JP3329253B2 - Vehicle air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle, in which a fuel saving effect is improved by extending a start / stop cycle of a compressor. The present invention relates to an air conditioner for a hybrid vehicle that improves fuel efficiency.

[0002]

2. Description of the Related Art As a vehicle air conditioner, when a vehicle speed is equal to or lower than a predetermined vehicle speed (for example, 10 km / h), the set value of a post-evaporation temperature sensor is switched as compared with a case where the vehicle speed is higher than the predetermined vehicle speed. Hybrid vehicle air conditioner with long start-stop cycle (Japanese Patent Application No. 9-1997)
No. 278423, filed on Oct. 13, 1997). This technology aims to improve the fuel efficiency of the vehicle by stopping the compressor when the vehicle is in a low load state where the engine can be stopped.

[0003]

However, in the above-described air conditioner for a hybrid vehicle, when the vehicle is stopped for a long time, or when the vehicle speed is lower than a predetermined vehicle speed for a long time, the engine and the compressor are not used. When the blower is activated and air is blown into the passenger compartment while the evaporator is stopped for a long time, the fins of the evaporator gradually dry and adhere to the fins of the evaporator. Odors and tobacco odors) are blown into the passenger compartment by the air blow grille,
A problem arises that makes the occupants uncomfortable.

Therefore, the present inventors have proposed that the compressor be O
The extent to which odor was generated after the FF was investigated. The results of the investigation are shown in the graph of FIG. In this investigation, as shown in FIGS. 17 (b) and (c), the blowing temperature immediately after the downstream of the evaporator (the so-called post-evaporation temperature) was 2%.
An air conditioning unit that controls the compressor to turn on the compressor when the temperature is 3 ° C. or higher and to turn off the compressor when the temperature after evaporation is 11 ° C. or lower is used.

As shown in FIGS. 17 (c) and 17 (d), when the compressor is turned on, the condition of the evaporator surface, that is, the fin surface of the evaporator, is completely reduced by the condensed water adhering to the fins. It becomes wet,
The attached odor is dissolved in the condensed water. Among them, there is one in which condensed water is discharged out of the vehicle due to attached odor as it is discharged out of the vehicle. Therefore, no unpleasant odor is generated. Next, when the temperature after the evaporation becomes 11 ° C. or less, the compressor is turned on.
For a predetermined time (40 seconds to 180 seconds) after the FF, the fin surface of the evaporator is still wet with the condensed water and the attached odor is dissolved in the condensed water, so that no unpleasant odor is generated.

[0006] When the above-mentioned predetermined time elapses after the compressor is turned off, the fin surface of the evaporator becomes semi-dry, the attached odor component is saturated, the attached odor component is separated from the condensed water, and an unpleasant odor ( Sweet and burnt smell). At this time, the odor intensity becomes 1 or more. Thereafter, when the fin surface of the evaporator is completely dried, the attached odor component is fixed to the fin surface of the evaporator, and the generation of unpleasant odor is reduced.

Therefore, it can be seen that when the fin surface of the evaporator becomes semi-dried after a long time since the compressor was turned off, an unpleasant odor is generated for the occupant. In addition, there is a variation from 40 seconds to 180 seconds from when the compressor is turned off to when the fin surface of the evaporator becomes semi-dry, but this is uncomfortable for the occupant due to the difference in temperature and humidity of the air sucked into the evaporator. Experiments have confirmed that the time until the generation of odor is different.

[0008]

An object of the present invention is to detect a condition of suction air sucked into a cooling heat exchanger when a refrigerant compressor is stopped, and to start the compressor before an unpleasant odor is generated. It is another object of the present invention to provide an air conditioner for a vehicle in which an attached odor component attached to a surface of a cooling heat exchanger is prevented from being blown into a vehicle interior.

[0009]

[MEANS FOR SOLVING THE PROBLEMS] Claims 1 to 5
According to the invention described in (1), when the refrigerant compressor is started, the surface of the cooling heat exchanger gets wet with the condensed water, so that an unpleasant odor is not generated from the air conditioning duct into the vehicle interior. And when the refrigerant compressor is stopped, the condensed water attached to the surface of the cooling heat exchanger dries, but after stopping the refrigerant compressor,
By starting the refrigerant compressor after a certain period of time according to the condition of the suction air sucked into the cooling heat exchanger, the surface of the cooling heat exchanger is dried before the surface of the cooling heat exchanger is completely dried. Is wetted with condensed water, so that the attached odor component can be prevented from separating from the surface of the cooling heat exchanger. That is, since unpleasant odor can be prevented from being generated, it is possible to prevent the attached odor component from being blown out from the air conditioning duct into the vehicle interior.

According to the first or second aspect of the present invention, it is determined whether the condensed water that wets the surface of the cooling heat exchanger is hard to dry or easy to dry, and the condensed water is easily dried. The length of the fixed time set under the condition that the drying is difficult is made longer than the length of the fixed time set under the condition that the condensed water is easy to dry . For example, the suction drawn into the cooling heat exchanger
When the intake air temperature or intake air humidity is high,
Above constant compared to when temperature or suction air humidity is low
By setting the time to be long , it is possible to prevent the start of the refrigerant compressor while the surface of the cooling heat exchanger is still wet with the condensed water. As a result, the driving load for rotationally driving the refrigerant compressor by the compressor driving means can be reduced, so that the fuel saving effect can be improved.

According to the third aspect of the present invention, the cooling heat
Check whether the condensed water that wets the exchanger surface is
Judge whether the condition is easy to dry and the condition where the condensed water is hard to dry
The length of time set at the time of the condensed water is easy to dry
Make it longer than the fixed time set in the condition.
For example, suction switched by suction port mode switching means
When the mouth mode is inside air circulation mode, it is
By setting the above fixed time longer compared to
Refrigerant pressure while the surface of the heat exchanger is still wet with condensed water
Activating the contractor can be prevented. This
This causes the compressor drive means to rotate the refrigerant compressor.
Driving load for operating
Cost effectiveness can be improved.

According to the fourth aspect of the present invention, the cooling heat
Check whether the condensed water that wets the exchanger surface is
Judge whether the condition is easy to dry and the condition where the condensed water is hard to dry
The length of time set at the time of the condensed water is easy to dry
Make it longer than the fixed time set in the condition.
For example, when the amount of solar radiation hitting a vehicle is small, the amount of solar radiation is large.
By setting the above fixed time longer than when
While the surface of the cooling heat exchanger is still wet with condensed water.
Can prevent the refrigerant compressor from starting
Wear. With this, the compressor driving means
Can reduce the driving load for rotating the drive.
Thus, the fuel saving effect can be improved.

