JP2017056885A - Vehicular air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure antifogging performance while inhibiting a humidity detection value from being corrected more than necessary.SOLUTION: When antifogging operation means 60b, 60c is operated, control means 50 increases learning correction amount within a predetermined range, and determines customization correction amount in a range wider than the predetermined range on the basis of a customization value set by an external apparatus. When the customization value is not set or when the customization correction amount is determined to be less than a predetermined value, as an increase degree of a humidity detection value obtained by a window surface humidity sensor 59 increases, a humidity increase correction amount is determined to be a higher value. On the basis of the learning correction amount, the customization correction amount and the humidity increase correction amount, the humidity detection value is corrected, and on the basis of the corrected humidity detection value, antifogging performance of the air conditioning unit is adjusted.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an air conditioner used in a vehicle.

  Conventionally, Patent Document 1 describes an air conditioner for a vehicle that performs anti-fogging control in accordance with the humidity value in the passenger compartment. Specifically, the higher the vehicle interior humidity value is, the more easily the inner surface of the front window glass becomes fogged, so the anti-fogging performance of the vehicle air conditioner is increased.

  Specifically, the antifogging performance is adjusted by controlling the air volume of the blower and the rotational speed of the compressor. That is, the antifogging performance is increased by increasing the air volume of the blower or increasing the rotational speed of the compressor.

  In this prior art, the humidity in the passenger compartment is detected by a humidity sensor. There are individual differences in the detection error of the humidity sensor. Therefore, when a humidity sensor with an error that causes the humidity detection value to be lower than the actual humidity is used, adjusting the antifogging performance based on the humidity detection value results in insufficient antifogging performance and the windshield glass It becomes cloudy easily. As a result, it becomes necessary for the passenger to remove the fogging of the windshield glass by manually setting the defroster mode by operating the defroster switch on the air conditioning operation panel.

  Therefore, in the conventional technique, the humidity detection value of the humidity sensor is corrected to be higher as the number of operations of the defroster switch by the passenger increases. As a result, the corrected humidity detection value approaches the actual humidity and the detection error is reduced, so that it is possible to appropriately prevent fogging of the windshield with appropriate anti-fogging performance.

JP 2001-334820 A

  In the above-described prior art, if the occupant frequently manually sets the defroster mode according to hesitation or preference, the humidity detection value of the humidity sensor is corrected to be higher than necessary. As a result, the antifogging performance becomes excessive, and the fuel consumption is deteriorated. That is, since the air volume of the blower and the rotational speed of the compressor are excessive, the air conditioning power is excessively consumed.

  In view of the above points, an object of the present invention is to ensure anti-fogging performance while suppressing the humidity detection value of a humidity sensor from being corrected more than necessary.

In order to achieve the above object, in the invention described in claim 1,
An air conditioning unit (30) for blowing conditioned air into the passenger compartment;
Control means (50) for automatically controlling the operation of the air conditioning unit (30);
Humidity detecting means (59) for detecting the humidity in the passenger compartment;
Anti-fogging operation means (60b, 60c), which is operated by an occupant and outputs a command to the control means (50) to improve the anti-fogging property of the vehicle window by the air conditioning unit (30),
The control means (50)
When the anti-fogging operation means (60b, 60c) is operated, the learning correction amount is increased within a predetermined range,
Based on the customized value set by the external device, the customization correction amount is determined within a range wider than the predetermined range,
When the customized value is not set or the customized correction amount is determined to be less than the predetermined value, the humidity increase correction amount is determined to be higher as the degree of increase in the humidity detection value of the humidity detecting means (59) is higher. ,
Correct the humidity detection value based on the learning correction amount, customization correction amount, and humidity increase correction amount,
The antifogging property by the air conditioning unit (30) is adjusted based on the corrected humidity detection value.

  According to this, since the correction amount of the humidity detection value can be changed by setting a customized value with an external device, the occupant has a habit and preference for frequently operating the anti-fogging operation means (60b, 60c). Even if it is a case, it can suppress correcting a humidity detection value more than necessary.

  On the other hand, the higher the humidity detection value rises, the higher the humidity detection value is corrected. Therefore, even if a customized value is set, the window is prevented from clouding suddenly when the humidity in the passenger compartment increases rapidly. it can.

  Therefore, anti-fogging performance can be secured while suppressing the humidity detection value of the humidity detection means (59) from being corrected more than necessary.

  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 control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for traveling from an internal combustion engine EG (that is, an engine) and a traveling electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging power supplied from an external power source (in other words, commercial power source) to the battery 81 mounted on the vehicle when the vehicle is stopped.

  This plug-in hybrid vehicle charges the battery 81 with electric power supplied from an external power source when the vehicle stops before the vehicle starts running, so that the remaining power SOC of the battery 81 is predetermined as when the vehicle starts running. When it is equal to or more than the reference remaining amount for traveling, an operation mode is set in which the vehicle travels mainly by the driving force of the traveling electric motor. Hereinafter, this operation mode is referred to as an EV operation mode.

  On the other hand, when the remaining amount SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the operation mode is set to travel mainly by the driving force of the engine EG. Hereinafter, this operation mode is referred to as an HV operation mode.

  More specifically, the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor. When the vehicle driving load becomes high, the engine EG is operated. Assist the electric motor for traveling. That is, this is an operation mode in which the traveling driving force output from the traveling electric motor is greater than the traveling driving force output from the engine EG.

  In other words, it can be expressed as an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (that is, motor side driving force / internal combustion engine side driving force) is at least greater than 0.5. it can.

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG. When the vehicle driving load becomes high, the driving electric motor is operated to operate the engine EG. Assist. That is, this is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, it can also be expressed as an operation mode in which the driving force ratio is at least smaller than 0.5.

  In the plug-in hybrid vehicle of the present embodiment, the fuel consumption amount of the engine EG with respect to a normal vehicle that obtains driving force for vehicle travel only from the engine EG by switching between the EV operation mode and the HV operation mode in this way. This suppresses vehicle fuel efficiency. The switching between the EV operation mode and the HV operation mode and the control of the driving force ratio are controlled by the driving force control device 70.

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. And the electric power generated with the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81, and the electric power stored in the battery 81 is not only a traveling electric motor but also a vehicle air conditioner. 1 can be supplied to various in-vehicle devices including an electric component device that constitutes 1.

  Next, the detailed structure of the vehicle air conditioner 1 of this embodiment is demonstrated. The vehicle air conditioner 1 performs air conditioning (for example, pre-air conditioning) in the vehicle interior using electric power supplied from an external power source when the vehicle is stopped before traveling, in addition to air conditioning in the vehicle interior using electric power supplied from the battery 81. Configured to be executable.

  The vehicle air conditioner 1 of the present embodiment includes the refrigeration cycle 10 shown in FIG. 1, the indoor air conditioning unit 30, the air conditioning control device 50 shown in FIG.

