JP6369290B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  2. Description of the Related Art Conventionally, a technique for operating a compressor to prevent odor caused by evaporation of condensed water adhering to an evaporator is known. Moreover, in such a technique, in order to reduce the operation time of the compressor, when it is determined that the evaporator has been dried to a level where it is difficult to feel odor, a technique for prohibiting the operation of the compressor and starting air conditioning is patented. It is disclosed in Document 1.

JP 2011-63251 A

  However, the technique of Patent Document 1 has a problem that if it is not possible to determine that the evaporator is sufficiently dry, the operation of the compressor cannot be prohibited and the frequency at which the compressor can be stopped decreases.

  In view of the above points, in the technology for operating a compressor to prevent odor due to evaporation of condensed water adhering to an evaporator, the present invention generates odor even when it cannot be determined that the evaporator is sufficiently dry. An object of the present invention is to provide a technology capable of inhibiting the operation of the compressor while suppressing it.

The invention according to claim 1 for achieving the above object, the car as a blowing air blown to the inside air inlet (21) and the in-room for introducing room air as blown air blown into the passenger compartment An inside / outside air switching box (20) in which an outside air introduction port (22) for introducing outdoor air is formed, a compressor (31) that sucks, compresses and discharges refrigerant, and condenses after being compressed by the compressor the refrigerant that has been inflated by being allowed, by one or blown air exchanges heat introduced from both the inside air inlet and the outside air guide inlet, an evaporator (13) for cooling the blown air, the air conditioning controller (50) and a sensor (53) whose detected temperature (TW) rises when the temperature in the engine room rises, and an outside air duct (9) for introducing outside air into the outside air introduction port (9) ) Is arranged in the engine room or in the vicinity of the engine room, and the air conditioning control device is configured to introduce air outside the vehicle compartment from the outside air introduction port as blown air blown into the vehicle compartment, and the sensor Based on the fact that the detected temperature is lower than the reference temperature, the operation of the compressor is prohibited, outside air is introduced from the outside air inlet as the blown air blown into the vehicle interior, and the detected temperature of the sensor is The compressor is operated based on not being lower than a reference temperature, and the compressor is operated based on the fact that outside air is not introduced from the outside air introduction port as blown air blown into the vehicle interior. It is the vehicle air conditioner.

  According to the inventor's study, the temperature of the blown air hitting the evaporator (pre-evaporator temperature) can be lowered when the vehicle exterior air is introduced from the outside air inlet, compared to the case where only the vehicle interior air is introduced. There are many cases. Therefore, as described above, if the operation of the compressor is prohibited based on the introduction of outside air from the outside air inlet, the evaporator will not dry even if the evaporator is not sufficiently dry and condensed water remains. Can slow down. Therefore, even when it cannot be determined that the evaporator is sufficiently dry, the operation of the compressor can be prohibited while suppressing the generation of odor.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

1 is a diagram showing an overall configuration of a vehicle air conditioner 1 according to an embodiment of the present invention. It is a figure which shows the structure of the electric control part of the vehicle air conditioner. It is a figure which shows arrangement | positioning of the external air duct. It is a flowchart of the control processing which an air-conditioning control apparatus performs. It is a flowchart of a blower voltage determination process. It is a flowchart of a suction inlet mode determination process. It is a state transition diagram which shows a compressor setting mode determination process. It is a flowchart of an electric water pump operation | movement determination process. It is a map for determining the target evaporator temperature TEO. It is a flowchart of a compressor rotation speed determination process. It is a flowchart of a compressor rotation speed determination process.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. The vehicle air conditioner 1 according to the present embodiment 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 this embodiment is configured as a so-called plug-in hybrid vehicle that can charge the battery 81 in FIG. 1 with electric power supplied from an external power source (commercial power source) when the vehicle is stopped. In this plug-in hybrid vehicle, the battery 81 is charged from an external power source when the vehicle is stopped before the vehicle starts running. When this is the case, the vehicle travels mainly by the driving force of the travel electric motor (hereinafter, this travel mode is referred to as the EV travel mode).