According to the fifth aspect of the present invention, when it is necessary to air-condition the cabin of the hybrid vehicle, the driving engine for rotating and driving the refrigerant compressor is started. By stopping the engine, it is possible to achieve both the improvement of the comfort in the vehicle compartment and the improvement of the fuel saving effect.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Structure of Embodiment] FIGS. 1 to 16 show an embodiment of the present invention. FIG. 1 is a diagram showing a schematic structure of a hybrid vehicle, and FIG. FIG. 3 is a diagram illustrating an entire configuration of the air conditioner, and FIG. 3 is a diagram illustrating a control system of the air conditioner for a hybrid vehicle.

The air conditioner for a hybrid vehicle according to the present embodiment is, for example, a running gasoline engine (hereinafter abbreviated as a running engine) 1, a running motor 2 including a motor generator, and a system for starting the running engine 1. An air conditioner unit 6 for air-conditioning a vehicle interior of a hybrid vehicle 5 equipped with an engine starting device 3 including a starting motor and an ignition device, and a battery (nickel-metal hydride battery) 4 for supplying power to the traveling motor 2 and the engine starting device 3. Is a hybrid car automatic air conditioner configured to automatically control the temperature in the vehicle interior to always maintain a set temperature by controlling each air conditioning means (actuator) by an air conditioner control device (hereinafter referred to as an air conditioner ECU 7). .

The traveling engine 1 is removably connected to the axle of the hybrid vehicle 5 so as to be detachable. The traveling motor 2 is removably connected to the axle of the hybrid vehicle 5 so that the traveling motor 2 is connected to the axle when the traveling engine 1 is not connected to the axle. The traveling motor 2 corresponds to a drive source, and is configured to be automatically controlled (for example, inverter control) by a hybrid control device (hereinafter, referred to as a hybrid ECU) 8.

Further, the engine starter 3 is configured to be automatically controlled by an engine controller (hereinafter referred to as an engine ECU) 9 so that the combustion efficiency of gasoline (fuel) is optimized. The engine ECU 9 controls the energization of the engine starter 3 to operate the driving engine 1 when the hybrid vehicle 5 normally travels and when the battery 4 needs to be charged.

The air-conditioning unit 6 corresponds to an air-conditioning unit, and has an air-conditioning duct 10 that forms an air passage for guiding air-conditioned air into the interior of the vehicle of the hybrid vehicle 5, and a centrifuge that generates an air flow in the air-conditioning duct 10. Type blower 30, a refrigeration cycle 40 for cooling air flowing in the air conditioning duct 10 to cool the vehicle interior, a cooling water circuit 50 for heating air flowing in the air conditioning duct 10 to heat the interior of the vehicle, and the like. It is composed of

The air-conditioning duct 10 is a hybrid vehicle 5
It is arranged on the front side in the passenger compartment of the vehicle. Air conditioning duct 1
The most upstream side (windward side) of 0 is a part constituting a suction port switching box (inside / outside air switching box), and has an inside air suction port 11 for taking in vehicle interior air (hereinafter referred to as inside air), and a vehicle outside air (hereinafter outside air). ) To take in the outside air.

Further, inside and outside air (suction port) switching dampers 13 are rotatably mounted inside the inside air suction port 11 and the outside air suction port 12. This inside / outside air switching damper 1
Reference numeral 3 is driven by an actuator 14 such as a servomotor to switch the suction port mode to an inside air circulation mode, an outside air introduction mode, or the like. The inside / outside air switching damper 13 constitutes a suction port mode switching unit together with the suction port switching box.

Further, on the most downstream side (downwind side) of the air conditioning duct 10, a defroster (DEF) opening, a face (FACE) opening, and a foot (FOOT) opening are formed at a portion constituting an air outlet switching box. Is formed. And
A defroster duct 15 is connected to the DEF opening, and a defroster (DEF) outlet 18 that mainly blows warm air toward the inner surface of the windshield of the hybrid vehicle 5 is provided at the most downstream end of the defroster duct 15. Is open.

A face duct 16 is connected to the FACE opening, and a face (FACE) outlet 19 for blowing cold air mainly toward the occupant's head and chest at the most downstream end of the face duct 16. It is open. Further, a foot duct 17 is connected to the FOOT opening, and a foot (FOOT) outlet 20 for mainly blowing warm air toward the feet of the occupant opens at the most downstream end of the foot duct 17. ing.

Two outlet switching dampers 21 are rotatably mounted inside each outlet. 2
Each of the outlet switching dampers 21 is driven by an actuator 22 such as a servomotor, and switches the outlet mode to a face (FACE) mode and a bi-level (B / L) mode.
Mode, foot (FOOT) mode, foot differential (F /
D) Switch to either mode or defroster (DEF) mode. The two outlet switching dampers 21 are:
An outlet switching means is formed together with the outlet switching box.

The centrifugal blower 30 has a centrifugal fan 31 rotatably accommodated in a scroll case integrally formed with the air conditioning duct 10 and a blower motor 32 for driving the centrifugal fan 31 to rotate. . And
The blower motor 32 controls the amount of air blown (the rotation speed of the centrifugal fan 31) based on a blower terminal voltage (hereinafter, referred to as a blower voltage) applied via a blower drive circuit 33.

The refrigeration cycle 40 is a compressor (corresponding to a refrigerant compressor of the present invention) 41 which is driven by the belt of the traveling engine 1 to compress the refrigerant, and a condenser (refrigerant condenser) 42 which condenses and liquefies the compressed refrigerant. A receiver (liquid receiver, gas-liquid separator) 43 for separating the condensed and liquefied refrigerant into gas and liquid and flowing only the liquid refrigerant downstream; an expansion valve (expansion valve, decompression means) 44 for decompressing and expanding the liquid refrigerant;
An evaporator (refrigerant evaporator) 45 for evaporating and evaporating the refrigerant decompressed and expanded, and a refrigerant pipe or the like connecting these in an annular manner.

Among them, the evaporator 45 is equivalent to the cooling heat exchanger of the present invention, and is disposed in the air conditioning duct 10 so as to completely cover the air passage, and cools the air passing therethrough. The indoor heat exchanger performs a cooling operation and an air dehumidifying operation for dehumidifying the air passing therethrough.
An electromagnetic clutch 46 is connected to the compressor 41 as clutch means for intermittently transmitting rotational power from the traveling engine 1 to the compressor 41. The electromagnetic clutch 46 is controlled by a clutch drive circuit 47.