  First, the indoor air-conditioning unit 30 is disposed inside the instrument panel (i.e., the instrument panel) at the foremost part of the passenger compartment, and the blower 32, the evaporator 15, the heater core 36, and the PTC heater are disposed in the casing 31 that forms the outer shell. 37 etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An air passage through which air flows is formed in the casing 31.

  An inside / outside air switching box 20 serving as an inside / outside air switching means for switching between the inside air (that is, the cabin air) and the outside air (ie, the cabin outside air) is disposed on the most upstream side of the blast air flow in the casing 31.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 and an outside air introduction port 22. The inside air introduction port 21 introduces inside air into the casing 31. The outside air inlet 22 introduces outside air into the casing 31.

  Further, an inside / outside air switching door 23 is disposed inside the inside / outside air switching box 20 for changing the air volume ratio between the volume of the inside air introduced into the casing 31 and the volume of the outside air. The inside / outside air switching door 23 is suction port mode switching means for switching the suction port mode, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means (in other words, an inside / outside air switching means) for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. In other words, the inside / outside air switching door 23 is an outside air rate adjusting means that adjusts the ratio of outside air to outside air introduced into the air passage (hereinafter referred to as the outside air rate).

  More specifically, the inside / outside air switching door 23 is driven by the electric actuator 62. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  In addition, as the suction port mode, there are an all-inside air mode, an all-outside air mode, and an inside / outside air mixing mode.

  In the inside air mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the air passage in the casing 31. In the outside air mode, the inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the air passage in the casing 31.

  In the inside / outside air mixing mode, by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22 between the inside air mode and the outside air mode, the inside air and the outside air are introduced into the air passage in the casing 31. Change the ratio continuously.

  A blower 32 (in other words, a blower) is disposed on the downstream side of the air flow of the inside / outside air switching box 20 as air blowing means for blowing air sucked through the inside / outside air switching box 20 toward the vehicle interior. The blower 32 is an electric blower that drives a fan with an electric motor, and the number of rotations (in other words, the blowing capacity) is controlled by a control voltage output from the air conditioning control device 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  The fan of the blower 32 is a centrifugal multiblade fan (for example, a sirocco fan). The fan is disposed in the air passage, and blows the inside air from the inside air introduction port 21 and the outside air from the outside air introduction port 22 to the air passage.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 is disposed over the entire air passage. The evaporator 15 serves as a cooling means (in other words, heat exchange means) that cools the blown air by exchanging heat between the refrigerant (in other words, the heat medium) flowing through the evaporator 15 and the blown air blown from the blower 32. Function. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  A main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is disposed in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges it, and drives the fixed capacity type compression mechanism 11a having a fixed discharge capacity by the electric motor 11b. It is configured as an electric compressor. The electric motor 11 b is an AC motor whose rotation speed is controlled by an AC voltage output from the inverter 61.

  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 rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The condenser 12 is disposed in the engine room and dissipates the refrigerant discharged from the compressor 11 by exchanging heat between the refrigerant flowing through the inside and the outside air blown from the blower fan 12a as an outdoor blower. It is an outdoor heat exchanger (in other words, a radiator) that is allowed to condense. The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (in other words, the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed in the condenser 12 and stores excess refrigerant, and flows only the liquid-phase refrigerant downstream. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant that has flowed out of the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the refrigerant decompressed and expanded by the expansion valve 14 and exerts an endothermic effect on the refrigerant. Thus, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

  The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description returns to the indoor air conditioning unit 30 below. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a cooling cold air passage 33 and a cold air bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. A heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are arranged in this order in the cooling air passage 33 for heating in the direction of air flow.

  In the air passage, on the downstream side of the air flow of the heating cold air passage 33 and the cold air bypass passage 34, a mixing space 35 for mixing the air flowing out of the heating cold air passage 33 and the cold air bypass passage 34 is formed.

  The heater core 36 is a heating heat exchanger (in other words, air heating means) that heats blown air that has passed through the evaporator 15 using engine cooling water (hereinafter simply referred to as cooling water) for cooling the engine EG as a heat medium. is there. The engine EG is cooling water heating means (in other words, heat medium heating means) that heats the cooling water.

  Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe, and the cooling water circuit 40 in which the cooling water circulates between the heater core 36 and the engine EG is configured. The cooling water circuit 40 is provided with a cooling water pump 40a for circulating the cooling water. The cooling water pump 40 a is an electric water pump whose rotation speed (in other words, cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning control device 50.

  The PTC heater 37 includes a PTC element (in other words, a positive temperature coefficient thermistor). The PTC heater 37 generates heat when electric power is supplied to the PTC element, and serves as an auxiliary heater that heats air after passing through the heater core 36. It is. The power consumption required to operate the PTC heater 37 is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

  More specifically, the PTC heater 37 is composed of a plurality of (in this embodiment, three) PTC elements 37a, 37b, and 37c. The positive side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative side is connected to the ground side via a switch element. The switch element switches between the energized state (in other words, the ON state) and the non-energized state (in other words, the OFF state) of each PTC element. The operation of the switch element is controlled by a control signal output from the air conditioning control device 50.

  The air-conditioning control device 50 controls the operation of the switch element so as to independently switch between the energized state and the non-energized state of each PTC element 37a, 37b, 37c. And the heating capacity of the PTC heater 37 as a whole can be changed.

  The cold air bypass passage 34 is an air passage for guiding the air that has passed through the evaporator 15 to the mixing space 35 without passing through the heater core 36 and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing space 35 varies depending on the air volume ratio of the air passing through the heating cool air passage 33 and the air passing through the cold air bypass passage 34.

  Therefore, in the present embodiment, the air flows downstream of the evaporator 15 in the air passage and flows into the heating cold air passage 33 and the cold air bypass passage 34 to the inlet side of the heating cold air passage 33 and the cold air bypass passage 34. An air mix door 39 for continuously changing the air volume ratio of the cold air is disposed.

  The air mix door 39 constitutes temperature adjusting means for adjusting the air temperature in the mixing space 35 (in other words, the temperature of the blown air blown into the vehicle interior).

  More specifically, the air mix door 39 includes a common rotating shaft driven by a common electric actuator 63 and a plate-like door main body connected to the common rotating shaft. It consists of a so-called cantilever door. The operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning controller 50.

  Furthermore, blower outlets 24 to 26 that blow out the blown air whose temperature is adjusted from the mixing space 35 to the vehicle interior that is the air-conditioning target space are arranged at the most downstream portion of the blown air flow of the casing 31.

  Specifically, as the air outlets 24 to 26, a face air outlet 24, a foot air outlet 25, and a defroster air outlet 26 are provided.

