JP5487843B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that suppresses odor from a vehicle interior heat exchanger after parking.

  Conventionally, as a vehicle air conditioner described in Patent Document 1, there is one that prevents a dry odor by controlling the temperature of an evaporator within a predetermined range. This is to achieve both the power saving effect of a compressor drive source such as a vehicle engine and the comfort by preventing the generation of odor.

  According to the description of Patent Document 1, the odor generation in the evaporator blow-off air is started when the adhering odor component is released from the fin surface of the evaporator immediately before the condensed water on the evaporator surface is dried, And odor intensity | strength increases gradually with progress of time.

  The timing of odor generation in the evaporator blowout air coincides with the time when the evaporator blowout temperature temporarily decreases. Therefore, the configuration of Patent Document 1 is a temporary temperature drop of the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries in the process of increasing the evaporator outlet temperature to the high temperature side when the compressor is stopped. Judgment is made and the compressor is restarted.

  Specifically, when the compressor is stopped, in the process where the degree of cooling of the evaporator rises to the high temperature side, a temporary decrease in the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries out occurs. Detect this and restart the compressor.

  By this restarting, the cooling action by the refrigerant evaporative latent heat of the evaporator is resumed, and condensed water is generated again immediately after the start of the temporary lowering of the blowing temperature to wet the fin surface of the evaporator. As a result, it is possible to prevent the odor component from separating from the fin surface of the evaporator, and to prevent the generation of odor.

  Patent Document 2 describes a technique of using a commercial power source or power generation of a solar cell for charging a battery in an electric vehicle. More specifically, the solar cell, the battery to which the solar cell is connected, and the connection point between the solar cell and the battery are connected so that the DC side terminal is connected and the AC side terminal is connected to the grid. During charging the battery, the charging current is controlled to a predetermined value, and the bidirectional converter is controlled so that the solar cell power becomes the maximum output.

JP 2001-130247 A Japanese Patent Laid-Open No. 5-146094

  According to the technique of the above-mentioned Patent Document 1, the odor accumulated in the air conditioning duct housing the evaporator (vehicle interior heat exchanger) is blown out into the vehicle interior when the air conditioning control of the vehicle air conditioner is started after parking. There was a problem of being.

  In other words, in the conventional vehicle air conditioner, when the air conditioning operation is started and the blower blows into the passenger compartment when the occupant gets on, the condensed water is regenerated due to the restart of the compressor. In time, air containing scented moisture trapped in the air conditioning case in the early stage of blowing may be blown out toward the passenger compartment at the start of air conditioning.

  In addition, as for the power source of the vehicle, especially when parking, sufficient power of the remaining battery, power of the solar cell mounted on the vehicle or building, power from the commercial power source, etc. can be used. There is a problem of not being able to use it actively.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to dry the vehicle interior heat exchanger while parking while preventing the battery from running out. Accordingly, an object of the present invention is to provide a vehicle air conditioner capable of suppressing the generation of odors at the start of air conditioning and bacterial growth.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, the battery (102) and the external power supply introduction means (105) for receiving the supply of electric power from outside the vehicle are mounted on the vehicle and the cooling medium flows through the heat exchange medium. In the vehicle air conditioner (100) provided with the vehicle interior heat exchanger (7) in the air conditioning case (10), the vehicle interior heat exchanger (7 ) Using an electric power from outside the vehicle to blow air to the vehicle interior heat exchanger (7), and a blower provided in the air conditioning case (10) for executing the vehicle interior heat exchanger drying control ( 14) and estimation means for stopping the blower (14) by estimating that the odor of the vehicle interior heat exchanger has substantially disappeared due to the start of ventilation (steps S46 and S47, 76 and 77, and 86 and 87). Special features It is set to.

According to the present invention, since the blower (14) in the air conditioning case (10) is operated using the electric power from outside the vehicle , there is no worry about running out of the battery, and the vehicle interior heat exchanger (7) is installed during parking. It can be sufficiently dried. As a result, it is possible to prevent the wind containing odorous moisture from blowing out at the start of air conditioning after parking. In addition, since it is possible to suppress the growth of bacteria during parking, it is possible to alleviate the dirt in the vehicle interior heat exchanger (7), further reduce the cause of odors, and heat exchange in the vehicle interior. Corrosion of the vessel (7) can be suppressed, and the life of the vehicle air conditioner can be extended.

In the invention according to claim 2 , the estimating means (steps S46 and S47, 76 and 77, and 86 and 87) is a vehicle interior heat exchanger (in the vehicle interior heat exchanger (7)). 7) It is characterized by comprising time determining means (step S46) for determining the blowing time determined according to the state affecting the drying.

  According to the present invention, the vehicle interior heat is generated only during the ventilation time determined according to the state of the air flowing upstream of the vehicle interior heat exchanger (7), which affects the drying of the vehicle interior heat exchanger (7). Since the blower (14) blows air to the vehicle interior heat exchanger (7) in order to dry the exchanger (7), the vehicle interior heat exchanger (7) can be reliably dried with minimum power. .

The invention according to claim 3 is characterized in that the air state includes a humidity detected by an air humidity sensor (461) and a temperature detected by a temperature sensor (41).

  According to the present invention, it is possible to accurately determine the blowing time required for drying based on the humidity and temperature of the air flowing upstream of the vehicle interior heat exchanger (7).

In the invention according to claim 4 , the estimating means (steps 76 and 77 and 86 and 87) is a sensor (44, 45, 46, 47, 48) for detecting the dry state of the air downstream of the vehicle interior heat exchanger. And 49) based on the detected value, it is estimated that the smell of the vehicle interior heat exchanger has substantially disappeared, and the blower (14) is stopped.

  According to this invention, the estimation means (steps 76 and 77 and 86 and 87) detects that the odor does not matter even if the wind passing through the vehicle interior heat exchanger (7) is blown into the vehicle interior. Since it determines based on the detected value of (44, 45, 46, 47, 48, and 49), it can dry more correctly.

The invention according to claim 5 is characterized in that the detected value of the sensors (47, 48, and 49) is air humidity (RHW) on the downstream side of the vehicle interior heat exchanger.

  According to the present invention, it is possible to estimate that the odor of the vehicle interior heat exchanger (7) has substantially disappeared from the detected value consisting of the humidity (RHW) of air.

In the invention according to claim 6 , the vehicle interior heat exchanger drying control is performed when the vehicle interior heat exchanger (7) has condensed during the most recent air conditioning period, and condensation determination means (S 43, S 53, S 73 and S 83) It is characterized in that it is performed when it is determined.

  According to the present invention, when it is not the time when it is determined that the vehicle interior heat exchanger has dewed during the most recent air conditioning period, it is not necessary to perform the vehicle interior heat exchanger drying control, thereby eliminating waste of blower power. I can do it.

In the invention described in claim 7 , the interior heat exchanger drying control is performed when the occupant absence determination means (S42, S52, S72, and S82) determines that no occupant is present in the vehicle interior. Yes.

  According to the present invention, a smell is generated when the vehicle interior heat exchanger is dried, but the vehicle interior heat exchanger drying control is performed when it is determined that no passenger is present in the vehicle interior. This can prevent discomfort.