  On the other hand, when the remaining amount of power stored in the battery 81 is lower than the reference running remaining amount during vehicle travel, the vehicle travels mainly by the driving force of the engine EG (hereinafter, this travel mode is referred to as HV travel mode). In this way, by switching between the EV traveling mode and the HV traveling mode, the fuel consumption of the engine EG is suppressed and the vehicle fuel consumption is improved with respect to a normal vehicle that obtains driving force for vehicle traveling only from the engine EG. I am letting.

  Further, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80 of FIG. 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 includes an indoor air conditioning unit 10 shown in FIG. 1 and an air conditioning control device 50 shown in FIG.

  The indoor air conditioning unit 10 blows conditioned air, which is blown air whose temperature is adjusted, through the evaporator 13 and the like into the vehicle interior. Thereby, the air conditioning of a vehicle interior is performed. As shown in FIG. 1, the indoor air conditioning unit 10 includes a casing 11, a blower 12, an evaporator 13, a heater core 14, and the like. The indoor air conditioning unit 10 includes a blower 12, an evaporator 13, a heater core 14, and the like housed in a casing 11 that forms an outer shell thereof. The indoor air conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior.

  The casing 11 forms an air passage for blown air that is blown into the vehicle interior. Inside the casing 11 of the present embodiment, a partition plate 111 that partitions an air passage formed therein into two air passages, an upper first air passage 112 and a lower second air passage 113, is disposed. ing.

  The blower (blower) 12 blows blown air toward the passenger compartment, and the first and second blower fans 121 and 122 formed of a centrifugal multiblade fan (sirocco fan) share a blower motor (not shown). The rotational speed (air flow rate) is controlled by the control voltage output from the air conditioning control device 50.

  More specifically, the first and second blower fans 121 and 122 are rotatably accommodated in first and second scroll casings (not shown) disposed in the first and second air passages 112 and 113, respectively. Yes.

  Accordingly, the first blown air blown by the first blower fan 131 flows through the first air passage 112, and the second blown air blown by the second blower fan 132 passes through the second air passage 113. .

  Further, in the present embodiment, the inside / outside air switching box 20 is arranged on the upstream side of the air flow of the blower 12 and on the most upstream side of the air flow of the casing 11. The inside / outside air switching box 20 switches the air to be introduced to the suction side of the first and second blower fans 121 and 122 between the outside air (outside air) and the inside air (inside air).

  The inside / outside air switching box 20 is formed with an outside air introduction port 22 (corresponding to an example of a suction port conducting to the occupant upper body) and an inside air introduction port 21 for introducing the inside air into each of the air passages 112 and 113. ing. Further, inside / outside air switching box 20 is an inside / outside air switching door that continuously adjusts the opening areas of outside air inlet 22 and inside air inlet 21 to change the air volume ratio between the air volume of the inside air and the air volume of outside air. 23 is arranged.

  As shown in FIG. 3, an outside air duct 90 is formed in front of the front window glass of the vehicle and behind the engine EG, and the outside air passes through the outside air duct 90 along a path indicated by an arrow 91 and the outside air is introduced to the outside air inlet 22. To be introduced. As described above, the outside air duct 90 is disposed in the vicinity of the engine room 92 (specifically, adjacent to the engine room 92) or in the engine room 92, so that the outside air duct 90 is introduced into the outside air introduction port 22. May be heated by the engine EG and become much higher than the outside air temperature Tam detected by the outside air sensor 52.

  The inside / outside air switching door 23 is driven by an electric actuator 62 for the inside / outside air switching door 23, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

  In addition, the suction port mode includes an inside air mode, an outside air mode, and an inside / outside air mode. The inside air mode is a mode in which the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the casing 11, and the outside air introduction rate is 0%.

  The outside air mode is a mode in which the outside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the casing 11, and the outside air introduction rate is 100%.

