JP4285228B2 - Air conditioner for vehicles - Google Patents

Description

The present invention relates to blowing air temperature control of the evaporator in a vehicle air conditioner.

  Conventionally, in an air conditioner for a vehicle, while maintaining the evaporator blowout temperature necessary for automatically controlling the interior of the vehicle to a comfortable temperature, it is possible to prevent discomfort due to vehicle interior humidity and fogging of the vehicle window glass, etc. Therefore, the operation of the compressor of the refrigeration cycle is controlled so that the actual evaporator outlet air temperature becomes the evaporator target target outlet air temperature.

  As a result, the required cooling (dehumidification) capability is ensured and the compressor drive power is reduced. Here, the minimum temperature of the evaporator target blown air temperature is usually set to a temperature slightly higher than 0 ° C. in order to prevent the evaporator from being frosted (with frost).

  Various compressors can be used. When a variable capacity compressor is used as the compressor, the discharge capacity of the compressor is controlled so that the actual evaporator air temperature becomes the target evaporator air temperature. do it. When a fixed displacement compressor is used as the compressor, the operation of the compressor may be intermittently controlled so that the actual evaporator blown air temperature becomes the target evaporator blown air temperature.

  By the way, according to detailed experiments and examinations by the present inventors, it has been found that a situation in which the frost of the evaporator is likely to occur due to the change in the air volume of the air flowing into the evaporator.

  That is, when the elapsed time after the start of the compressor has passed and the cooling heat load of the evaporator becomes relatively small (steady state), the amount of air flowing into the evaporator (the amount of air blown into the vehicle interior) is near the minimum amount. It is automatically adjusted to the air volume.

  In this case, for example, if the occupant manually operates the air volume selector switch on the air conditioning operation panel and manually sets the air volume to the maximum air volume side, the inflow air volume to the evaporator rapidly increases and the cooling heat load of the evaporator increases. To do. As a result, the evaporator blowout air temperature rises. However, the surface temperature of the evaporator (fin surface temperature) does not increase immediately due to the heat capacity of the evaporator. And if the temperature rise of an evaporator blowing air is detected with a temperature sensor, since an air-conditioning control apparatus will control the action | operation of a compressor to the capability increase side, an evaporator circulation refrigerant | coolant flow volume will increase.

  As a result, a phenomenon occurs in which the cooling capacity of the evaporator increases and the surface temperature (fin surface temperature) of the evaporator decreases compared to before the increase in the air volume. Moreover, when the amount of air flowing into the evaporator increases, the amount of condensed water generated in the evaporator also increases. Together, these have been found to cause evaporator frost.

  An object of this invention is to prevent reliably the frost of an evaporator also with respect to the change of the inflow air flow volume to an evaporator in view of the said point.

In order to achieve the above object, according to the first aspect of the present invention, a blower (8) that blows air toward the air-conditioning target space, and an evaporator (8) that is disposed in the blower passage of the blower (8) and cools the air. 9), a compressor (11) for sucking and compressing the refrigerant on the outlet side of the evaporator (9), a temperature detecting means (41a) for detecting the temperature of air blown from the evaporator (9), and an evaporator ( The calculation means (S107) for calculating the target air temperature (TEO) of the evaporator, which is the target value of the air temperature of 9), and the detected temperature of the temperature detecting means (41a) become the evaporator target air temperature (TEO). Control means (S108) for controlling the operation of the compressor (11) so as to be maintained,
The calculation means (S107) calculates a temporary first evaporator target blown air temperature (TEOa1) based on at least the target blown air temperature (TAO) of the blown air into the vehicle compartment, and the temporary first evaporator. The target blown air temperature (TEOa1) is calculated so as to change to the low temperature side when the target blown air temperature (TAO) changes to the low temperature side,
The calculating means (S107) calculates a temporary second evaporator target blown air temperature (TEOa4) based on the information value related to the temperature of the vehicle window glass, and the temporary second evaporator target blown air temperature. (TEOa4) is calculated so as to change to the low temperature side when the temperature of the vehicle window glass changes to the low temperature side,
Further, the calculation means ( S107 ) uses the temporary third evaporator based on the information value related to the heat quantity (Q) of the air flowing into the evaporator (9) including at least the air volume level (BLW) of the blower (8) . While calculating the target blown air temperature (TEOb), the provisional third evaporator target blown air temperature (TEOb) is changed so that the air flow level (BLW) of the blower (8) is increased and the amount of heat (Q ) Increases so that it changes to higher temperatures,
Of the temporary first evaporator target blown air temperature (TEOa1) and the temporary second evaporator target blown air temperature (TEOa4), the lower evaporator target blown air temperature is selected,
When the temporary third evaporator target blowing air temperature (TEOb) is higher than the selected lower temporary evaporator target blowing air temperature, the temporary third evaporator target blowing air temperature (TEOb). Is determined as the evaporator target blowing air temperature (TEO),
When the selected lower temporary evaporator target blown air temperature is higher than the temporary third evaporator target blown air temperature (TEOb), the selected lower temporary evaporator target blown air temperature. The temperature is determined as the evaporator target blown air temperature (TEO) .

  By the way, the change in the amount of air flowing into the evaporator (9) can be grasped as the change in the amount of heat (Q) of the air flowing into the evaporator. The amount of heat (Q) of the evaporator inflow air is the amount of heat (kJ / h) represented by the product of the total amount of heat (kJ / kg) of the evaporator inflow air and the amount of air of the evaporator inflow air (kg / h). is there.

According to the first aspect of the present invention , in the vehicle air conditioner, when the amount of air flowing into the evaporator (9) increases, that is, when the amount of heat (Q) of the air flowing into the evaporator increases, can determine the amount of heat the target evaporator outlet air temperature corresponding to the increase in (Q) (TEO). More specifically, it is possible to increase the amount of heat in response to an increase in the (Q) target evaporator outlet air temperature (TEO).

As a result, in the vehicle air conditioner , even when the amount of air flowing into the evaporator (9) increases and the air temperature of the evaporator (9) rises, the actual target air temperature (TEO) of the evaporator and the actual air temperature are increased. It is possible to suppress an excessive increase in the deviation from the blown air temperature. This suppresses the operation of the compressor (11) from shifting to the compression functional force increasing side, and can surely prevent the occurrence of frost in the evaporator (9).
According to the first aspect of the present invention, the temporary first target air temperature for the evaporator (TEOa1) corresponding to the target air temperature (TAO) of the air blown into the passenger compartment and the temperature of the vehicle window glass A corresponding temporary second evaporator target blown air temperature (TEOa4) is calculated, and the lower evaporator target blowout of the temporary first and second evaporator target blown air temperatures (TEOa1) and (TEOa4). When the air temperature is selected and the selected lower temporary evaporator target blown air temperature is higher than the temporary third evaporator target blown air temperature (TEOb), the lower lower temporary selected The evaporator target blowing air temperature is determined as the evaporator target blowing air temperature (TEO).
According to this, since the operation of the compressor (11) is controlled based on the lower temporary evaporator target blown air temperature selected as described above, the blown air into the vehicle compartment is controlled to the required temperature during cooling. A temperature control function and a dehumidifying function for preventing fogging of the vehicle window glass can be secured.