  The face air outlet 24 is an upper body side air outlet that blows out air-conditioned air toward the upper body of the passenger in the passenger compartment. The foot air outlet 25 is a foot side air outlet that blows air-conditioned air toward the feet of the occupant. The defroster air outlet 26 is a window glass side air outlet that blows conditioned air toward the inner surface of the front window glass W of the vehicle.

  Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the face door 24a for adjusting the opening area of the face air outlet 24 and the opening area of the foot air outlet 25 are adjusted. The defroster door 26a which adjusts the opening area of the foot door 25a to perform and the defroster blower outlet 26 is arrange | positioned.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode door (in other words, an outlet mode switching means) for switching the outlet mode. It is connected to the electric actuator 64 for driving the exit mode door and is 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.

  As a blower outlet mode, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode. In the drawing, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, the bi-level mode is abbreviated as B / L, and the foot defroster mode is abbreviated as F / D.

  In the face mode, the face air outlet 24 is fully opened, and air is blown out from the face air outlet 24 toward the upper body of the passenger in the passenger compartment. In the bi-level mode, both the face air outlet 24 and the foot air outlet 25 are opened, and air is blown out toward the upper body and the feet of the passengers in the passenger compartment. In the foot mode, the foot air outlet 25 is fully opened and the defroster air outlet 26 is opened by a small opening, and air is mainly blown out from the foot air outlet 25. In the foot defroster mode, the foot outlet 25 and the defroster outlet 26 are opened to the same extent, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  The occupant can also enter the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened, and air is blown out from the defroster outlet 26 to the inner surface of the vehicle front window glass. In the drawings, the defroster mode is abbreviated as DEF.

  The vehicle air conditioner 1 of this embodiment includes an electric heat defogger (not shown). The electric heat defogger is a heating wire arranged inside or on the surface of the vehicle interior window glass, and is a window glass heating means for preventing fogging or eliminating window fogging by heating the window glass. The operation of the electric heat defogger can be controlled by a control signal output from the air conditioning controller 50.

  The vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is auxiliary heating means for increasing the surface temperature of a seat on which a passenger is seated. Specifically, the seat air conditioner 90 is a seat heating unit that is configured by a heating wire embedded in the seat surface and generates heat when supplied with electric power.

  And when the heating of a vehicle interior may become inadequate with the conditioned wind which blows off from each blower outlet 24-26 of the indoor air conditioning unit 10, the function which supplements a passenger | crew's heating feeling by operating | operating is fulfill | performed. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioner control apparatus 50, and is controlled so as to increase the surface temperature of the seat to about 40 ° C. during operation.

  The vehicle air conditioner 1 may include a seat blower, a steering heater, and a knee radiation heater. The seat blower is a blower that blows air from the inside of the seat toward the passenger. The steering heater is a steering heating means for heating the steering with an electric heater. The knee radiation heater is a heating means that radiates heat source light, which is a heat source of radiant heat, toward an occupant's knee. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 (in other words, air conditioning control means), the driving force control device 70 (in other words, driving force control means), and the power control device 71 (in other words, power control means) include a CPU, ROM, RAM, and the like. It is composed of a known microcomputer and its peripheral circuits, and performs various calculations and processing based on a control program stored in the ROM, thereby controlling the operation of various devices connected to the output side.

  Connected to the output side of the driving force control device 70 are various engine components constituting the engine EG, a traveling inverter for supplying an alternating current to the traveling electric motor, and the like. Specifically, as the various engine components, a starter for starting the engine EG, a fuel injection valve for supplying fuel to the engine EG (in other words, an injector) drive circuit (all not shown), and the like are connected. .

  Further, on the input side of the driving force control device 70, there are a voltmeter for detecting the voltage VB between the terminals of the battery 81, an ammeter for detecting the current ABin flowing into the battery 81 or the current ABout flowing from the battery 81, and the accelerator opening Acc. Various engine control sensors such as an accelerator opening sensor for detecting, an engine speed sensor for detecting the engine speed Ne, and a vehicle speed sensor (none of which is shown) for detecting the vehicle speed Vv are connected.

  On the output side of the air conditioning control device 50, the blower 32, the inverter 61 for the electric motor 11 b of the compressor 11, the blower fan 12 a, various electric actuators 62, 63, 64, the PTC heater 37, the cooling water pump 40 a, the seat air conditioner 90 etc. are connected.

  On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, a cooling water temperature sensor 58, and a window surface humidity sensor 59. Various air conditioning control sensor groups such as the above are connected.

  The inside air sensor 51 is an inside air temperature detecting means for detecting the vehicle interior temperature Tr. The outside air sensor 52 is outside air temperature detecting means for detecting the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection means for detecting the solar radiation amount Ts in the passenger compartment.

  The discharge temperature sensor 54 is a discharge temperature detection means for detecting the compressor 11 discharge refrigerant temperature Td. The discharge pressure sensor 55 is a discharge pressure detection unit that detects the refrigerant discharge pressure Pd of the compressor 11.

  The evaporator temperature sensor 56 is an evaporator temperature detecting means for detecting the temperature of air blown from the evaporator 15 (hereinafter referred to as the evaporator temperature). The cooling water temperature sensor 58 is a cooling water temperature detection unit that detects the cooling water temperature Tw of the cooling water that has flowed out of the engine EG.

  The evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted.

  The window surface humidity sensor 59 is humidity detection means for detecting the relative humidity in the vicinity of the window. The window-side relative humidity is the relative humidity of the passenger compartment air near the window glass in the passenger compartment.

  Operation signals from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Various air conditioning operation switches provided on the operation panel 60 are manual operation means for manually setting the operation of the air conditioning unit 30.

  Specifically, various air conditioning operation switches provided on the operation panel 60 include an air conditioner switch 60a, an auto switch, a suction port mode switch, a blowout port mode switch 60b, a defroster switch 60c, an air volume setting switch 60d, a vehicle An indoor temperature setting switch 60e, an economy switch 60f, a display unit 60g for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

  The air conditioner switch 60a is a compressor operation setting unit that switches between starting and stopping of the compressor 11 by the operation of the passenger. The air conditioner switch 60a is provided with an air conditioner indicator that is turned on / off according to the operation status of the air conditioner switch 60a.

  The auto switch is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger.

  The outlet mode switching switch 60b is an outlet mode switching unit that switches between the face mode, the bi-level mode, the foot mode, and the foot defroster mode. The defroster switch 60c is defroster mode setting means for setting the defroster mode by the operation of the occupant.

  In the foot defroster mode and the defroster mode, the antifogging property of the window is higher than that in the remaining outlet mode. The air outlet mode changeover switch 60 b and the defroster switch 60 c are anti-fogging operation means for outputting a command for improving the anti-fogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The air volume setting switch 60d is an air volume setting means for manually setting the air volume of the blower 32. The vehicle interior temperature setting switch 60e is a target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger.