In the invention according to claim 8 , the inside / outside air switching for switching between the inside air circulation mode for taking in and circulating the air inside the vehicle and the outside air introduction mode for introducing the air outside the vehicle to the upstream side of the vehicle interior heat exchanger. The vehicle interior heat exchanger drying control includes a prediction means for predicting the switching state of the inside / outside air switching means (13) that is predicted to end early in the vehicle interior heat exchanger drying control. The vehicle interior heat exchanger drying control is performed in the inside air circulation mode or the outside air introduction mode determined by the prediction means.

  According to the present invention, the interior heat exchanger drying control is executed in the switching state of the inside / outside air switching means that is predicted to end early in the interior heat exchanger, so that the power used for drying is reduced. It is possible to save power and to secure the durability of the blower.

The invention according to claim 9 is characterized in that the predicting means predicts and determines one of the inside air circulation mode and the outside air introduction mode based on the humidity and temperature of the air upstream of the vehicle interior heat exchanger. It is said.

  According to the present invention, it is possible to select the inside / outside air switching mode in which drying ends quickly based on the humidity and temperature of the air upstream of the vehicle interior heat exchanger, for example, the outside air temperature and the outside air humidity.

In the invention according to claim 10, when the battery (102) of the vehicle is not rapidly charged by the electric power from the outside of the vehicle, the fan (14) is driven by the electric power from the outside of the vehicle to dry the heat exchanger in the vehicle interior. Control is performed, and the vehicle interior heat exchanger drying control is not performed when the battery is rapidly charged.

  According to the present invention, it is highly possible that the occupant resumes the operation in a short time during the quick charge, and considering that the odor remains in the passenger compartment when the passenger compartment heat exchanger (7) is dried, In such a case, the vehicle interior heat exchanger (7) can be prevented from drying.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic diagram which shows schematic structure of the vehicle air conditioner in 1st Embodiment of this invention, and a power supply system. It is a block diagram which shows the structure around the air-conditioning control apparatus of the said vehicle air conditioner in the said embodiment. It is the flowchart which showed the basic air-conditioning control processing by the said air-conditioning control apparatus in the said embodiment. It is a flowchart which shows the detail of the blower voltage determination in the said embodiment, and the drying control of an evaporator. It is a flowchart which shows the detail of the suction inlet mode determination process in the said embodiment. It is a flowchart which shows the detail of the water pump operation | movement determination process in the said embodiment. It is a flowchart which shows the detail of the blower voltage determination in the 2nd Embodiment of this invention, and the drying control of an evaporator. It is a flowchart which shows the detail of the blower voltage determination in the 3rd Embodiment of this invention, and the drying control of an evaporator.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also a combination of the embodiments even if they are not clearly shown unless there is a problem with the combination. It is also possible.

(First embodiment)
The first embodiment will be described below with reference to FIGS. 1st Embodiment demonstrates the example which applied the vehicle air conditioner 100 of FIG. 1 to the air conditioner for hybrid vehicles. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 100 and a power supply system. FIG. 2 is a block diagram showing a configuration around the air conditioning control device of the vehicle air conditioning device 100.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that explodes and burns liquid fuel such as gasoline to generate power, a vehicle-mounted load 101 that includes a motor function for driving assistance and a generator function, and an illustration of the vehicle-mounted load 101. A running assist motor generator, an engine electronic control device 60 (hereinafter also referred to as an engine ECU 60) for controlling the amount of fuel supplied to the engine 30, ignition timing, and the like, and the motor generator in the in-vehicle electric load 101 And a battery 102 for supplying electric power to the engine ECU 60 and the like.

  The hybrid vehicle also includes a hybrid electronic control unit 70 (hereinafter also referred to as a hybrid ECU 70) that outputs a control signal to the engine ECU 60. The hybrid ECU 70 has a function of executing drive source switching control as to which of the motor generator and the engine 30 is transmitted to the drive wheels.

  In addition, a battery ECU 103 that controls charging / discharging of the battery 102 and manages the remaining capacity of the battery 102 is provided. The battery ECU 103 includes a charging device for charging electric power consumed by air conditioning in the vehicle interior or traveling.

  For the battery 102, for example, a nickel metal hydride battery or a lithium ion battery is used. The in-vehicle power supply device 104 including the battery 102 and the battery ECU 103 is a power supply composed of an outlet and a plug or a coupler using electromagnetic induction for connection to a table lamp or a commercial power source (household power source) as a power supply source. Coupler 105 is provided. In the present invention, when simply referred to as a power feeding coupler, it indicates one or both of a coupler comprising an outlet and a plug and an electromagnetic induction type coupler.

  Any one of these power feeding couplers 105 constitutes an external power supply introducing means according to the present invention. The battery 102 can be charged by connecting a commercial power source 106 or a solar cell 107 serving as a power supply source to the power feeding coupler 105.

  Note that the solar battery 107 is installed on the roof of a building such as a garage. Reference numeral 108 denotes a bidirectional converter disclosed in Patent Document 2. A dedicated battery is provided in the vehicle-mounted solar cell 109 separately from the vehicle-mounted battery 102, and the power of the vehicle-mounted solar cell 109 from the dedicated battery is supplied from switch means and converter means (electromagnetic switch and DC) (not shown) in the vehicle-mounted power supply device. It can be supplied to the indoor blower 14 serving as a blower via a DC converter. The in-vehicle solar cell 109 is installed on the ceiling of the vehicle. In the present invention, when it is simply referred to as a solar cell, it indicates either one or both of the solar cell 107 and the in-vehicle solar cell 109.

Specifically, the hybrid vehicle performs the following control.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery 102 is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, or traveling at high speed is heavy, the motor generator is caused to function as an electric motor, and is generated in the motor generator in addition to the driving force generated by the engine 30. The generated driving force is transmitted to the driving wheel (hybrid traveling mode).
(4) When the remaining charge of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator, and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is converted into electric power. Communicate to the machine.

  Next, the vehicle air conditioner 100 of FIG. 1 is an apparatus that can perform an air conditioning operation in the vehicle interior, and drives the indoor blower (also referred to as a blower) 14 with electric power via the in-vehicle power supply device 104 during parking. It is possible to blow.

  As shown in FIG. 1, the vehicle air conditioner 100 includes an air conditioner case 10 that forms an air passage 10 a that guides conditioned air into the vehicle interior, an indoor blower 14 that serves as a blowing means for generating an air flow in the air conditioner case 10, A refrigeration cycle 1 for cooling the air flowing in the air conditioning case 10, a cooling water circuit 31 for heating the air flowing in the air conditioning case 10, and an air conditioner electronic control unit 50 (hereinafter also referred to as an air conditioner ECU 50) are provided. .

  The air conditioning case 10 is provided in the vicinity of the front of the passenger compartment of the hybrid vehicle. The most upstream side of the air conditioning case 10 is a portion constituting an inside / outside air switching box, and an inside air inlet 11 for taking in air in the vehicle interior (hereinafter also referred to as inside air) and air outside the vehicle compartment (hereinafter also referred to as outside air). The outside air inlet 12 for taking in is formed.

  An inside / outside air switching door 13 is rotatably provided inside the inside air suction port 11 and the outside air suction port 12. This inside / outside air switching door 13 is driven by an actuator such as a servo motor, and constitutes inside / outside air switching means for switching the suction port mode to the inside air circulation mode, the outside air introduction mode, or the like.