In the invention according to claim 2, in the vehicle air conditioner according to claim 1, the calculating means (S107) calculates the temporary fourth evaporator target blown air temperature (TEOa2) based on the outside air temperature (Tam). While calculating, the provisional fourth evaporator target blowing air temperature (TEOa2) is calculated so as to change to the high temperature side when the outside air temperature (Tam) changes to the high temperature side,
The calculating means (S107) calculates a temporary fifth evaporator target blowing air temperature (TEOa3) based on the vehicle interior relative humidity (RHr), and the temporary fifth evaporator target blowing air temperature (TEOa3). Is calculated to change to the low temperature side when the vehicle interior relative humidity (RHr) changes to the increasing side,
Temporary first evaporator target blowing air temperature (TEOa1), provisional second evaporator target blowing air temperature (TEOa4), provisional fourth evaporator target blowing air temperature (TEOa2), and provisional fifth evaporator target blowing. Of the air temperatures (TEOa3), the lowest temperature is selected as the lower temporary evaporator target blowing air temperature .
As in the invention according to claim 3 , in the vehicle air conditioner according to claim 1 or 2 , the compressor (11) is a variable capacity compressor capable of adjusting a discharge capacity,
The discharge capacity of the variable capacity compressor (11) may be controlled by the control means (S108).

As in the invention according to claim 4 , in the vehicle air conditioner according to claim 1 or 2 , the compressor (11) is a fixed capacity compressor that always operates at a constant discharge capacity,
The operation of the fixed capacity compressor (11) may be intermittently controlled by the control means (S108).

As in the invention according to claim 5 , in the vehicle air conditioner according to claim 1 or 2 , the compressor (11) is an electric compressor whose rotation speed is adjustable,
You may make it control the rotation speed of an electric compressor (11) by a control means (S108).

According to a sixth aspect of the present invention, in the vehicle air conditioner according to any one of the first to fifth aspects, the blower (8) blows air by sucking at least one of the inside air and the outside air. In the inside air mode for sucking in the inside air, the calculation means (S107) uses the air temperature and the inside air in addition to the air volume level (BLW) of the blower (8) as the information value related to the heat quantity (Q) of the inflowing air. Using the humidity of
Temporary third evaporator target blown air temperature (TEOb) is calculated so that the air flow level (BLW), the temperature of the inside air, and the humidity of the inside air change to the high temperature side when the heat amount (Q) of the inflowing air changes. And
Further, calculating means (S107) to the outside air mode for sucking external air, as information value related to the amount of heat (Q) of the incoming air, in addition to the air volume level (BLW) of the blower (8), the outside air temperature and Using the humidity of the outside air,
The temporary third evaporator target blown air temperature (TEOb) is changed to a higher temperature side when the air flow level (BLW), the outside air temperature and the outside air humidity of the blower (8) are changed to the increasing side of the inflow air heat quantity (Q). It is calculated so that it may change .

  According to this, since the amount of heat (Q) of the air flowing into the evaporator can be grasped more accurately in both the inside air mode and the outside air mode, the frost prevention control of the evaporator (9) can be more accurately executed.

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

(First embodiment)
FIG. 1 shows an outline of the overall configuration of the first embodiment. The vehicle air conditioner includes a main air conditioning unit 1 and a rear seat side cooling unit 26 arranged on the front seat side as indoor air conditioning units. . The main air conditioning unit 1 is disposed inside an instrument panel (not shown) at the foremost part of the vehicle interior, and mainly air-conditions the front seat side area in the vehicle interior.

  The main air conditioning unit 1 has a case 2, and the case 2 constitutes an air passage through which air is blown toward the front seat side of the vehicle interior. An inside / outside air switching box 5 having an inside air introduction port 3 and an outside air introduction port 4 is arranged at the most upstream part of the air passage of the case 2. Inside / outside air switching box 5, an inside / outside air switching door 6 as inside / outside air switching means is rotatably arranged.

  The inside / outside air switching door 6 is driven by a servo motor 7, and an inside air mode for introducing inside air (vehicle compartment air) from the inside air introduction port 3 and an outside air mode for introducing outside air (vehicle compartment outside air) from the outside air introduction port 4. And switch.

  On the downstream side of the inside / outside air switching box 5, an electric front seat side blower 8 that generates an air flow toward the passenger compartment is disposed. The blower 8 is configured to drive a centrifugal blower fan 8a by a motor 8b. A front seat side evaporator 9 for cooling the air flowing in the case 2 is disposed on the downstream side of the blower 8. The evaporator 9 is a cooling heat exchanger that cools the air blown from the blower 8 and is one of the elements constituting the refrigeration cycle apparatus 10.

  In the refrigeration cycle apparatus 10, the refrigerant circulates from the discharge side of the compressor 11 to the front seat side evaporator 9 through the condenser 12, the liquid receiver 13, and the expansion valve 14 that forms the front seat side pressure reducing means. It is a well-known thing formed. Further, between the outlet side of the liquid receiver 13 and the suction side of the compressor 11, an expansion valve 28 that forms a rear-seat-side decompression unit and a rear part are provided in parallel with the front-seat-side expansion valve 14 and the front-seat-side evaporator 9. A seat side evaporator 27 is provided, and a refrigerant circulates in parallel between the front seat side evaporator 9 and the rear seat side evaporator 27.

  In the refrigeration cycle apparatus 10, the refrigerant is compressed to a high temperature and high pressure by the compressor 11, and the high-pressure gas refrigerant discharged from the compressor 11 is introduced into a condenser (heat radiator) 12, and the gas refrigerant is The heat exchanges with the outside air blown by the cooling electric fan 12a to dissipate heat and condense. The refrigerant that has passed through the condenser 12 is separated into a liquid phase refrigerant and a gas phase refrigerant by the liquid receiver 13, and the liquid phase refrigerant is stored in the liquid receiver 13.

  The high-pressure liquid refrigerant from the liquid receiver 13 is depressurized to a low-pressure gas-liquid two-phase state by the front seat side temperature type expansion valve 14, and the low-pressure refrigerant after this pressure reduction is supplied from the conditioned air in the front seat side evaporator 9. It absorbs heat and evaporates. Similarly, the high-pressure liquid refrigerant from the liquid receiver 13 is decompressed to a low-pressure gas-liquid two-phase state by the rear seat side temperature-type expansion valve 28 and flows into the rear seat evaporator 27, and this low-pressure refrigerant is The side evaporator 27 absorbs heat from conditioned air and evaporates. The gas refrigerant that has evaporated in the front and rear evaporators 9 and 27 is again sucked into the compressor 11 and compressed.

  As is well known, the front and rear temperature expansion valves 14 and 28 automatically adjust the valve opening so that the refrigerant superheat degree at the outlet of the evaporator is maintained at a predetermined value. Of the refrigeration cycle apparatus 10, devices such as the compressor 11, the condenser 12, and the liquid receiver 13 are arranged in a vehicle engine room (not shown).