  In the inside / outside air mode, by continuously adjusting the opening areas of the inside air introduction port 21 and the outside air introduction port 22 between the inside air mode and the outside air mode, introduction of the inside air and the outside air is performed while introducing both the inside air and the outside air. In this mode, the ratio is continuously changed. In the inside / outside air mode, when the opening area of the inside air introduction port 21 is Sx and the opening area of the outside air introduction port 22 is Sy, the outside air introduction rate is Sy / (Sx + Sy), which is larger than 0% and smaller than 100%.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 constitutes a refrigeration cycle 30 together with a compressor (compressor) 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The vehicle air conditioner 1 also includes a compressor 31, a condenser 32, a gas-liquid separator 33, an expansion valve 34, and the like. The evaporator 13 evaporates the refrigerant expanded by the expansion valve 34 after being compressed by the compressor 31 in the refrigeration cycle 30, and exchanges heat between the refrigerant and the blown air, whereby the blown air from each of the blower fans 131 and 132. Cool down.

  The evaporator 13 is disposed so as to pass through a through hole provided in the partition plate 111 disposed in the casing 11, and the upper heat exchange portion thereof is positioned in the first air passage 112, and the lower heat The replacement part is positioned in the second air passage 113. Accordingly, the first blown air is cooled in the upper heat exchange section of the evaporator 13, and the second blown air is cooled in the lower heat exchange section of the evaporator 13.

  Further, a heater core 14 is disposed on the downstream side of the air flow of the evaporator 13. The heater core 14 is a heating heat exchanger that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the evaporator 13.

  Specifically, a cooling water flow path 41 is provided between the heater core 14 and the engine EG, and a cooling water circuit 40 in which the cooling water circulates between the heater core 14 and the engine EG is configured. The cooling water circuit 40 is provided with an electric water pump 42 for circulating the cooling water. The electric water pump 42 is an electric water pump whose rotation speed (cooling water circulation amount) is controlled by a control voltage output from the air conditioning control device 50.

  The heater core 14 is disposed so as to penetrate a through hole provided in the partition plate 111 disposed in the casing 11, and the upper heat exchange portion thereof is positioned in the first air passage 112, and the lower heat exchange is performed. Is positioned in the second air passage 113. Accordingly, the first blown air is heated in the upper heat exchange section of the heater core 14, and the second blown air is heated in the lower heat exchange section of the heater core 14.

  Here, on the upper side of the heater core 14 in the first air passage 112, the first blown air that has passed through the upper heat exchanging portion of the evaporator 13 is allowed to flow around the upper heat exchanging portion of the heater core 14. A bypass passage 161 is formed. In the space on the downstream side of the air flow of the heater core 14 in the first air passage 112, the first blown air that has passed through the first bypass passage 161 merges with the first blown air heated in the heater core 14. ing.

  A second bypass for passing the second blown air that has passed through the lower heat exchange section of the evaporator 13 bypassing the lower heat exchange section of the heater core 14 is provided below the heater core 14 of the second air passage 113. A passage 162 is formed. In the space on the downstream side of the air flow of the heater core 14 in the second air passage 113, the second blown air that has passed through the second bypass passage 162 joins the second blown air heated in the heater core 14. ing.

  Further, first and second air mix doors 17 and 18 are disposed between the evaporator 13 and the heater core 14 in the first and second air passages 112 and 113. The first air mix door 17 adjusts the flow rate ratio between the amount of blown air passing through the upper heat exchange part of the heater core 14 and the amount of blown air passing through the first bypass passage 161 in the air that has passed through the evaporator 13. It is a member for. The second air mix door 18 adjusts the flow rate ratio between the amount of blown air passing through the lower heat exchange portion of the heater core 14 and the amount of blown air passing through the second bypass passage 162 in the air after passing through the evaporator 13. It is a member for.

  In this embodiment, the electric actuator is provided corresponding to each air mix door 17 and 18 so that each air mix door 17 and 18 can be controlled independently. The operation of the electric actuator that drives each air mix door 17, 18 is controlled by a control signal output from the control device 50.

  In the present embodiment, a communication hole penetrating the front and back is formed in a part of the partition plate 111 on the downstream side of the air flow of the heater core 14, and an open / close door 111a for opening and closing the communication hole is disposed.

  The operation of the open / close door 111a is controlled by a control signal output from the control device 50. The open / close door 111a of the present embodiment closes the communication hole when the air outlet mode is a mode in which air is blown up and down in the vehicle interior such as the foot mode and the bi-level mode, and opens the communication hole when other air outlet modes are used. To be controlled.