  The economy switch 60f is a switch that prioritizes reduction of the load on the environment. By turning on the economy switch 60f, the operation mode of the vehicle air conditioner 1 is set to an economy mode in which priority is given to power saving of the air conditioning. Therefore, the economy switch 60f can also be expressed as a power saving priority mode setting means.

  In addition, when the economy switch 60f is turned on, a signal for reducing the operating frequency of the engine EG that is operated to assist the electric motor for traveling is output to the driving force control device 70 in the EV operation mode.

  In addition, the air conditioning control device 50 and the driving force control device 70 are configured to be electrically connected to communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the operation of the engine EG can be requested by the air conditioning control device 50 outputting a request signal for the engine EG to the driving force control device 70. In addition, when the driving force control device 70 receives a request signal for requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the engine EG needs to be operated, and operates the engine EG according to the determination result. Control.

  Further, the air conditioning control device 50 includes an electric power control device 71 that determines power to be distributed to various electric devices in the vehicle according to the power supplied from the power supply outside the vehicle or the power stored in the battery 81. It is connected to the. The air conditioning control device 50 of the present embodiment receives an output signal output from the power control device 71 (for example, data indicating air conditioning use permission power permitted to be used for air conditioning).

  Here, the air-conditioning control device 50 and the driving force control device 70 are configured such that control means for controlling various control target devices connected to the output side are integrally configured. The configuration to be controlled (for example, hardware and software) constitutes a control means for controlling the operation of each control target device.

  For example, in the air-conditioning control device 50, the configuration that controls the operation of the blower 32, which is a blowing unit, and controls the blowing capability of the blower 32 constitutes the blowing capability control unit 50a. Of the air conditioning control device 50, the configuration for controlling the refrigerant discharge capacity of the compressor 11 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is the compressor control means 50b. Is configured.

  The structure which controls switching of the suction inlet mode among the air-conditioning control apparatuses 50 comprises the suction inlet mode switching means 50c. The structure which controls switching of the blower outlet mode among the air-conditioning control apparatuses 50 comprises the blower outlet mode switching means 50d.

  The structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output means. A configuration for transmitting / receiving control signals to / from the air-conditioning control device 50 in the driving force control device 70 and determining whether or not the engine EG needs to be operated according to an output signal from the request signal output means or the like (in other words, determining whether or not to operate Means) constitutes a signal communication means.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start. In addition, each control step in FIGS. 3-10 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial 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 at the end of the previous operation of the vehicle air conditioner 1 are maintained.

  Next, in step S2, an operation signal of the operation panel 60 is read and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by a vehicle interior temperature setting switch, a suction port mode switch setting signal, and the like.

  Next, in step S3, a vehicle environmental state signal used for air conditioning control, that is, a detection signal of the above-described sensor groups 51 to 58, a power state signal indicating a power supply state from an external power source, and the like are read. When the power status signal indicates a state in which power can be supplied from the external power source to the vehicle (in other words, the plug-in state), the external power flag is turned on, and the power cannot be supplied from the external power source to the vehicle ( In other words, in the case of indicating a plug-out state), the external power supply flag is turned off.

  In step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. It is out.

  Next, in step S4, the target blowing temperature TAO and the window vicinity humidity of the vehicle compartment blowing air are calculated. Accordingly, step S4 constitutes a target blowing temperature determining means and a window vicinity humidity determining means.

The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature detected by the internal air sensor 51 (in other words, the internal air temperature), and Tam is the external air temperature detected by the external air sensor 52. , Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  The target outlet temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the passenger compartment at a desired temperature, and is the air conditioning load required for the vehicle air conditioner 1 (in other words, Air conditioning heat load).

  Details of the calculation of the near window humidity will be described with reference to the flowchart of FIG. First, in step S401, it is determined whether the defroster switch 60c of the operation panel 60 has been operated, or whether the foot defroster mode has been set by operating the air outlet mode changeover switch 60b of the operation panel 60. That is, it is determined whether or not the defroster mode or the foot defroster mode is set by a manual operation of the occupant. In other words, it is determined whether or not the manual defroster mode or the manual foot defroster mode is set manually.

  When it is determined that the manual defroster mode or the manual foot defroster mode has been manually set, the process proceeds to step S402, the DEF pressing number counter is incremented by 1, and the process proceeds to step S404. If it is determined that the manual defroster mode or the manual foot defroster mode has not been manually set, the process proceeds to step S403, the DEF pressing number counter is held, and the process proceeds to step S404.

  The DEF pushing frequency counter is a counter that counts the number of times set in the manual defroster mode and the manual foot defroster mode. It is desirable that the DEF pressing frequency counter can be set and reset at a vehicle dealer.

  In the subsequent step S404, the customization state of humidity error correction is read, and the customization correction amount f (customization) is determined. The customized state is set in advance by an external device and stored in the air conditioning control device 50. The external device is a customized tool or the like possessed by a vehicle dealer or a vehicle repair shop. The external device can view the customization status. The customized state may be set by remote operation via communication by an external device and stored in the air conditioning control device 50.

  As the customization state, an integer value from −3 to +3 or “learning” is set. When the customization state is set to an integer value from -3 to +3, the humidity near the window is corrected regardless of the value of the DEF pressing number counter.

  In step S410, the near window humidity is corrected to be lower as the customization state setting value is smaller. The larger the set value of the customized state, the higher the window vicinity humidity is corrected in step S410.

  That is, the customized state may be set to a smaller value as the window surface humidity sensor 59 is more sensitive, and the customized state may be set to a larger value as the window surface humidity sensor 59 is less sensitive.

  When the customization state is set to “learning”, the humidity near the window is corrected according to the value of the DEF pressing number counter. In the initial setting state (in other words, when the vehicle is shipped from the factory), the customization state is “learning”.

  The air conditioning control device 50 determines a customization correction amount f (customization) with reference to a control map stored in the air conditioning control device 50 in advance based on the setting value of the customization state. The customization correction amount f (customization) is a correction amount of near-window humidity according to the setting value of the customization state.

  The control map for determining the customization correction amount f (customization) in this embodiment is proportional to the setting value of the customization state. That is, as shown in step S404 of FIG. 4, the customization correction amount f (customization) is determined to be a value from −15 to +15 in proportion to the set value of the customization state. When the customization state is the learning state, the customization correction amount f (customization) is not determined.

  In the subsequent step S405, a learning correction amount f (DEF) is calculated with reference to a control map stored in advance in the air conditioning control device 50 based on the value of the DEF pressing number counter. The learning correction amount f (DEF) is a correction amount of the near-window humidity according to the value of the DEF pressing number counter. The learning correction amount f (DEF) is a correction amount that is learned in accordance with the set number of times of the manual defroster mode and the manual foot defroster mode.

  Specifically, as shown in step S405 of FIG. 4, the value of the learning correction amount f (DEF) is increased within a predetermined range as the value of the DEF pressing number counter increases. In the example of FIG. 4, the predetermined range of the learning correction amount f (DEF) is a range of 0 to 10.

