JP6083329B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioning control device, and more particularly to a vehicle air conditioning control device including a defroster mechanism capable of blowing outside air to the inner surface of a window glass.

  Conventionally, in a gasoline vehicle, when the wind glass is fogged due to condensation or the like, the occupant selects the defroster mode to remove moisture adhering to the inner surface of the wind glass. When this defroster mode is selected, the compressor of the air conditioning unit is driven and the dehumidifying function by the evaporator starts to operate, so low-humidity conditioned air is blown from the defroster outlet to the inside of the wind glass and adheres to the inside of the wind glass Vaporized water is vaporized to eliminate the fogging of wind glass.

In recent years, demands for electric vehicles and hybrid vehicles that can be electrically driven have increased due to demands for carbon dioxide emission regulations and fuel efficiency reduction. These electric vehicles and the like lack a heat source compared to gasoline vehicles due to the structure of the drive mechanism. Therefore, the electricity consumption efficiency and the heating efficiency of the air conditioning are enhanced by circulating (inside air circulation) the air in the passenger compartment warmed by the body temperature of the occupant.
However, since the inside air contains a large amount of moisture, when the inside air circulation is frequently used, the humidity in the passenger compartment increases and the occurrence of fogging of the wind glass increases.
Accordingly, a window glass having a glass surface subjected to an antifogging treatment has been proposed. This anti-fogging glass is configured such that, for example, the glass surface is subjected to an anti-fogging treatment such as a hydrophilic coating or a water-absorbing coating so that condensation that causes fogging is unlikely to occur.

The antifogging glass whose glass surface has been subjected to water absorption treatment or hydrophilic treatment suppresses the occurrence of dew condensation by an antifogging function that uniformly spreads moisture adhering to the surface and forms a thin water film.
However, when the moisture adhering to the glass surface exceeds the saturated moisture content of the water-absorbing coating or the hydrophilic coating, excess moisture appears, and the excess moisture causes clouding due to droplets or freezing on the glass surface. Even when the saturated moisture content is not exceeded, there is a possibility that icing will occur due to the moisture contained in the hydrophilic coating, and the glass surface will become cloudy.
When the water absorption treatment is performed on the glass surface, there is a possibility that the structure is destroyed due to freezing of water held in the water absorbing film, and as a result, the glass surface may be clouded.

  The glass antifogging device for automobiles of Patent Document 1 is not an antifogging glass in which a hydrophilic treatment or a water absorbing treatment is performed on the glass surface, but an antifogging glass in which a glass heating device is disposed inside the window glass, When the window glass is frozen or condensed, it is equipped with an anti-fog air conditioner that dehumidifies the inner surface of the wind glass, an icing sensor that detects the icing state of the outer surface of the wind glass, and a dew sensor that detects the dew state of the inner surface of the wind glass. The window glass is heated by a glass heating device and an anti-fogging air conditioner to remove icing or condensation.

In general, when water is cooled to a temperature below the melting point (0 ° C.), it is known that thermodynamically stable crystals do not appear, and can exist as supercooled water that is an unstable liquid state. Yes.
In the water in the normal state, a positive bond of hydrogen atoms and a negative charge of oxygen atoms form hydrogen bonds between water molecules while maintaining a predetermined interval. When this water is cooled slowly without being impacted, the water molecules remain at that position while maintaining the interval formed by hydrogen bonds, so that water below freezing point, so-called supercooled water is generated. .

Japanese Utility Model Publication No. 1-125717

Since the glass anti-fogging device for automobiles of Patent Document 1 is provided with an icing sensor and a dew condensation sensor, frost and dew on the wind glass are removed depending on the icing state and the dew condensation state actually generated on the wind glass. In addition, it is possible to efficiently remove the fogging of the window glass.
However, in Patent Document 1, since the icing state and the dew condensation state of the wind glass are detected by the respective sensors, the glass heating device and the antifogging air conditioner are further detected until the state of the wind glass is detected. Until the device starts operation, the windshield is fogged by freezing and condensation. That is, until each glass sensor detects the icing state or the dew condensation state of the window glass and the operation of the glass heating device or the like, the forward visibility of the occupant is lowered, and there is a risk of deteriorating safety. . Moreover, in patent document 1, since the freezing and dew condensation of wind glass are removed by the glass heating apparatus etc., the electric power for operating a glass heating apparatus etc. in addition to the electric power for heating is needed at the time of cold, There is also a risk of deteriorating fuel consumption or electricity consumption.

  In addition, in a vehicle using anti-fogging glass for wind crows, when it is left for a long time after extensive use of heating by internal air circulation, there is a possibility that water adhering to the inner surface of the wind crow is in an overcooled state. In this case, when a stimulus such as vibration is given to the supercooled moisture, the water molecules collide with each other due to the large movement of water molecules, and a rapid crystallization (icing) chain occurs. The wind crow's inner surface suddenly freezes, which may impair the visibility of passengers.