  On the other hand, in the main air conditioning unit 1, a front seat side heater core 15 that heats the air flowing in the case 2 is disposed downstream of the front seat side evaporator 9. The heater core 15 is a heat exchanger for heating that uses warm water (engine cooling water) of the vehicle engine as a heat source and heats air (cold air) after passing through the evaporator 9. A bypass passage 16 through which the gas flows is formed.

  An air mix door 17 is rotatably disposed between the evaporator 9 and the heater core 15. The air mix door 17 is driven by a servo motor 18 so that its rotational position (opening) can be continuously adjusted. The amount of air passing through the heater core 15 (warm air amount) and the amount of air passing through the bypass passage 16 and bypassing the heater core 15 (cold air amount) are adjusted according to the opening degree of the air mix door 17, whereby the front seat in the vehicle interior The temperature of the air blown out to the side is adjusted.

  At the most downstream part of the air passage of the case 2 is a defroster outlet 19 for blowing conditioned air toward the front window glass W of the vehicle, and the front seat side for blowing conditioned air toward the face of the front seat passenger A total of three types of air outlets are provided: a face air outlet 20 and a front seat-side foot air outlet 21 for blowing air-conditioned air toward the feet of the front seat occupant.

  A defroster door 22, a front seat side face door 23, and a front seat side foot door 24 are rotatably disposed upstream of the air outlets 19 to 21. The doors 22 to 24 are opened and closed by a common servo motor 25 via a link mechanism (not shown).

  Next, the rear seat side cooling unit 26 will be described. The rear seat side cooling unit 26 is arranged on the rear side of the vehicle interior so as to improve the cooling action of the rear seat side region of the vehicle interior. The rear seat side cooling unit 26 has a case 26a that forms an air passage, and a rear seat side blower 29 that sucks and blows the inside air (vehicle compartment air) is disposed upstream of the case 26a. The rear seat blower 29 is configured to drive a centrifugal blower fan 29a by a motor 29b.

  The aforementioned rear seat evaporator 27 is disposed downstream of the rear seat blower 29 to cool the air flowing in the case 26a. The cold air cooled by the rear seat side evaporator 27 is blown out from the rear seat side outlet 30 toward the upper body side of the rear seat occupant.

  Next, the compressor 11 will be described. The compressor 11 is rotationally driven by the rotational power of a vehicle engine (not shown) being transmitted via a pulley 11a, a belt, and the like. The compressor 11 of the present embodiment is a variable capacity compressor that can continuously and variably control the discharge capacity by a control signal from the outside. Specifically, in the swash plate type compressor, the pressure of the swash plate chamber is controlled by using the discharge pressure and the suction pressure, thereby changing the inclination angle of the swash plate and changing the stroke of the piston. The machine discharge capacity can be continuously changed in the range of approximately 0% to 100%. Such a swash plate type variable displacement compressor 11 is well known. In the present embodiment, among the swash plate type variable displacement compressors, a flow control type variable displacement compressor known from Japanese Patent Application Laid-Open No. 2001-107854 is used as the compressor 11.

  The outline of the flow control type variable displacement compressor 11 will be described. The compressor 11 includes a displacement control valve 110. The capacity control valve 110 includes a differential pressure responsive mechanism (not shown) that generates a force F1 due to a differential pressure ΔP corresponding to the discharge refrigerant flow rate of the compressor 11, and a force F1 due to a differential pressure corresponding to the discharge refrigerant flow rate. It incorporates an electromagnetic mechanism (not shown) that generates an opposing electromagnetic force F2. The electromagnetic force F2 of this electromagnetic mechanism is determined by the control current In output from the control device 40 shown in FIG.

  The pressure in the swash plate chamber (not shown) of the compressor 11, that is, the control pressure Pc is changed by a valve body (not shown) that is displaced according to the force F 1 and the electromagnetic force F 2 corresponding to the differential pressure ΔP. Thus, the inclination angle of the swash plate is changed, whereby the discharge capacity is continuously changed.

  In the swash plate type variable displacement compressor 11, as is well known, the control pressure Pc decreases, the swash plate tilt angle increases, the piston stroke increases, the discharge capacity increases, and conversely the control pressure Pc increases. The discharge capacity changing mechanism is configured so that the inclination angle of the swash plate decreases, the piston stroke decreases, and the discharge capacity decreases.

  By the way, since the electromagnetic force F2 is a force that opposes the force F1 corresponding to the differential pressure ΔP, the target differential pressure is determined by increasing / decreasing the electromagnetic force F2, and the actual differential pressure ΔP becomes the electromagnetic pressure. The control pressure Pc in the swash plate chamber is controlled so that the target differential pressure determined by the force F2 is reached, and the discharge capacity changes. Furthermore, since the differential pressure ΔP and the discharge refrigerant flow rate are in a proportional relationship, determining the target differential pressure determines the target discharge refrigerant flow rate.

  Since the electromagnetic force F2 is determined according to the control current In supplied to the electromagnetic mechanism of the capacity control valve 110, as shown in FIG. 2, the target differential pressure and the target discharge refrigerant are increased according to the increase of the control current In. The flow rate increases.

  Although the control current In is usually a method of changing by duty control due to the configuration of the current control circuit, the value of the control current In is directly (analog-like) regardless of the duty control. ) May be changed.

  Further, in the swash plate variable displacement compressor 11, the discharge capacity can be continuously changed from 100% to approximately 0% by adjusting the control pressure Pc. Then, by reducing the discharge capacity to approximately 0%, the compressor 11 is substantially stopped. Therefore, it is possible to adopt a clutchless configuration in which the rotation shaft of the compressor 11 is always connected to the pulley on the vehicle engine side via the pulley 11a, the belt, and the like. However, an electromagnetic clutch may be attached to the rotating shaft of the compressor 11 as necessary, and power transmission to the compressor 11 may be interrupted by the electromagnetic clutch.

  Next, the outline of the electric control unit according to the present embodiment will be described with reference to FIG. 3. The air conditioning control device 40 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 40 stores a control program for air conditioning control in its ROM, and performs various calculations and processes based on the control program.

  A sensor detection signal from the sensor group 41, an operation signal from the front seat side air conditioning panel 42, and an operation signal from the rear seat cooling panel 43 are input to the input side of the air conditioning control device 40. The sensor group 41 is provided with a front seat evaporator temperature sensor 41a that is disposed in the air outlet of the front seat evaporator 9 and detects the front seat evaporator outlet air temperature Te.

  In addition to the front-seat-side evaporator temperature sensor 41a, an outside air sensor 41b that detects an outside air temperature (vehicle compartment outside temperature) Tam, an inside air sensor 41c that detects an inside air temperature (vehicle interior temperature) Tr, and enters the vehicle interior. A solar radiation sensor 41d for detecting the solar radiation amount Ts, a water temperature sensor 41e for detecting the warm water (engine cooling water) temperature Tw flowing into the heater cores 15 and 30, a vehicle interior humidity sensor 41f for detecting the vehicle interior relative humidity RHr, and the vehicle speed Vs. A vehicle speed sensor 41 g and the like for detection are provided in the sensor group 41.