Then, the electromagnetic clutch 46 is energized (ON).
At this time, the rotational power of the traveling engine 1 is transmitted to the compressor 41, and the evaporator 45 performs the air cooling action. At this time, the discharge capacity of the refrigerant discharged from the discharge port of the compressor 41 changes in proportion to the rotation speed of the traveling engine 1. The electromagnetic clutch 46
Is stopped (OFF), the traveling engine 1 and the compressor 41 are shut off, and the air cooling action by the evaporator 45 is stopped. Here, the capacitor 42
Is an outdoor heat exchanger that is disposed in a location that is susceptible to the traveling wind generated when the hybrid vehicle 5 travels, and that exchanges heat between the refrigerant flowing inside and the outside air and traveling wind blown by the cooling fan 48.

A cooling water circuit 50 is a circuit for circulating cooling water heated by a water jacket of the traveling engine 1 by a water pump (not shown).
It has a thermostat (neither is shown) and a heater core 51. The heater core 51 corresponds to a heat exchanger for heating, in which cooling water for cooling the traveling engine 1 flows, and reheats cold air using the cooling water as a heat source for heating.

The heater core 51 is disposed downstream of the evaporator 45 in the air conditioning duct 10 so as to partially block the air passage. Heater core 51
An air mix damper 52 is rotatably mounted on the upstream side of the air. This air mix damper 52
Is driven by an actuator 53 such as a servomotor, and adjusts the ratio of the amount of air passing through the heater core 51 to the amount of air bypassing the heater core 51 depending on the stop position, thereby controlling the temperature of air blown into the vehicle interior. It acts as a blowing temperature adjusting means for adjusting.

Next, the configuration of the control system of this embodiment is shown in FIG.
A description will be given based on FIG. 3 and FIG. Air conditioner ECU7
, A communication signal output from the engine ECU 9, a switch signal from each switch on a control panel P provided on the front surface of the vehicle compartment, and a sensor signal from each sensor are input. The air conditioner ECU 7 corresponds to an air conditioning control device of the present invention.

Here, the switches on the control panel P are, as shown in FIG. 4, a full (FULL) switch 60 for instructing start and stop of the compressor 41 and an air conditioner (A / C) switch 61. , A suction port changeover switch 62 for switching the suction port mode, a temperature setting lever (temperature setting means) 63 for setting the temperature in the vehicle cabin to a desired temperature, and a flow rate switching for switching the flow rate of the centrifugal fan 31. A lever 64, an outlet switch for switching the outlet mode, and the like.

The FULL switch 60 is an air conditioner switch for instructing a full mode in which the degree of air cooling by the evaporator 45 is reduced to a frost limit.
Further, the A / C switch 61 is used for fuel economy (fuel saving).
Is an air conditioner switch that commands an economy mode in which the compressor 41 is turned on and off with priority given. Also,
The temperature setting lever 63 corresponds to an air-conditioning state setting unit. As the air-conditioning state setting unit, an intake port changeover switch 62, an air volume changeover lever 64, or an outlet changeover switch can be used.

Further, when the position of the air volume switching lever 64 is OFF, the power supply to the blower motor 32 is stopped (blower level 0). Also, if the lever position is AUTO
In this case, the blower voltage (blower level) applied to the blower motor 32 is automatically controlled. In the present embodiment, the blower level is continuously or stepwise changed in 32 steps (from 0 to 31) including OFF. further,
When the lever position is LO, ME, or HI, each blower voltage (blower level) applied to the blower motor 32
Is fixed to a minimum value (minimum air volume), an intermediate value (intermediate air volume), and a maximum value (maximum air volume).

[0034] The air outlet changeover switch is provided with F
FACE switch 65 for fixing to ACE mode, bi-level (B / L) switch 66 for fixing to B / L mode, foot (FOOT) switch 67 for fixing to FOOT mode, F / D A foot differential (F / D) switch 68 for fixing to the DEF mode and a defroster (DE for fixing to the DEF mode)
F) There is a switch 69 and the like.

As shown in FIG. 3, the sensors are an inside air temperature sensor (inside air temperature detecting means) 71 for detecting the air temperature in the vehicle interior (hereinafter referred to as the inside air temperature), and the air temperature outside the vehicle interior ( An outside air temperature sensor (outside air temperature detecting means) 72 for detecting the outside air temperature, an insolation sensor (insolation detecting means) 73 for detecting the amount of solar radiation applied to the vehicle interior, and a degree of air cooling of the evaporator 45 are detected. Post-evaporation temperature sensor (corresponding to cooling degree detecting means of the present invention) 74
Etc. Further, a cooling water temperature sensor (cooling water temperature detecting means) 75 for detecting a temperature (cooling water temperature) of the cooling water flowing into the heater core 51, and a suction air temperature sensor for detecting a suction air temperature (TIN) of the air sucked into the evaporator 45. (Corresponding to the suction air condition detecting means of the present invention) 7
6, and a suction air humidity sensor (corresponding to suction air condition detecting means of the present invention) 77 for detecting a suction air humidity (HIN) of air sucked into the evaporator 45.

Of these, the inside air temperature sensor 71 corresponds to an air conditioning load detecting means. Other examples of the air conditioning load detecting means include an outside air temperature sensor 72, a solar radiation sensor 73, a cooling water temperature sensor 75, and a refrigerant pressure sensor. Can be used. The thermistor is used for the inside air temperature sensor 71, the outside air temperature sensor 72, and the cooling water temperature sensor 75, specifically. The post-evaporation temperature sensor 74 is, specifically, a post-evaporation temperature detecting means such as a thermistor for detecting the temperature of the air blown from the evaporator 45, that is, the air temperature immediately after passing through the evaporator 45 (hereinafter referred to as the post-evaporation temperature). It is.

A microcomputer including a CPU, a ROM, and a RAM (not shown) is provided inside the air conditioner ECU 7, and sensor signals from the sensors 71 to 77 are supplied to an A / A by an input circuit (not shown) in the air conditioner ECU 7. It is configured to be input to a microcomputer after being D-converted. In addition, air conditioner ECU
When the ignition switch of the hybrid vehicle 5 is turned on (ON), the DC power supply 7 is supplied from the battery 4 to operate.

Next, a control process of the air conditioner ECU 7 of the present embodiment will be described with reference to FIGS. Here, FIG. 5 is a flowchart showing a basic control process by the air conditioner ECU 7.

