JP6299571B2 - Air conditioner for vehicles - Google Patents

Description

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

  Conventionally, in Patent Document 1, regarding a vehicle air conditioner, when the compressor is stopped, the compressor is restarted immediately before the condensed water on the surface of the evaporator is completely dried in the process in which the degree of cooling of the evaporator rises to the high temperature side. A technique for preventing the odorous component adhering to the surface of the evaporator from being released into the air by generating condensed water again is described.

  Patent Document 1 describes a vehicle air conditioner that automatically stops the compressor when the evaporator surface is dried to a level that does not feel odor. According to this conventional technique, it is possible to reduce the time during which the compressor is operated to prevent odors and to save power and improve fuel efficiency.

JP 2011-63251 A

  If the compressor can be automatically stopped not only when the evaporator is dry to a level where it does not feel odor, but also when the evaporator surface is not dry, further power saving, and even more Fuel consumption can be improved.

  However, if the compressor is stopped when the evaporator surface is not dry, the odor component adhering to the evaporator surface is released into the air and the occupant feels a bad odor.

  The present invention has been made in view of the above points, and an object of the present invention is to save power by stopping a compressor while suppressing an odor from being felt by an occupant.

In order to achieve the above object, in the invention described in claim 1,
A casing (31) forming an air passage (31a, 31b) through which air blown into the vehicle interior space flows;
Air blowing means (32) for blowing air into the air passages (31a, 31b);
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for cooling the air by evaporating the refrigerant by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passages (31a, 31b);
Air heating means (36) for heating the air flowing through the air passages (31a, 31b);
Inside / outside air ratio adjusting means (23A, 23B) for adjusting the ratio between the inside air and outside air introduced into the air passages (31a, 31b);
When the vehicle interior space is heated, the compressor (11) is stopped until the inside air introduction rate (α), which is the ratio of the inside air introduced into the air passages (31a, 31b), exceeds a predetermined ratio (α0). And a control means (50) for performing compressor stop control.

  According to this, since the compressor stop control is performed when the inside air introduced into the evaporator (15) is relatively small, when the compressor 11 is stopped, the inside air having a temperature higher than the outside air is removed from the evaporator (15). It is possible to prevent the condensed water on the surface of the evaporator (15) from evaporating. That is, even if the compressor 11 is stopped, it is possible to suppress the generation of odor due to evaporation of condensed water on the surface of the evaporator (15).

  Therefore, it is possible to save power by stopping the compressor 11 while suppressing the occupant from feeling bad odor.

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

It is a whole block diagram of the vehicle air conditioner of 1st Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a control characteristic figure used for control processing of the air-conditioner for vehicles of a 1st embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner of 1st Embodiment. It is a time chart which shows an example of the control result of the air conditioner for vehicles of a 1st embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner of 2nd Embodiment. It is a time chart which shows an example of the control result of the vehicle air conditioner of 2nd Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment, and FIG. 2 is a block diagram illustrating a configuration of an electric control unit of the vehicle air conditioner 1. In the present embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains driving force for vehicle travel from an internal combustion engine (engine) EG and a travel electric motor.

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

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

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

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

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

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

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

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

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

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

  First, the indoor air conditioning unit 30 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 32, the evaporator 15, the heater core 36, and the PTC heater 37 are disposed in a casing 31 that forms an outer shell thereof. Etc. are accommodated.

  The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. A first air passage 31 a and a second air passage 31 b through which air flows in parallel with each other are formed in the casing 31.

  The first air passage 31a is an outside air passage through which outside air flows in the inside / outside air two-layer flow mode. The second air passage 31b is an inside air side passage through which the inside air flows in the inside / outside air two-layer flow mode. The first air passage 31a and the second air passage 31b are partitioned by a partition plate 31c (partition portion).

  An inside / outside air switching box 20 as an inside / outside air switching means for switching between the inside air (vehicle compartment air) and the outside air (vehicle compartment outside air) is arranged on the most upstream side of the blown air flow in the casing 31.

  More specifically, the inside / outside air switching box 20 is formed with a first inside air introduction port 21A, a second inside air introduction port 21B, a first outside air introduction port 22A, and a second outside air introduction port 22B. The first inside air introduction port 21 </ b> A and the second inside air introduction port 21 </ b> B introduce inside air into the casing 31. The first outside air introduction port 22A and the second outside air introduction port 22B introduce outside air into the casing 31.

  Furthermore, inside the inside / outside air switching box 20, a first inside / outside air switching door 23 </ b> A and a second inside / outside air switching door 23 </ b> B that change the air volume ratio between the volume of the inside air introduced into the casing 31 and the volume of the outside air are arranged. ing.

  The first inside / outside air switching door 23A continuously adjusts the opening areas of the first inside air introduction port 21A and the first outside air introduction port 22A. The second inside / outside air switching door 23B continuously adjusts the opening areas of the second inside air introduction port 21B and the second outside air introduction port 22B.

  Accordingly, the first inside / outside air switching door 23 </ b> A and the second inside / outside air switching door 23 </ b> B change the air volume ratio changing means (which changes the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air). (Inside / outside air switching means). In other words, the first inside / outside air switching door 23A and the second inside / outside air switching door 23B adjust the ratio between the inside air and the outside air introduced into the first air passage 31a and the second air passage 31b. It is.

  More specifically, the first inside / outside air switching door 23A is driven by the electric actuator 62A, and the second inside / outside air switching door 23B is driven by the electric actuator 62B. The operation of the electric actuators 62A and 62B is controlled by a control signal output from the air conditioning control device 50.

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

  In the inside air mode, the first inside air introduction port 21A and the second inside air introduction port 21B are fully opened, and the first outside air introduction port 22A and the second outside air introduction port 22B are fully closed, and the first air passage 31a and the first inside of the casing 31 are closed. 2 Inside air is introduced into the air passage 31b.

  In the outside air mode, the first inside air introduction port 21A and the second inside air introduction port 21B are fully closed and the first outside air introduction port 22A and the second outside air introduction port 22B are fully opened. 2 Outside air is introduced into the air passage 31b.

  In the inside / outside air mixing mode, the opening areas of the first inside air introduction port 21A, the second inside air introduction port 21B, the first outside air introduction port 22A, and the second outside air introduction port 22B are continuously set between the inside air mode and the outside air mode. By adjusting, the introduction ratio of the inside air and the outside air into the first air passage 31a and the second air passage 31b in the casing 31 is continuously changed.