  As described above, in step S404, the customization correction amount f (customization) is determined to be a value from −15 to +15. Therefore, the customization correction amount f (customization) is determined within a range wider than the predetermined range of the learning correction amount f (DEF).

  In a succeeding step S406, it is determined whether or not the customization state is a learning state. If it is determined that the customization state is the learning state, the process proceeds to step S407, the humidity error correction value is determined as the learning correction amount f (DEF), and the process proceeds to step S409. On the other hand, if it is determined that the customization state is not the learning state, the process proceeds to step S408, the humidity error correction value is determined as the customization correction amount f (customization), and the process proceeds to step S409. The humidity error correction value is a correction amount added to the humidity detection value of the window surface humidity sensor 59.

  In the subsequent step S409, the humidity increase correction coefficient f (humidity error correction) is calculated with reference to the control map stored in the air conditioning control device 50 in advance based on the humidity error correction value. The humidity increase correction coefficient f (humidity error correction) is a coefficient used for correcting the near-window humidity in accordance with the increase degree of the humidity detection value of the window surface humidity sensor 59.

  Specifically, as shown in step S409 of FIG. 4, when the humidity error correction value is 5 or less, the humidity increase correction coefficient f (humidity error correction) is set to 0 as the humidity error correction value decreases. Increase in the range of ~ 4. Thereby, the value of the humidity increase correction coefficient f (humidity error correction) increases as the set value of the customization state decreases.

In subsequent step S410, the near-window humidity is calculated by the following formula F2.
Humidity near window = Humidity sensor detection value + Humidity error correction + Temperature rise correction amount (F2)
The humidity sensor detection value in Formula F2 is the humidity detection value of the window surface humidity sensor 59. The near window humidity is a value obtained by correcting the humidity detection value of the window surface humidity sensor 59. The temperature rise correction amount in Formula F2 is calculated by the following Formula F3.
Temperature rise correction amount = (current humidity sensor detection value−humidity sensor detection value 20 seconds before) × f (humidity error correction) (F3)
Accordingly, the near-window humidity is corrected to be higher as the value of the DEF pressing number counter increases. That is, the setting state of the manual defroster mode and the manual foot defroster mode is learned, and the correction amount of the near window humidity is determined.

  Further, the smaller the setting value in the customized state, the lower the window vicinity humidity is corrected, and the larger the customized state setting value, the higher the window vicinity humidity is corrected.

  Since the humidity sensor detection value is corrected by a value obtained by multiplying the difference between the current humidity sensor detection value and the humidity sensor detection value 20 seconds ago by the humidity increase correction coefficient f (humidity error correction), the humidity increase is rapid. The near-window humidity is corrected higher.

  As the humidity error correction value is smaller, the humidity increase correction coefficient f (humidity error correction) is larger. Therefore, even if the customized setting value is small, the humidity near the window increases if the humidity rises rapidly. It is corrected.

  Note that the calculation of the humidity near the window in step S4 is not performed every control cycle τ in which the main routine of FIG. 4 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target blowing temperature TAO, the blowing air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

Specifically, first, a temporary air mix opening degree SWdd is calculated by the following formula F4.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F4)
Note that {MAX (10, Tw− (TE + 2))} in Formula F4 means the larger value of 10 and Tw− (TE + 2).

  Next, based on the provisional air mix opening SWdd, the air mix opening SW is determined with reference to a control map stored in the air conditioning control device 50 in advance. In this control map, the air mix opening SW is determined so as to be substantially proportional to the provisional air mix opening SWdd.

  In the next step S6, the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined. Details of step S6 will be described with reference to the flowchart of FIG.

  As shown in FIG. 5, first, in step S611, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, in step S612, a blower voltage that is a passenger's desired air volume manually set by the air volume setting switch 60d of the operation panel 60 is determined, and step S7 is performed. Proceed to

  Specifically, the air volume setting switch 60d of the present embodiment can set five levels of air volume from Lo → M1 → M2 → M3 → Hi, and the blower voltage in the order of 4V → 6V → 8V → 10V → 12V. Is determined to be high.

  On the other hand, when it is determined in step S611 that the auto switch is turned on, in step S613, the control map stored in the air conditioning control device 50 in advance based on the TAO determined in step S4 is referred to. The temporary blower voltage f (TAO) is determined. The temporary blower voltage f (TAO) is determined according to the air conditioning heat load.

  The temporary blower voltage f (TAO) is used as a candidate value for the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

  The control map for determining the temporary blower voltage f (TAO) in the present embodiment is configured such that the value of the temporary blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S613 of FIG. 5, the air volume of the blower 32 is maximum in the extremely low temperature range of TAO (−20 ° C. or lower in the present embodiment) and the extremely high temperature range (80 ° C. or higher in the present embodiment). The temporary blower voltage f (TAO) is raised to a high level so that the air volume is close.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is reduced so that the amount of air blown by the blower 32 is reduced according to the increase in TAO. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the temporary blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes low. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.

  That is, the temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on values determined based on the vehicle interior set temperature Tset, the internal air temperature Tr, the external air temperature Tam, and the solar radiation amount Ts.

  In subsequent step S614, it is determined whether or not the outlet mode determined in step S8 is the foot mode, the foot defroster mode, or the bi-level mode. When it is determined that the air outlet mode is not the foot mode, the foot defroster mode or the bi-level mode, that is, when the air outlet mode is the face mode or the defroster mode, the process proceeds to step S615 and the blower voltage is set to the temporary blower voltage f (TAO). To decide.

  On the other hand, when it is determined that the air outlet mode is the foot mode, the foot defroster mode or the bi-level mode, the process proceeds to step S616, and the warm-up upper limit blower voltage f (water temperature) and the blower voltage correction value f (the humidity near the window). And decide.

  More specifically, the warm-up upper limit blower voltage f (water temperature) is determined based on the coolant temperature Tw detected by the coolant temperature sensor 58 with reference to a control map stored in the air conditioning control device 50 in advance. Based on the near-window humidity calculated in S4, the blower voltage correction value f (the near-window humidity) is determined with reference to a control map stored in the air-conditioning control device 50 in advance.

  The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage when the engine EG is warmed up (that is, when the coolant temperature Tw is low). The blower voltage correction value f (humidity near the window) is a blower voltage correction value corresponding to the possibility of fogging of the window glass.

  Specifically, as shown in step S614 of FIG. 5, the warm-up upper limit blower voltage f (water temperature) is raised in the range of 0 to 11 as the cooling water temperature Tw rises from the low temperature range to the high temperature range. .

  Thus, it is possible to prevent the occupant from feeling cold due to an increase in the amount of blown air when the cooling water temperature Tw is not sufficiently increased and the heater core 36 cannot sufficiently heat the air.