  An object of the present invention is to provide a vehicle air-conditioning control apparatus and the like that can improve heating efficiency by internal air circulation without causing crystallization of supercooled water.

  The vehicle air-conditioning control apparatus according to claim 1 includes an air-conditioning mechanism having a defroster mechanism capable of blowing air-conditioning air with outside air introduced into the inner surface of the window glass and capable of controlling the air volume, and heating means for heating the air-conditioning air. In the vehicle air-conditioning control apparatus, the window glass temperature detecting means for detecting the temperature of the window glass, the outside air temperature detecting means for detecting the temperature of the outside air, and the stop time detection for detecting the stop duration after the vehicle stops. Means for determining a supercooling level at which moisture adhering to the inner surface of the windowglass is in a supercooled state based on at least the detected windglass temperature, outside air temperature, and stop duration time Level determination means, and when the moisture supercooling level is high, the air-conditioning air volume is reduced so that the airflow of the conditioned air is lower than when the supercooling level is low. It is characterized in that a control means for controlling the mechanism.

  In the vehicle air conditioning control device according to the first aspect of the present invention, the moisture adhering to the inner surface of the window glass is in an overcooled state based on at least the detected window glass temperature, the outside air temperature, and the stop duration time. Since it is provided with a supercooling level judging means for judging the cooling level, the supercooling level of water adhering to the inner surface of the window glass can be judged in advance by each parameter.

According to a second aspect of the present invention, in the first aspect of the present invention, the control unit includes an operation start predicting unit that predicts an operation start of the vehicle. It is characterized by starting the operation.
The invention of claim 3 is the invention of claim 1, further comprising air-conditioning reservation means operable at a preset reservation time or reservation time of the air-conditioning mechanism, and when the supercooling level is high, the control means The operation of the defroster mechanism is started at a reservation time or a reservation time preset by the air conditioning reservation means.

According to a fourth aspect of the present invention, in the first aspect of the present invention, there is provided a moisture amount determining means for determining the amount of moisture adhering to the inner surface of the window glass. Even when the cooling level is lower than the set level, when the moisture amount determination unit determines that the amount of moisture is not less than a predetermined value, the air flow rate of the conditioned air regardless of the determination result of the supercooling level determination unit. It is characterized by lowering.
The invention of claim 5 is the invention according to any one of claims 1 to 4, wherein an electric heater for heating the conditioned air is provided, and the electric heater is operated when the defroster mechanism is controlled. .

  According to the invention of claim 1, when the supercooling level of the moisture adhering to the inner surface of the window glass is determined in advance with at least the wind glass temperature, the outside air temperature and the stop duration as parameters, and the supercooling level is high, Compared to when the supercooling level is low, the volume of air-conditioned air is reduced, so that the supercooled state of water adhering to the inner surface of the wind glass can be eliminated without causing rapid crystallization chains, and vehicle operation can be started. Heating by internal air circulation can be actively executed immediately after.

According to the invention of claim 2, the supercooled state of moisture adhering to the inner surface of the window glass before the start of driving of the vehicle can be eliminated, and visibility during driving of the vehicle can be improved.
According to the third aspect of the present invention, it is possible to predict the occupant's boarding using the reservation setting necessary for air-conditioning reservation as a parameter, so that simplification of control and convenience of the occupant can be improved.

According to the invention of claim 4, since the amount of moisture adhering to the inner surface of the window glass is directly detected and the supercooling state determination is performed with priority given to the amount of moisture, excess moisture adhering to the inner surface of the window glass is determined. The cooling state can be reliably eliminated.
According to invention of Claim 5, the removal of the water | moisture content adhering to the inner surface of a window glass can be accelerated.

1 is a schematic plan view showing an overall configuration of a vehicle including a vehicle air conditioning control device according to Embodiment 1 of the present invention. It is a principal part longitudinal cross-sectional view of FIG. It is a block diagram of a control system of a vehicle air-conditioning control device. (A) is a table | surface which shows a supercooling determination table, (b) is a supercooling level determination table. It is a table | surface which shows a supercooling control table. It is a flowchart of the control processing by a control unit. It is a time chart of the control processing by a control unit. FIG. 5 is a block diagram of a control system of a vehicle air conditioning control device according to a second embodiment. It is a table | surface which shows a supercooling determination table. FIG. 9 is a block diagram of a control system of a vehicle air conditioning control device according to a third embodiment. It is a flowchart of the control processing by a control unit.