  In the inside / outside air two-layer flow mode, the first inside air in the casing 31 is set such that the first inside air introduction port 21A and the second outside air introduction port 22B are fully opened and the first outside air introduction port 22A and the second inside air introduction port 21B are fully closed. Outside air is introduced into the passage 31a and inside air is introduced into the second air passage 31b.

  A blower 32 (blower), which is a blowing means for blowing the air sucked through the inside / outside air switching box 20 toward the vehicle interior, is disposed on the downstream side of the inside / outside air switching box 20. The blower 32 is an electric blower that drives the first fan 32 a and the second fan 32 b by a common electric motor 32 c, and the number of rotations (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50. The Therefore, the electric motor 32c constitutes a blowing capacity changing unit of the blower 32.

  The first fan 32a and the second fan 32b are centrifugal multiblade fans (sirocco fans). The first fan 32a is disposed in the first air passage 31a and blows the inside air from the first inside air introduction port 21A and the outside air from the first outside air introduction port 22A to the first air passage 31a. The second fan 32b is disposed in the second air passage 31b and blows the inside air from the second inside air introduction port 21B and the outside air from the second outside air introduction port 22B to the second air passage 31b.

  An evaporator 15 is disposed on the downstream side of the air flow of the blower 32. The evaporator 15 is disposed over the entire area of the first air passage 31a and the second air passage 31b. The evaporator 15 functions as a cooling means (heat exchange means) that cools the blown air by exchanging heat between the refrigerant (heat medium) flowing through the evaporator 15 and the blown air blown from the blower 32. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

  Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 10, compresses and discharges the refrigerant, The fixed capacity type compression mechanism 11a having a fixed capacity is configured as an electric compressor that is driven by an electric motor 11b. The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by the AC voltage output from the inverter 61.

  Further, the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal output from the air conditioning control device 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing unit of the compressor 11.

  The condenser 12 is disposed in the engine room, and is discharged from the compressor 11 by exchanging heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from the blower fan 12a as an outdoor blower. It is the outdoor heat exchanger (heat radiator) which dissipates the condensed refrigerant and condenses it. The blower fan 12a is an electric blower in which the operation rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioning control device 50.

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

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

  In the first air passage 31a and the second air passage 31b, on the downstream side of the air flow in the heating cold air passage and the cold air bypass passage, mixing spaces 35A and 35B for mixing the air flowing out from the heating cold air passage and the cold air bypass passage are provided. Is formed.

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

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

  The PTC heater 37 has an PTC element (positive characteristic thermistor), and is an electric heater as auxiliary heating means that generates heat when electric power is supplied to the PTC element and heats the air after passing through the heater core 36. Note that the power consumption required to operate the PTC heater 37 of the present embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

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

  The air-conditioning control device 50 controls the operation of the switch element so as to independently switch between the energized state and the non-energized state of each PTC element, thereby switching the number of PTC elements that are in the energized state and exhibit the heating capability. The heating capacity of the heater 37 as a whole can be changed.

  The cold air bypass passage is an air passage for guiding the air after passing through the evaporator 15 to the mixing spaces 35A and 35B without passing through the heater core 36 and the PTC heater 37. Accordingly, the temperature of the blown air mixed in the mixing spaces 35A and 35B varies depending on the air volume ratio of the air passing through the heating cold air passage and the air passing through the cold air bypass passage.

  Therefore, in the present embodiment, the heating cold air passage and the cold air are provided downstream of the evaporator 15 in the first air passage 31a and the second air passage 31b and on the inlet side of the cooling cold air passage and the cold air bypass passage. Air mix doors 39A and 39B are provided for continuously changing the air volume ratio of the cool air flowing into the bypass passage.

  The air mix doors 39A and 39B constitute temperature adjusting means for adjusting the air temperature in the mixing spaces 35A and 35B (the temperature of the blown air blown into the passenger compartment).

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

  A communication passage 31d that connects the first air passage 31a and the second air passage 31b is formed at the most downstream portion of the blast air flow of the casing 31. A communication door 38 is disposed at the most downstream portion of the blast air flow of the casing 31. The communication door 38 is communication path opening / closing means for opening and closing the communication path 31d.

  The communication door 38 is driven by the electric actuator 65. The operation of the electric actuator 65 is controlled by a control signal output from the air conditioning controller 50.

  When the suction port mode is any of the all-in-air mode, all-outside-air mode, and inside / outside-air mixing mode, the communication door 38 opens the communication passage 31d, so that the first air passage 31a and the second air passage 31b are communicated. .

  When the suction port mode is the inside / outside air two-layer flow mode, the communication door 38 closes the communication passage 31d, so that the first air passage 31a and the second air passage 31b are partitioned without communication.

  Furthermore, the blower outlets 24-26 which blow off the temperature-adjusted blown air from mixing space 35A, 35B to the vehicle interior which is an air-conditioning object space are arrange | positioned in the blower air flow most downstream part of the casing 31. FIG.

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

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

  The face air outlet 24 and the defroster air outlet 26 are disposed at the most downstream portion of the blast air flow in the first air passage 31a. The foot outlet 25 is disposed in the most downstream part of the blown air flow of the second air passage 31b.

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

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode switching means for switching the outlet mode, and an electric actuator 64 for driving the outlet mode door via a link mechanism (not shown). It is linked to and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  Further, as the air outlet mode, the face air outlet 24 is fully opened and air is blown out from the face air outlet 24 toward the upper body of the passenger in the passenger compartment (FACE), and both the face air outlet 24 and the foot air outlet 25 are provided. Bi-level mode (B / L) that opens and blows air toward the upper body and feet of passengers in the passenger compartment, fully opens the foot outlet 25, opens the defroster outlet 26 by a small opening degree, and opens the foot outlet 25 Foot mode (FOOT) for mainly blowing air from the foot, and foot defroster mode (F / F) for opening air from both the foot outlet 25 and the defroster outlet 26 by opening the foot outlet 25 and the defroster outlet 26 to the same extent. D).

  Further, the defroster mode (DEF) in which the occupant manually operates the defroster switch 60c of the operation panel 60 shown in FIG. 2 to fully open the defroster outlet 26 and blow out air from the defroster outlet 26 to the inner surface of the vehicle front window glass. It can also be.