  The most downstream side of the air-conditioning case 10 is a part constituting the air outlet, and a defroster opening, a face opening, and a foot opening are formed. A defroster duct 23 is connected to the defroster opening, and a defroster outlet 18 that blows mainly hot air toward the inner surface of the front window glass of the vehicle is opened at the most downstream end of the defroster duct 23. ing.

  A face duct 24 is connected to the face opening, and a face air outlet 19 that blows mainly cool air toward the head and chest of the occupant is opened at the most downstream end of the face duct 24. Further, a foot duct 25 is connected to the foot opening, and a foot air outlet 20 that blows mainly warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 25.

  Two outlet switching doors 21 and 22 are rotatably attached to the inside of each outlet 18, 19, and 20. The two outlet switching doors 21 and 22 are each driven by an actuator such as a servo motor, and the outlet mode can be switched to any one of a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode. It is.

  The indoor blower 14 includes a blower case, a fan 16, and a DC motor (also referred to as a blower motor) 15, and the rotational speed of the DC motor 15 is determined according to the voltage applied to the DC motor 15. That is, the amount of air blown from the indoor blower 14 is controlled by controlling the voltage applied to the DC motor 15 based on the control signal from the air conditioner ECU 50.

  A refrigeration cycle 1 in FIG. 1 includes a compressor 2 that compresses refrigerant by controlling the number of revolutions by an inverter 80, a condenser 3 that condenses and liquefies the compressed refrigerant, and a liquid refrigerant that gas-liquid separates the condensed and liquefied refrigerant. A gas-liquid separator 5 that flows only downstream, an expansion valve 6 that decompresses and expands the liquid refrigerant, an evaporator 7 that evaporates the decompressed and expanded refrigerant, and a refrigerant pipe that connects these in an annular shape.

  The air passage 10a in the air conditioning case 10 on the downstream side of the blower air with respect to the indoor blower 14 is an example of the evaporator 7 (an example of a cooling interior heat exchanger for cooling) in order from the upstream side to the downstream side. Also referred to as an evaporator), an air mix door 17 and a heater core 34 are arranged.

  The compressor 2 is driven by a built-in electric motor, can be controlled in rotational speed, and can change the refrigerant discharge flow rate according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 80, and the rotational speed of the internal electric motor is controlled. The inverter 80 is supplied with DC power from the vehicle-mounted battery 102 and is controlled by the air conditioner ECU 50.

  The condenser 3 is provided in a place where it is easy to receive traveling wind generated when a vehicle such as an engine compartment travels. The condenser 3 is an outdoor that exchanges heat between the refrigerant flowing inside and the outside air blown by the outdoor fan 4 and the traveling wind and the refrigerant. It is a heat exchanger.

  The cooling water circuit 31 is a circuit that circulates the cooling water warmed by the water jacket of the engine 30 by the electric water pump 32, and has a radiator, a thermostat (none of which are shown), and a heater core 34.

  In the heater core 34, cooling water (heat exchange medium) that has cooled the engine 30 flows therein, and the air flowing through the air conditioning case 10 is reheated using the cooling water as a heat source for heating.

  The water temperature sensor 33 is temperature detection means for detecting the water temperature TW (FIG. 2) of the cooling water flowing through the cooling water circuit 31. The signal detected by the water temperature sensor 33 is input to the air conditioner ECU 50 in FIG.

  The evaporator 7 in FIG. 1 is arranged so as to cross the entire air passage immediately after the indoor blower 14, and allows all the air blown out from the indoor blower 14 to pass therethrough. The evaporator 7 performs an air cooling action for cooling the air by performing heat exchange between the refrigerant (heat exchange medium) flowing inside and the air flowing through the air passage 10a, and dehumidifying the air passing through the evaporator 7 Has a function.

  An air mix door 17 capable of adjusting the air volume ratio between the air passing through the heater core 34 and the air bypassing the heater core 34 is provided in the ventilation path downstream of the evaporator 7 and upstream of the heater core 34.

  The air mix door 17 changes the position of the door body by an actuator or the like and closes a part of the passage downstream of the evaporator 7 in the air conditioning case 10 to adjust the temperature of air blown out into the vehicle interior. Temperature adjusting means.

  The refrigerant pressure sensor 43 in the refrigeration cycle 1 of FIG. 1 is provided in the flow path on the high pressure side of the refrigeration cycle 1, and is the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2 (FIG. 2). ) Is detected.

  The evaporator temperature sensor 44 is a temperature detecting means for detecting the evaporator temperature TE (one of temperature information related to the evaporator 7) in FIG. 2, which is the temperature at a predetermined location in the evaporator 7 (fin temperature in this embodiment). is there.

  The evaporator upstream air temperature sensor 45 detects the evaporator upstream temperature TU (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature upstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means.

  The evaporator downstream air temperature sensor 46 detects the evaporator downstream temperature TL (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature downstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means. Signals detected by each of the evaporator temperature sensor 44, the evaporator upstream air temperature sensor 45, and the evaporator downstream air temperature sensor 46 are input to the air conditioner control ECU 50 in FIG.

  A detection device 110 is provided near the inner surface of the front window 49a in the vehicle interior of FIG. 1, and a humidity sensor 47 that can detect typical humidity and temperature of air near the inner surface of the front window 49a in the detection device 110, An air temperature sensor 48 and a glass temperature detection temperature sensor 49 (also referred to as a window temperature sensor 49) are provided. The humidity sensor 47 is of a capacitance change type in which the dielectric constant of the moisture sensitive film changes according to the relative humidity of the air, whereby the capacitance changes according to the relative humidity of the air.

The air conditioner ECU 50 calculates the relative humidity RH of the vehicle interior air near the front window based on the output value of the humidity sensor 47. That is, the air conditioner ECU 50 stores in advance a predetermined arithmetic expression for converting the output value of the humidity sensor 47 into the relative humidity RH, and by applying the output value of the humidity sensor 47 to this arithmetic expression, the relative humidity RH is calculated. The following formula 1 is a specific example of this humidity calculation formula.
(Formula 1)
RH = αV + β
However, V is an output value of the humidity sensor 47, α is a control coefficient, and β is a constant.

  Next, the air conditioner ECU 50 calculates the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance. Further, the window glass surface relative humidity RHW is calculated based on the relative humidity RH and the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. This is disclosed in detail in Japanese Patent Application Laid-Open No. 2007-8449.

  The air conditioner ECU 50 shown in FIG. 2 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment, and includes a microcomputer (not shown). The air conditioner ECU 50 includes signals from various switches on an operation panel 51 provided in the front of the vehicle interior, an inside air sensor 40, an outside air sensor 41, a solar radiation sensor 42, a refrigerant pressure sensor 43, an evaporator temperature sensor 44, an evaporator. An upstream air temperature sensor 45, an evaporator downstream air temperature sensor 46, a water temperature sensor 33, a humidity sensor 47, an air temperature sensor 48, an input circuit for receiving sensor signals from the window temperature sensor 49, and the like, and output signals to various actuators Output circuit.

  A microcomputer (not shown) in the air conditioner ECU 50 includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is transmitted from the operation panel 51 or the like. Performs calculations based on the operating instructions.