  Hereinafter, modes for carrying out the present invention will be described based on examples.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIGS. 1 and 2, in this embodiment, the wind glass 1, the air conditioner 2 (air conditioning mechanism), the vehicle-side transmitters 3a to 3c, the in-vehicle receivers 4a and 4b, and the passenger-side portable device 5, an air conditioning control device for a hybrid vehicle V including an engine (not shown), a traveling motor (not shown), and the like will be described as an example. The present invention may be applied to a gasoline engine vehicle other than the hybrid vehicle V, and is particularly effective for a diesel engine vehicle in which the engine coolant temperature hardly rises and an electric vehicle without a heat source.

As shown in FIG. 2, the window glass 1 is an anti-fogging glass in which a water-absorbing treatment and / or a hydrophilic treatment is performed on the surface on the vehicle interior side. Specifically, an antifogging film 1a in which a water absorption layer (for example, SiO ₂ film) and / or a hydrophilic layer (for example, a surfactant) is formed is laminated on the inner surface of the window glass 1. The window glass 1 exhibits an anti-fogging function by forming a water film while the anti-fogging film 1a absorbs moisture adhering to the inner surface of the window glass 1.

Next, the air conditioner 2 will be described.
As shown in FIG. 2, the air conditioner 2 includes an air conditioning duct 11, a blower fan 12, an evaporator 13, a heater core 14, a PTC heater 15 (electric heater), an operation panel 16, and a control unit 30 (control means). ) Etc. Here, the heater core 14 and the PTC heater 15 correspond to heating means for conditioned air.
The air conditioner 2 is configured such that the temperature, the air volume, and the blowing direction of the air-conditioning air according to the set temperature (for example, 25 ° C.), the set air volume (for example, medium air volume), and the setting direction (for example, defroster mode) set by the passenger on the operation panel 16. It is an auto air conditioner that can automatically control etc. The conditioned air of the air conditioner 2 is generated by only the outside air, only the inside air, or a mixture of outside air and inside air.

  The air conditioning duct 11 forms a passage for introducing conditioned air into the vehicle interior, and is provided on the inner surface of the wind glass 1, an outside air introduction port 11 a that introduces outside air from the outside of the vehicle, an inside air introduction port 11 b that introduces inside air from the inside of the vehicle interior. A defroster outlet 11c that blows air-conditioned air, a face air outlet 11d that blows air-conditioned air to the passenger's head and chest, a foot outlet 11e that blows air-conditioned air to the legs of the passenger, and the like are provided.

  A first damper 21 is provided at an intermediate position between the outside air introduction port 11a and the inside air introduction port 11b so that the mixing ratio between the inside air and the outside air can be switched by adjusting the opening degree of the outside air introduction port 11a and the inside air introduction port 11b. It has been. In the middle of the evaporator 13 and the heater core 14, the ratio of the conditioned air (hot air) passing through the heater core 14 and the PTC heater 15 and the conditioned air (cold air) bypassing the heater core 14 and the PTC heater 15 can be adjusted. Two dampers 22 are provided. A third damper 23 is provided at an intermediate position between the defroster air outlet 11c and the face air outlet 11d to adjust the opening degree of the defroster air outlet 11c and the face air outlet 11d to change the air blowing direction. A fourth damper 24 is provided at an intermediate position between the face air outlet 11d and the foot air outlet 11e so that the opening direction of the face air outlet 11d and the foot air outlet 11e can be adjusted to change the air blowing direction. Yes. The defroster mechanism includes a defroster outlet 11c, a blower fan 12, a third damper 23, and the like.

As shown in FIG. 3, the 1st-4th dampers 21-24 are each driven by the 1st-4th actuators 21a-24a, and are comprised so that the flow volume and ventilation direction of an air conditioning wind can be adjusted.
As shown in FIG. 2, the centrifugal blower fan 12 is disposed downstream of the outside air introduction port 11a and the inside air introduction port 11b and upstream of the evaporator 13, and is configured to blow a predetermined amount of conditioned air into the vehicle interior. Has been. The blower fan 12 is rotationally driven by a fan motor 12a that is step-controlled in a plurality of stages, for example, four stages, from the lowest stage to the highest stage of the maximum rotational speed (fully open).

The evaporator 13 is disposed so as to cross the entire downstream passage of the blower fan 12. The evaporator 13 is a cooling heat exchanger that is connected to a compressor (not shown) and cools the conditioned air using latent heat of vaporization of the refrigerant.
The heater core 14 is disposed on the downstream side of the evaporator 13 with a predetermined interval. The heater core 14 is a heat exchanger for heating that is connected to the cooling water passage of the engine and reheats the conditioned air (cold air) that has passed through the evaporator 13 with cooling water.