  When the suction port mode is the inside / outside air two-layer flow mode, when the total blown air volume from the face air outlet 24 and the defroster air outlet 26 is made larger than the blown air volume from the foot air outlet 25 (for example, face mode, foot defroster) Mode, defroster mode), the communication door 38 opens the communication path 31d. As a result, not only the air in the first air passage 31 a but also the air in the second air passage 31 b can be blown out from the face outlet 24 and the defroster outlet 26.

  The face mode and the bi-level mode are upper body side blowing modes in which air in the air passages 31a and 31b is blown out at least from the face blowing port 24 toward the upper body of the occupant. The face door 24a is a blow switching means for switching to the upper body blow mode.

  The face door 24a, the foot door 25a and the defroster door 26a are air volume ratio adjusting means for adjusting the upper body side blowing air volume ratio. The upper body side blowing air volume ratio is the ratio of the blowing air volume from the face outlet 24 to the total air volume blown into the vehicle interior space.

  The foot mode and the foot defroster mode are lower body side blowing modes in which the air in the air passages 31 a and 31 b is blown out from the foot blower outlet 25 toward the lower body (foot) of the occupant and is not blown out from the face blowout opening 24.

  When the suction port mode is the inside / outside air two-layer flow mode, when the amount of air blown from the foot outlet 25 is larger than the total amount of air blown from the face outlet 24 and the defroster outlet 26 (for example, foot mode), communication The door 38 opens the communication path 31d. Thereby, not only the air in the second air passage 31b but also the air in the first air passage 31a can be blown out from the foot outlet 25.

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

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

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

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

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

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

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

  On the output side of the air conditioning controller 50, the blower 32, the inverter 61 for the electric motor 11b of the compressor 11, the blower fan 12a, various electric actuators 62A, 62B, 63, 64, 65, the PTC heater 37, and the cooling water pump 40a. The seat air conditioner 90 and the like are connected.

  On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52 (outside air temperature detecting means), a solar radiation sensor 53, a discharge temperature sensor 54 (discharge temperature detecting means), a discharge pressure sensor 55 (discharge pressure detecting means), For various air conditioning controls such as an evaporator temperature sensor 56 (evaporator temperature detection means), a cooling water temperature sensor 58, a window vicinity humidity sensor 59 (humidity detection means), a window glass vicinity air temperature sensor, and a window glass surface temperature sensor. Sensor groups are connected.

  The inside air sensor 51 detects a vehicle interior temperature Tr. The outside air sensor 52 detects the outside air temperature Tam. The solar radiation sensor 53 detects the solar radiation amount Ts in the passenger compartment. The discharge temperature sensor 54 detects the compressor 11 discharge refrigerant temperature Td. The discharge pressure sensor 55 detects the compressor 11 discharge refrigerant pressure Pd. The evaporator temperature sensor 56 detects the temperature of the air blown from the evaporator 15 (evaporator temperature) TE.

  The cooling water temperature sensor 58 detects the cooling water temperature Tw of the cooling water that has flowed out of the engine EG. The window vicinity humidity sensor 59 detects the relative humidity of the vehicle interior air in the vicinity of the window glass in the vehicle interior (hereinafter referred to as the window vicinity relative humidity). The window glass vicinity air temperature sensor detects the temperature of the passenger compartment air near the window glass. The window glass surface temperature sensor detects the window glass surface temperature.

  Note that the evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, temperature detection means for detecting the temperature of other parts of the evaporator 15 may be adopted, or temperature detection means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. It may be adopted. The detection values of the window vicinity humidity sensor 59, the temperature sensor, and the window glass surface temperature sensor are used to calculate the relative humidity RHW of the window glass surface.

  Further, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed near the instrument panel in the front part of the vehicle interior are input to the input side of the air conditioning control device 50. Specifically, various air conditioning operation switches provided on the operation panel 60 include an air conditioner switch, an auto switch 60a, an outlet mode changeover switch 60b, a defroster switch 60c, an air volume setting switch of the blower 32, and a vehicle interior temperature setting switch 60d. A display unit or the like for displaying the current operating state of the vehicle air conditioner 1 is provided.

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

  The auto switch 60a is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the occupant. The defroster switch 60c is defroster mode setting means for setting the defroster mode by the operation of the occupant. The vehicle interior temperature setting switch 60d is target temperature setting means for setting the vehicle interior target temperature Tset by the operation of the passenger.

  Further, as various air conditioning operation switches provided on the operation panel 60, economy switches are provided. The economy switch is a switch that prioritizes the reduction of environmental load. By turning on the economy switch, the operation mode of the vehicle air conditioner 1 is set to an economy mode (economic mode for short) that prioritizes power saving of air conditioning. Therefore, the economy switch can also be expressed as power saving priority mode setting means.

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

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

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

  Here, the air-conditioning control device 50 and the driving force control device 70 are configured such that control means for controlling various control target devices connected to the output side are integrally configured. The structure to control (hardware and software) comprises the control means which controls the action | operation of each control object apparatus.

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

  Further, the configuration for controlling the cooling capacity of the evaporator 15 as the cooling means constitutes the cooling capacity control means 50c, and the configuration for controlling the heating capacity of the heater core 36 as the heating means constitutes the heating capacity control means.

  Moreover, the structure which transmits / receives a control signal with the driving force control apparatus 70 in the air-conditioning control apparatus 50 comprises the request signal output means 50d. In addition, the driving force control device 70 transmits and receives control signals to and from the air conditioning control device 50, and determines whether or not the engine EG needs to be operated in accordance with an output signal from the request signal output means 50d or the like (determining whether or not the operation is necessary). Means) constitutes a signal communication means.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment in the above configuration will be described with reference to FIGS. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of the present embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on while power is supplied from the battery 81 or an external power source to various in-vehicle devices including the electric components constituting the vehicle air conditioner 1. Will start. In addition, each control step in FIGS. 3-9 comprises the various function implementation | achievement means which the air-conditioning control apparatus 50 has.

  First, in step S1, initialization such as initialization of flags, timers, etc., and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored at the end of the previous operation of the vehicle air conditioner 1 are maintained.