  The front seat side air conditioning panel 42 is disposed in the vicinity of an instrument panel (not shown) in front of the driver's seat in the passenger compartment, and includes the following operation switches 42a to 42e operated by the occupant. The temperature setting switch 42a outputs a signal of the set temperature on the front seat side of the vehicle interior, and the inside / outside air switching switch 42b outputs a signal for manually setting the inside air mode and the outside air mode by the inside / outside air switching door 6.

  The blow-out mode switch 42c outputs a signal for manually setting the face mode, the bi-level mode, the foot mode, the foot defroster mode, and the defroster mode, which are well-known as the front seat side blow-out mode. The air volume changeover switch 42d outputs a signal for manually setting on / off of the front seat blower 8 and air volume change of the front seat blower 8.

  The air conditioner switch 42e switches between the operating state and the stopped state of the compressor 11. When the air conditioner switch 42e is turned off, the control current In of the capacity control valve 110 is forcibly set to 0 and the discharge capacity of the compressor 11 is discharged. Is substantially 0 capacity, and the compressor 11 is substantially stopped. When the air conditioner switch 42e is turned on, a predetermined control current In calculated by the air conditioning control device 40 is output to the capacity control valve 110, and the compressor 11 is put into an operating state.

  The auto switch 42f outputs a command signal for the air conditioning automatic control state. When the auto switch 42f is turned on, even if the air conditioner switch 42e is in the off state, the capacity control valve 110 calculates the predetermined value calculated by the air conditioning control device 40. The control current In is output, the compressor 11 is in an operating state, and the operation of various air conditioners is automatically controlled.

  On the other hand, the rear seat cooling panel 43 is disposed in a rear seat side region or the like in the vehicle interior, and includes a rear seat air volume switching switch 43a. The rear seat air volume switching switch 43a outputs a signal for manually setting on / off of the rear seat air blower 29 and air volume switching of the rear seat air blower 29.

  On the output side of the air conditioning control device 40, there are an electromagnetic coil 110 a provided in an electromagnetic mechanism of the capacity control valve 110 of the compressor 11, servomotors 7, 18, 25 serving as electric drive means for each device, and a front seat side blower 8. The motor 8b and the motor 29b of the rear seat blower 29 are connected, and the operation of these devices is controlled by the output signal of the air conditioning control device 40.

  Next, the operation of this embodiment in the above configuration will be described. First, the outline of the operation as a vehicle air conditioner will be described. First, when both the main air conditioning unit 1 and the rear seat side cooling unit 26 are operated, the auto switch 42f (or air volume switching) of the front seat side air conditioning panel 42 is used. The switch 42d) and the air volume changeover switch 43a of the rear seat cooling panel 43 are turned on to operate both the front and rear blowers 8, 29 to blow air to the air conditioning units 1, 26.

  When the auto switch 42f (or the air conditioner switch 42e, which is a compressor operation switch) is turned on, a predetermined control current In calculated by the air conditioning control device 40 is output to the capacity control valve 110 of the compressor 11. Thus, the compressor 11 is rotationally driven by the vehicle engine in a state of a predetermined discharge capacity, and the compressor 11 is in an operating state. The calculation of the control current In will be described later.

  By the operation of the compressor 11, the refrigerant circulates in parallel in the front and rear evaporators 9 and 27 in the refrigeration cycle apparatus 10. Therefore, in the main air conditioning unit 1, the blown air can be cooled and dehumidified by the evaporator 9, and the conditioned air can be blown out to the front seat side space in the vehicle interior. Similarly, also in the rear seat side cooling unit 26, the blown air can be cooled and dehumidified by the evaporator 27, and the conditioned air can be blown out to the rear seat side space in the vehicle interior.

  When both the front and rear units 1 and 26 are operated simultaneously as described above, the front and rear temperature expansion valves 14 and 28 are adjusted to valve openings corresponding to the cooling heat loads of the front and rear evaporators 9 and 27, respectively. The refrigerant having a flow rate corresponding to the cooling heat load always passes through the flow paths of the evaporators 9 and 27. Thereby, the superheat degree of the exit refrigerant | coolant of each evaporator 9 and 27 is adjusted to a predetermined value.

  When the rear seat side cooling unit 26 is stopped and only the main air conditioning unit 1 is operated alone, the auto switch 42f is turned on, and the rear seat side air volume switching switch 43a is turned off. As a result, the rear seat blower 29 stops and no air is blown to the rear seat evaporator 27, so that the outlet refrigerant of the rear seat evaporator 27 becomes saturated corresponding to the ambient temperature and does not have superheat. .

  As a result, the rear seat side temperature type expansion valve 28 is in a closed state or close to a closed state, so that the circulation of the refrigerant to the rear seat side evaporator 27 is stopped in the refrigeration cycle apparatus 10, and the front seat side evaporation is performed. The refrigerant circulates only in the vessel 9.

  Next, the outline of the entire air conditioning control executed by the air conditioning control device 40 will be described with reference to FIG. 4. First, after initial setting in step S101, the detection signal and operation of the sensor group 41 in the next step S102. The operation signals from the panels 42 and 43 are read.

  Next, the target blowing temperature TAO of the blowing air to the vehicle interior front seat side is calculated in step S103. This target blowout temperature TAO is required for maintaining the front seat side in the vehicle interior at the set temperature Tset set by the occupant by the temperature setting switch 42a of the front seat side operation panel 42 regardless of the air conditioning heat load fluctuation. As is known, TAO is calculated based on the set temperature Tset, the outside air temperature Tam, the inside air temperature Tr, and the solar radiation amount Ts.

  Next, in step S104, the air volume of the front seat side fan 8 is set based on TAO or the like. Specifically, as shown in FIG. 5, the air volume level is maximized on the low temperature side and the high temperature side of TAO, and the air volume level is minimized in the intermediate temperature range of TAO. Here, the air volume level is actually determined as a voltage level applied to the motor 8b of the front seat side blower 8, and the air volume of the front seat side blower 8 is changed by controlling the rotation speed of the motor 8b. It has become.

  When the passenger operates the air volume changeover switch 42d of the front seat side operation panel 42, the air volume level set by the air volume changeover switch 42d (usually an air volume level of about 4 to 5 steps) is set in step S104. .

  Next, in step S105, the opening control of the air mix door 17 is performed based on TAO or the like. Specifically, the target opening degree SW of the air mix door 17 is set to TAO, the front seat evaporator outlet air temperature Te detected by the front seat evaporator temperature sensor 41a, and hot water detected by the water temperature sensor 41e. It calculates by following Formula (1) based on temperature Tw.

SW = {(TAO−Te) / (Tw−Te)} × 100 (%) (1)
The servo motor 18 drives the air mix door 17 so that the actual opening degree of the air mix door 17 becomes the target opening degree SW. SW = 0 (%) is the maximum cooling position of the air mix door 17, and the bypass passage 16 is fully opened and the ventilation path on the heater core 15 side is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 17 and fully closes the bypass passage 16 and fully opens the ventilation path on the heater core 15 side.