The PTC heater 15 is disposed immediately downstream of the heater core 14.
The PTC heater 15 is a heat exchanger for heating that is connected to a battery (not shown) and reheats the conditioned air (cold air) that has passed through the heater core 14 with a heating wire. The PTC heater 15 may be disposed immediately upstream of the heater core 14.
As described above, the mixing ratio between the high-temperature conditioned air that has passed through the heater core 14 and the PTC heater 15 and the low-temperature conditioned air that has bypassed the heater core 14 and the PTC heater 15 is adjusted by the rotation operation of the second damper 22. The supplied air-conditioning air temperature is adjusted.

  As shown in FIG. 3, the control unit 30 includes a CPU, a ROM, a RAM, and the like (all not shown), an air conditioning control unit 31, a boarding prediction unit 32 (operation start prediction unit), and a stop of the automobile V. A stop time detection unit 33 (stop time detection unit means) for detecting a subsequent stop duration, and a supercooling level for determining the supercooling level of the water adhering to the inner surface of the window glass 1 (the degree of the supercooling state) The determination part 34 (supercooling level determination means), the supercooling control table 35 for performing supercooling mode, etc. are provided.

  As shown in FIG. 3, the control unit 30 includes an Ig switch 41 that can start the automobile V, a temperature / humidity sensor 42 (window glass temperature detecting means) that can detect the temperature and humidity of the window glass 1, and an outside air temperature sensor. 43 (outside air temperature detecting means), a vehicle room temperature sensor 44, a plurality of seat sensors 45 provided for each seat for detecting the presence or absence of a passenger seat, a door sensor 46 for detecting the opening operation of the door, The cooling water temperature sensor 47 for detecting the cooling water temperature, the in-vehicle receivers 4a and 4b, the operation panel 16 and the like are electrically connected.

The air conditioning control unit 31 normally includes a blower motor 12a, first to fourth actuators 21a to 24a, and a heater core based on input signals input from the vehicle room temperature sensor 44 and the operation panel 16 and a control program stored in advance. 14 is controlled so that the desired temperature, air volume, and conditioned air in the blowing direction set by the occupant can be supplied to the passenger compartment.
The air-conditioning control unit 31 performs boarding prediction based on a command from the boarding prediction unit 32 in order to dehumidify the passenger compartment at low temperatures in addition to execution of various standard modes (also referred to as heat control driving control) by operating the operation panel 16. In order to eliminate the mode and the supercooling state of the moisture adhering to the inner surface of the window glass 1, a supercooling mode or the like based on a command from the supercooling level determination unit 34 is executed.

First, before describing the boarding prediction unit 32, a smart keyless entry system mounted on the hybrid vehicle V will be briefly described.
As shown in FIG. 1, touch sensors 6a to 6e are respectively provided near the knobs on the surfaces of the door and the trunk lid of the automobile V, and when the occupant comes into contact with any one of the touch sensors 6a to 6e, A request signal is transmitted from any of the vehicle-side transmitters 3a to 3c corresponding to the touch sensor touched. This request signal is set to an output that can be transmitted in a circular range (for example, 0.7 to 1.0 m) with a radius R centered on the touch sensors 6a to 6e.
When the occupant-side portable device 5 receives the request signal, it outputs a response signal including a predetermined identification number to the in-vehicle receivers 4a and 4b. Of the in-vehicle receivers 4a and 4b, the receiver that has received the response signal, when the recognition number transmitted from the occupant-side portable device 5 matches the previously registered recognition number, locks and unlocks the door (illustrated). Drive) to automatically unlock the door.

Based on the above, the boarding prediction unit 32 predicts and determines the occupant's boarding before actual boarding on the condition that the in-vehicle receiver 4a receives the response signal transmitted from the occupant side portable machine 5. The boarding prediction unit 32 outputs an execution command for the boarding prediction mode to the air-conditioning control unit 31 when the passenger is predicted to board when the outside air temperature is below freezing.
In the boarding prediction mode, the operation of the blower motor 12a is started, the inside air introduction port 11b is fully closed by the first damper 21, the bypass ratio of the heater core 14 is made 100% by the second damper 22, and the face outlet 11d is made by the third damper 23. And the foot air outlet 11e are fully closed, thereby blowing outside air from the defroster air outlet 11c to the inner surface of the wind glass 1 for a certain period of time. In addition, this time is suitably set according to a vehicle interior volume and the ventilation capability of the blower motor 12a.

While the boarding prediction mode is being executed, the blower motor 12a is basically driven to rotate at the maximum number of rotations (fully open).
When the boarding prediction mode is being executed and the door sensor 46 is turned on, the boarding prediction unit 32 reduces the rotational speed of the blower motor 12a by a predetermined speed to reduce the operating noise of the blower fan 12 and the blower motor 12a. The first rotation speed reduction control for reducing the introduction amount is performed, and when the riding prediction mode is being executed and the seat sensor 45 is detected to be on, the rotation speed of the blower motor 12a is set so that the conditioned air does not hit the seated passenger. Second rotational speed reduction control is performed to reduce the amount of outside air introduced by lowering the predetermined rotational speed than the first rotational speed reduction control.