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

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

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

Next, in step S4, the target blowing temperature TAO of the vehicle compartment blowing air is calculated. Therefore, step S4 constitutes a target blowing temperature determining means. The target blowing temperature TAO is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature (inside air temperature) detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is This is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

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

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

Specifically, first, a temporary air mix opening degree SWdd is calculated by the following formula F2.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F2)
Note that {MAX (10, Tw− (TE + 2))} in Formula F2 means the larger value of 10 and Tw− (TE + 2).

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

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

  As shown in FIG. 4, first, in step S611, it is determined whether or not the auto switch 60a of the operation panel 60 is turned on. As a result, if it is determined that the auto switch 60a is not turned on, in step S612, the blower motor voltage that determines the passenger's desired air volume manually set by the air volume setting switch of the operation panel 60 is determined, and step S7 is performed. Proceed to

  Specifically, the air volume setting switch of the present embodiment can set five levels of air volume of Lo → M1 → M2 → M3 → Hi, and the blower motor voltage is set in the order of 4V → 6V → 8V → 10V → 12V. Determined to be higher.

  On the other hand, if it is determined in step S611 that the auto switch 60a is turned on, in step S613, the control map stored in the air conditioning controller 50 in advance based on the TAO determined in step S4 is referred to. The temporary blower level f1A (TAO) is then determined.

  As the temporary blower level f1A (TAO), a basic blower level corresponding to the air conditioning heat load is calculated. The temporary blower level f1A (TAO) is used as a blower level candidate value finally determined in step S6. The blower level is a value corresponding to the blower voltage applied to the electric motor in order to determine the blowing capacity of the blower 32.

  The control map for determining the temporary blower level f1A (TAO) in the present embodiment is configured such that the value of the temporary blower level f1A (TAO) for TAO draws a bathtub-like curve.

  That is, as shown in step S613 of FIG. 4, the air volume of the blower 32 is maximum in the extremely low temperature range of TAO (in this embodiment, −30 ° C. or lower) and the extremely high temperature range (in this embodiment, 80 ° C. or higher). The temporary blower level f1A (TAO) is raised to a high level so that the air volume is near.

  Further, when the TAO rises from the extremely low temperature range toward the intermediate temperature range, the temporary blower level f1A (TAO) is reduced so that the blown amount of the blower 32 is reduced as the TAO rises. Further, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower level f1A (TAO) is decreased according to the decrease in TAO so that the air volume of the blower 32 is decreased.

  When TAO enters a predetermined intermediate temperature range (10 ° C. to 40 ° C. in the present embodiment), the temporary blower level f1A (TAO) is lowered to a low level so that the air volume of the blower 32 becomes a low air volume. Thereby, the basic blower level corresponding to the air conditioning heat load is calculated.

  As is apparent from the above description, the temporary blower level f1A (TAO) is a value determined based on TAO, and is therefore based on the vehicle interior set temperature Tset, the internal temperature Tr, the external temperature Tam, and the solar radiation amount Ts. It is determined based on the value determined by

  In subsequent step S614, the warm-up upper limit blower level f2A (TW) is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the coolant temperature Tw (water temperature) detected by the coolant temperature sensor 58. To do. The warm-up upper limit blower level f2A (TW) is an upper limit value of the blower level when the engine EG is warmed up (when the coolant temperature Tw is low).

  That is, as shown in step S614 of FIG. 4, the warm-up upper limit blower level f2A (TW) is raised in the range of 0 to 30 as the cooling water temperature Tw rises from the low temperature range to the high temperature range. In the control map shown in step S614 of FIG. 4, a hysteresis width for preventing control hunting is set.

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

In subsequent step S615, the blower level is calculated by the following mathematical formula F3, and the process proceeds to step S616.
Blower level = MIN (f1A (TAO), f2A (TW)) (F3)
Note that MIN (f1A (TAO), f2A (TW)) in Formula F3 means the smaller value of f1A (TAO) and f2A (TW).

  In step S616, the blower voltage (blower motor voltage) is determined based on the determined blower level with reference to the control map stored in the air conditioning control device 50 in advance. That is, as shown in step S616 of FIG. 4, the blower voltage (blower motor voltage) is decreased as the blower level value is smaller.

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

  In the next step S7, the inlet mode, that is, the switching state of the inside / outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 5, first, in step S701, it is determined whether or not the auto switch 60a of the operation panel 60 is turned on. As a result, when it is determined that the auto switch 60a is not turned on, the outside air introduction rate corresponding to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

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

  On the other hand, if it is determined in step S701 that the auto switch 60a has been turned on, the process proceeds to step S705, and based on the target outlet temperature TAO calculated in step S4, whether the air conditioning operation state is the cooling operation or the heating operation. Determine. In the example of FIG. 5, when the target blowing temperature TAO is higher than 25 ° C., it is determined that the heating operation is performed, and in other cases, the cooling operation is determined.

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

  Specifically, the outside air rate is reduced when TAO is low, and the outside air rate is increased when TAO is high. In the example of FIG. 5, if TAO ≦ 0 ° C., the outside air rate is 0%, if TAO ≧ 15 ° C., the outside air rate is 100%, and if 0 ° C. <TAO <15 ° C., the outside air rate is higher as TAO is higher. Is increased in the range of 0 to 100%.

  When the outside air rate is set to 0%, the opening degree of the first inside / outside air switching door 23A and the second inside / outside air switching door 23B is controlled so that the suction port mode becomes the all inside air mode. When the outside air rate is set to 100%, the opening degree of the first inside / outside air switching door 23A and the second inside / outside air switching door 23B is controlled so that the suction port mode becomes the all outside air mode.

  When the outside air rate is set to be more than 0% and less than 100%, the opening degrees of the first inside / outside air switching door 23A and the second inside / outside air switching door 23B are controlled so that the suction port mode becomes the inside / outside air mixing mode. The opening degree of the first inside / outside air switching door 23A and the second inside / outside air switching door 23B is changed according to the set outside air rate.

  On the other hand, when it determines with heating operation in step S705, it progresses to step S707 and it is determined whether it is a compressor stop mode. In other words, it is determined whether or not the compressor 11 is stopped. Specifically, it is determined whether or not the rotational speed of the compressor 11 is determined to be 0 in the control process for determining the rotational speed of the compressor 11 in step S9.