  Next, in step S106, the front seat side blowing mode is controlled based on TAO or the like. Specifically, as the TAO changes from the low temperature side to the high temperature side, the front seat blowing mode is sequentially switched from the face mode to the bi-level mode to the foot mode. When the passenger operates the blowing mode switch 42c of the front seat side operation panel 42, the blowing mode by the passenger operation is set in step S106. Further, the foot defroster mode and the defroster mode are set only by manual operation of the blowing mode switch 42c.

  Next, in step S107, an evaporator target blown air temperature TEO, which is a target value of the blown air temperature of the evaporator 9, is calculated based on TAO or the like. Details of the TEO calculation method will be described later with reference to FIG.

  Next, in step S108, operation control of the compressor 11 is performed based on the evaporator target blown air temperature TEO. In the present embodiment, since the variable capacity compressor 11 is used, a control current In for controlling the compressor capacity is calculated, and this control current In is used as an electromagnetic of the electromagnetic mechanism of the capacity control valve 110 of the compressor 11. Output to the coil 110a.

  This control current In is basically calculated so that the actual front seat evaporator outlet temperature Te detected by the evaporator outlet temperature sensor 41a approaches the evaporator target outlet air temperature TEO. Specifically, a deviation En (En = Te−TEO) between Te and TEO is calculated, and a control current value In for bringing Te close to TEO based on this deviation En is obtained by proportional integral control (PI control) or the like. It is calculated by the feedback control method.

  In the present embodiment, the calculation means for calculating the evaporator target blown air temperature TEO is configured by step S107 in FIG. 4, and the control means for controlling the operation of the compressor 11 is configured by step S108 in FIG.

  Next, a specific calculation method of the evaporator target blown air temperature TEO will be described with reference to the flowchart of FIG. In the control routine of FIG. 6, first, in step S201, it is determined whether the air-conditioning operating state is in the full air-conditioner mode. Here, the full air conditioner mode refers to a state within a predetermined time (for example, about 30 seconds) immediately after the compressor 11 of the refrigeration cycle is started. That is, the state where the evaporator rapid cooling is required immediately after the start of the compressor 11 is set to the full air conditioner mode.

  When the operation state of the air conditioning is the full air conditioner mode, the temporary evaporator target blown air temperature TEOa for the full air conditioner mode is calculated as a function “f1 (Tam)” of the outside air temperature Tam in step S202. Specifically, as shown in FIG. 7, the TEOa is fixed at TEOa = 3 ° C. on the high temperature side (eg, Tam ≧ 15 ° C.) of the outside air temperature Tam, while the TEOa is fixed on the low temperature side (eg, Tam ≦ 15 ° C.). 10 ° C), TEOa is fixed at 4 ° C, and when the outside air temperature Tam is between 15 ° C and 10 ° C, TEOa is determined to gradually change between 3 ° C and 4 ° C. .

  Thus, the cooling capacity of the evaporator 9 can be enhanced by setting the evaporator target blown air temperature TEO to a low temperature range of 3 ° C. to 4 ° C. in the full air conditioner mode.

  When the air conditioning operation state is not the full air conditioner mode, the process proceeds from step S201 to step S203, and it is determined whether the front seat side blowing mode is in the defroster mode. Here, the defroster mode is a blowing mode in which conditioned air is blown from the defroster outlet 19 toward the vehicle front window glass W, and is intended to remove the fog on the vehicle front window glass W. Therefore, when the defroster mode is set, it is necessary to increase the dehumidifying ability of the conditioned air.

  Therefore, in the defroster mode, the process proceeds from step S203 to step S204, and the temporary evaporator target blown air temperature TEOa for the defroster mode is calculated as a function “f2 (Tam)” of the outside air temperature Tam.

  Specifically, as shown in FIG. 8, the TEOa in step S204 is fixed at TEOa = 1 ° C. on the low temperature side of the outside air temperature Tam (eg, Tam ≦ 6 ° C.) to ensure the dehumidifying ability at the low outside air temperature. On the other hand, TEOa = 3 ° C. is fixed on the high temperature side of the outside air temperature Tam (eg, Tam ≧ 15 ° C.), and when the outside air temperature Tam is between 6 ° C. and 15 ° C., TEOa is 3 ° C. and 4 ° C. It is determined so as to gradually change between 0 ° C.

  When the front seat side blowing mode is not the defroster mode, the process proceeds to step S205 to calculate a temporary evaporator target blowing air temperature TEOa in the steady state of the air conditioning operation. Specifically, the TEOa selects the lowest temperature among the following four temporary evaporator target blowing air temperatures TEOa1 to TEOa4.

  First, the temporary evaporator target blown air temperature TEOa1 is a temperature necessary for setting the vehicle blown air temperature to the target blown temperature TAO during cooling, and this TEOa1 is specifically calculated as TAO-5 ° C. The lower one of the calculated temperature and the temperature calculated as a function “f3 (Tam)” of the outside air temperature Tam when the rear seat side cooling unit 26 is operated is selected.

  Specifically, as shown in FIG. 9, the latter temperature “f3 (Tam)” is fixed at a temperature “f3 (Tam)” = 3 ° C. on the low temperature side (for example, Tam ≦ 10 ° C.) of the outside air temperature Tam, The temperature “f3 (Tam)” is fixed at 4 ° C. on the high temperature side of the outside air temperature Tam (eg, Tam ≧ 15 ° C.), and when the outside air temperature Tam is between 10 ° C. and 15 ° C., the temperature “F3 (Tam)” is determined to gradually change between 3 ° C. and 4 ° C.

  The minimum temperature of TEOa1 is set to a temperature “f3 (Tam)” or higher, and the maximum temperature of TEOa1 is set to a predetermined fixed value, for example, 11 ° C. in order to prevent odor generation from the evaporator 9. Yes.

  Next, the temporary evaporator target blown air temperature TEOa2 is a temperature for the purpose of ensuring the dehumidifying ability for preventing fogging of the vehicle window glass, and this TEOa2 is a function “f4 (Tam) of the outside air temperature Tam. ) ". Specifically, as shown in FIG. 10, TEOa2 is fixed to TEOa2 = 1 ° C. on the low temperature side of the outside air temperature Tam (eg, Tam ≦ 5 ° C.) so as to ensure the dehumidifying ability at the low outside air temperature. Yes.

  When the outside air temperature Tam becomes 6 ° C, TEOa2 = 3 ° C. When the outside air temperature Tam is between 6 ° C and 7 ° C, the TEOa2 is increased from 3 ° C to 20 ° C as the outside air temperature Tam rises. 20 ° C. is the upper limit of TEOa2.

  Next, the temporary evaporator target blown air temperature TEOa3 is a temperature intended to control the vehicle interior to a comfortable humidity state (for example, relative humidity: around 40%). It is determined based on the vehicle interior relative humidity RHr detected by the humidity sensor 41f in the range of 3 ° C to 11 ° C. That is, when the vehicle interior relative humidity RHr is higher than around 40%, TEOa3 is changed to the low temperature side to increase the dehumidifying capacity of the evaporator 9, while when the vehicle interior relative humidity is lower than around 40%, the TEOa3 is heated to a high temperature. The dehumidifying capacity is lowered to change the driving power of the compressor 11.