  The stop time detector 33 measures the elapsed time since the last time the Ig switch 41 was turned off by the occupant in order to detect the elapsed time that the vehicle V was left after the vehicle V was stopped. Not only the operation of the Ig switch 41 and the keys, but the door lock by the occupant-side portable device 5 may be used as the timing start condition, and the stop of the vehicle V is continued by the operation by the occupant of a dedicated timing start device (not shown). Time may be measured.

Next, the supercooling level determination unit 34 will be described.
The supercooling level determination unit 34 includes a supercooling determination table 36. The supercooling level determination unit 34 inputs the inner surface temperature, the cabin temperature, the outside air temperature, the cooling water temperature, and the stop duration time of the wind glass 1 output from the sensors 42 to 44 and 47 and the stop time detection unit 33. And based on these values and the supercooling determination table 36, the supercooling level of the water | moisture content adhering to the inner surface of the window glass 1 is determined. The determined supercooling level is output to the air conditioning control unit 31, and the supercooling mode is executed. The supercooling mode is set to be executed with priority over the boarding prediction mode.

As shown in FIG. 4A, the supercooling determination table 36 is classified into five categories of an inner surface temperature T1, a passenger compartment temperature T2, an outside air temperature T3, a cooling water temperature T4, and a stop duration t1 of the window glass 1. The harmful addition points 0, 1, 3, and 5 are assigned according to their degrees, respectively. The supercooling level determination part 34 calculates the sum total of the bad points of each division, when the output from each sensor 42-44, 47 and the stop time detection part 33 is input. In this embodiment, as shown in FIG. 4 (b), when the sum of the harmful addition points of each section is 15 points or more, the supercooling level H is less than 15 points, and when the sum is 6 points or less, the supercooling level M is 6 points. When it is less than 3 points or more, the supercooling level L is judged as the supercooling level N when it is less than 3 points.
For example, the inner surface temperature T1 of the window glass 1 is 1 ° C., the cabin temperature T2 is 2 ° C., the outside air temperature T3 is −2 ° C., the cooling water temperature T4 is 0 ° C., and the stop duration t1 is −2 ° C. (outside air temperature T3). In the case of 2 hours, the total of harmful points is 11 points, and the supercooling level is determined to be level M.

As shown in FIG. 5, the supercooling control table 35 includes the blower motor 12a, the air outlets 11c, 11d, and 11e, the heater core 14, and the PTC heater 15 at the supercooling levels determined by the supercooling level determination unit 34, respectively. The control characteristics of the corresponding air conditioner 2 are set.
At the supercooling level H, the rotational speed of the blower motor 12a is gradually increased so that the holding time of each stage from the lowest stage (off state) to the highest stage (maximum rotational speed) becomes longer. Specifically, it is set so as to be longer than the holding time of each stage number in the auto mode and longer than the high stage. The defroster outlet 11c is opened, and the outlets 11d and 11e are closed. An electric pump (not shown) is operated to supply engine cooling water to the heater core 14 and the PTC heater 15 is operated. When the cooling water temperature of 0 ° C. or lower continues, the electric pump is stopped.

At the supercooling level M, the rotation speed of the blower motor 12a is increased uniformly and quickly so that the holding time of each stage from the lowest stage to the highest stage becomes the same as in the auto mode. The defroster outlet 11c and the foot outlet 11e are opened, and the face outlet 11d is closed. However, on the condition that the operation of the PTC heater 15 is started, the outlets 11d and 11e are closed and only the defroster outlet 11c is opened. When the cooling water temperature is 0 ° C. or higher, the electric pump is operated to supply cooling water to the heater core 14. When the cooling water temperature of 0 ° C. or lower continues, the electric pump is stopped and the PTC heater 15 is operated.
At the supercooling levels L and N, the rotation speed of the blower motor 12a increases uniformly and quickly so that the holding time of each stage from the lowest stage to the highest stage becomes the same as in the auto mode. The outlet 11c is opened, and the outlets 11d and 11e are closed. The electric pump and the PTC heater 15 are out of the supercooling control and operate in the same manner as in the auto mode.

Next, control processing by the control unit 30 will be described based on the flowchart of FIG. 6 and the time chart of FIG.
First, various signals input from the in-vehicle receiver 4a, the Ig switch 41, the sensors 42 to 47, etc. are read (S1), and it is determined whether the in-vehicle receiver 4a has received a response signal from the occupant side portable device 5. (S2). If the in-vehicle receiver 4a has not received a response signal from the occupant-side portable device 5 as a result of the determination in S2, the process ends. The same control as described below is performed when the in-vehicle receiver 4b receives a response signal from the occupant-side portable device 5.