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 7, the routine shown in FIG. 5 is started, and each initialization and initialization are performed (step S1). Next, a switch signal is read from each switch such as the temperature setting lever 63 (temperature setting means: step S2).

Next, sensor signals from the inside air temperature sensor 71, the outside air temperature sensor 72, the solar radiation sensor 73, the post-evaporation temperature sensor 74, the cooling water temperature sensor 75, the suction air temperature sensor 76, and the suction air humidity sensor 77 are A / D-converted. Read the converted signal (intake air condition detecting means: step S
3). Subsequently, the target blowing temperature (TA) of the air to be blown into the vehicle interior is calculated based on the following equation (1) stored in the ROM in advance.
O) (target outlet temperature determining means: step S)
4).

[0041]

## EQU1 ## TAO = KSET × TSET-KR × TR-K
AM × TAM-KS × TS + C

TSET is the set temperature set by the temperature setting lever 63, TR is the inside air temperature detected by the inside air temperature sensor 71, TAM is the outside air temperature detected by the outside air temperature sensor 72, and TS is the sunshine sensor 73. Is the amount of solar radiation detected. KSET, KR, KAM and KS are gains, and C is a correction constant.

Next, when the position of the air volume switching lever 64 is AUTO, the blower voltage (blower voltage) corresponding to the target blowing temperature (TAO) is obtained from the characteristic diagram (map, see FIG. 6) stored in the ROM in advance. Level: V) is determined.
Also, the lever position of the air volume switching lever 64 is OFF, L
In the case of O, ME, and HI, the air volume is fixed to the air volume according to the lever position (air volume determining means: step S5).

Next, an inlet mode corresponding to the target outlet temperature (TAO) is determined from a characteristic diagram (map, see FIG. 7) stored in the ROM in advance (inlet mode determining means:
Step S6). Here, in the determination of the suction port mode, it is determined that the target air outlet temperature (TAO) is changed from a low temperature to a high temperature to be an inside air circulation mode, an inside / outside air introduction (semi-inside air) mode, and an outside air introduction mode.

The inside air circulation mode is a suction port mode in which the inside / outside air switching damper 13 is set at the position indicated by a dashed line in FIG. The inside / outside air introduction mode is a suction port mode in which the inside / outside air switching damper 13 is set at an intermediate position, the inside air is sucked from the inside air suction port 11, and the outside air is sucked from the outside air suction port 12. Further, the outside air introduction mode refers to the inside / outside air switching damper 13 shown in FIG.
Is a suction port mode in which outside air is drawn in from the outside air suction port 12 by setting the position to the solid line position.

Here, the outlet mode is set by the FACE switch 65, B / L on the control panel P shown in FIG.
The outlet mode is set by any one of the switch 66, the FOOT switch 67, the F / D switch 68, and the DEF switch 69.

Next, the following equation 2 previously stored in the ROM:
The target damper opening (SW) of the air mix damper 52 is calculated based on the following equation (damper opening determining means: step S7).

## EQU2 ## SW = {(TAO-TE) / (TW-TE)}
× 100 (%) TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 74, and TW is the cooling water temperature detected by the cooling water temperature sensor 75.

When it is calculated that SW ≦ 0 (%), the air mix damper 52 is controlled to a position (MAX / COOL position) where all the cool air from the evaporator 45 is bypassed from the heater core 51. Also, SW ≧
When calculated as 100 (%), the air mix damper 52 is controlled to a position (MAX / HOT position) where all the cool air from the evaporator 45 passes through the heater core 51. Further, when it is calculated as 0 (%) <SW <100 (%), the air mix damper 52 is located at a position where a part of the cool air from the evaporator 45 is passed through the heater core 51 and the remaining cool air is bypassed from the heater core 51. Controlled.

Next, the routine shown in FIG.
When the L switch 60 or the A / C switch 61 is ON, the control state of the compressor 41 is determined (compressor control means: step S8). Next, the actuators 14, 22, 5 are controlled so that the control states calculated or determined in steps S4 to S8 are obtained.
3. Output a control signal to the blower drive circuit 33 and the clutch drive circuit 47. Further, the engine ECU 9
, An engine operation request (E / GON) signal or an engine stop request (E / GOFF) signal is output (step S9). Then, in step S10, the flow returns to the control processing in step S2 after elapse of a control cycle time t (for example, 0.5 to 2.5 seconds).

Next, control for determining the control state of the compressor 41, so-called compressor control, will be described with reference to FIGS. Here, FIGS. 8 and 9 show the air conditioner EC.
6 is a flowchart showing compressor control by U.

First, when the routine shown in FIG.
It is determined whether or not the LL switch 60 is turned on (step S21). If the result of this determination is YES, the post-evaporation temperature (T
Based on E), the start (ON) and stop (OFF) of the compressor 41 are determined, and it is also determined whether to output or turn off the engine operation request (E / GON) signal (step S22). Thereafter, the process exits the routine of FIG. Here, when a control timer described below is counting, the control timer is stopped when the FULL switch 60 is turned on.

Specifically, as shown in the characteristic diagram (map) stored in the ROM in advance, when the post-evaporation temperature (TE) is equal to or higher than the first frost limit temperature (for example, 4 ° C.), the compressor 41 Is output to start (ON), and E /
Outputs GON signal. When the post-evaporation temperature (TE) is equal to or lower than the second frost limit temperature (for example, 3 ° C.) lower than the first frost limit temperature, the operation of the compressor 41 is stopped (O).
FF), and the output of the E / GON signal is turned off.

If the decision result in the step S21 is NO, it is determined whether or not the A / C switch 61 is turned on (step S23). If the result of this determination is NO, an output is made to turn off the compressor 41 and the output of the E / GON signal is turned off (step S24). Thereafter, the process exits the routine of FIG. Here, even when a control timer described later is counting, A
When the / C switch 61 is turned off, the control timer is stopped.

If the result of the determination in step S23 is YES
In this case, it is determined whether the hybrid vehicle 5 is running or stopped. Specifically, it is determined whether or not the vehicle speed of the hybrid vehicle 5 detected by the vehicle speed sensor is equal to or higher than a predetermined vehicle speed (for example, 10 km / h) (step S25). When the determination result is YES, that is, when the hybrid vehicle 5 is running, the ON / OFF of the compressor 41 is determined based on the post-evaporation temperature (TE), and the E / GON signal is output. It is determined whether or not to turn off (step S26). Thereafter, the process exits the routine of FIG.

