24) is completed. According to this, since the time for executing the pre-air-conditioning can be ensured as long as possible, the air-conditioning comfort of the passenger who gets into the vehicle interior can be as much as possible.

  In the present embodiment, when the post-air-conditioning blow control (step S24) is performed, the suction port mode is set to the outside air mode. That is, the air introduced into the blower 32 is switched to the outside air.

  According to this, since the outside air whose humidity is lower than the inside air is blown to the indoor evaporator 18, the condensed water on the surface of the indoor evaporator 18 can be effectively evaporated. Further, since the outside of the vehicle can be ventilated by introducing outside air, it is possible to suppress the odor generated by the evaporation of the condensed water on the surface of the indoor evaporator 18 from being trapped in the vehicle interior, and thus further suppress the passengers from feeling uncomfortable. .

  In the present embodiment, as described in steps S25 and S26, the time for performing the post-air conditioning blow control (step S24) is determined based on the air volume of the blown air and the temperature of the outside air. According to this, the time for performing the air conditioning control after the air conditioning can be appropriately determined according to the evaporation amount Δw from the indoor evaporator 18.

  In the present embodiment, as described in steps S20, S25, and S26, the time for performing post-air conditioning air blow control (step S23) based on the water retention amount w of the indoor evaporator 18 when the cooling mode is being performed. To decide. Thereby, the excess and deficiency of the time which implements ventilation control after an air conditioning can be suppressed.

(Other embodiments)
The above-described embodiment can be variously modified as follows, for example.

  (1) In the above-described embodiment, an example in which an electric compressor is employed as the compressor 11 has been described. However, the format of the compressor 11 is not limited to this. For example, in a vehicle including an engine, the compressor 11 that obtains driving force from the engine via a belt and an electromagnetic clutch may be employed.

  (2) In a vehicle equipped with an engine, in addition to the indoor condenser 13, a heating heat exchanger (heater core) for heating the blown air using the engine coolant as a heat source may be provided as heating means for the blown air.

  You may provide the air heating PTC heater which heats blowing air as a heating means of blowing air. You may provide the water heating PTC heater which heats heat media, such as cooling water, as a heating means of blowing air.

  The air-heated PTC heater and the water-heated PTC heater are electric heaters that have a PTC element (positive characteristic thermistor) and generate heat when electric power is supplied to the PTC element.

  When the water heating PTC heater is provided, a heating heat exchanger (heater core) for heating the blown air by exchanging heat between the cooling water (heat medium) heated by the water heated PTC heater and the blown air is necessary.

  (3) In the above-described embodiment, the heat pump cycle 10 configured to be able to switch between the heating mode and the cooling mode refrigerant circuit has been described. However, at least the cooling mode refrigerant circuit and the non-cooling mode refrigerant circuit can be switched. The present invention is applicable to a vehicle air conditioner including a configured heat pump cycle.

  The refrigerant circuit in the cooling mode is a refrigerant circuit that cools the blown air by the indoor evaporator 18. The cooling mode includes an operation mode in which the blown air cooled by the indoor evaporator 18 is heated and blown out into the passenger compartment.

  The refrigerant circuit in the non-cooling mode is a refrigerant circuit that does not cool the blown air by the indoor evaporator 18. The non-cooling mode includes an operation mode in which the blown air is heated and blown into the vehicle interior, and an operation mode in which the blown air is blown into the vehicle interior without being cooled or heated.

  (4) In the above-described embodiment, when the previous air conditioning operation is finished in the cooling mode and the pre-air conditioning is executed in the heating mode or the ventilation mode, if it is determined that no occupant is present in the passenger compartment, the air conditioning You may make it implement back ventilation control (step S24).

  For example, when the battery B is charged with the power supplied from the external power source, or when the charging of the battery B is completed with the external power source, it may be determined that no occupant is present in the vehicle interior.

  A seat switch for detecting whether or not an occupant is seated may be provided in the seat, and it may be determined whether or not the occupant is absent in the vehicle interior according to the detection result of the seat switch.

  (5) In the above-described embodiment, the water retention amount w of the indoor evaporator 18 is the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, the target evaporator outlet temperature TEO, the operating time of the cooling mode, However, the present invention is not limited to this, and the water retention amount w of the indoor evaporator 18 can be calculated by various methods.

  For example, the water retention amount w of the indoor evaporator 18 is the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, the amount of air blown from the blower 32, the target evaporator outlet temperature TEO, the operating time of the cooling mode, Further, it may be calculated based on at least one of the maximum water retention amounts of the indoor evaporator 18.

  (6) In the above-described embodiment, the evaporation amount Δw from the indoor evaporator 18 is the amount of air blown from the blower 32, the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, and the previous evaporation amount Δw. However, the present invention is not limited to this, and the evaporation amount Δw from the indoor evaporator 18 can be calculated by various methods.

  For example, the evaporation amount Δw from the indoor evaporator 18 has elapsed since the calculation of the amount of air blown from the blower 32, the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, and the previous evaporation amount Δw. It may be calculated based on at least one of the times.

  (7) In the above-described embodiment, when the ignition switch of the vehicle is switched from on to off, the control process shown in the flowchart of FIG. 5 is executed. However, even if the ignition switch of the vehicle remains on, the vehicle air conditioning The control process shown in the flowchart of FIG. 5 may be executed when the apparatus 1 is stopped and the air conditioning operation is finished.