If the in-vehicle receiver 4a receives the response signal from the occupant-side portable device 5 as a result of the determination in S2, the process proceeds to S3, and it is determined whether or not the outside air temperature T3 is a temperature below the freezing point (S3).
As a result of the determination in S3, when the outside air temperature is a temperature below the freezing point, the process proceeds to S4, and the current supercooling level is determined by the supercooling determination table 36. As a result of the determination in S3, if the outside air temperature T3 is higher than the freezing point, the process proceeds to S12, where the heat-conducting drive control is executed and the process ends.
After determining the supercooling level, the process proceeds to S5, and a supercooling mode corresponding to the supercooling level is selected and executed based on the supercooling control table 35.

As shown in the time chart of FIG. 7, for example, when the supercooling level H is determined, the heater core 14 and the PTC heater 15 start operating, and only the defroster outlet 11c is opened.
When the PTC heater 15 reaches the Curie point temperature, the blower fan 12 starts to rotate at the first stage rotational speed from the lowest off state. Note that the rotational drive of the blower fan 12 may be started after 10 seconds from the determination of the supercooling level.

  The blower fan 12 continues the first stage for 40 seconds, then continues the second stage having a higher rotational speed than the first stage for 20 seconds, and the third stage having a higher rotational speed than the second stage. The stage is continued for 20 seconds and finally driven at the highest stage of the maximum number of revolutions. When the supercooling level is M, L, or N, the number of revolutions of the blower fan 12 is switched in steps from the lowest level to the highest level in equal time steps. The duration of each stage is the same as in auto control (for example, 3 seconds or less).

Next, based on the rotation of the blower fan 12, it is determined whether or not all the inside air in the passenger compartment has been ventilated by outside air (S6). The ventilation amount is calculated based on the rotation speed and rotation time of the blower fan 12 and compared with a predetermined value corresponding to the vehicle interior volume. Further, a ventilation completion time corresponding to each supercooling level may be measured in advance and determined by a timer.
As a result of the determination in S6, when ventilation is completed, the process proceeds to S12, and the heat-conducting drive control is executed. If the result of determination in S6 is that ventilation has not been completed, the process proceeds to S7 to determine whether or not the door sensor 46 is on.

  As a result of the determination in S7, when the door sensor 46 is on, the first rotation speed reduction control is executed (S8), and the process proceeds to S9. If the result of determination in S7 is that the door sensor 46 is off, processing returns to S6. In S9, it is determined by the seat sensor 45 whether or not the occupant is seated on the seat. As a result of the determination in S9, when the sheet sensor 45 is on, the second rotation speed reduction control is executed (S10), and the process proceeds to S11. As a result of the determination in S9, if the sheet sensor 45 is off, the process returns to S8 and the first rotation speed reduction control is continued.

In S11, it is determined whether the Ig switch 41 is on.
If the result of determination in S11 is that the Ig switch 41 is on, the second rotational speed reduction control is terminated, the heat-conducting drive control is executed, and the process is terminated. If the result of determination in S11 is that the Ig switch 41 is off, processing returns to S10 and the second rotation speed reduction control is continued.

Next, functions and effects of the vehicle air conditioning control device according to the first embodiment will be described.
According to this vehicle air conditioning control device, the supercooling level of moisture adhering to the inner surface of the window glass 1 is determined in advance using at least the wind glass temperature T1, the outside air temperature T3, and the stop duration t1 as parameters, and the supercooling is performed. When the level is high, the amount of conditioned air is reduced compared to when the supercooling level is low, so the supercooled state of water adhering to the inner surface of the wind glass 1 is eliminated without causing rapid crystallization chains. The heating by the inside air circulation can be performed positively immediately after the start of operation of the automobile V.

  The vehicle prediction unit 32 that predicts the start of operation of the automobile V is provided, and the control unit 30 gradually starts the supply of outside air from the defroster outlet 11c before the start of operation of the automobile V when the supercooling level is high. The supercooled state of moisture adhering to the inner surface of the window glass 1 before the start of driving of V can be eliminated, and the visibility during driving of the vehicle can be improved.

  When the PTC heater 15 for heating the conditioned air is provided and the outside air is supplied from the defroster outlet 11c, the PTC heater 15 is operated, so that the removal of water adhering to the inner surface of the window glass 1 can be accelerated.