  A defroster opening 11a, a face opening 11b, and a foot opening 11c are formed at the most downstream portion of the air flow of the casing 11 to allow the blown air blown into the vehicle interior to flow out of the casing 11.

  The defroster opening 11 a is an opening hole for guiding the blown air flowing in the casing 11 to the vehicle front window glass (wind shield) W. The defroster opening 11a is connected to a defroster outlet 19a disposed in the vehicle interior via an outlet duct, and air whose temperature is adjusted from the defroster outlet 19a toward the inner surface of the vehicle front window glass W is blown out. Is done.

  The face opening 11b is an opening hole for guiding the blown air flowing in the casing 11 to the upper body of the occupant. The face opening portion 11b is connected to a face air outlet 19b disposed in the vehicle compartment via an air outlet duct, and air whose temperature is adjusted is blown out from the face air outlet 19b toward the upper body of the occupant.

  The foot opening 11c is an opening hole for guiding the blown air flowing in the casing 11 to the lower body (foot) of the occupant. The foot opening 11c is connected to a foot outlet 19c through an outlet duct, and air whose temperature is adjusted is blown out from the foot outlet 19c toward the lower body (foot) of the occupant.

  In the present embodiment, the defroster opening 11a and the face opening 11b constitute an upper opening that blows the first blown air toward the upper side of the vehicle interior, and the foot opening 11c is the lower side of the vehicle interior. The lower side opening part which blows off 2nd ventilation air toward the side is comprised.

  A defroster door 20a, a face door 20b, and a foot door 20c are rotatably disposed at upstream portions of the openings 11a to 11c. Each of these doors 20a to 20c constitutes an outlet mode switching means for switching an outlet mode of the conditioned air blown into the passenger compartment. Each of the doors 20a to 20c includes a rotary shaft driven by an electric actuator (servo motor), It is comprised with what is called a butterfly door which has the plate-shaped door main-body part by which the rotating shaft was connected to the approximate center part of the plate surface.

  Furthermore, the rotation shafts of the doors 20a to 20c are connected via a link mechanism (not shown), and the doors 20a to 20c are opened and closed by a common electric actuator. The operation of the electric actuator for the air outlet mode switching means is controlled by a control signal output from the control device 50.

  Further, as the air outlet mode that is switched by the doors 20a to 20c constituting the air outlet mode switching means, a face mode in which the face opening 11b is fully opened and air is blown out from the face air outlet 19b toward the upper body of the occupant. A bi-level mode in which both the opening 11b and the foot opening 11c are opened to blow air toward the upper and lower bodies of the passengers in the passenger compartment, the foot opening 11c is fully opened and the defroster opening 11a is opened by a small opening. In addition, there is a foot defroster mode in which air is mainly blown from the foot outlet 19c.

  In addition, it can also be set as the defroster mode which blows off air-conditioning wind from the defroster blower outlet 19a to the vehicle windshield W inner surface by fully opening the defroster opening part 11a by a passenger | crew's manual operation of the switch of an operation panel.

  Here, when the suction port mode is set to the inside / outside air mode and the outlet mode is set to the foot defroster mode or the bi-level mode, the outside air introduced into the first air passage 112 is defroster opening 11a. Or the inside air introduced into the second air passage 113 is blown out to the lower side of the vehicle interior via the foot opening 11c through the face opening 11b. That is, the state in which the suction port mode is set to the inside / outside air mode and the outlet mode is set to either the foot defroster mode or the bi-level mode is the inside / outside air two-layer flow mode.

  The compressor 31 is arranged in the engine room, sucks refrigerant in the refrigeration cycle 30, compresses it, and discharges it. The electric motor 31b is used to drive a fixed displacement compression mechanism 31a having a fixed discharge capacity. It is configured as a compressor. The electric motor 31b is an AC motor whose operation (number of rotations) is controlled by an AC voltage output from the inverter 61 (see FIG. 2).

  In addition, as shown in FIG. 2, the air conditioning control device 50 outputs a control signal indicating the target rotation speed Nct of the compressor 31 to the inverter 61, and the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal. . And the refrigerant | coolant discharge capability of the compressor 31 is changed by this rotation speed control.