Specifically, as shown in the characteristic diagram (map) stored in the ROM in advance, when the post-evaporation temperature (TE) is equal to or higher than the first startup control temperature (for example, 13 ° C.), the compressor 41 is turned off. Output to turn ON and E / GON
Output a signal. When the post-evaporation temperature (TE) is equal to or lower than the first stop control temperature (for example, 12 ° C.), the compressor 4
1 is turned off, and the output of the E / GON signal is turned off.

If the result of the determination in step S25 is NO, that is, if the vehicle speed of the hybrid vehicle 5 is lower than a predetermined vehicle speed (for example, 10 km / h) (including the case where the hybrid vehicle 5 is stopped) Then, the routine of FIG. 9 starts (step S27). Thereafter, the process exits the routine of FIG.

Next, when the routine of FIG. 9 is started, it is determined whether or not the compressor 41 is currently turned off (step S41). If this determination is NO,
The control timer is stopped, and the temperature at which the compressor 41 is turned on (second startup control temperature) is changed to the first startup control temperature (for example, 1 km) when the vehicle speed is equal to or higher than a predetermined speed (for example, 10 km / h).
3 ° C.) (step S42). Thereafter, the process exits the routine of FIG.

Specifically, as shown in the characteristic diagram (map) stored in the ROM in advance, when the post-evaporation temperature (TE) is equal to or higher than the second startup control temperature (for example, 23 ° C.), the compressor 41 is turned off. Output to turn ON and E / GON
Output a signal. When the post-evaporation temperature (TE) is equal to or lower than the first stop control temperature (for example, 11 ° C.), the compressor 4
1 is turned off, and the output of the E / GON signal is turned off.

If the result of the determination in step S41 is YES
In this case, the odor generation condition is determined based on the psychrometric chart shown in FIG. First, the suction air temperature sensor 76
Then, it is determined whether or not the temperature of the intake air (TIN) sucked into the evaporator 45, which is detected in the above, is within the odor generation condition (step S43). If the decision result in the step S43 is NO, the process proceeds to a control process in a step S42. Specifically, from the characteristic diagram (map, see FIG. 11) stored in the ROM in advance, the intake air temperature (TIN) is determined to be 24.
When the temperature is lower than 0 ° C. or higher than 34 ° C., it is determined that the odor generation condition is not satisfied (0: NO). Also, the suction air temperature (TI
When N) is equal to or higher than 24 ° C. and equal to or lower than 34 ° C., it is determined that the odor generation condition is satisfied (1: YES).

If the result of the determination in step S43 is YES
In the case of, is detected by the suction air humidity sensor 77,
Suction air humidity (HI) sucked into the evaporator 45
It is determined whether or not N) is within the odor generation condition (step S44). If the decision result in the step S44 is NO, the process proceeds to a control process in a step S42. Specifically, from the characteristic diagram (map, see FIG. 12) stored in the ROM in advance, when the intake air humidity (HIN) is higher than 30%, it is determined that the odor generation condition is within (1: YES). When the suction air humidity (HIN) is 30% or less, it is determined that the odor generation condition is not satisfied (0: NO).

If the result of the determination in step S44 is YES
In the case of, the characteristic diagram (map,
From FIG. 13), a reference timer time (t1) corresponding to the blower voltage (blower level) of the blower motor 32 determined in step S5 is calculated (determined) (reference timer time determining means: step S45). Here, the higher the blower level, the greater the reference timer time (t1)
Becomes shorter. Next, based on the reference timer time (t1) determined in step S45 and the characteristic diagram (map, see FIG. 14) stored in the ROM in advance, a correction timer time (hereinafter referred to as a control timer time) corresponding to the intake air temperature (TIN). Is calculated (determined) (control timer time determining means:
Step S46). Here, the higher the suction air temperature (TIN), the longer the control timer time.

Next, it is determined whether or not the control timer is counting (step S47). This determination result is N
In the case of O, the control timer is reset (started) (step S48). After that, the control process of step S49 is performed. Here, since the control timer may be started when the compressor 41 is turned off, the output at which the compressor 41 is turned off in step S42 or the output which is turned off to the clutch drive circuit 47 in step S9 is output. The control timer may be started at the time of issuing.

In addition, the decision result in the step S47 is YES.
In the case of (1), it is determined whether or not the control timer time determined in step S46 has elapsed by counting the control timer (step S49). If the result of this determination is NO, the routine exits from the routine of FIG.
If the determination result of step S49 is YES,
The control timer is stopped, and as shown in the time chart of FIG. 15, before the unpleasant odor is generated, the compressor 41 is turned on and the E / GON signal is output (step S50). Thereafter, the process exits the routine of FIG.

Next, a control process of the engine ECU 9 of this embodiment will be described with reference to FIG. Here, FIG. 16 is a flowchart showing a basic control process by the engine ECU 9.

The engine ECU 9 corresponds to the air-conditioning control device of the present invention, and includes sensor signals as operating condition detecting means for detecting the operating condition of the hybrid vehicle 5 and communication signals from the air conditioner ECU 7 and the hybrid ECU 8. Is entered. As the sensors, an engine speed sensor, a vehicle speed sensor, a throttle opening sensor, a battery voltmeter, a coolant temperature sensor (all not shown), and the like are used.

A microcomputer including a CPU, a ROM, a RAM, and the like (not shown) is provided inside the engine ECU 9.
A / A is input by an input circuit (not shown) in the engine ECU 9.
It is configured to be input to a microcomputer after being D-converted.

First, when the ignition switch is turned on (ON) and DC power is supplied to the engine ECU 9, the routine of FIG. 16 is started, and each initialization and initialization are performed (step S31). Next, sensor signals from the engine speed sensor, the vehicle speed sensor, the throttle opening sensor, the battery voltmeter, and the coolant temperature sensor are read (vehicle speed detecting means: step S32).
Next, communication (transmission and reception) with the hybrid ECU 8 is performed (step S33). Next, the air conditioner ECU
7 (transmission and reception) (step S3).
4).

Next, on / off of the traveling engine 1 is determined based on each sensor signal. Specifically, it is determined whether or not the vehicle speed of the hybrid vehicle 5 detected by the vehicle speed sensor is, for example, 40 km / h or more. Further, it is determined whether or not the voltage of the battery 4 detected by the battery voltmeter is equal to or lower than a predetermined voltage required for charging by turning the generator (step S35). If the determination result is ON (YES), a control signal is output to the engine starting device 3 including the starting motor and the ignition device so as to start (ON) the traveling engine 1 (step S36). . Thereafter, the process returns to step S32.