  Next, the temporary evaporator target blown air temperature TEOa4 is also a temperature for the purpose of securing a dehumidifying ability for preventing fogging of the vehicle window glass, similarly to the above-mentioned TEOa2, and is determined based on the following concept. Is done.

  That is, the fogging of the vehicle window glass is basically more likely to occur as the vehicle window glass temperature is lower, and more likely to occur as the vehicle interior relative humidity RHr near the inner surface of the vehicle window glass is higher.

  Therefore, when information values related to the vehicle window glass temperature, for example, the outside air temperature Tam, the vehicle speed Vs, the solar radiation amount Ts, etc. shift to the low temperature side of the vehicle window glass temperature, TEOa4 is changed to the low temperature side, and these vehicle window glass temperatures are changed. Conversely, when the information value related to is shifted to the high temperature side of the vehicle window glass temperature, TEOa4 is changed to the high temperature side.

  Further, the TEOa4 is changed to the lower temperature side as the vehicle interior relative humidity RHr becomes higher. Further, when it is raining, TEOa4 is changed to a lower temperature side than when it is not raining. The rain condition can be determined based on a vehicle wiper operation signal or the like.

  The minimum temperature of TEOa4 is calculated as a function “f5 (Tam)” of the outside air temperature Tam. Specifically, as shown in FIG. 11, the minimum temperature of TEOa4 is fixed at 1 ° C. on the low temperature side of the outside air temperature Tam (eg, Tam ≦ 10 ° C.) to ensure the dehumidifying ability at the low outside air temperature. I have to.

  The minimum temperature of TEOa4 is raised from 1 ° C to 4 ° C as the outside air temperature Tam rises from 10 ° C to 15 ° C, and the upper limit is 4 ° C. On the other hand, the maximum temperature of TEOa4 is set to a predetermined fixed value, for example, 11 ° C. to prevent the generation of odor from the evaporator 9.

  Next, in step S206, the temporary evaporator target blowing air temperature TEOb is calculated as a function “f6 (BLW)” of the air flow level BLW. Specifically, as shown in FIG. 12, when the air volume level BLW is the lowest value “1”, TEOb is set to 1 ° C., which is the lowest temperature, and TEOb is increased proportionally as the air volume level BLW increases. When the maximum value “31” is reached, TEOb is raised to the maximum temperature of 5 ° C.

  Next, in step S207, the temporary evaporator target blown air temperature TEOa determined in any one of the above steps S202, S204, and S205 is set to a temporary airflow level BLW calculated in step S206. It is determined whether the evaporator target blown air temperature TEOb is higher. When the temporary evaporator target blown air temperature TEOb corresponding to the latter air flow level BLW is higher, the process proceeds to step S208, and the evaporator target blown air temperature TEO is set to the temporary evaporator target blown air temperature corresponding to the air flow level BLW. TEOb.

  On the other hand, when the former temporary evaporator target blown air temperature TEOa is higher, the process proceeds to step S209, and the evaporator target blown air temperature TEO is set as the former temporary evaporator target blown air temperature TEOa.

  By the way, as already described in the column “Problems to be Solved by the Invention”, the elapsed time after the start of the compressor 11 elapses, and the cooling heat load of the evaporator 9 becomes a relatively small steady state. When the air volume level shown in FIG. 5 is automatically controlled near the minimum level, for example, when the occupant manually operates the air volume switching switch 42d of the air conditioning operation panel 42 and manually sets the air volume to the maximum air volume side, The amount of air flowing into the evaporator 9 rapidly increases and the cooling heat load of the evaporator 9 increases. As a result, the blown air temperature Te of the evaporator 9 rises. When the rise in the evaporator blown air temperature Te is detected by the temperature sensor 41a, the air conditioning controller 40 attempts to increase the discharge current of the compressor 11 by increasing the control current In for capacity control.

  However, in the present embodiment, as described above, the temporary evaporator target blown air temperature TEOb that rises as the air flow level BLW increases is calculated in step S206, and the temporary evaporator target blowout corresponding to the air flow level BLW is calculated. When the air temperature TEOb is higher than other temporary evaporator target blown air temperature TEOa for the purpose of controlling the temperature of the air blown into the passenger compartment, preventing fogging of the window glass, controlling the humidity in the passenger compartment, etc. The temporary evaporator target blown air temperature TEOb corresponding to the air volume level BLW is finally set as the evaporator target blown air temperature TEO.

  In other words, the temporary evaporator target blown air temperature TEOb corresponding to the air flow level BLW is determined as the minimum value of the evaporator target blown air temperature TEO.

  As a result, even if the evaporator blown air temperature Te rises with an increase in the amount of air flowing into the evaporator 9, the evaporator target blown air temperature TEO rises with the increase in the airflow level BLW, and Te and TEO An increase in deviation can be suppressed. As a result, it is possible to suppress an increase in the capacity control current In at the time of a sudden increase in the amount of air flowing into the evaporator 9, and an increase in the compressor discharge capacity → an increase in the refrigerant circulation flow rate. Therefore, the phenomenon that the cooling capacity of the evaporator 9 increases and the surface temperature (fin surface temperature) of the evaporator 9 decreases compared to before the increase of the air volume can be avoided, and the frost (with frost) of the evaporator 9 can be prevented. Can be prevented.

(Second Embodiment)
The evaporator blown air temperature Te changes under the influence of the heat quantity Q of the air flowing into the evaporator 9. Here, the calorie | heat amount Q of evaporator inflow air is represented by the sum total of the calorie | heat amount of dry air and the calorie | heat amount of the water vapor | steam which is mixing dry air. In the air conditioner, since air is constantly blown to the evaporator 9 by the blower 8, the mass air volume (kg / h) per unit time of the blower 8 and the heat quantity (kJ / h) per unit mass of the evaporator inflow air. kg), the heat quantity Q of the air flowing into the evaporator can be expressed. Therefore, the unit of the heat quantity Q of the evaporator inflow air is (kJ / h).

  By the way, in 1st Embodiment, the air volume of the air blower 8, more specifically, the air volume level BLW calculated in the air-conditioning control apparatus 40 is used as a representative of the information value related to the heat quantity Q of the evaporator inflow air. The temporary evaporator target blown air temperature TEOb corresponding to the air flow level BLW is determined. As understood from the above description, in addition to the air flow of the evaporator inflow air, If the temporary evaporator target blown air temperature TEOb is determined in consideration of the amount of heat, the minimum value of the evaporator target blown air temperature TEO more appropriate for preventing the frost of the evaporator 9 can be determined.

  The second embodiment is a specific example for specifically implementing such a concept, and FIG. 13 is a flowchart showing a method for calculating the evaporator target blown air temperature TEO according to the second embodiment. Steps S201 to S205 and steps S207 to S209 in FIG. 13 are the same as those in FIG. Accordingly, steps S206a and S206b in FIG. 13 are different from step S206 in FIG.