  As shown in step S614 of FIG. 5, the blower voltage correction value f (window vicinity humidity) is increased as the window vicinity humidity increases. In the control map of the blower voltage correction value f (window vicinity humidity) shown in step S614 in FIG. 5, a hysteresis width for preventing control hunting is set.

  Thereby, when the possibility of fogging of the window glass is high, the amount of blown air becomes high and fogging of the window glass can be suppressed.

In the subsequent step S617, the blower voltage is calculated by the following formula F5.
Blower voltage = MIN (f (TAO), f (water temperature)) + f (humidity near window) (F5)
Note that MIN (f (TAO), f (water temperature)) in Formula F5 means the smaller value of f (TAO) and f (water temperature).

  Thereby, the ventilation capability of the air blower 32 is appropriately adjusted according to the target blowing temperature TAO, the cooling water temperature Tw, and the window vicinity humidity.

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 6, first, in step S701, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, if it is determined that the auto switch is not turned on, the outside air introduction rate corresponding to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

  Specifically, when the manual inlet mode is the all-in-air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual inlet mode is set to the all-outside air mode (in other words, the FRS mode). In this case, the outside air rate is determined to be 100% in step S704. The outside air rate is a ratio of outside air to the introduced air (that is, outside air and inside air) introduced from the inside / outside air switching box 20 into the casing 31.

  On the other hand, if it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705, and based on the target blowing temperature TAO calculated in step S4, it is determined whether the air conditioning operation state is the cooling operation or the heating operation. judge. In the example of FIG. 6, when the target blowing temperature TAO is higher than 25 ° C., it is determined that the heating operation is performed, and in other cases, the cooling operation is determined.

  When it determines with air_conditionaing | cooling operation, it progresses to step S706, refers to the control map previously memorize | stored in the air-conditioning control apparatus 50 based on the target blowing temperature TAO, determines an external air rate, and progresses to step S8.

  Specifically, the outside air rate is reduced when TAO is low, and the outside air rate is increased when TAO is high. In the example of FIG. 6, if TAO ≦ 0 ° C., the outside air rate is 0%, if TAO ≧ 15 ° C., the outside air rate is 100%, and if 0 ° C. <TAO <15 ° C., the outside air rate is higher as TAO is higher. Is increased in the range of 0 to 100%.

  The opening degree of the inside / outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air rate is set to 0%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the all outside air mode. When the outside air rate is set to be more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled so that the suction port mode becomes the inside / outside air mixing mode.

  As a result, the higher the cooling load, the higher the inside air introduction rate and the higher the cooling efficiency.

  On the other hand, when it is determined in step S705 that the heating operation is performed, the process proceeds to step S707, and the outside air rate is referred to the control map stored in the air-conditioning control device 50 in advance based on the near-window humidity calculated in step S4. And proceed to step S8.

  Specifically, when the humidity near the window is low, the outside air rate is reduced, and when the humidity near the window is high, the outside air rate is increased. In the example of FIG. 6, the outside air rate is 50% if the humidity near the window ≦ 70%, the outside air rate is 100% if the humidity near the window ≧ 85%, and if 50% <the humidity near the window <85%. As the humidity near the window is higher, the outside air rate is increased in the range of 50 to 100%.

  As a result, the higher the humidity in the vicinity of the window, the higher the introduction rate of the outside air, thereby lowering the humidity of the vehicle interior space, and thus suppressing window fogging.

  In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

  As shown in FIG. 7, first, in step S81, it is determined whether or not the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S82, the air outlet mode corresponding to the manual mode is determined, and the process proceeds to step S9.

  Specifically, when the manual air outlet mode is the face mode, the face mode is selected. When the manual air inlet mode is the bi-level mode, the bi-level mode is determined. When the manual air inlet mode is the foot mode, the foot When the manual suction port mode is the foot defroster mode, the foot defroster mode is determined. When the manual suction port mode is the defroster mode, the defroster mode is determined.

  On the other hand, if it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and a control map stored in advance in the air conditioning controller 50 based on the target outlet temperature TAO calculated in step S4. The provisional outlet mode is determined with reference to FIG.

  In this embodiment, as shown in step S83 of FIG. 7, the temporary outlet mode f1 (TAO) is sequentially switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature region to the high temperature region. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S83 of FIG. 7, a hysteresis width for preventing control hunting is set.

  In a succeeding step S84, it is determined whether or not the temporary air outlet mode is the foot mode. If it is determined that the temporary air outlet mode is not the foot mode, the process proceeds to step S85, and the air outlet mode is set to the temporary air outlet mode determined in step S83.

  On the other hand, if it is determined in step S84 that the temporary air outlet mode is the foot mode, the process proceeds to step S86, and the air outlet mode is set with reference to the control map stored in advance in the air conditioning controller 50 based on the humidity near the window. decide.

  Specifically, when the near window humidity is lower than a predetermined value, the outlet mode is set to the foot mode, and when the near window humidity is higher than the predetermined value, the outlet mode is set to the foot defroster mode. In the control map shown in step S86 of FIG. 7, a hysteresis width for preventing control hunting is set.

  As a result, when the humidity near the window is high and the window glass is likely to be fogged, the foot defroster mode is selected to increase the ratio of the amount of air blown from the defroster outlet 26, thereby suppressing the window fogging. To do.

  In the next step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the rotational speed of the compressor 11) is determined. The determination of the compressor speed in step S9 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed every predetermined control interval (1 second in the present embodiment).

  Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 8, first, in step S91, the target blowing temperature TEO of the blowing air temperature TE from the indoor evaporator 26 is determined.

  Details of step S91 will be described with reference to the flowchart of FIG. First, in step S911, based on the TAO determined in step S4, a temporary target outlet temperature f (TAO) is calculated with reference to a control map stored in advance in the air conditioning controller 50.

  In subsequent step S912, based on the near-window humidity determined in step S4, the anti-fogging target blowing temperature f (the near-window humidity) is calculated with reference to a control map stored in advance in the air conditioning control device 50.

  In the subsequent step S913, the smaller one of the temporary target blowing temperature f (TAO) and the anti-fogging target blowing temperature f (the humidity near the window) is determined as the target blowing temperature TEO. Thereby, when the humidity near the window is high, the target blowing temperature TEO can be determined to be a small value, and the dehumidifying ability of the indoor evaporator 26 can be increased.

  In the subsequent step S92, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn−1 is obtained. More specifically, a deviation En (TEO-TE) between the target blowing temperature TEO and the blowing 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)), and using the deviation En and the deviation rate of change Edot, the previous compression based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50 A rotational speed change amount Δf with respect to the machine rotational speed fn−1 is obtained.

In the subsequent step S93, the current compressor speed is calculated by the following formula F6.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed}} (F6)
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F6 means the smaller value of the previous compressor rotation speed + Δf and MAX rotation speed. In this example, the MAX rotation speed is 10,000 rpm.