The result of the determination in step S35 is OFF.
In the case of (NO), it is determined whether or not an E / GON signal requesting to start the traveling engine 1 has been received from the air conditioner ECU 7 (operation request signal determination means:
Step S37). If the result of this determination is NO, it means that the E / GOFF signal has been received from the air conditioner ECU 7, so that the engine starting device 3 is controlled to stop (turn off) the operation of the traveling engine 1. A signal is output (step S38). Then, step S3
Return to 2.

If the result of the determination in step S37 is YES
In the case of, the process shifts to step S36 to output a control signal to the engine starting device 3 to start (ON) the traveling engine 1. In the flowchart of FIG. 16, a stop request signal determining means for determining whether or not an E / GOFF signal is received from the air conditioner ECU 7 is provided. The process may shift to the control process of S38, and a control signal may be output to the engine starting device 3 so as to stop (OFF) the operation of the traveling engine 1.

Next, the operation of the air conditioner for a hybrid vehicle according to the present embodiment will be described with reference to FIGS.
This will be briefly described based on the above.

In this embodiment, when the FULL switch 60 is ON, as shown in the characteristic diagram (see FIG. 8) stored in advance in the ROM, the post-evaporation temperature (TE) indicates the first frost formation. When the temperature is equal to or higher than the limit temperature (for example, 4 ° C.), the compressor 41 is output to start (ON), and the E / GON signal is output to the engine ECU 9. Therefore, since the compressor 41 driven by the belt by the traveling engine 1 can be started, the air cooling function of the evaporator 45 can be performed.

Thus, the air sucked into the air-conditioning duct 10 passes through the evaporator 45,
After being cooled to about ° C., it is reheated (reheated) when passing through the heater core 51 and is blown into the vehicle interior. Thereby, the target air temperature (TAO) of the air to be blown into the vehicle interior can be easily made by each air conditioner, and the passenger can cool the vehicle interior to the set temperature (TSET) set by operating the temperature setting lever 63. Thus, the comfort in the vehicle compartment can be improved.

When the A / C switch 61 is turned on and the hybrid vehicle 5 is running, the RO
As shown in the characteristic diagram (see FIG. 8) stored in M, the post-evaporation temperature (TE) is the first start control temperature (for example, 13 ° C.).
At the time described above, an output is made to turn on the compressor 41 and an E / GON signal is output to the engine ECU 9. Therefore, since the temperature at which the compressor 41 is turned on is set higher than when the FULL switch 60 is turned on, the ON / OFF cycle of the compressor 41 becomes longer.

As a result, the above FULL switch 6
Since the operation rate of the compressor 41 is reduced and the chance of turning on the compressor 41 is reduced as compared with when the ON state is 0, the load on the traveling engine 1 is reduced. In addition, compressor 4
Since the traveling engine 1 is also turned off at the same time as the turning off of the vehicle 1, the fuel consumption rate of the traveling engine 1 can be reduced, and the fuel economy (fuel saving) of the hybrid vehicle 5 can be improved.

Then, the A / C switch 61 is turned on,
And the hybrid vehicle 5 is stopped (the vehicle speed is 10 km /
h) and the condition of the suction air sucked into the evaporator 45 is out of the odor generation condition (see FIG. 10).
As shown in the characteristic diagram (see FIG. 9) stored in the ROM in advance, the second startup control temperature (for example, 23) in which the post-evaporation temperature (TE) is higher than the first startup control temperature (for example, 11 ° C.) ° C) or more, an output is made to turn on the compressor 41, and an E / GON signal is output to the engine ECU 9.

As a result, the operating rate of the compressor 41 is further reduced as compared with when the hybrid vehicle 5 is running, and the chances of turning on the compressor 41 are reduced, so that the load on the driving engine 1 is reduced. In addition, compressor 4
Since the driving engine 1 is also turned off at the same time as the turning off of 1, the fuel consumption rate of the driving engine 1 can be drastically reduced, and the fuel economy (fuel saving) of the hybrid vehicle 5 can be significantly improved.

Here, the A / C switch 61 is turned on,
And the hybrid vehicle 5 is stopped (the vehicle speed is 10 km /
h) and the condition of the suction air sucked into the evaporator 45 is within the odor generation condition (see FIG. 10).
Immediately before an unpleasant odor occurs when the engine 1 and the compressor 41 are turned off.
A control timer time including a reference timer time for turning on the vehicle is calculated, and after the control timer time has elapsed, the traveling engine 1 and the compressor 41 are turned on.

As a result, the warm air sucked into the air conditioning duct 10 hits the fins of the evaporator 45, and when cooled to a temperature lower than the dew point temperature, moisture in the air condenses and condensed water (water droplets) is formed on the fin surface of the evaporator 45. Adheres. Therefore, the fin surface of the evaporator 45 is wetted with condensed water before the fin surface of the evaporator 45 is completely dried, that is, before the fin surface becomes semi-dry, so that the attached odor component (for example, the interior odor of a new vehicle, perfume) Odor or tobacco odor) can be prevented from being released.

[Effects of the Embodiment] As described above, the air conditioner for a hybrid vehicle according to the present embodiment has the A / C switch 61 turned on and the hybrid vehicle 5 stopped (vehicle speed is 10 km / h or less). In this case, when the condition of the suction air sucked into the evaporator 45 is within the odor generation condition, the count of the control timer is started when the traveling engine 1 and the compressor 41 are turned off.

Here, in the present embodiment, the blower motor 3
The smaller the blower voltage (blower level) of No. 2 is, that is, the smaller the blower volume of the centrifugal fan 31 is, the more the count-up condition of the control timer, ie,
It is calculated so that the control timer time becomes longer. Also,
The temperature of the intake air sucked into the evaporator 45 (TI
The higher the value of N), the longer the control timer time is calculated.

Therefore, when the condensed water that wets the fin surface of the evaporator 45 is hard to dry after the compressor 41 is turned off while the compressor 41 is turned on, that is, the blower level is small and the centrifugal fan 31
If the amount of air blown is small or if the intake air temperature (TIN) is high, the control timer
It is possible to prevent the running engine 1 and the compressor 41 from being turned on while the fin surface of the evaporator 45 is wet with the condensed water after the compressor 41 is turned off. As a result, the OFF time of the compressor 41 and the traveling engine 1 can be lengthened, so that the fuel consumption rate of the traveling engine 1 is dramatically reduced,
The fuel economy (fuel economy effect) of the hybrid vehicle 5 can be significantly improved.