  The condenser 32 is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the outside air (outside air) blown from the blower fan 35 as an outdoor blower, so that the compressed refrigerant is Condensed liquid. The blower fan 35 is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by the control voltage output from the air conditioning control device 50.

  The gas-liquid separator 33 gas-liquid separates the condensed and liquefied refrigerant and flows only the liquid refrigerant downstream. The expansion valve 34 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 13 evaporates and evaporates the refrigerant expanded under reduced pressure by heat exchange between the refrigerant and the blown air.

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 50 is composed of a well-known microcomputer including a CPU, ROM, RAM, and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. Control the operation of various devices.

  On the output side of the air conditioning control device 50, the blower 12, the inverter 61 for the electric motor 31 b of the compressor 31, the blower fan 35 as an outdoor fan, the electric actuator 62 for the inside / outside air switching door (inside / outside air switching door damper) 23, The electric actuator 64 for the outlet mode doors (blower outlet dampers) 20a, 20b, and 20c, the electric water pump 42, the electric actuator (not shown) of the open / close door 111a, and the like are connected.

  Further, on the input side of the air-conditioning control device 50, an inside air sensor 51 that detects the passenger compartment temperature Tr, an outside air sensor 52 (outside air temperature detecting means) that detects the outside air temperature Tam, a water temperature sensor 53, and a refrigerant discharged from the compressor 31 A sensor group such as a discharge pressure sensor 55 (discharge pressure detecting means) which is a refrigerant pressure sensor for detecting the pressure Pc is connected.

  The outside air sensor 52 is disposed outside the engine room of the vehicle, for example, in front of a radiator on the front surface of the vehicle, or below a bumper at the front of the vehicle. Therefore, the outside air temperature Tam detected by the outside air sensor 52 is the temperature of the outside air that is not heated by the engine E / G.

  The water temperature sensor 53 detects the coolant temperature TW of the engine coolant that has flowed out of the engine EG, that is, the engine coolant temperature TW. The detected temperature TW of the water temperature sensor 53 increases as the temperatures of the engine EG and the engine room increase.

  Further, on the input side of the air conditioning control device 50, a near-window temperature sensor and a near-window humidity sensor (both not shown) that can detect typical temperature and humidity of the air near the inner surface of the vehicle front window glass (windshield). ) Is connected. Further, a window surface temperature sensor (not shown) capable of detecting the humidity of the surface temperature of the front window glass of the vehicle is connected to the input side of the air conditioning control device 50. The air conditioning control device 50 can calculate the relative humidity RHW of the front window glass surface of the vehicle based on output values of the near window temperature sensor, near window humidity sensor, and window surface temperature sensor by a known method.

  Further, on the input side of the air-conditioning control device 50, in addition to the sensor group shown in FIG. 2, a discharge temperature sensor for detecting the discharge refrigerant temperature Tc of the compressor 31, a temperature of air blown from the evaporator 13 (temperature after the evaporator) A post-evaporator temperature sensor for detecting TE), a suction temperature sensor for detecting the temperature Tsi of the refrigerant sucked into the compressor 31, and a sensor group (not shown) are also connected.

  The post-evaporator temperature sensor specifically detects the heat exchange fin temperature of the evaporator 13. Of course, the post-evaporator temperature sensor may detect the temperature of other parts of the evaporator 13 or may directly detect the temperature of the refrigerant itself flowing through the evaporator 13.

  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. The operation panel 60 includes, as various air conditioning operation switches, specifically, an AC switch 60a that switches between operation and non-operation of the compressor 31, an auto switch 60b, a suction port mode switch 60c that switches the suction port mode, and a blower that switches the outlet mode. An exit mode switch 60d, an air volume setting switch 60e of the blower 12, a vehicle interior temperature setting switch 60f for setting a vehicle interior target temperature Tset by the operation of an occupant, and the like are provided. The auto switch 60b is automatic control setting means for setting or canceling automatic control of the vehicle air conditioner 1 by the operation of the passenger.