  Further, the air conditioner ECU 50 calculates the capacity of the compressor 2 and the like. The air conditioner ECU 50 outputs a control signal to the inverter 80 based on the calculation result, and the discharge flow rate of the compressor 2 is controlled by the inverter 80.

  Further, by operating the operation panel 51, operation signals such as operation, stop, and set temperature of the air conditioner are input to the air conditioner ECU 50, and detection signals of various sensors are input. The air conditioner ECU 50 communicates with the engine ECU 60, the hybrid ECU 70, and the like shown in FIG.

  Based on various calculation results, the operation of each device such as the indoor blower 14, the outdoor fan 4, the air mix door 17, the water pump 32, the inside / outside air switching door 13, and the outlet switching doors 21 and 22 is controlled. To do.

  FIG. 3 is a flowchart showing basic control processing by the air conditioner ECU 50. When the basic control process of FIG. 3 is started, the air conditioner ECU 50 executes processes related to the following steps. Note that the processing from step S2 to step S10 is performed once every 250 ms.

(Initialization)
First, at step S1, parameters and the like stored in a RAM or the like in the air conditioner ECU 50 are initialized.

(Read switch signal)
Next, in step S2, various switch signals from the operation panel 51 and the like are read.

(Read sensor signal)
Next, in step S3, signals from various sensors are read.

(TAO calculation basic control)
Next, in step S4, the target blowout temperature TAO of the air blown into the vehicle interior is calculated using the following formula 2 stored in the ROM.

(Formula 2)
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 40 in FIG. 2, Tam is the outside air temperature detected by the outside air sensor 41, and Ts is the solar radiation sensor. The amount of solar radiation detected at 42.

  Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17 of FIG. 1, the control value of the rotation speed of the water pump 32, etc. are calculated by the signal from this TAO and the above-mentioned various sensors.

(Air mix door opening determination)
Next, in step S5 of FIG. 3, the opening degree of the air mix door 17 is determined using the following mathematical formula 3 stored in the ROM.

(Formula 3)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
In Equation 3, TE is the evaporator temperature (evaporator fin temperature) detected by the evaporator temperature sensor 44 in FIG. 1, and TW is the cooling water temperature detected by the water temperature sensor 33.

(Blower voltage determination and evaporator drying control)
Next, blower voltage determination and evaporator 7 drying control in step S6 of FIG. 3 are performed. Specifically, step S6 is executed according to FIG. FIG. 4 is a flowchart showing details of blower voltage determination and evaporator 7 drying control in step S6 of FIG. This blower voltage is a voltage applied to the indoor blower 14 driven by the power from the in-vehicle power supply device 104 of FIG. 1, and in this first embodiment, the commercial power supply 106 serving as an external power supply or the solar on the building The power from the battery 107 is used.

  As shown in FIG. 4, when control is started, it is determined in step S40 whether or not an ignition switch (hereinafter also referred to as an IG switch) has shifted from ON to OFF. That is, if the IG switch is in a state where it is switched from ON to OFF, it is determined that the vehicle is parked. The IG switch is also referred to as a main switch or an operation switch for starting operation in the case of a pure electric vehicle having no engine and traveling only by a motor.

  At this time, if it is determined that the IG switch is in the ON state and the vehicle is not parked (NO), there is a high possibility that the occupant will be in the air conditioning operation while riding, and the blower voltage is stored in the ROM in advance as shown in step S41. It is determined according to a well-known map representing the relationship between the stored target blowing temperature TAO and the blower voltage. Then, the blower voltage determination control in step S6 is terminated. This map can be determined in consideration of an appropriate blower voltage for the target blowing temperature TAO.

  If it is determined in step S40 that the IG switch is in the OFF state, a predetermined time (in this case, 5 minutes) elapses after the vehicle door is once closed and then closed in step S42 which constitutes occupant absence determination means. It is determined whether or not. A seat switch signal for sensing the weight of the passenger may be used in combination.

  With this determination, it is possible to detect that there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it is possible to reliably detect the absence of an occupant by confirming the elapse of 5 minutes after closing.

  In other words, the possibility that the occupant is in the vehicle is reduced because the door is opened and closed, but just in case, the odor during the drying of the evaporator 7 in FIG. We are careful not to be uncomfortable.

  For this reason, even if the odor generated during the drying of the evaporator 7 subsequently flows out into the vehicle, no unpleasant feeling is given to the person. The occupant absence determination in step S42 is repeated until it is determined that the predetermined time (5 minutes) has elapsed.

  And when it determines with the said predetermined time having passed, in step S43 which comprises a condensation determination means, in order to determine whether the evaporator 7 may have condensed before parking, the nearest IG switch is set. In the ON state, condensation determination is performed to determine whether or not the ON time (operation time) of the compressor (also referred to as a compressor) 2 in FIG. 1 exceeds a predetermined time (here, 5 minutes).

  With this dew condensation determination, it can be determined whether or not there is a possibility that the evaporator 7 has dewed before parking. If it is determined in step S43 that the ON time is within 5 minutes, it is determined that the evaporator 7 is dry, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the evaporator 7 are performed. End the drying control.

  That is, the indoor blower 14 is not operated, and the evaporator 7 drying operation is not performed. Thus, when it is determined that the evaporator 7 is already dry, power can be saved by not performing the evaporator 7 drying control.

  If it is determined in step S43 that the ON time exceeds 5 minutes, is there a power supply from an external power source such as an outlet (for example, a power supply state by a plug-in using the power supply coupler 105 of FIG. 1)? It is determined whether or not (step S44).

  If it is determined in step S44 that there is no power supply from the outside, taking into account power shortage such as battery rising, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the drying control of the evaporator 7 are performed. Exit. That is, the indoor blower 14 is not operated, and the evaporator 7 is not dried.

  On the other hand, if it is determined in step S44 that there is an external power supply, there is no concern about the battery running out, so in step S45 the blower voltage is determined to be 6 V, which is about half the battery voltage. 6V is applied to the DC motor 15 of the blower 14 for use.

  As a result, the indoor blower 14 blows air of a medium level corresponding to 6V to the evaporator 7 and the drying control is started. When the battery ECU 103 in FIG. 1 determines that the vehicle is being rapidly charged with an external power source (the commercial power source 106 or the solar battery 107 in FIG. 1), the occupant resumes the driving operation in a short time. When the drying operation of the evaporator 7 is performed, the odor generated from the evaporator 7 remains in the vehicle interior, or the temperature in the vehicle interior decreases due to the intake of outside air. I do not do it.

  Next, in step S46, a predetermined time is determined as a function of the outside air temperature Tam detected by the outside air sensor 41 in FIG. 2 and the outside air humidity detected by the outside air humidity sensor 461. This predetermined time is a drying time estimated that the evaporator 7 will be sufficiently dried if the indoor blower 14 of FIG. 1 is rotated for this time.

  For example, when the current outside air temperature is −3 ° C. and the outside air humidity is 50%, 20 minutes is set as the predetermined time. When the outside air temperature is −3 ° C. and the outside air humidity is 90%, 30 minutes is set as the predetermined time. In other words, in step S46, it is predicted how many minutes it takes to reach a level at which the odor from the evaporator 7 is not felt. The higher the outside temperature, the shorter the drying time, and the lower the humidity, the shorter the drying time.