  The compressor stop mode is an operation mode in which the compressor 11 is automatically stopped to improve fuel efficiency when the possibility of odor generation from the evaporator 15 during heating is low and the possibility of fogging of the window glass is low. It is.

  When it is determined that the compressor stop mode is not set, that is, when the compressor 11 is operating, the process proceeds to step S708, the outside air rate is determined as 100%, and the process proceeds to step S8. In other words, the entire outside air mode is determined. Thereby, since the outside air whose temperature is lower than that of the inside air is sucked into the evaporator 15, the power consumption of the compressor 11 can be reduced and the fuel efficiency can be improved.

  On the other hand, when it is determined that the compressor stop mode is set, that is, when the compressor 11 is stopped, the inside / outside air two-layer flow mode is determined and the process proceeds to step S8. Thereby, since the outside air flows into the evaporator 15 in the first air passage 31a, the temperature of the air flowing into the evaporator 15 can be lowered as compared with the case where the inside air flows into the evaporator 15. Therefore, since it is possible to suppress the condensed water on the surface of the evaporator 15 from evaporating, it is possible to suppress generation of odor from the evaporator 15.

  Further, since the internal air is recirculated through the second air passage 31b, the temperature of the air flowing into the heater core 36 can be increased in the second air passage 31b. Therefore, since the amount of heat from which the hot water is taken away by the heater core 36 is reduced, it is possible to blow out hot air even if the operating frequency of the engine EG is lowered, and the practical fuel consumption of the vehicle can be improved.

  In this example, the outside air rate in the inside / outside air two-layer flow mode is 50%, but the outside air rate in the inside / outside air two-layer flow mode can be appropriately changed according to the specifications of the indoor air conditioning unit 30.

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

  As shown in FIG. 6, first, in step S81, the provisional outlet mode f1 (TAO) is determined with reference to the control map stored in advance in the air conditioning controller 50 based on the target outlet temperature TAO calculated in step S4. To do.

  In the present embodiment, as shown in step S81 in FIG. 8, the temporary outlet mode f1 (TAO) is sequentially switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature region to the high temperature region. Accordingly, it is easy to select the face mode mainly in summer, the bi-level mode mainly in spring and autumn, and the foot mode mainly in winter. In the control map shown in step S81 of FIG. 8, a hysteresis width for preventing control hunting is set.

  In a succeeding step S82, it is determined whether or not the temporary outlet mode f1 (TAO) is a bi-level mode or a foot mode. If it is determined that the temporary outlet mode f1 (TAO) is the bi-level mode or the foot mode, the process proceeds to step S83, and is stored in the air-conditioning control device 50 in advance based on the window-side relative humidity detected by the window-side humidity sensor 59. The outlet mode is determined with reference to the control map.

  Specifically, when the relative humidity near the window is less than 95%, the air outlet mode is set to the temporary air outlet mode f1 (TAO) determined in step S81, and when the relative humidity near the window is 95% or more and less than 99%, When the air outlet mode is the foot defroster mode and the relative humidity in the vicinity of the window is 99% or more, the air outlet mode is the defroster mode. In the control map shown in step S83 of FIG. 6, a hysteresis width for preventing control hunting is set.

  On the other hand, when it determines with temporary blower outlet mode f1 (TAO) not being a bi-level mode or a foot mode in step S82, it progresses to step S84 and the temporary blower outlet mode f1 (TAO) determined by step S81. And

  Accordingly, when the relative humidity in the vicinity of the window is high and the possibility of fogging of the window glass is high, the foot defroster mode or the defroster mode is selected, and the ratio of the air volume blown from the defroster outlet 26 can be increased. it can.

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

  Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 8, first, in step S901, the time for drying the evaporator 15 (evaporator drying time) is calculated based on the outside air temperature.

  Specifically, when the outside air temperature is high, the evaporator drying time is set longer. That is, as the outside air temperature is higher, the amount of condensed water generated in the evaporator 15 during the operation of the refrigeration cycle 10 is increased, so that it takes time for the evaporator 15 to dry. In the example of FIG. 8, the outside air temperature is 0 ° C. for 30 seconds, the outside air temperature is 10 ° C., and 20 ° C. is 120 seconds.

  When the humidity of the outside air is low, the evaporator drying time may be set short. This is because the lower the outside air humidity, the faster the evaporator 15 is dried by introducing the outside air. The larger the air volume of the blower 32, the shorter the evaporator drying time may be set. This is because the evaporator 15 dries faster as the air volume of the blower 32 increases.

  In the subsequent step S902, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn−1 is obtained. Specifically, based on the TAO determined in step S4 or the like, a target of the blown air temperature TE from the indoor evaporator 26 is referred to with reference to a control map (for example, FIG. 8) stored in advance in the air conditioning control device 50. The blowing temperature TEO is determined.

  Then, a deviation En (TEO-TE) between the target blowing temperature TEO and the blowing air temperature TE is calculated, and a deviation change rate Edot (En− (En− ()) obtained by subtracting the previously calculated deviation En−1 from the currently calculated deviation En. En-1)) is calculated, and the previous compressor rotation is calculated based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning controller 50 using the deviation En and the deviation rate of change Edot. A rotational speed change amount Δf with respect to the number fn−1 is obtained.

  In the next step S903, it is determined whether or not the economy switch of the operation panel 60 is turned on (whether or not the eco mode is set).

  If it is determined that the economy switch is not turned on, the process proceeds to step S904, and the upper limit value (MAX speed) of the compressor 11 is set to 10,000 rpm, and the process proceeds to step S906.

  On the other hand, if it is determined that the economy switch is turned on, the process proceeds to step S905, where the upper limit value (MAX speed) of the compressor 11 is set to 7000 rpm, and the process proceeds to step S906.

  That is, when the economy switch is turned on, the energy (electric energy) consumed for air conditioning the vehicle interior is reduced by lowering the upper limit value of the rotation speed of the compressor 11 than when the economy switch is not turned on. I am letting.

  In subsequent steps S906 to S914, it is determined whether or not to perform a compressor stop mode (compressor stop control) in which the compressor 11 is automatically stopped. First, in step S906, it is determined whether or not the outside air temperature is less than 15 ° C. If it is determined that the outside air temperature is less than 15 ° C., it can be determined that if the outside air is introduced even if the compressor 11 is stopped, the evaporator 15 will dry slowly and hardly generate odors, so the process proceeds to step S907, and step S8. It is determined whether or not the air outlet mode determined in step 2 is a bi-level mode or a face mode.