  The air conditioning control device 50 is electrically connected to an engine control device 90 that controls the operation of the engine EG, and the air conditioning control device 50 and the engine control device 90 are configured to be able to electrically 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 engine EG can be operated by the air conditioning control device 50 outputting an operation request signal for the engine EG to the engine control device 90. Further, when the engine EG is operating for air conditioning, the engine EG can be stopped by the air conditioning control device 50 not outputting an operation request signal for the engine EG.

  The air-conditioning control device 50 and the engine control device 90 are configured such that control means for controlling various control target devices connected to the output side is integrally configured, but controls the operation of each control target device. The configuration (hardware and software) constitutes control means for controlling the operation of each control target device.

  Next, control by the air conditioning control device 50 will be described with reference to FIGS. When the ignition switch is turned on and DC power is supplied to the air conditioning control device 50, a control program stored in advance in the memory is executed. When the air conditioning by the indoor air conditioning unit 10 is started, the air conditioning control device 50 repeatedly executes the control process of FIG. It should be noted that the ignition switch is turned on when the vehicle is allowed to travel from the parked state by a user operation.

  In step S1, the contents stored in the data processing memory incorporated in the microcomputer inside the air conditioning control device 50 are initialized (initialized), and the process proceeds to step S2. In the initialization, for example, a value of a drying timer described later is set to zero.

  In step S2, an operation signal of the operation panel 60 is read. Specific operation signals include a vehicle interior target temperature Tset setting signal set by a vehicle interior temperature setting switch, an operation signal for the auto switch 60b, and the like. After step S2 in FIG. 4, the process proceeds to step S3.

  In step S3, sensor signals from various sensors are read, and the process proceeds to step S4. In steps S2 and S3, various data are read into the data processing memory. Examples of sensor signals include an inside air temperature (vehicle interior temperature) Tr detected by the inside air sensor 51, an outside air temperature Tam detected by the outside air sensor 52, a solar radiation amount Ts detected by the solar radiation sensor 53, and a temperature sensor after the evaporator (not shown). ) Detected after the evaporator Te, and the engine coolant temperature TW detected by the coolant temperature sensor.

In step S4, the input data is substituted into the following mathematical formula F1 stored in advance to calculate the target blowing temperature TAO, and the process proceeds to step S5.
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C (F1
)
Here, Tset is a set temperature set by a temperature setting switch, Tr is an inside air temperature, Tam is an outside air temperature, and Ts is a solar radiation amount. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix doors 17 and 18 and the control value of the rotation speed of the electric water pump 42, etc. are calculated from the target blowing temperature TAO and signals from the various sensors.

  In step S5, a process for determining the blower voltage is performed. The blower voltage is a voltage applied to the blower motor, and the amount of blown air of the conditioned air is changed according to the blower voltage. Details of the blower voltage determination process will be described later. Next, in step S6, a suction port mode determination process is executed, a suction port for taking in air into the inside / outside air switching box 20 of the indoor air conditioning unit 10 is determined based on the target outlet temperature TAO, and the process proceeds to step S7. Details of the suction port mode determination process will be described later.

  In step S7, the outlet mode is determined based on the user's manual operation on the operation panel 60 or the target outlet temperature TAO. Specifically, when the auto switch 60b is operated, the outlet mode is automatically determined based on the target outlet temperature TAO. When the air outlet mode switch 60d is operated, the air outlet mode is determined regardless of the target air temperature TAO according to the operation of the air outlet mode switch 60d (that is, manually).

  When determining the outlet mode based on the target outlet temperature TAO, for example, when the target outlet temperature TAO is in a low temperature range (for example, less than 28 ° C.), the face mode is set, and an intermediate temperature range (for example, 28 ° C.) higher than the low temperature range. In the case of above 39 ° C.), the bi-level mode is set. In the case of a high temperature range higher than the intermediate temperature range (eg, 39 ° C. or higher), the foot mode is set. Note that temperature hysteresis may be provided for switching the outlet mode based on the target outlet temperature TAO. When it is determined that there is a possibility of window fogging of the vehicle front window glass based on the relative humidity RHW on the surface of the vehicle front window glass, the foot defroster mode is set regardless of the target blowing temperature TAO.

  In step S8 following step S7, an engine request signal output from the air conditioning control device 50 to the engine control device 70 is determined. As this request signal, there are an engine-on request signal for requesting operation of the engine EG and an engine-off request signal for requesting stop of the engine EG.