In the case where the condensed water that wets the fin surface of the evaporator 45 is easily dried after the compressor 41 is turned off while the compressor 41 is turned on, that is, the blower level is large and the air flow of the centrifugal fan 31 is reduced. If it is high or the intake air temperature (TIN) is low,
By setting the control timer time to be short, even if the fin surface of the evaporator 45 dries and an unpleasant odor is generated, the OF of the compressor 41 and the traveling engine 1 can be reduced.
It is possible to prevent the F state from continuing. Thus, the attached odor component can be prevented from being separated from the fin surface of the evaporator 45, so that the attached odor component can be prevented from being blown into the vehicle interior from the outlet grill of the air conditioning duct 10. Therefore, it does not make the occupant uncomfortable.

The E / E transmitted to the engine ECU 9
ON and OFF of GON signal and O of compressor 41
Since N and OFF are linked, the traveling engine 1 can be turned on when it is necessary to cool the passenger compartment of the hybrid vehicle 5, and can be turned off when it is not necessary to cool the passenger compartment. Therefore, it is possible to achieve both improvement in the comfort of the vehicle interior and fuel saving.

[Other Embodiments] In the present embodiment, the present invention is applied to a hybrid vehicle air conditioner for air-conditioning the interior of a hybrid vehicle 5 equipped with a traveling engine 1 and a traveling motor 2. The present invention may be applied to a vehicle air conditioner that air-conditions the interior of a vehicle equipped with only an internal combustion engine such as a gasoline engine or a diesel engine.

Further, the present invention may be applied to an electric vehicle air conditioner for air-conditioning the interior of an electric vehicle equipped with only a traveling motor. Although the heater core 51 is used as the heating heat exchanger, a condenser or an electric heater of a refrigeration cycle may be used, or the heating heat exchanger may be abolished and used as a vehicle cooling device. good.

In this embodiment, the traveling engine 1 is used as the compressor driving means, but an auxiliary engine or an electric motor mounted separately from the traveling engine may be used as the compressor driving means. Further, although the air mix temperature control method is used as the temperature control method, a reheat type temperature control method may be used.

In the present embodiment, the clutch means such as the electromagnetic clutch 46 for intermittently transmitting the rotational power from the driving engine 1 to the compressor 41 is provided. The compressor 41 may be connected to the output shaft of the traveling engine 1 via a belt.

In this embodiment, the post-evaporation temperature sensor 74 for detecting the air temperature immediately after passing through the evaporator 45 is used as the cooling degree detecting means. However, the cooling temperature detecting means or the refrigerant temperature of the refrigeration cycle 40 is used as the cooling degree detecting means. The degree of cooling by the cooling heat exchanger such as the evaporator 45 may be detected based on the pressure (low pressure). Further, a temperature sensor for detecting the fin temperature of the evaporator 45 may be provided, and the fin temperature may be detected as the degree of cooling.

In the present embodiment, the compressor 41 is
F before the unpleasant smell is generated
The reference timer time corresponding to the blower level and the correction timer time corresponding to the suction air temperature were used as the fixed time until 1 was turned on. However, the above fixed time corresponds to only the blower level or only the suction air temperature. The set control timer time may be used.

In addition, as the above-mentioned fixed time,
A control timer time corresponding to the suction air humidity, the suction port mode or the amount of solar radiation may be used. The control timer time may be determined by combining two or three of these parameters.

In this embodiment, the suction air temperature sensor 76 and the suction air humidity sensor 77 are used as the suction air condition detecting means. However, when the suction port mode is the inside air circulation mode, the inside air temperature sensor 71 is used, and the suction port mode is not used. The outside air temperature sensor 72 may be used in the outside air introduction mode. In this case, the temperature of the intake air sucked into the evaporator 45 may be calculated using the following equations (3) and (4).

## EQU3 ## TIN = TR + α

## EQU4 ## TIN = TAM + β

Here, α is 4 ° C., 5 ° C. or 6 ° C., β
Is 1 ° C, 2 ° C or 3 ° C. The reason for this is that the outside air that has passed through the engine room having a higher temperature than the outside air temperature is sucked into the air-conditioning duct 10, so that the evaporator 4
This is because there is a difference of, for example, about 4 ° C. to 6 ° C. between the temperature of the intake air sucked into the air conditioner 5 and the actual outside air temperature. Also, the inside air has a difference of, for example, about 1 ° C. to 3 ° C. between the temperature of the intake air sucked into the evaporator 45 and the actual inside air temperature depending on the installation position of the inside air temperature sensor 71.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle (an embodiment).

FIG. 2 is a schematic diagram showing an overall configuration of a hybrid vehicle air conditioner (embodiment).

FIG. 3 is a block diagram showing a control system of the air conditioner for a hybrid vehicle (Embodiment).

FIG. 4 is a plan view showing a control panel (embodiment).

FIG. 5 is a flowchart showing basic control processing by the air conditioner ECU (embodiment).

FIG. 6 is a characteristic diagram showing a relationship between a target blowout temperature and a blower voltage (embodiment).

FIG. 7 is a characteristic diagram showing a relationship between a target outlet temperature and an inlet mode (embodiment).

FIG. 8 is a flowchart showing compressor control by an air conditioner ECU (embodiment).

FIG. 9 is a flowchart illustrating compressor control by the air conditioner ECU (Embodiment).

FIG. 10 is a psychrometric chart for explaining odor generation conditions.

FIG. 11 is a characteristic diagram showing the inside of the odor generation condition and the outside of the odor generation condition with respect to the intake air temperature (embodiment).

FIG. 12 is a characteristic diagram showing the inside of the odor generating condition and the outside of the odor generating condition with respect to the suction air humidity (embodiment).

FIG. 13 is a characteristic diagram showing a reference timer time with respect to a blower level.

FIG. 14 is a characteristic diagram showing a correction timer time with respect to an intake air temperature.

FIG. 15A is a time chart showing a post-evaporation temperature, and FIG. 15B is a time chart showing an operation state of a compressor.

FIG. 16 is a flowchart showing basic control processing by the engine ECU (embodiment).

17A is a time chart showing the odor intensity, FIG. 17B is a time chart showing the temperature of the air blown from the evaporator, and FIG. 17C is a time chart showing the operating state of the compressor. (D) is a time chart showing the state of the fin surface of the evaporator.