  (8) In the above-described embodiment, when no occupant is present in the vehicle interior, the air is blown to the indoor evaporator 18 to evaporate the water adhering to the indoor evaporator 18, but the occupant is in the vehicle interior. Alternatively, the air that is blown to the indoor evaporator 18 to evaporate the water adhering to the indoor evaporator 18 may be used. In that case, if the air outlet mode is set to the foot mode and the amount of air blown from the blower 32 is conserved so that the water adhering to the indoor evaporator 18 is slowly evaporated, the occupant may feel uncomfortable due to a strange odor or bad odor. Can be suppressed.

  (9) The heat pump cycle 10 may be configured to be switchable to a refrigerant circuit during a dehumidifying heating operation in which the blown air that has been cooled and dehumidified is reheated to dehumidify and heat the vehicle interior.

  In FIG. 9, the flow of the refrigerant at the time of switching to the refrigerant circuit during the dehumidifying heating operation is indicated by an arrow with hatching. The on-off valve 15a is closed during the dehumidifying heating operation. The three-way valve 20 switches to a refrigerant circuit that connects the refrigerant outlet side of the outdoor heat exchanger 16 and the cooling fixed throttle 17.

  In the dehumidifying heating mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11 → the indoor condenser 13 → the heating fixed throttle 14 → the outdoor heat exchanger 16 (→ the three-way valve 20) as shown by the hatched arrows in FIG. ) → cooling fixed throttle 17 → indoor evaporator 18 → accumulator 19 → compressor 11 in this order. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

Therefore, in the heat pump cycle 10 in the dehumidifying heating mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the blown air that has passed through the indoor evaporator 18 in the indoor condenser 13 and is blown air A part of is heated. Further, the refrigerant flowing out of the indoor evaporator 18 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown from the blower fan 16a to radiate heat.

  The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 via the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the blown air blown from the blower 32, and evaporates. Due to the endothermic action of the refrigerant, the blown air passing through the indoor evaporator 18 is cooled and dehumidified. The subsequent operation is the same as in the cooling mode.

  As described above, in the dehumidifying and heating mode, as in the cooling mode, the blown air cooled by the indoor evaporator 18 is heated by the indoor condenser 13 and blown out into the vehicle interior to perform dehumidification heating in the vehicle interior. be able to. At this time, since the on-off valve 15a is closed in the dehumidifying and heating mode, the pressure and temperature of the refrigerant flowing into the outdoor heat exchanger 16 can be lowered than in the cooling mode.

  Therefore, the temperature difference between the refrigerant temperature and the outside air temperature in the outdoor heat exchanger 16 can be reduced, and the heat radiation amount of the refrigerant in the outdoor heat exchanger 16 can be reduced. Thereby, in dehumidification heating mode, the thermal radiation amount of the refrigerant | coolant in the indoor condenser 12 can be increased, and the heating capability of the ventilation air in the indoor condenser 12 can be improved rather than the cooling mode.

  In the dehumidifying and heating mode, the dry air dehumidified by the indoor evaporator 18 is blown out into the passenger compartment, so that the vehicle window glass can be prevented from being fogged. In addition, since pre-air conditioning is performed before a passenger gets into the passenger compartment, it is not necessary to prevent fogging of the vehicle window glass in the pre-air conditioning. Therefore, in the pre-air conditioning, it is not necessary to execute the dehumidifying heating mode for the purpose of preventing the vehicle window glass from being fogged.

15a On-off valve (refrigerant circuit switching means)
18 Indoor evaporator (indoor heat exchanger)
20 Three-way valve (refrigerant circuit switching means)
32 Blower 33 Inside / outside air switching device (inside / outside air switching means)
50b Blower control unit (blower control means)
50c Inside / outside air switching control unit (inside / outside air switching means)
62 Electric actuator for inside / outside air switching door (inside / outside air switching means)
B Battery (battery)
S24 Blower control after air conditioning

Claims (5)

A vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in the passenger compartment before the occupant enters the vehicle,
A blower (32) for generating blown air to be blown into the vehicle interior;
An indoor heat exchanger (18) for exchanging heat between the refrigerant and the blown air, a cooling mode refrigerant circuit for cooling the blown air by the indoor heat exchanger (18), and the indoor heat exchanger ( A heat pump cycle (10) having refrigerant circuit switching means (15a, 20) for switching to a refrigerant circuit in a non-cooling mode in which the blown air is not cooled in 18),
A blower control means (50b) for controlling the operation of the blower (32),
When the previous air conditioning operation is completed in the cooling mode and the pre-air conditioning is performed in the non-cooling mode, the blower control means (50b) operates the blower (32) to perform the indoor side heat. A vehicle air conditioner that performs post-air conditioning air blow control (S24) for blowing air to the exchanger (18) before the pre-air conditioning.   2. The vehicle air conditioner according to claim 1, wherein the pre-air conditioning is executed immediately after the blower control means (50 b) finishes the post-air conditioning blow control (S <b> 24). Inside / outside air switching means (33, 50c, 62) for switching the air introduced into the blower (32) between inside air and outside air,
The inside / outside air switching means (33, 50c, 62) switches air introduced into the blower (32) to the outside air when the post-air-conditioning ventilation control (S24) is performed. Item 3. The vehicle air conditioner according to Item 1 or 2.   The blower control means (50b) determines a time for performing the post-air-conditioning blow control (S24) based on the air volume of the blown air and the temperature of the outside air. The vehicle air conditioner according to claim 1.   The blower control means (50b) performs the post-air conditioning blow control (S24) based on the amount of condensed water on the surface of the indoor heat exchanger (18) when the cooling mode is being carried out. The vehicle air conditioner according to any one of claims 1 to 4, wherein the air conditioner is determined.

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