  Thereby, when the humidity in the vicinity of the window is high, the compressor rotation speed is increased, the dehumidifying ability of the indoor evaporator 26 is increased, and the fogging of the window is suppressed.

  In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heat defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the temporary air mix opening SWdd determined in step S51, and the cooling water temperature Tw. To decide.

  Specifically, when it is determined that the outside air temperature is higher than 26 ° C., it is determined that the blowing temperature assist by the PTC heater 37 is not necessary, and the number of operation of the PTC heater 37 is determined to be zero. On the other hand, when it is determined that the outside air temperature is lower than 26 ° C., it is determined whether or not the PTC heater 37 needs to be operated based on the temporary air mix opening degree SWdd.

  That is, since the provisional air mix opening SWdd becomes small means that it is less necessary to heat the blown air in the heating cool air passage 33, the air mix opening SW becomes small. Accordingly, the necessity of operating the PTC heater 37 is reduced.

  Therefore, when the temporary air mix opening degree SWdd is compared with a predetermined reference opening degree and the temporary air mix opening degree SWdd is equal to or less than the first reference opening degree (100% in the present embodiment), the PTC heater Assuming that there is no need to operate 37, the number of operating PTC heaters 37 is determined to be zero.

  On the other hand, if the temporary air mix opening degree SWdd is equal to or larger than the second reference opening degree (110% in the present embodiment), it is necessary to operate the PTC heater 37 and the PTC heater according to the cooling water temperature Tw. The operation number of 37 is determined.

  Specifically, when the cooling water temperature Tw is high enough to sufficiently heat the air with the heater core 36, the number of operation of the PTC heater 37 is determined to be 0, and the number of operation of the PTC heater 37 is decreased as the cooling water temperature Tw is lower. Increase.

  As for the electric heat defogger, the electric heat defogger is operated when the window glass is highly likely to be fogged due to the humidity and temperature in the passenger compartment or when the window glass is fogged.

  In the next step S11, a request signal output from the air conditioning control device 50 to the driving force control device 70 is determined. The request signal includes an engine EG operation request signal (in other words, an engine ON request signal), an EV / HV operation mode request signal, and the like.

  Here, in a normal vehicle that obtains driving force for driving the vehicle only from the engine EG, the engine is always operated during driving, so that the cooling water is always at a high temperature. Therefore, in a normal vehicle, sufficient heating capacity can be exhibited by circulating cooling water through the heater core 36.

  On the other hand, in the plug-in hybrid vehicle of the present embodiment, the driving force for traveling the vehicle can also be obtained from the traveling electric motor. Therefore, the operation of the engine EG may be stopped, and the vehicle air conditioner 1 When heating the vehicle interior at, the temperature of the cooling water may not rise to a sufficient temperature as a heat source for heating.

  Therefore, the vehicle air conditioner 1 according to the present embodiment does not require the engine EG to operate in order to output the driving force for traveling. A request signal for requesting the operation of the engine EG is output to the driving force control device 70 that controls the driving force, and the cooling water temperature is increased to a temperature sufficient as a heat source for heating.

  Next, in Step S12, it is determined whether or not to operate the cooling water pump 40a for circulating the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether or not the coolant temperature Tw is higher than the blown air temperature TE.

  In step S121, when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the process proceeds to step S124, and it is determined to stop the cooling water pump 40a. The reason is that if the cooling water flows to the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 cools the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the outlet is lowered.

  On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it determines with the air blower 32 not operating in step S122, it progresses to step S124 and determines stopping the cooling water pump 40a for power saving.

  On the other hand, when it determines with the air blower 32 operating in step S122, it progresses to step S123 and determines operating the cooling water pump 40a. As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling air flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. .

  Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is a control stored in the air conditioning controller 50 in advance based on the target air temperature TAO determined in step S5, the provisional air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, in step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, and 90 are changed from the air conditioning control device 50 so that the control state determined in the above-described steps S5 to S13 is obtained. In contrast, a control signal and a control voltage are output. Further, the request signal determined in step S11 is transmitted from the request signal output means 50c to the driving force control apparatus 70.

  Next, in step S15, the system waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed. In the present embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control period is slower than the engine control or the like. As a result, it is possible to suppress a communication amount for air conditioning control in the vehicle and sufficiently secure a communication amount of a control system that needs to perform high-speed control such as engine control.

  Since the vehicle air conditioner 1 of this embodiment operates as described above, the blown air blown from the blower 32 is cooled by the evaporator 15. Then, the cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature has been adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment via each outlet.

  When the inside air temperature Tr in the passenger compartment is cooled below the outside air temperature Tam by the conditioned air blown into the inside of the passenger compartment, cooling of the inside of the passenger compartment is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. In such a case, heating of the passenger compartment is realized.

  The vehicle air conditioner 1 adjusts the antifogging property according to the possibility of fogging of the vehicle front window glass W when automatic control of air conditioning is set. Specifically, according to the detected value of the humidity in the passenger compartment, the amount of air blown from the blower 32 (in other words, the amount of air blown into the passenger compartment), the inlet mode (in other words, the outside air introduction rate), the outlet mode (in other words, The ratio of air blowing to the vehicle front window glass W) and the rotational speed of the compressor 11 (in other words, the dehumidifying capacity) are adjusted.

  The vehicle air conditioner 1 releases the automatic control of the air conditioning and improves the anti-fogging property when the air outlet mode changeover switch 60b or the defroster switch 60c is operated to set the manual foot defroster mode or the manual defroster mode.

  The vehicle air conditioner 1 corrects the humidity detection value higher as the number of times the manual foot defroster mode or the manual defroster mode is set by operating the air outlet mode changeover switch 60b or the defroster switch 60c.

  As a result, even if there is an error that the humidity detection value of the window surface humidity sensor 59 is lower than the actual humidity, the antifogging property is appropriately set according to the possibility of fogging of the vehicle front window glass W. Can be adjusted.

  When the customized state is set, the vehicle air conditioner 1 corrects the humidity detection value according to the customized setting value. Specifically, the humidity detection value is corrected to be lower as the customization setting value is smaller, and the humidity detection value is corrected to be higher as the customization setting value is larger.

  For example, when the window surface humidity sensor 59 is sensitive, the occupant may feel uncomfortable with the air conditioning control because the air outlet mode is changed to the foot defroster mode or the air volume is increased even though the window is not clouded. In such a case, if the customized set value is set to the insensitive side (specifically, the set value is −1 to −3), the humidity detection value is corrected to be low. Moreover, since it becomes difficult to perform the reduction | decrease in target blowing temperature TEO and the switch to all the outside air modes, a fuel consumption can be improved.