  Note that the map used in step S46 shows only characteristic curves of 50% and 90% of outside air humidity, but the actual map has a large number of characteristic curves from 50% to 90%. That is, the map described in step S46 is illustrated with the portion between the outside air humidity 50% and the outside air humidity 90% omitted.

  Thus, the predetermined time when the outside air temperature is 3 ° C. and the outside air humidity is 80% is about 22 minutes. In order to reduce the amount of memory for storing the map, the number of characteristic curves may be reduced, and the predetermined time may be obtained from the outside air temperature and the outside air humidity by complementary calculation.

  Next, whether or not a predetermined time (the predetermined time obtained in step S46, that is, the function value of the outside air temperature and the outside air humidity = f (outside air temperature, humidity)) has elapsed since the start of the drying operation of the evaporator 7 in step S47. judge.

  After it is determined in step S47 that the predetermined time has elapsed, the evaporator 7 drying control end flag is set. Then, in step S48, the blower voltage is set to 0 volts, the blowing is stopped, and the drying is finished. If the predetermined time has not elapsed in step S47, the process returns to step S45.

(Suction port mode decision)
Next, a suction port mode determination process in step S7 of FIG. 3 is performed. Specifically, this step S7 is executed according to FIG. 5, and the inlet mode is determined based on the target outlet temperature TAO and the presence or absence of the evaporator 7 drying control.

  FIG. 5 is a flowchart showing details of the suction port mode determination process in step S7 of FIG. Steps S50, S52, S53, and S54 in FIG. 5 are the same as steps S40, S42, S43, and S44 in FIG.

  When step S7 in FIG. 5 starts, it is determined in step S50 whether or not the IG switch has shifted from ON to OFF. At this time, if the IG switch has shifted from ON to OFF, it is determined that parking has started. At this time, when it is determined that the IG switch is in the ON state and the vehicle is not parked (NO), there is a high possibility that the occupant performs the air-conditioning operation (operation of the compressor 2 in FIG. 1) while on the vehicle.

  Therefore, at this time, as shown in step S51, it is determined whether or not the current control is in the auto mode. When the current mode is not the auto mode but the manual mode, the outside air introduction is performed in step S55 according to the input signal by the occupant's operation. Either the inside air circulation mode (REC) with a rate of 0% or the outside air introduction mode (FRS) with an outside air introduction rate of 100% is determined.

  If it is determined in step S51 that the mode is the auto mode, in step S56, the suction port mode is determined according to a map representing the relationship between the target outlet temperature TAO and the suction port mode stored in advance in the ROM.

  If it is determined in step S50 that the IG switch is OFF, a predetermined time (here, 5 minutes) has elapsed after the vehicle door is once opened and closed in step S52, which constitutes occupant absence determination means. It is determined whether or not. By this determination, it is possible to detect that there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it is possible to reliably detect the absence of an occupant by confirming the elapse of 5 minutes after closing.

  If it is determined that the predetermined time has passed, the ON time (operating time) of the compressor 2 in FIG. 1 when the latest IG switch is ON is set to a predetermined time (here, in step S53 forming the dew condensation determination means). Then, it is determined whether or not it exceeds 5 minutes.

  This determination makes it possible to determine whether or not the evaporator 7 may have condensed before parking. If it is determined in step S53 that it is within 5 minutes, the determination is NO, and it is determined that the evaporator 7 is dry. Then, the process proceeds to step S591, and the intake air mode is determined by determining the outside air introduction rate to 100% outside air introduction mode. End control.

  If it is determined in step S53 that it has exceeded 5 minutes, whether or not there is power supply from an external power source such as an outlet in the next step S54 (for example, power supply by plug-in using the power supply coupler 105 of FIG. 1). Whether it is in a state) or not.

  If it is determined in step S54 that there is no external power supply, power shortage such as battery rising is taken into consideration, the process proceeds to step S591, the outside air introduction rate is determined to be the 100% outside air introduction mode, and the inlet mode determination control is performed. finish.

  In step S54, if it is found from the information from the battery ECU 103 that the vehicle is being rapidly charged, the evaporator 7 is likely to resume the driving operation in a short time. When the drying operation is performed, the odor generated from the evaporator 7 remains in the vehicle interior, or the temperature in the vehicle interior decreases due to the intake of outside air. Therefore, the drying operation of the evaporator 7 is not performed. Therefore, the outside air introduction rate in this case is controlled to 100% outside air introduction rate in step S591.

  If the vehicle is not rapidly charged in step S54 and power is supplied from an external power source such as the commercial power source 106 in FIG. 1 or the solar cell 107 on the building, the process proceeds to step S58.

  In this step S58, considering that the evaporator 7 dries faster when the outside air is introduced as the outside air temperature is higher and the outside air humidity is lower, the evaporator drying time is set to the inside air circulation mode side. It is determined whether it is shorter in terms of time or shorter in the outside air introduction mode side.

  That is, using the map described in step S58 of FIG. 5, the outside air introduction rate is determined based on the relationship between the outside air temperature and the outside air humidity. Then, the process proceeds to step S59. In this step S59, it is determined whether or not the evaporator drying control is finished. If it is judged that the evaporator drying control is finished, the outside air introduction rate is set to 100% (set to the outside air introduction mode) in step S591.

  As described above, by setting the outside air introduction mode after the end of the evaporator drying control, the moisture remaining in the passenger compartment is easily discharged to the outside air. At this time, even if the blower air volume is zero, it is difficult for the moisture to be accumulated by setting the outside air introduction mode. In step S59, whether or not the evaporator drying control is finished is determined by whether or not the evaporator drying control end flag in step S47 in FIG. 4 is set.

(Air outlet mode decision)
Next, in step S8 of FIG. 3, the air outlet mode corresponding to the target air outlet temperature TAO is determined from a map stored in the ROM as is well known. Specifically, when the target outlet temperature TAO is high, the foot mode is selected, and the bi-level mode is selected in the order of the face mode as the target outlet temperature TAO decreases.

(Determination of compressor speed, etc.)
Next, determination of the rotation speed of the compressor 2 of FIG. 1 is performed at step S9 of FIG. As described above, when the evaporator 7 drying control with the IG switch OFF is executed, the compressor 2 is not rotating and the refrigerant serving as the heat exchange medium does not flow through the evaporator 7.

  The operating state of the compressor 2 is determined when the IG switch is ON and the air conditioner switch in the operation panel 51 of FIG. 2 is ON. The air conditioner ECU 50 in FIG. 2 determines the number of rotations of the compressor 2 as is well-known based on the evaporator temperature TE that is a detection value of the evaporator temperature sensor 44.

  Specifically, the rotational speed of the compressor 2 corresponding to the evaporator temperature TE is calculated and determined according to a map stored in advance in the ROM. In step S11 of FIG. 3, the air conditioner ECU 50 transmits a control signal for controlling the compressor 2 to the determined rotational speed to the inverter 80 of FIG. 1. The inverter 80 controls the rotational speed of the multiphase AC motor in the compressor 2 based on the transmitted control signal.