  In step S206a of FIG. 13, the heat quantity Q of the evaporator inflow air is calculated. Since the evaporator inflow air is switched between the inside air and the outside air, the calculation of the heat quantity Q is performed separately for the inside air mode and the outside air mode.

In the inside air mode, the heat quantity Q is calculated as a function of the air volume Va of the evaporator inflow air, the inside air temperature Tr, and the vehicle interior relative humidity RHr as in the following equation (2). That is,
Q = f7 (kVa · Va, kTr · Tr, kRHr · RHr) (2)
Here, kVa, kTr, and kRHr are coefficients (gains) for Va, Tr, and RHr, respectively. As Va, the air volume level BLW in the first embodiment can be substituted. According to the above equation (2), the total amount of heat of the inside air flowing into the evaporator 9 can be calculated.

On the other hand, in the outside air mode, the heat quantity Q is calculated as a function of the air volume Va of the evaporator inflow air, the outside air temperature Tam, and the outside air relative humidity RHam as in the following equation (3). That is,
Q = f8 (kVa · Va, kTam · Tam, kRHam · RHam) (3)
Here, kVa, kTam, and kRHam are coefficients (gains) for Va, Tam, and RHam, respectively. In this case, Va can be substituted by the air volume level BLW. Further, the outside air relative humidity RHam may be detected by additionally installing an outside air humidity sensor at a site in contact with the outside air atmosphere of the vehicle. According to the above equation (3), the total amount of heat of the outside air flowing into the evaporator 9 can be calculated.

  Next, in step S206b of FIG. 13, the temporary evaporator target blown air temperature TEOb is calculated as a function “f9 (Q)” of the heat quantity Q of the evaporator inflow air. Specifically, as shown in FIG. 14, when the heat quantity Q is equal to or less than a first predetermined value Q1, TEOb is set to a minimum temperature of 1 ° C., and the heat quantity Q is changed from a first predetermined value Q1 to a second predetermined value Q2 (Q2). When increasing toward> Q1), TEOb is raised from the lowest temperature of 1 ° C. to the highest temperature of 5 ° C. When the heat quantity Q is equal to or higher than the second predetermined value Q2, TEOb is maintained at the maximum temperature of 5 ° C.

  As described above, according to the second embodiment, the heat quantity Q of the evaporator inflow air is calculated in consideration of the temperature and relative humidity of the inflow air in addition to the air volume of the evaporator inflow air. Since the temporary evaporator target blown air temperature TEOb is determined based on the amount of heat Q, the frost prevention of the evaporator 9 can be more appropriately executed. Further, when the heat quantity Q is small, the minimum value of the evaporator target blown air temperature TEO is not inadvertently increased.

(Third embodiment)
In the first and second embodiments, the case where a variable capacity compressor is used as the compressor 11 has been described. However, in the third embodiment, a fixed capacity compressor having an electromagnetic clutch is used as the compressor 11. The present invention relates to a vehicle air conditioner that controls the operation of the fixed capacity compressor 11 with an electromagnetic clutch to change the operating rate of the compressor 11 and thereby controls the evaporator blown air temperature Te.

  FIG. 15 is a characteristic diagram showing a control determination value when the operation of the fixed displacement compressor 11 is intermittently turned on (OFF) according to the third embodiment, and the actual evaporator blowout air temperature Te is the first control determination. When the value drops to the value Ae, the operation of the fixed displacement compressor 11 is stopped (OFF), and when the actual evaporator blown air temperature Te rises to the second control determination value Ae + α, the fixed displacement compressor 11 is activated. Return to the (0N) state.

  Here, the second control determination value is a temperature higher by α (for example, 1 ° C.) than the first control determination value Ae. Thus, the hysteresis of α is between the first control determination value Ae and the second control determination value Ae + α. By setting the width, hunting of intermittent compressor operation is prevented.

  Then, the first control determination value Ae is determined according to the air flow level BLW as shown by f6 (BLW) = TEOb shown in FIG. 12, or the evaporator inflow air as shown by f9 (Q) = TEOb shown in FIG. It is determined according to the amount of heat Q.

  Thus, in the vehicle air conditioner that controls the evaporator blown air temperature Te by intermittently controlling the operation of the fixed capacity compressor 11 as in the third embodiment, the evaporation is performed as in the first and second embodiments. The frost of the vessel 9 can be reliably prevented.

(Fourth embodiment)
In the first and second embodiments, the case where the flow rate control type variable displacement compressor 11 that controls the discharge flow rate by changing the discharge capacity is used as the compressor 11. In the fourth embodiment, FIG. As shown, an electric compressor is used as the compressor 11. The electric compressor 11 is obtained by integrating a motor 11b and a compression mechanism portion 11c driven by the motor 11b. The motor 11b is, for example, a three-phase AC motor, and the compression mechanism 11c is, for example, a known scroll compression mechanism.

  The motor rotation speed is controlled by variably controlling the frequency of the three-phase AC voltage applied to the motor 11b by the inverter 11d, and the refrigerant discharge flow rate of the electric compressor 11 can be increased or decreased according to the motor rotation speed. The inverter 11d is controlled by the control output of the air conditioning controller 40.

  According to the fourth embodiment, when the motor rotation speed is controlled in accordance with the deviation between the evaporator target blown air temperature TEO and the actual evaporator blown air temperature Te, the evaporator target blown air temperature TEO is set to the first embodiment or By determining as in the second embodiment, the frost prevention effect of the evaporator 9 can be improved.

(Fifth embodiment)
In the first and second embodiments, the case where a flow rate control type variable displacement compressor that controls the discharge flow rate by changing the discharge capacity is used as the compressor 11. However, in the fifth embodiment, FIG. As described above, the variable pressure compressor 11 of the low pressure control type that controls the low pressure (suction pressure) Ps of the refrigeration cycle by changing the discharge capacity is used as the compressor 11.

  In the low-pressure control type variable displacement compressor 11 used in the fifth embodiment, the position of the valve body is changed by the balance between the electromagnetic force of the electromagnetic mechanism of the displacement control valve 110a and the low-pressure pressure Ps. The pressure in the swash plate chamber (control pressure) is controlled by this change, and the inclination angle of the swash plate is changed to continuously change the compressor discharge capacity in the range of approximately 0% to 100%.

  The control current In input to the electromagnetic mechanism of the displacement control valve 110a determines the target pressure of the low pressure Ps as shown in FIG. 17, and the target pressure of the low pressure Ps decreases as the control current In increases. It is like that.

  Accordingly, since the compressor discharge capacity changes in the increasing direction due to the increase in the control current In, the discharge capacity of the compressor 11 and thus the discharge refrigerant flow rate increase or decrease to increase or decrease the actual low pressure Ps by increasing or decreasing the control current In. The cooling capacity of the evaporator 9 can be controlled so that the blown air temperature of the evaporator 9 becomes a predetermined target blown air temperature (a temperature corresponding to the target pressure of the low pressure Ps).