Next, the vehicle air-conditioning control apparatus according to the second embodiment will be described with reference to FIGS. In addition, about the structure similar to Example 1, the same code | symbol is attached | subjected and only a different structure is demonstrated.
In the second embodiment, the moisture content F on the inner surface of the window glass 1 is detected by the temperature / humidity sensor 42A. When the detected moisture content F is equal to or higher than a predetermined value, the supercooling mode is performed regardless of the determined supercooling level. Execute.

As shown in FIG. 8, the air conditioner 2A includes a control unit 30A and the like.
The control unit 30A includes an air conditioning control unit 31, a boarding prediction unit 32, a stop time detection unit 33, a supercooling level determination unit 34A that determines a supercooling level of moisture adhering to the inner surface of the window glass 1. A temperature / humidity sensor 42A, etc., which includes a supercooling control table 35 for executing the supercooling mode and which can simultaneously detect the inner surface temperature T1 of the window glass 1 and the moisture content F of the inner surface of the window glass 1 is electrically It is connected to the.

The supercooling level determination unit 34A is provided with a plurality of determination thresholds related to the moisture content F, and the inner surface state of the wind glass 1 based on the detection value output from the temperature / humidity sensor 42A in order of increasing the moisture content F, It is configured to be identifiable into four categories: Wet, Foggy, and Dry.
The supercooling level determination unit 34A includes a supercooling determination table 36A. When the outputs from the sensors 42A to 44, 47 and the stop time detection unit 33 are input, the supercooling level determination unit 34A determines the supercooling level based on the supercooling determination table 36A. judge.

  As shown in FIG. 9, the supercooling determination table 36A includes the moisture content F on the inner surface of the wind glass 1, the inner surface temperature T1, the passenger compartment temperature T2, the outside air temperature T3, the cooling water temperature T4, and the stop duration t1 of the wind glass 1. The harmful points 0, 1, 3, and 5 are assigned according to their degree. When the supercooling level determination unit 34A receives the outputs from the sensors 42A to 44, 47 and the stop time detection unit 33, the supercooling level determination unit 34A calculates the sum of the adverse effects of each category.

In this embodiment, when determining the supercooling level, the moisture content F on the inner surface of the wind glass 1 is weighted so as to be prioritized over other categories such as the inner surface temperature T1 and the passenger compartment temperature T2 of the window glass 1. . When the water content F is Wet, Foggy, and Dry, the sum of the harmful addition points of each category is calculated in the same manner as in Example 1, and the supercooling level H, the supercooling level M, and the supercooling are calculated based on the total value of the harmful addition points. The level L and the supercooling level N are determined.
On the other hand, when the moisture content F is Heavy wet, it is determined as the supercooling level H regardless of the adverse points of other categories and the total value thereof. That is, when the supercooling determination table 36A calculates the sum of the harmful addition points of each category, even when the supercooling determination table 36A is classified into supercooling levels M, L, and N, the water content F is determined to be heavy wet. First, control of the supercooling level H is executed based on the supercooling control table 35.

  As described above, the temperature / humidity sensor 42A for determining the amount of moisture F adhering to the inner surface of the window glass 1 is provided, and the control unit 30A can control the temperature / humidity even when the supercooling level is lower than the set level. When the sensor 42A determines the moisture content F of heavy wet, the air volume of the conditioned air is reduced regardless of the determination result of the supercooling level determination unit 34A. Thereby, in order to directly detect the amount of water adhering to the inner surface of the window glass 1 and determine the supercooling state with priority given to the amount of water, the subcooled state of the moisture adhering to the inner surface of the window glass 1 is surely ensured. Can be resolved.

Next, the vehicle air-conditioning control apparatus according to the third embodiment will be described with reference to FIGS. In addition, about the structure similar to Example 1, the same code | symbol is attached | subjected and only a different structure is demonstrated.
In Example 3, when the reservation setting of the air conditioner 2B is detected, the supercooling mode is executed when the supercooling level of moisture adhering to the inner surface of the window glass 1 is high at the reservation time or the reservation time.

As shown in FIG. 10, the operation panel 16A is provided with a reservation setting unit 16a capable of setting a time or time when the occupant wants to operate the air conditioner 2B and a desired control mode.
When the occupant operates the reservation setting unit 16a to set a reservation for the operation start time of the air conditioner 2B, the air conditioner 2B starts operating at the time set by the occupant. The boarding prediction unit 32A detects a reservation for starting the operation of the air conditioner 2B by operating the reservation setting unit 16a, thereby predicting and determining a future passenger boarding before actual boarding.

  As shown in FIG. 11, in Example 1, it was determined in S2 whether or not a response signal from the occupant-side portable device 5 was received. In S2A, the reservation setting unit 16a has an operation reservation for the air conditioner 2B. Judging about. Based on this determination, when there is an operation start reservation for the air conditioner 2B and the outside air temperature is below freezing point (S3), the supercooling level is determined (S4).