(Determination of water pump operation)
Next, the water pump operation determination process in step S10 of FIG. 3 is performed. This step S10 is specifically executed according to FIG. FIG. 6 is a flowchart showing details of the water pump operation determination process in step S10 of FIG.

  As shown in FIG. 6, when step S10 in FIG. 3 starts, it is determined in step S60 in FIG. 6 whether the coolant temperature TW detected by the water temperature sensor 33 in FIG. 2 is higher than the evaporator temperature TE. . If it is determined that the water temperature TW is equal to or lower than the evaporator temperature TE, the water pump 32 of FIG. 1 is determined to be OFF in step S61, and step S10 of FIG. 3 is terminated.

  If it is determined in step S60 of FIG. 6 that the water temperature TW is higher than the evaporator temperature TE, it is determined in step S62 whether or not the indoor blower 14 is in the ON state (operation). If the indoor blower 14 is not turned on, the process proceeds to step S61, the water pump 32 is determined to be turned off, and step S10 in FIG. 3 is terminated.

  If it is the state which turns on the indoor blower 14 in step S62, it will progress to step S63, will determine ON of the water pump 32, and will complete | finish step S10. As described above, the air conditioner ECU 50 determines the operation of the electric water pump 32 of FIG. 1 according to the coolant temperature TW, the evaporator temperature TE, and the operation and stop of the indoor blower 14. Thus, the heater core 34 is heated using the waste heat of the engine 30 of FIG. At this time, if the above-mentioned inside air mode (REC) is selected, the evaporator 7 is also heated and the evaporator 7 is dried with high efficiency.

(Control signal output)
Next, in step S11 of FIG. 3, control signals are sent to the indoor blower 14, inverter 80, various actuators, etc. so that the control states calculated or determined in steps S4 to S10 are obtained. Is output. Then, after the elapse of a predetermined time in step S12 of FIG. 3, the process returns to step S2, and the above steps S2 to S12 are executed continuously.

  The above first embodiment is summarized as follows. The air conditioning case 10 includes a vehicle interior heat exchanger 7 that is mounted on a vehicle including an external power supply introduction unit 105 that receives the supply of power from the external power supply 106 or 107 and that includes the battery 102. The vehicle air conditioner 100 is provided. While the vehicle is parked, in order to dry the vehicle interior heat exchanger 7 without flowing the heat exchange medium, the vehicle interior heat exchanger 7 is blown using the power from the external power source 106 or 107, Estimating that the odor of the air blower 14 provided in the air conditioning case 10 that executes the vehicle interior heat exchanger drying control and the vehicle interior heat exchanger 7 that is blown into the vehicle interior by the start of air blowing has substantially disappeared. Estimating means for stopping the blower 14 (steps S46 and S47, 76 and 77, and 86 and 87) is included.

  According to this, since the blower 14 in the air conditioning case 10 is operated by using the external power source 106 or 107, there is no fear of running out of the battery, and the vehicle interior heat exchanger 7 can be sufficiently dried during parking. it can. As a result, it is possible to prevent the wind containing odorous moisture from blowing out at the start of air conditioning after parking. In addition, since the propagation of bacteria during parking can be suppressed, the contamination of the vehicle interior heat exchanger 7 can be alleviated, the cause of odor can be reduced, and the vehicle interior heat exchanger 7 can be reduced. Corrosion of can be suppressed.

(Second Embodiment)
In the evaporator 7 of FIG. 1, since condensed water is evaporated in the air during drying, heat of vaporization is lost, and the temperature of the evaporator 7 itself and the temperature of the air downstream of the evaporator 7 are lowered. When drying is finished, the temperature downstream of the evaporator rises to approximately the same temperature as the upstream temperature. This phenomenon is a judgment material for the completion of drying of the evaporator 7.

  The air conditioner ECU 50 of the second embodiment uses the evaporator temperature at a predetermined location in the evaporator 7 in order to determine the degree of drying of the evaporator 7. According to this, it is possible to determine the degree of drying of the evaporator 7 using a value obtained by directly detecting the temperature of the evaporator 7 or the temperature around the evaporator 7.

  Thereby, generation | occurrence | production of the odor which may occur at the time of the air conditioning start can be suppressed reliably. Hereinafter, the second embodiment will be described with reference to FIG. In addition, description of the part which is common in 1st Embodiment is abbreviate | omitted, and a different process is demonstrated.

  FIG. 7 is a flowchart showing details of blower voltage determination and evaporator drying control in the second embodiment. Steps S70, S72, S73, S74, S75, and S71 in FIG. 7 are the same as steps S40, S42, S43, S44, S45, and S41 in FIG.

  In step S75 of FIG. 7, the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and after drying of the evaporator 7 is started, the humidity of the air downstream from the evaporator 7 is 80% in step S76. It is judged whether it is less than.

  As described above, the air humidity utilizes the window surface relative humidity RHW obtained by calculating the sensor detection values from the humidity sensor 47, the air temperature sensor 48, and the window temperature sensor 49 in the detection device 110 of FIG. doing.

  If it is determined in step S76 in FIG. 7 that the window surface relative humidity RHW is 80% or more, NO is determined, and the dew condensation water in the evaporator 7 is still evaporated in the air, and the evaporator 7 is still in the middle of drying. Since it can be determined that the drying is not complete, the process proceeds to step S78, and the drying operation is continued until a predetermined time (in this case, 1 hour) elapses. When the drying operation for a predetermined time is completed, the process proceeds to step S79 where the blower voltage is determined to be 0 V, and the blower voltage determination and the drying control of the evaporator 7 are terminated.

  On the other hand, if it is determined in step S76 that the window glass surface relative humidity RHW determined using the temperature sensor 47, the air temperature sensor 48, and the window temperature sensor 49 of FIG. 2 is less than 80%, the evaporator 7 is dried. It can be judged that it is in a state.

  As described above, the air humidity in the passenger compartment downstream of the evaporator 7 is used as a material for determining the completion of drying. When the condensation water from the evaporator 7 has been evaporated and approaches the dry state, This is because the air humidity drops to almost the same as the upstream air humidity.

  Next, for further certainty, the temperature obtained by subtracting the evaporator downstream temperature TL determined by the evaporator downstream temperature sensor 46 from the evaporator upstream temperature TU determined by the evaporator upstream temperature sensor 45 of FIG. 2 in step S77. Determine if the difference is less than 3 ° C.

  The determination process in step S77 is based on the following characteristics. While the drying of the evaporator 7 is in the middle of a lot of moisture, the heat of vaporization is taken away, so the temperature of the evaporator 7 is lowered, and less moisture is evaporated as the drying of the evaporator 7 proceeds. Therefore, the temperature of the evaporator 7 becomes closer to the upstream air temperature.

  That is, when the drying end state is approached, the degree of drying is increased, the moisture is reduced, and the heat of vaporization is not lost. Therefore, the temperature downstream of the evaporator 7 becomes substantially equal to the air temperature upstream of the evaporator 7. Therefore, when the temperature difference between the evaporator upstream temperature TU upstream of the evaporator 7 and the evaporator downstream temperature TL becomes smaller than a predetermined temperature difference (3 ° C. in this case) obtained from experimental data, the dry state is reached. It can be judged that it was.