[Explanation of symbols]

 Reference Signs List 1 driving engine (compressor driving means) 5 hybrid vehicle (vehicle) 7 air conditioner ECU (air conditioning controller) 9 engine ECU (air conditioning controller) 10 air conditioning duct 11 inside air inlet 12 outside air inlet 13 inside / outside air switching damper (suction) Mouth mode switching means) 30 centrifugal blower 40 refrigeration cycle 41 compressor (refrigerant compressor) 45 evaporator (cooling heat exchanger) 74 post-evaporation temperature sensor (cooling degree detecting means) 76 suction air temperature sensor (suction air condition detecting means) ) 77 Suction air humidity sensor (Suction air condition detection means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI // B60H 1/22 671 B60H 1/22 671 Examiner Jun Sano (56) References JP-A-8-25951 (JP, A) JP-A-5-328521 (JP, A) JP-A-6-156060 (JP, A) JP-A-8-244449 (JP, A) JP-A-9-233601 (JP, A) JP-A-5-319083 (JP, A) JP-A 1-174274 (JP, U) JP-A 63-43812 (JP, U) JP-A 56-171329 (JP, U) JP-A 62-29920 (JP, U) ( 58) Field surveyed (Int.Cl. ⁷ , DB name) B60H 1/32 623 B60H 1/22 671 B60H 1/32 B60H 1/00 101 B60H 1/32 624 B60K 9/00 B60L 11/00 F02D 45 / 00 310 B60H 1/00 F25B 39/02 F24F 1/00 361 F24F 13/06 F24F 11/00

Claims (5)

(57) [Claims] 1. An air-conditioning duct for sending air into a vehicle cabin, (b) a blower for generating an airflow in the air-conditioning duct toward a vehicle interior, and (c) a compressor for compressing a refrigerant. A refrigeration cycle having a refrigerant compressor for discharging, and a cooling heat exchanger for cooling the air by exchanging heat between the air flowing in the air conditioning duct and the inflowing refrigerant; and (d) rotating and driving the refrigerant compressor. (E) suction air condition detection means for detecting a suction air condition sucked into the cooling heat exchanger; and after stopping the refrigerant compressor, the suction air condition detection means An air-conditioning system for a vehicle , comprising: an air-conditioning control device that controls the compressor driving means so as to start the refrigerant compressor after a certain period of time has elapsed according to the suction air condition detected.
The suction air condition detecting means is connected to the cooling heat exchanger.
The air- conditioning control device detects the temperature of the intake air to be sucked in.
Set the fixed time longer than when the air temperature is low.
An air conditioner for a vehicle. 2. (a) An empty space for sending air into a vehicle cabin.
Air conditioning duct ; and (b) an airflow toward the passenger compartment in the air conditioning duct.
A blower for generating the refrigerant compressor compressing and discharging (c) refrigerant, and the
Heat exchange between the air flowing through the air conditioning duct and the flowing refrigerant.
Refrigeration cycle with cooling heat exchanger to cool air
If, compressor driving means for rotating (d) is the refrigerant compressor
When suction air condition sucked in (e) the cooling heat exchanger
Detecting the suction air condition after stopping the refrigerant compressor.
A certain time elapses according to the suction air condition detected by the means
Then, the compressor drive is started so as to start the refrigerant compressor.
A moving vehicle air-conditioning apparatus provided with a air conditioning control device for controlling the movement means, the suction air condition detecting means detects a suction air humidity sucked into the cooling heat exchanger, the air conditioning control device, suction when a high degree of air humidity, the vehicle air-conditioning system, characterized in that as compared with when a low suction air humidity setting the predetermined time longer. 3. (a) An empty space for sending air into the cabin of the vehicle.
Air conditioning duct ; and (b) an airflow toward the passenger compartment in the air conditioning duct.
A blower for generating the refrigerant compressor compressing and discharging (c) refrigerant, and the
Heat exchange between the air flowing through the air conditioning duct and the flowing refrigerant.
Refrigeration cycle with cooling heat exchanger to cool air
If, compressor driving means for rotating (d) is the refrigerant compressor
When suction air condition sucked in (e) the cooling heat exchanger
Detecting the suction air condition after stopping the refrigerant compressor.
A certain time elapses according to the suction air condition detected by the means
Then, the compressor drive is started so as to start the refrigerant compressor.
An air conditioning control device for controlling a moving means , wherein the air conditioning duct is upstream of the cooling heat exchanger in the air.
Installed on the side, to take in the air inside the vehicle from the inside air intake port
Inside air circulation mode and intake of outside air from the vehicle through the outside air intake
Suction mode switching means for switching between outside air introduction mode and
Wherein the suction air condition detecting means, the suction port mode switching hands
The air-conditioning control device detects an inlet mode switched by a step , and the air-conditioning control device detects the outside air introduction mode in the inside air circulation mode.
An air conditioner for a vehicle, wherein the predetermined time is set to be longer than that in a mode . 4. (a) An empty space for sending air into a vehicle cabin.
Air conditioning duct ; and (b) an airflow toward the passenger compartment in the air conditioning duct.
A blower for generating the refrigerant compressor compressing and discharging (c) refrigerant, and the
Heat exchange between the air flowing through the air conditioning duct and the flowing refrigerant.
Refrigeration cycle with cooling heat exchanger to cool air
If, compressor driving means for rotating (d) is the refrigerant compressor
When suction air condition sucked in (e) the cooling heat exchanger
Detecting the suction air condition after stopping the refrigerant compressor.
A certain time elapses according to the suction air condition detected by the means
Then, the compressor drive is started so as to start the refrigerant compressor.
An air conditioning control device for controlling a moving means , wherein the suction air condition detecting means detects an amount of solar radiation impinging on the vehicle, and the air conditioning control device increases the amount of solar radiation when the amount of solar radiation is small.
An air conditioner for a vehicle, wherein the predetermined time is set longer than a threshold time . 5. An empty space for sending air into a vehicle compartment of a vehicle.
Air conditioning duct ; and (b) an airflow toward the passenger compartment in the air conditioning duct.
A blower for generating the refrigerant compressor compressing and discharging (c) refrigerant, and the
Heat exchange between the air flowing through the air conditioning duct and the flowing refrigerant.
Refrigeration cycle with cooling heat exchanger to cool air
If, compressor driving means for rotating (d) is the refrigerant compressor
When suction air condition sucked in (e) the cooling heat exchanger
Detecting the suction air condition after stopping the refrigerant compressor.
A certain time elapses according to the suction air condition detected by the means
Then, the compressor drive is started so as to start the refrigerant compressor.
An air conditioning control device for controlling a driving means , wherein the compressor driving means is mounted on a hybrid vehicle.
The air-conditioning control device is configured to operate the refrigerant compressor before starting the refrigerant compressor.
Start the traveling engine and stop the refrigerant compressor
An air conditioner for a vehicle , wherein the running engine is stopped at the time .