  If it is determined that the outlet mode is not the bi-level mode or the face mode, that is, if it is the foot mode, the foot defroster mode or the defroster mode, the compressor 11 is stopped and the odor is generated even if the odor is generated from the evaporator 15. Since air is not blown out from the face outlet 24 toward the upper body of the occupant, the process proceeds to step S908, and it is determined whether or not the relative humidity RHW on the surface of the window glass is less than 100%.

  When it is determined that the relative humidity RHW of the window glass surface is less than 100%, it can be determined that the window glass is not easily fogged even when the compressor 11 is stopped. Therefore, the process proceeds to step S909, and the target blowing temperature TAO of the vehicle interior blowing air It is determined whether or not the temperature exceeds 25 ° C.

  If it is determined that the target blowout temperature TAO of the vehicle compartment blowout air is higher than 25 ° C., it can be judged that the cooling operation is not necessary. Therefore, the process proceeds to step S910, and the suction port mode is set to the manual all-air mode (manual REC mode). It is determined whether or not there is. In other words, it is determined whether or not the inside air introduction rate α exceeds the predetermined ratio α0.

  The inside air introduction rate is the ratio of the air volume of the inside air introduced into the first air passage 31a and the second air passage 31b to the air volume of the air introduced into the first air passage 31a and the second air passage 31b. In the present embodiment, the predetermined ratio α0 is the inside air rate (50% in this example) in the inside / outside air two-layer flow mode. Note that the inside air rate in the all-outside air mode is 100%, and the inside air rate in the all-outside air mode is 0%.

  When it is determined that the suction port mode is not the manual all-air mode (manual REC mode), that is, the suction port mode is the all outside air mode or the inside / outside air two-layer flow mode, and the inside air introduction rate α is a predetermined ratio α0 (in this example, 50%) or less, it can be determined that the drying of the evaporator 15 is slow and odor is less likely to occur by introducing more outside air than inside air even if the compressor 11 is stopped, and thus the process proceeds to step S911. Then, the current compressor speed is determined to be zero. As a result, the compressor stop mode (compressor stop control) can be performed to reduce the compressor power consumption, and consequently the air conditioning power can be reduced. That is, energy can be saved.

  When the compressor 11 is stopped, the condensed water on the surface of the evaporator 15 may evaporate and odor may be generated. However, since a lot of low temperature outside air is introduced into the evaporator 15, the condensation on the surface of the evaporator 15 is performed. It can suppress that water evaporates and can suppress that a passenger | crew feels a bad smell by extension.

  On the other hand, when it is determined that the suction port mode is the manual all-air mode (manual REC mode), that is, when it is determined that the inside air introduction rate α exceeds the predetermined ratio α0 (50% in this example), step S912. It is determined whether the blower 32 is operating (ON). When it determines with the air blower 32 operating, it progresses to step S913, an evaporator drying timer is counted, and it progresses to step S915.

  On the other hand, when it determines with the air blower 32 having stopped (OFF), it progresses to step S914, an evaporator drying timer is stopped, and it progresses to step S915. That is, when the blower 32 is stopped, air is not blown to the evaporator 15 and drying of the evaporator 15 is delayed, so the evaporator drying timer is not counted.

  In step S915, it is determined whether the count time of the evaporator drying timer is equal to or longer than the evaporator drying time set in step S901. When it is determined that the count time of the evaporator drying timer is equal to or longer than the evaporator drying time, it is determined that the evaporator 15 is dry to the extent that no odor is generated from the evaporator 15, and thus the process proceeds to step S911. The compressor stop mode (compressor stop control) can be performed to reduce the compressor power consumption, and thus the air conditioning power can be reduced. That is, energy can be saved.

  At this time, since there is a high possibility that the evaporator 15 is dried to such an extent that no odor is generated from the evaporator 15, it is possible to suppress the passenger from feeling a bad odor even if the compressor 11 is stopped.

On the other hand, if it is determined that the count time of the evaporator drying timer is not equal to or longer than the evaporator drying time, it is determined that the evaporator 15 is not dry and odor may be generated from the evaporator 15, and thus the process proceeds to step S916. Then, the current compressor speed is calculated by the following formula F4.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed}} (F4)
Note that MIN {(previous compressor rotation speed + Δf), MAX rotation speed} in Formula F4 means the smaller value of the previous compressor rotation speed + Δf and MAX rotation speed.

  As a result, even when the compressor 11 needs to be operated, the refrigerant discharge capacity of the compressor 11 can be reduced in the eco mode or when the compressor power consumption is large, that is, when the air conditioning power needs to be reduced. The power consumption of the compressor can be reduced by lowering, and thus the power for air conditioning can be reduced.

  If it is determined in step S906 that the outside air temperature is not less than 15 ° C., or if it is determined in step S907 that the outlet mode is the bi-level mode or the face mode, the relative humidity RHW of the window glass surface is 100% in step S908. When it is determined that it is not less than or when it is determined in step S909 that the target outlet temperature TAO of the vehicle compartment outlet air is not higher than 25 ° C., it is necessary to operate the compressor 11 to cool and dehumidify the air with the evaporator 15 Therefore, the process proceeds to step S916, and the current compressor speed is calculated by the above-described equation F4.

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

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

  That is, the provisional air mix opening SWdd is reduced, which means that the necessity of heating the blown air in the cold air passage for heating is reduced. Therefore, as the air mix opening SW is reduced. Therefore, the necessity of operating the PTC heater 37 is also reduced.

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

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

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

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

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

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

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

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

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

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

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

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

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

  Next, in step S14, various devices 32, 12a, 61, 62, 63, 64, 65, 12a, 37, 37 are provided from the air conditioning control device 50 so that the control state determined in steps S5 to S13 described above is obtained. Control signals and control voltages are output to 40a and 80. Further, the request signal determined in step S11 is transmitted from the request signal output means 50c to the driving force control apparatus 70.

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

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

  The cold air that has flowed into the heating cold air passage is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air that has passed through the cold air bypass passage in the mixing spaces 35A and 35B. Then, the conditioned air whose temperature is adjusted in the mixing spaces 35A and 35B is blown out from the mixing spaces 35A and 35B into the vehicle interior via the respective outlets.