  If it is determined in step S77 that the temperature difference is less than 3 ° C., it is determined YES, the process proceeds to step S79, the blower voltage is set to 0 V, the drying operation of the evaporator 7 is terminated, and the blower voltage is determined. And the evaporator 7 drying control is complete | finished.

  In step S77, after determining that the temperature difference is less than 3 ° C., the operation of the indoor blower 14 is continued for about 5 minutes while further taking in outside air, that is, after the vehicle interior is ventilated, In step S79, the blower voltage may be determined to be 0 V, and the drying operation of the evaporator 7 may be terminated. If it does in this way, the moisture sent to the vehicle interior with the dry operation can be discharged outside the vehicle interior, the odor in the vehicle interior can be reduced in consideration of the occupant, and the discomfort due to moisture can be avoided.

  On the other hand, if it is determined in step S77 that the temperature difference is 3 ° C. or more, the determination becomes NO, the process proceeds to step S78, and the drying operation is continued until the drying operation for a predetermined time (here, 1 hour) is completed. Thereafter, the blower voltage is determined to be 0 V in step S79, and the drying operation of the evaporator 7 is terminated. The reason why the predetermined time is 1 hour is that it is necessary to finish drying the evaporator 7 in order to save power and ensure the life of the blower motor even if it is not determined to be dry after 1 hour or more.

  The effect which the vehicle air conditioner 100 (FIG. 1) of the said 2nd Embodiment brings is described below. When the difference between the evaporator upstream temperature TU upstream of the evaporator 7 and the evaporator downstream temperature TL, which is the temperature at a predetermined location downstream of the evaporator 7, is less than a predetermined value, the air conditioner ECU 50 of the vehicle air conditioner 100 It is determined that the evaporator 7 is in a dry state.

  That is, during the drying of the evaporator 7, the condensed water is evaporated in the air, so the heat of vaporization is taken and the temperature is lowered, but when the drying is finished, the temperature downstream of the evaporator 7 rises to approximately the same as the upstream temperature. This phenomenon is used as a criterion for evaporator drying. According to this, it is possible to achieve both of ensuring a dry state and efficient operation with little waste.

(Third embodiment)
Next, the third embodiment performs drying of the evaporator 7 in FIG. 1 when there is a sufficient amount of power stored in the battery 102 in FIG. 1 or the dedicated battery for storing the power of the in-vehicle solar cell 109. Will be described. As is well known, an electric vehicle or a hybrid vehicle is equipped with an electronic control unit called a battery ECU 103 that controls the in-vehicle battery 102 of FIG. 1, and manages charging and discharging of the battery 102 and the dedicated battery. In the third embodiment, information on the remaining battery level from the battery ECU 103 is used.

  FIG. 8 is a flowchart showing details of blower voltage determination and evaporator 7 drying control in the third embodiment of the present invention. Steps S80, 82, 83, 85, and 81 in FIG. 8 are the same as steps S40, 42, 43, 45, and 41 in FIG.

  In step S84, whether or not the remaining battery level is greater than or equal to a predetermined remaining level from the information regarding the remaining battery level taken into the air conditioning control device (air conditioner ECU) 50 from the battery ECU 103 in FIG. Is judged.

  If it is determined in step S84 that the remaining battery capacity is not sufficient for the evaporator 7 drying control, the blower voltage is set to 0 volts in step S89, and the vehicle interior heat exchanger drying control during parking is not executed. If it is determined that the remaining battery level is sufficient, the process proceeds to step S85, where the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and drying of the evaporator 7 is started. In this case, power of the dedicated battery of the in-vehicle solar cell 109 is consumed with priority. Thereby, it is easy to ensure the electric power of the battery 102 required for vehicle travel.

  In step S86, it is determined whether the humidity of the air downstream from the evaporator 7 is less than 80%. Steps S86, S87, and S88 in this flowchart are substantially the same as steps S76, S77, and S78 of FIG. The only difference is that the fin temperature TE of the evaporator 7 is detected and utilized by the evaporator temperature sensor 44 (FIG. 2) instead of the evaporator downstream temperature TL in step S87.

  The above third embodiment is summarized as follows. A battery ECU 103 that is equipped with a battery 102 and that serves as a battery remaining amount determination unit that determines whether or not at least the remaining amount of electric power of the battery 102 is greater than or equal to a predetermined remaining amount determined in advance for vehicle interior heat exchanger drying control. In a vehicle air conditioner 100 that is mounted in a vehicle equipped with a vehicle interior heat exchanger 7 in which the heat exchange medium flows in the air conditioning case 10, the vehicle can be used without flowing the heat exchange medium while the vehicle is parked. In order to dry the indoor heat exchanger 7, at least the predetermined remaining amount of the battery 102 is used to blow air to the vehicle interior heat exchanger 7 to execute the vehicle interior heat exchanger drying control. Estimating means for stopping the blower 14 by estimating that the odor of the blower 14 provided in the vehicle and the vehicle interior heat exchanger blown into the vehicle interior by the start of blowing has substantially disappeared (step S) 6 and S47,76 and 77, as well as a 86 and 87).

  As a result, the blower 14 in the air conditioning case 10 is operated by using the electric power of the battery 102 exceeding the predetermined remaining amount, so that there is no worry about the battery running out and the vehicle interior heat exchanger 7 is sufficiently dried during parking. be able to. In addition, when there is a sufficient amount of power stored in the dedicated battery that stores the power of the in-vehicle solar cell 109, there is no risk of battery running out even if this power is used, and the vehicle interior heat exchange is performed during parking. The vessel 7 can be sufficiently dried.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  Although the rotation speed of the compressor 2 of the said embodiment is the structure controlled by the inverter 80, it is not limited to this. For example, the compressor 2 may be a belt driven by the engine 30 to compress the refrigerant.

  In this case, the compressor 2 is connected to an electromagnetic clutch as clutch means for intermittently transmitting transmission of rotational power from the engine 30 to the compressor 2, and this electromagnetic clutch is controlled by a clutch drive circuit or the like.

  When the electromagnetic clutch is energized, the rotational power of the engine 30 is transmitted to the compressor 2, the air cooling action is performed by the evaporator 7, and when the energization of the electromagnetic clutch is stopped, the engine 30 and the compressor 2 are disconnected. The air cooling action by the evaporator 7 is stopped.

  Moreover, you may make it provide the PTC heater (positive temperature coefficient) as an electric auxiliary heat source which can heat air further behind the heater core 34 (FIG. 1) of the said embodiment. The PTC heater includes an energization heat generating element portion, and generates heat when the energization heat generation element portion is energized to warm surrounding air.

  This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.).

  When there is a seat air conditioner for heating the seat in the passenger compartment, the drying time can be shortened by drying the evaporator 7 in the inside air circulation mode while heating the seat with the seat air conditioner.

  The vehicle on which the vehicle air conditioner of the present invention can be mounted is not limited to an electric vehicle or a hybrid vehicle, and may be a vehicle that runs on a normal gasoline engine or diesel engine. Further, the connection between the external electricity and the vehicle may be a contact type power supply using an outlet and a plug, or may be a non-contact type power supply using electromagnetic induction.