  Even in the case of using such a low-pressure control type variable displacement compressor 11, the evaporator target blown air temperature TEO is determined in the same manner as in the first or second embodiment, thereby preventing the evaporator 9 from being frosted. The effect can be improved.

(Other embodiments)
In the first embodiment, the dual air conditioner type refrigeration cycle apparatus 10 in which the front seat side evaporator 9 and the rear seat side evaporator 27 are connected in parallel to the suction side of the compressor 11 has been described. Of course, the present invention can be similarly applied to a single air-conditioner type refrigeration cycle apparatus 10 in which only one evaporator 9, that is, only the front seat side evaporator 9, is connected to the suction side.

  In addition, the present invention is not limited to a vehicle air conditioner but can be applied to air conditioners in other fields.

1 is an overall configuration diagram of a vehicle air conditioner including a refrigeration cycle apparatus according to a first embodiment of the present invention. It is an operation characteristic figure in a flow control type variable capacity type compressor used in a 1st embodiment. It is a schematic block diagram of the electric control part in 1st Embodiment. It is a schematic flowchart of the whole air-conditioning control by 1st Embodiment. It is a characteristic view for the air volume level calculation by 1st Embodiment. It is a detailed flowchart which shows the specific example which calculates the evaporator target blowing air temperature in the air-conditioning control of FIG. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 1st embodiment. It is a detailed flowchart which shows the specific example which calculates the evaporator target blowing air temperature by 2nd Embodiment. It is a characteristic view for temporary evaporator target blowing air temperature calculation by a 2nd embodiment. It is a characteristic view for the compressor intermittent operation by 3rd Embodiment. It is a schematic block diagram for the electric compressor drive by 4th Embodiment. FIG. 10 is an operational characteristic diagram of a low-pressure control type variable displacement compressor according to a fifth embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Main air-conditioning unit, 8 ... Blower, 9 ... Evaporator, 11 ... Compressor, 40 ... Air-conditioning control apparatus,
41a ... temperature sensor (temperature detection means), 110 ... capacity control valve.

Claims (6)

A blower (8) for blowing air toward the passenger compartment;
An evaporator (9) disposed in a blower passage of the blower (8) for cooling air;
A compressor (11) for sucking and compressing refrigerant on the outlet side of the evaporator (9);
Temperature detecting means (41a) for detecting the temperature of air blown from the evaporator (9);
Calculation means (S107) for calculating an evaporator target blowing air temperature (TEO) which is a target value of the blowing air temperature of the evaporator (9);
Control means (S108) for controlling the operation of the compressor (11) so that the temperature detected by the temperature detection means (41a) is maintained at the evaporator target blown air temperature (TEO) ,
The calculation means (S107) calculates a temporary first evaporator target blown air temperature (TEOa1) based on at least a target blown air temperature (TAO) of the blown air into the vehicle interior, and the temporary first The evaporator target blowing air temperature (TEOa1) is calculated so as to change to the low temperature side when the target blowing air temperature (TAO) changes to the low temperature side,
Further, the calculating means (S107) calculates a temporary second evaporator target blowing air temperature (TEOa4) based on an information value related to the temperature of the vehicle window glass, and the temporary second evaporator target blowing. The air temperature (TEOa4) is calculated so as to change to the low temperature side when the temperature of the vehicle window glass changes to the low temperature side,
Further, the calculation means ( S107 ) is based on the information value related to the heat quantity (Q) of the air flowing into the evaporator (9) including at least the air volume level (BLW) of the blower (8) . 3 calculates a target evaporator outlet air temperature (TEOB), the third target evaporator outlet air temperature of the temporary (TEOB), air volume level (BLW) of the blower (8) is changed to the side of increase the When the heat quantity (Q) of the incoming air increases, it is calculated to change to the high temperature side,
Of the temporary first evaporator target blown air temperature (TEOa1) and the temporary second evaporator target blown air temperature (TEOa4) , the lower evaporator target blown air temperature is selected,
When the temporary third evaporator target blowing air temperature (TEOb) is higher than the selected lower temporary evaporator target blowing air temperature, the temporary third evaporator target blowing air temperature (TEOb). Is determined as the evaporator target blowing air temperature (TEO),
When the selected lower temporary evaporator target blown air temperature is higher than the temporary third evaporator target blown air temperature (TEOb) , the selected lower temporary evaporator target blown air temperature. A vehicle air conditioner that determines a temperature as the evaporator target blown air temperature (TEO). The calculation means (S107) calculates a temporary fourth evaporator target blowing air temperature (TEOa2) based on the outside air temperature (Tam), and calculates the temporary fourth evaporator target blowing air temperature (TEOa2). When the outside air temperature (Tam) changes to the high temperature side, it is calculated to change to the high temperature side,
The calculating means (S107) calculates a temporary fifth evaporator target blowing air temperature (TEOa3) based on the vehicle interior relative humidity (RHr), and also calculates the temporary fifth evaporator target blowing air temperature (TEOa3). TEOa3) is calculated so as to change to the low temperature side when the vehicle interior relative humidity (RHr) changes to the increase side,
The temporary first evaporator target blown air temperature (TEOa1), the temporary second evaporator target blown air temperature (TEOa4), the temporary fourth evaporator target blown air temperature (TEOa2), and the temporary fifth The vehicle air conditioner according to claim 1, wherein the lowest temperature among the evaporator target blown air temperatures (TEOa3) is selected as the lower temporary evaporator target blown air temperature. The compressor (11) is a variable capacity compressor capable of adjusting a discharge capacity,
The vehicle air conditioner according to claim 1 or 2 , wherein the control means (S108) controls a discharge capacity of the variable capacity compressor (11). The compressor (11) is a fixed capacity compressor that always operates with a constant discharge capacity,
The vehicle air conditioner according to claim 1 or 2 , wherein the control means (S108) is configured to intermittently control the operation of the fixed capacity compressor (11). The compressor (11) is an electric compressor whose rotation speed is adjustable,
The vehicle air conditioner according to claim 1 or 2 , wherein the control means (S108) controls the rotational speed of the electric compressor (11). The blower (8) is adapted to suck and blow at least one of inside air or outside air,
In the inside air mode for sucking in the inside air, the calculation means (S107) uses the temperature of the inside air in addition to the air volume level (BLW) of the blower (8) as an information value related to the heat quantity (Q) of the inflowing air. And the humidity of the inside air,
When the provisional third evaporator target blown air temperature (TEOb) is changed to a side where the air volume level (BLW), the temperature of the inside air, and the humidity of the inside air are increased to the amount of heat (Q) of the inflowing air, the temperature is increased. Calculated to change,
Further, in the outside air mode for sucking in the outside air, the calculation means (S107) uses the outside air as the information value related to the heat quantity (Q) of the inflow air in addition to the air volume level (BLW) of the blower (8). Temperature and humidity of the outside air,
The temporary third evaporator target blown air temperature (TEOb) is set so that the air volume level (BLW) of the blower (8), the temperature of the outside air, and the humidity of the outside air are increased to the heat quantity (Q) of the inflowing air. changing the air-conditioning system according to the calculated one any one of claims 1 to 5, characterized in that to vary the high temperature side.

Images