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

  An example of the operation according to this embodiment is shown in FIG. In the example of FIG. 10, since the outside air temperature is 10 ° C., when the ignition switch of the vehicle is turned on (IG ON), the target blowing temperature TAO becomes a high temperature range. Therefore, in step S7, the suction port mode is determined as the all outside air mode or the inside / outside air two-layer flow mode (steps S705, S708, S709).

  Further, since the target outlet temperature TAO is in a high temperature range, the outlet mode is determined to be the foot mode in step S8 (step S81).

  Since the outside air temperature is 10 ° C., the outlet mode is determined to be the foot mode, the target outlet temperature TAO is in the high temperature range, and the inlet mode is determined to be the all outside air mode or the inside / outside air two-layer flow mode, step S9 The compressor stop mode (compressor stop control) in which the compressor 11 is automatically stopped is started (steps S906 to S911). In other words, the automatic dehumidification OFF control in which the dehumidification by the evaporator 15 is automatically stopped is started.

  When the compressor 11 stops, the condensed water on the surface of the evaporator 15 may evaporate and odor may be generated. However, since the suction port mode is the all outside air mode or the inside / outside air two-layer flow mode, Compared with the mode, a lot of low-temperature outside air is introduced into the evaporator 15. Therefore, it can suppress that the condensed water of the evaporator 15 surface evaporates, and can suppress that a passenger | crew senses a bad smell by extension.

  In this example, since the outside air temperature is 10 ° C., the evaporator drying time is determined to be 120 seconds in step S9 (step S901).

  In this example, when the count time of the evaporator drying timer is less than the evaporator drying time (120 seconds in this example), the air outlet mode changeover switch 60b of the operation panel 60 is operated by the occupant, and the manual inlet mode is set to the full mode. The inside air mode is set (manual REC operation).

  Thereby, the compressor stop mode (automatic dehumidification OFF control) is completed in step S9, and the compressor 11 is started (steps S910, S912 to S916).

  By setting the whole inside air mode, the inside air having a temperature higher than that of the outside air is introduced into the evaporator 15, but when the compressor 11 is activated, condensed water is generated on the surface of the evaporator 15. Odor generation is suppressed. Therefore, it can suppress that a passenger | crew feels a bad smell.

  In the example of FIG. 10, after the ignition switch of the vehicle is turned on (IG ON), the blower voltage (in other words, the blowing capacity of the blower 32) increases as the cooling water temperature Tw rises.

  In the present embodiment, as described in step S9, the air-conditioning control device 50 is the inside air that is the ratio of the inside air introduced into the first air passage 31a and the second air passage 31b when the vehicle interior space is heated. Compressor stop control is performed to stop the compressor 11 until the introduction rate α exceeds the predetermined ratio α0 (steps S910, S911, S916).

  According to this, since the compressor stop control is performed when the inside air introduced into the evaporator 15 is relatively small, when the compressor 11 is stopped, the inside air having a temperature higher than the outside air flows through the evaporator 15 and evaporates. It is possible to prevent the condensed water on the surface of the vessel 15 from evaporating. That is, even if the compressor 11 is stopped, it is possible to prevent the condensed water on the surface of the evaporator 15 from evaporating and generating odor.

  Therefore, it is possible to save power by stopping the compressor 11 while suppressing the occupant from feeling bad odor.

  Specifically, the predetermined ratio α0 is the same as the inside air introduction rate α (50% in this example) when the inside / outside air two-layer flow mode is set (step S910). Thereby, even if the compressor 11 is stopped, the condensed water on the surface of the evaporator 15 can be reliably suppressed from generating odors.

  More specifically, the air conditioning control device 50 performs compressor stop control until the all-in-air mode is set (step S910). According to this, power saving by stopping the compressor 11 can be further achieved.

  In the present embodiment, the air-conditioning control device 50 stops the compressor if a predetermined condition that allows the evaporator 15 to be dried to such an extent that it does not easily generate odor is satisfied even if the inside air introduction rate α exceeds the predetermined ratio α0. Control is continued (steps S910 to S915).

  According to this, if the evaporator 15 is dried to such an extent that it does not easily generate odor, it is possible to suppress the generation of odor from the evaporator 15 even if the inside air having a temperature higher than the outside air flows through the evaporator 15. Power saving can be further achieved by continuing the machine stop control.

(Second Embodiment)
In the above embodiment, as described in step S7, when the compressor 11 is operating during the heating operation, the entire outside air mode is determined, and when the compressor 11 is stopped, the inside / outside air two-layer flow mode is determined. However, in this embodiment, as shown in FIG. 11, in the present embodiment, during the heating operation, the all outside air mode is determined regardless of the operating state of the compressor 11 (steps S <b> 705 and S <b> 708). That is, there is no inside / outside air two-layer flow mode in the suction inlet mode of this embodiment.

  Specifically, when it is determined in step S705 that the heating operation is performed, the process proceeds to step S708, the outside air rate is determined to be 100%, and the process proceeds to step S8. In other words, the entire outside air mode is determined. Thereby, since the outside air whose temperature is lower than that of the inside air is sucked into the evaporator 15, the power consumption of the compressor 11 can be reduced and the fuel efficiency can be improved.

  As described above, in step S910 shown in FIG. 7, it is determined whether or not the suction port mode is the manual all-air mode (manual REC mode). In other words, it is determined whether or not the inside air introduction rate α exceeds the predetermined ratio α0.

  In the above embodiment, the predetermined ratio α0 is the inside air rate in the inside / outside air two-layer flow mode (50% in the example of the above embodiment), but in this embodiment, the inside / outside air two-layer flow mode is as described above. Therefore, the predetermined ratio α0 is the inside air rate (0% in this example) in the all outside air mode.

  In step S910, when it is determined that the suction port mode is not the manual all-in-air mode (manual REC mode), that is, the suction port mode is the all-outside air mode, and the inside air introduction rate α is a predetermined ratio α0 (0% in this example). If it is determined that the value does not exceed the value, the process proceeds to step S911.

  On the other hand, when it is determined that the suction port mode is the manual all-air mode (manual REC mode), that is, when it is determined that the inside air introduction rate α exceeds the predetermined ratio α0 (0% in this example), step S912. Proceed to

  An example of the operation according to this embodiment is shown in FIG. In the example of FIG. 12, since the outside air temperature is 10 ° C., when the ignition switch of the vehicle is turned on (IG ON), the target blowing temperature TAO becomes a high temperature range. Therefore, in step S7, the suction port mode is determined to be the all outside air mode (steps S705 and S708).