  The vehicle interior heat exchanger is not limited to an evaporator that evaporates the refrigerant, and the present invention can also be applied to a cooling heat exchanger in which a heat exchange medium such as brine flows. Further, other heat exchangers can be dried as long as they contain moisture and give off an odor. The vehicle air conditioner may use a heat pump cycle.

  In addition, the electric power of the in-vehicle solar cell 109 is charged in a dedicated battery and used as electric power for drying the vehicle interior heat exchanger during parking. May be driven. That is, in the vehicle air conditioner 100 which is mounted on the vehicle including the battery 102 and is mounted on the vehicle including the in-vehicle solar cell 109 and through which the heat exchange medium flows is provided in the air conditioning case 10, the following configuration is provided. Should be adopted. While the vehicle is parked, in order to dry the vehicle interior heat exchanger 7 without flowing the heat exchange medium, the vehicle interior heat exchanger 7 is blown using the power from the in-vehicle solar cell 109 to Estimating that the odor of the vehicle interior heat exchanger, which is provided with the blower 14 provided in the air conditioning case 10 for executing the indoor heat exchanger drying control and is blown into the vehicle interior by the start of air blowing, has substantially disappeared. Estimating means for stopping the blower 14 (steps S46 and S47, 76 and 77, and 86 and 87) is provided. In this case, the power source to be used may be selected by a manual switch so that the evaporator 7 drying control is performed in advance using the electric power of the in-vehicle solar cell 109.

  According to this, since the blower 14 in the air conditioning case 10 is operated using the electric power of the vehicle-mounted solar battery 109, there is no concern about the battery 102 running out of battery, and the vehicle interior heat exchanger 7 is sufficiently installed during parking. Can be dried.

  In addition, when parking outdoors in the blue sky, electric power that dries the vehicle interior heat exchanger 7 is obtained using electric power remaining in the solar cell 109 or the battery 102 that is mounted on the vehicle. When it is detected by the sensor or the voltage detection circuit that the power feeding coupler 105 (FIG. 1) is coupled, priority is given to the solar battery 107 serving as an external power source and the commercial power source 106 in this order to switch the power source of the blower 14. Also good.

  Further, when the power of the solar battery 107 or the battery 102 is not returned to the system of the commercial power source 106, the bidirectional converter 108 is not necessary and a simple converter may be used. In order to measure the degree of drying, the output of an existing sensor for detecting window fogging is used as a humidity sensor. However, a dedicated humidity sensor may be provided in the vehicle interior or in the air conditioning duct.

  Moreover, although the existing blower was utilized for the air conditioner for vehicles, the air blower which consists of a dedicated axial fan may be installed in an air conditioning duct, and the vehicle interior heat exchanger 7 may be dried. In this case, with the axial fan, air is caused to flow in the reverse direction through the open air introduction port which is opened from the evaporator 7 to the outside air introduction mode, the evaporator 7 is dried, and the humid air is removed. You can go outside.

  In addition, the drying control can be executed before the occupant returns to the parked vehicle by using a remote control or timer that can be remotely operated. In this case, since the compressor 2 (FIG. 1) remains stopped, the generation of odor can be prevented without using a relatively large amount of power as in the pre-air conditioning.

7 ... Evaporator (in-vehicle heat exchanger)
DESCRIPTION OF SYMBOLS 10 ... Air-conditioning case 10a ... Air passage 13 ... Inside / outside air switching door which comprises inside / outside air switching means 14 ... Indoor blower (blower)
44 ... Evaporator temperature sensor 45 ... Evaporator upstream air temperature sensor 46 ... Evaporator downstream air temperature sensor 47 ... Humidity sensor 50 ... Air conditioner ECU (air conditioning control device)
TE ... Evaporator temperature (heat exchanger temperature)
TU ... Evaporator upstream temperature TL ... Evaporator downstream temperature 102 ... Battery 103 ... Battery ECU
106 ... Commercial power supply 107 ... Solar cell 108 ... Converter 109 ... In-vehicle solar cell

Claims (10)

The battery (102) is mounted on a vehicle including external power supply introduction means (105) that receives power from outside the vehicle,
In the vehicle air conditioner (100) provided with a cooling vehicle interior heat exchanger (7) in the air conditioning case (10) through which the heat exchange medium flows,
In order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium while the vehicle is parked, the vehicle interior heat exchanger (7) is used by using electric power from outside the vehicle. The air blower (14) provided in the air conditioning case (10) for performing the vehicle interior heat exchanger drying control, and the odor of the vehicle interior heat exchanger substantially disappeared due to the start of the air blowing. An air conditioner for vehicles, comprising estimation means (steps S46 and S47, 76 and 77, and 86 and 87) for estimating this and stopping the blower (14). The estimation means (steps S46 and S47, 76 and 77, and 86 and 87) affects the drying of the vehicle interior heat exchanger (7) by the air flowing upstream of the vehicle interior heat exchanger (7). The vehicle air conditioner according to claim 1 , further comprising time determining means (step S46) for determining an air blowing time determined in accordance with a state of giving air. The vehicle air conditioner according to claim 2 , wherein the air state includes a humidity detected by the air humidity sensor (461) and a temperature detected by the temperature sensor (41). The estimation means (steps 76 and 77, and 86 and 87) are detected values of sensors (44, 45, 46, 47, 48, and 49) that detect dryness of the air downstream of the vehicle interior heat exchanger. The vehicle air conditioner according to claim 1 , further comprising means for stopping the blower (14) by estimating that the odor of the vehicle interior heat exchanger has substantially disappeared. The vehicle air conditioner according to claim 4 , wherein the detected value of the sensor (47, 48, 49) is the humidity (RHW) of the air on the downstream side of the heat exchanger in the vehicle interior. The vehicle interior heat exchanger drying control is performed when the condensation determination means (S43, S53, S73, and S83) determines that the vehicle interior heat exchanger (7) has condensed during the most recent air conditioning period. The vehicle air conditioner according to any one of claims 1 to 5 , wherein the vehicle air conditioner is provided. The inner heat exchanger drying control, the car chamber passenger occupant absence determining means if there absent (S42, S52, S72, and S82) is claims 1 to 6, characterized in that it is carried out in the case where it is determined The vehicle air conditioner as described in any one of Claims. Inside / outside air switching means (13) for switching between an inside air circulation mode for taking in and circulating air inside the vehicle and an outside air introduction mode for introducing air outside the vehicle are provided upstream of the vehicle interior heat exchanger. And
In the vehicle interior heat exchanger drying control, the vehicle interior heat exchanger drying control includes a predicting unit that predicts a switching state of the inside / outside air switching unit (13) that is predicted to end early, and the prediction unit determines The vehicle air conditioner according to any one of claims 1 to 7 , wherein the interior heat exchanger drying control is performed in an inside air circulation mode or the outside air introduction mode. It said predicting means, according to claim 8, characterized in that determined by predicting one of the inner heat exchanger upstream the air humidity and temperature within the air circulation mode and the external air introducing mode based on in The vehicle air conditioner described in 1. When the battery (102) of the vehicle is not rapidly charged by the electric power from the outside of the vehicle, the fan (14) is driven by the electric power from the outside of the vehicle, and the vehicle interior heat exchanger drying control is performed. The vehicle air conditioner according to any one of claims 1 to 9 , wherein the vehicle interior heat exchanger drying control is not performed during the quick charging.

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