  On the contrary, when the window surface humidity sensor 59 is insensitive, it may happen that the air outlet mode does not become the foot defroster mode or the air volume does not increase even though the window is clouded. In such a case, the antifogging property can be improved by setting the customized setting value to the sensitive side (specifically, the setting value is +1 to +3).

  Further, if the occupant frequently sets the manual defroster mode according to the habit or preference, the humidity detection value of the window surface humidity sensor 59 is corrected to be higher than necessary and the antifogging performance becomes excessive. In such a case, if the customized set value is set to the insensitive side (specifically, the set value is −1 to −3), the humidity detection value is corrected to be low. As a result, deterioration of fuel consumption can be suppressed.

  The vehicle air conditioner 1 corrects the humidity detection value to be high when the vehicle interior humidity suddenly increases. For this reason, even if the humidity in the passenger compartment is rapidly increased, it is possible to suppress sudden window fogging.

  The vehicle air conditioner 1 increases the correction coefficient for the degree of increase in the vehicle interior humidity as the customized setting value is insensitive (specifically, the setting value is small). Therefore, even when the customized setting value is set to the insensitive side, it is possible to suppress sudden window fogging. Even when the customized setting value is accidentally set to the insensitive side, it is possible to suppress sudden window fogging.

  In the present embodiment, as described in steps S401, S402, S405, and S407, the air conditioning control device 50 operates when the air outlet mode changeover switch 60b or the defroster switch 60c is operated to improve the antifogging property of the window. The learning correction amount f (DEF) is increased within a predetermined range.

  As described in steps S <b> 404, S <b> 406, and S <b> 408, the air conditioning control device 50 determines the customization correction amount f (customization) within a range wider than the predetermined range based on the customization value set by the external device.

  As described in steps S409 and S410, the air conditioning control device 50 determines the humidity detection value of the window surface humidity sensor 59 when the customized value is not set or when the customized correction amount is determined to be less than the predetermined value. The higher the degree of increase, the higher the humidity increase correction amount. In the example of FIG. 4, the predetermined value of the customization correction amount is 5 as shown in the control map in step S409.

  As described in step S410, the air conditioning control device 50 corrects the humidity detection value based on the learning correction amount, the customization correction amount, and the humidity increase correction amount.

  And as demonstrated by step S6-S9, the air-conditioning control apparatus 50 adjusts the anti-fogging property by the air-conditioning unit 30 based on the humidity detection value after correction | amendment.

  According to this, since the correction amount of the humidity detection value can be changed by setting a customized value with an external device, the occupant has the habit and preference to frequently operate the air outlet mode switch 60b or the defroster switch 60c. Even if it is a case, it can suppress correcting a humidity detection value more than necessary.

  On the other hand, since the humidity detection value is corrected to the higher side as the degree of increase in the humidity detection value is higher, it is possible to suppress the window from becoming cloudy suddenly when the humidity in the passenger compartment increases rapidly. Therefore, anti-fogging performance can be ensured while suppressing the humidity detection value of the window surface humidity sensor 59 from being corrected more than necessary.

  In the present embodiment, as described in steps S406 and S408, the air conditioning control device 50 corrects the humidity detection value by giving priority to the customized correction amount over the learning correction amount.

  According to this, when a passenger | crew has the habit and preference which operate the blower outlet mode switch 60b or the defroster switch 60c frequently, it can suppress reliably correct | amending a humidity detection value more than necessary.

  In the present embodiment, as described in steps S409 and S410, the air conditioning control device 50 determines the humidity increase correction amount to be a higher value as the learning correction amount or the customization correction amount is smaller.

  According to this, even when the humidity detection value is corrected to the low humidity side, it is possible to reliably suppress the window from becoming cloudy suddenly when the humidity in the passenger compartment rapidly increases.

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

  (1) In the above embodiment, the air conditioning control device 50 corrects the humidity detection value of the window surface humidity sensor 59 when the foot defroster mode or the defroster mode is manually set by the occupant, but the foot defroster mode is manually set. Alternatively, the humidity detection value of the window surface humidity sensor 59 may not be corrected.

  According to this, even when there is an occupant who prefers the foot defroster mode and manually sets it even in an environment where anti-fogging is not necessary, it is possible to suppress correcting the humidity detection value more than necessary.

  (2) Although the details of the driving force for vehicle travel of the hybrid vehicle are not described in the above embodiment, a so-called parallel hybrid capable of traveling by directly obtaining driving force from both the engine EG and the traveling electric motor. The vehicle air conditioner 1 may be applied to the vehicle, or the engine EG is used as a drive source of the generator 80, the generated power is stored in the battery 81, and further, the power stored in the battery 81 is supplied. The vehicle air conditioner 1 may be applied to a so-called serial-type hybrid vehicle that travels by obtaining a driving force from the traveling electric motor that operates by the above.

  Moreover, you may apply the vehicle air conditioner 1 to the electric vehicle which obtains the driving force for vehicle travel only from a travel electric motor, without providing the engine EG. In this case, for example, an electric heater such as a PTC heater can be used as the cooling water heating means for heating the cooling water.

  Moreover, you may apply the vehicle air conditioner 1 to the motor vehicle which obtains the driving force for vehicle travel only from the engine EG, without providing the travel electric motor. In this case, the compressor 11 can be a belt-driven compressor that is driven by an engine belt by the driving force of the engine EG.

30 Indoor air conditioning unit (air conditioning unit)
50 Air-conditioning control device (control means)
59 Window surface humidity sensor (humidity detection means)
60b Air outlet mode changeover switch (anti-fogging operation means)
60c Defroster switch (Anti-fogging operation means)

Claims (3)

An air conditioning unit (30) for blowing conditioned air into the passenger compartment;
Control means (50) for automatically controlling the operation of the air conditioning unit (30);
Humidity detecting means (59) for detecting the humidity in the passenger compartment;
An anti-fogging operation means (60b, 60c), which is operated by an occupant and outputs a command to the control means (50) to improve the anti-fogging property of the vehicle window by the air conditioning unit (30),
The control means (50)
When the anti-fogging operation means (60b, 60c) is operated, the learning correction amount is increased within a predetermined range,
Based on the customization value set by the external device, the customization correction amount is determined within a range wider than the predetermined range,
When the customized value is not set, or when the customized correction amount is determined to be less than a predetermined value, the higher the humidity detection value of the humidity detecting means (59), the higher the humidity increase correction amount. Decided on
Correcting the humidity detection value based on the learning correction amount, the customization correction amount, and the humidity increase correction amount;
The vehicular air conditioner adjusts the anti-fogging property by the air conditioning unit (30) based on the corrected humidity detection value.   The vehicle air conditioner according to claim 1, wherein the control means (50) corrects the humidity detection value by giving priority to the customization correction amount over the learning correction amount.   The vehicle air conditioner according to claim 1 or 2, wherein the control means (50) determines the humidity increase correction amount to be a higher value as the learning correction amount or the customization correction amount is smaller.

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