  As described above, the air conditioning mechanism 2B includes the reservation setting unit 16a that can be operated at a preset reservation time or reservation time, and the control unit 30B has a reservation time preset by the reservation setting unit 16a when the supercooling level is high. Alternatively, the outside air supply from the defroster outlet 11c is started gradually at the reserved time. Therefore, it is possible to predict the occupant's boarding using the reservation setting necessary for the air conditioning reservation as a parameter, so that the control can be simplified and the convenience of the occupant can be improved.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above-described embodiment, the example of the step type motor in which the rotation speed of the blower motor is increased in four steps from the lowest step to the highest step, but it is sufficient if at least the air-conditioning air volume can be changed. It may be above. It is also possible to employ a blower motor that can change the rotation speed linearly.

2] In the above embodiment, the response signal from the passenger-side portable device of the smart keyless entry system and the air-conditioning reservation time have been described as an example of the operation start predicting means, but the door lock from the passenger-side portable device of the keyless entry system is taken as an example. You may use reception of a cancellation | release signal as a judgment condition of driving | operation start prediction. In this case, after receiving the door lock release signal, the supercooling level determination is executed, and the supercooling control according to the determined supercooling level is executed.

3) In the above embodiment, an example of an antifogging glass in which both the hydrophilic treatment and the water absorption treatment are performed on the inner surface of the window glass has been described. However, an antifogging treatment such as a hydrophilic treatment or a water absorption treatment is performed. The present invention may be applied to a window glass that has not been subjected to the treatment, or may be applied to a window glass that has been subjected to only one of hydrophilic treatment and water absorption treatment.

4] In the above-described embodiment, an example in which the present invention is applied to a hybrid vehicle capable of both engine driving and motor driving has been described. In this case, the heater core is omitted and the conditioned air is heated only by the PTC heater. In addition, when applied to a gasoline vehicle, it is possible to heat the conditioned air with only the heater core and omit the PTC heater.

5) In addition, those skilled in the art can implement the present invention in various forms with various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention improves the heating efficiency by circulating the inside air without causing crystallization of the supercooling water in the vehicle air conditioning control device provided with the defroster mechanism capable of blowing the outside air to the inner surface of the window glass.

DESCRIPTION OF SYMBOLS 1 Wind glass 2, 2A, 2B Air conditioner 5 Passenger side portable machine 11c Defroster blower outlet 12 Blower fan 14 Heater core 15 PTC heater 16a Reservation setting part 23 3rd damper 30, 30A, 30B Control unit 31 Air-conditioning control part 33 Stop time detection Parts 34, 34A supercooling level judgment part 35 supercooling control tables 36, 36A supercooling judgment tables 42, 42A temperature / humidity sensor 43 outside air temperature sensor V automobile

Claims (5)

In an air conditioning control device for a vehicle comprising an air conditioning mechanism having a defroster mechanism capable of blowing air-conditioning air introduced outside air into the inner surface of the window glass and controlling the air volume, and a heating means for heating the air-conditioning air,
Window glass temperature detecting means for detecting the temperature of the window glass;
An outside air temperature detecting means for detecting the outside air temperature;
Stop time detection means for detecting stop duration after the vehicle stops;
Supercooling level determination means for determining a supercooling level in which water adhering to the inner surface of the windowglass is in a supercooled state based on at least the detected windglass temperature, outside air temperature, and stop duration time And
A vehicle air-conditioning control apparatus, comprising: a control unit that controls the air-conditioning mechanism so that the amount of conditioned air is reduced when the moisture supercooling level is high compared to when the supercooling level is low. A driving start prediction means for predicting the driving start of the vehicle,
2. The vehicle air conditioning control device according to claim 1, wherein when the supercooling level is high, the control unit starts the operation of the defroster mechanism before starting the operation of the vehicle. Air-conditioning reservation means operable at a reservation time or reservation time set in advance for the air-conditioning mechanism,
2. The vehicle air conditioning control according to claim 1, wherein when the supercooling level is high, the control unit starts the operation of the defroster mechanism at a reservation time or a reservation time preset by the air conditioning reservation unit. apparatus. Providing water content determination means for determining the amount of water attached to the inner surface of the window glass;
Even when the supercooling level is lower than the set level, the control means determines the result of the supercooling level determination means when the water content determination means determines that the amount of moisture is not less than a predetermined value. The air conditioning control device for a vehicle according to any one of claims 1 to 3, wherein the air volume of the air conditioning air is reduced regardless of the air flow. An electric heater that heats the conditioned air is installed,
The vehicle air conditioning control device according to any one of claims 1 to 4, wherein when the defroster mechanism is controlled, the electric heater is operated.