  Further, since the target outlet temperature TAO is in a high temperature range, the outlet mode is determined to be the foot mode in step S8 (step S81).

  Since the outside air temperature is 10 ° C., the outlet mode is determined to be the foot mode, the target outlet temperature TAO is in the high temperature range, and the inlet mode is determined to be the all outside air mode. In step S9, the compressor 11 is A compressor stop mode (compressor stop control) that is automatically stopped is started (steps S906 to S911). In other words, the automatic dehumidification OFF control in which the dehumidification by the evaporator 15 is automatically stopped is started.

  When the compressor 11 is stopped, the condensed water on the surface of the evaporator 15 may evaporate and odor may be generated. However, since the suction port mode is the all outside air mode, the outside air having a temperature lower than the inside air is evaporated. 15 is introduced. Therefore, since it can suppress that the condensed water on the surface of the evaporator 15 evaporates, it can suppress that a passenger | crew feels a bad smell.

  In this example, since the outside air temperature is 10 ° C., the evaporator drying time is determined to be 120 seconds in step S9 (step S901).

  In this example, when the count time of the evaporator drying timer is less than the evaporator drying time (120 seconds in this example), the air outlet mode changeover switch 60b of the operation panel 60 is operated by the occupant, and the manual inlet mode is set to the full mode. The inside air mode is set (manual REC operation).

  Thereby, the compressor stop mode (automatic dehumidification OFF control) is completed in step S9, and the compressor 11 is started (steps S910, S912 to S916).

  By setting the whole inside air mode, the inside air having a temperature higher than that of the outside air is introduced into the evaporator 15, but when the compressor 11 is activated, condensed water is generated on the surface of the evaporator 15. Odor generation is suppressed. Therefore, it can suppress that a passenger | crew feels a bad smell.

  In the present embodiment, as in the above embodiment, when the vehicle interior space is heated, the air conditioning control device 50 performs compressor stop control until the inside air introduction rate α exceeds a predetermined ratio α0. In the present embodiment, the predetermined ratio α0 is the same as the inside air introduction rate α (0% in this example) when the all outside air mode is set.

  Thereby, even if the compressor 11 is stopped, it can suppress more reliably that the condensed water on the surface of the evaporator 15 evaporates and odor is generated.

  In addition, in this embodiment, since there is no inside / outside air two-layer flow mode as described above, the first air passage 31a and the second air passage 31b are not partitioned by the partition plate 31c (partition part), but a single air passage. It may be.

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

  (1) In the present embodiment, the heater core 36 heats the blown air after passing through the evaporator 15 using engine cooling water as a heat source. However, the refrigeration cycle 10 is configured as a heat pump device that pumps heat from the outside air. The refrigeration cycle 10 may heat the blown air after passing through the evaporator 15 using the heat pumped up from the outside air.

  (2) In the above embodiment, as described in step S9, when it is determined that the count time of the evaporator drying timer is equal to or longer than the evaporator drying time, the evaporator 15 is set to such an extent that no odor is generated from the evaporator 15. Although it is determined that the compressor is dry, the compressor stop mode is performed. If the compressor 11 has not been operated during the previous run, the odor is not generated from the evaporator 15 regardless of the count time of the evaporator drying timer. Further, if it is determined that the evaporator 15 is dry and the compressor stop mode is performed, power saving can be further achieved.

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

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

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

11 Compressor 15 Evaporator 23A First inside / outside air switching door (inside / outside air ratio adjusting means)
23B Second inside / outside air switching door (inside / outside air ratio adjusting means)
31 Casing 31a First air passage (air passage)
31b Second air passage (air passage)
32 Blower (Blower means)
36 Heater core (air heating means)
50 Air-conditioning control device (control means)

Claims (5)

A casing (31) forming an air passage (31a, 31b) through which air blown into the vehicle interior space flows;
A blowing means (32) for blowing air to the air passages (31a, 31b);
A compressor (11) for sucking and discharging refrigerant;
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Decompression means (14) for decompressing the refrigerant radiated by the radiator (12);
An evaporator (15) for evaporating the refrigerant to cool the air by exchanging heat between the refrigerant decompressed by the decompression means (14) and the air flowing through the air passages (31a, 31b); ,
Air heating means (36) for heating the air flowing through the air passages (31a, 31b);
Inside / outside air ratio adjusting means (23A, 23B) for adjusting the ratio of inside air to outside air introduced into the air passages (31a, 31b);
When the vehicle interior space is heated, the compressor (11) until the inside air introduction rate (α), which is the ratio of the inside air introduced into the air passages (31a, 31b), exceeds a predetermined ratio (α0). And a control unit (50) for performing compressor stop control for stopping the compressor.   The control means (50) satisfies a predetermined condition for determining that the evaporator (15) has been dried to such an extent that it does not easily generate odor even when the inside air introduction rate (α) exceeds the predetermined ratio (α0). 2. The vehicle air conditioner according to claim 1, wherein the compressor stop control is continued if it is. The inside / outside air ratio adjusting means (23A, 23B) can set an all outside air mode in which the inside air introduction rate (α) is 0%,
The vehicle air conditioner according to claim 1 or 2, wherein the predetermined ratio (α0) is the same as the inside air introduction rate (α) in the all outside air mode. The casing (31) has a partition (31c) that partitions the air passages (31a, 31b) into a first air passage (31a) and a second air passage (31b) that are parallel to each other,
The inside / outside air ratio adjusting means (23A, 23B) has an inside / outside air two-layer flow mode in which the outside air is introduced into the first air passage (31a) and the inside air is introduced into the second air passage (31b). Is configurable,
The vehicle air conditioner according to claim 1 or 2, wherein the predetermined ratio (α0) is the same as the inside air introduction rate (α) when the inside / outside air two-layer flow mode is set. The inside / outside air ratio adjusting means (23A, 23B) can be set to an all inside air mode in which the inside air introduction rate (α) is 100%,
The vehicle air conditioner according to any one of claims 1 to 4, wherein the control means (50) performs the compressor stop control until the all inside air mode is set.

Images