  In the plug-in hybrid vehicle of this embodiment, the driving force for driving the vehicle can also be obtained from the driving electric motor, so the operation of the engine EG may be stopped, and the vehicle air conditioner 1 When performing heating, the temperature of the cooling water may not rise to a temperature sufficient 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.

  Specifically, in step S8, the engine off water temperature and the engine on water temperature are determined based on the target outlet temperature TAO and the post-evaporator temperature TE. For example, the smaller one of TWO = {TAO− (TE × 0.2)} / 0.8 and 70 ° C. is the engine off water temperature, and the temperature 5 ° C. lower than the engine off water temperature is the engine on water temperature.

  If the engine request signal determined in the previous step S8 is an engine on request, if the current engine cooling water temperature TW is lower than the engine off water temperature, it is determined to output the engine on request as the engine request signal, If it is equal to or higher than the engine off water temperature, it is determined to output an engine off request as an engine request signal. Further, when the engine request signal determined in the previous step S8 is an engine off request, if the current engine cooling water temperature TW is lower than the engine on water temperature, it is determined to output the engine off request as the engine request signal, and the engine If it is above the on-water temperature, it is determined to output an engine-on request as an engine request signal.

  In step S8, a compressor speed determination process described later is performed, and the process proceeds to step S9. In step S9, a compressor setting mode determination process, which will be described later, is performed to determine whether the compressor setting mode is auto, manual off, manual on, or window clearing on.

  Next, in step S10, an electric water pump operation determination process is performed, and the process proceeds to step S12. The electric water pump operation determination process is a process for determining whether the electric water pump 42 (see FIG. 1) is on or off based on the engine coolant temperature TW or the like. Details of the electric water pump operation determination process will be described later.

  Next, in step S11, a target evaporator temperature TEO is determined. This target evaporator temperature TEO is the target temperature of the post-evaporator temperature TE. Details of the process for determining the target evaporator temperature TEO will be described later. In step S12, a compressor speed determination process described later is performed, and the process proceeds to step S13.

  In step S13, control signals are output to various actuators, the engine control device 90, and the like so that the control states calculated or determined in steps S4 to S12 are obtained.

  In step S14, the process waits until a time corresponding to the control cycle T from the time point when the process of step S2 was last performed, and returns to step S2 when it is determined that the control cycle T has elapsed. Therefore, the loop processing of steps S2 to S14 is repeatedly executed every control cycle T. In the present embodiment, it is assumed that the control cycle T is 1 second.

  Next, the details of each step of the air conditioning control device 50 will be described in more detail. First, the blower voltage determination process (step S5) will be described. Specifically, the blower voltage determination process is executed according to FIG. The blower voltage is a voltage applied to a blower motor driven by battery power. As shown in FIG. 5, when this control is started, it is determined in step S500 whether or not the air volume setting is auto (automatic). If it is not auto, the process proceeds to step S501. Proceed to Whether or not the air volume setting is auto is determined based on the switch operation of the operation panel 60. Specifically, when the auto switch 60b is operated, the air volume setting becomes auto, and when the air volume setting switch 60e is operated, the air volume setting becomes manual.

  If it is not auto, that is, if it is manual, in step S501, the range of 4 volts to 12 volts based on the manual operation content (Hi, M3, M2, M1, or Lo) on the air volume setting switch 60e. The blower voltage is designated from the map in the inside, and the designated blower voltage is applied to the blower motor. After step S502, the blower voltage determination process is terminated, and the process proceeds to step S6 in FIG.

  In the case of auto, the first temporary blower level f1A (TAO) serving as a base is calculated from the map described in step S502 based on the target blowing temperature TAO in step S502. More specifically, in this embodiment, the first temporary blower level f (TAO) is set to another temperature range (temperature range higher than −30 ° C.) in the extremely low temperature range of TAO (maximum cooling range of −30 ° C. or less). Higher constant value (specifically, 30 levels). In addition, the first temporary blower level f (TAO) in the extremely low temperature range of TAO (maximum heating range of 80 ° C. or higher) is higher than other temperature ranges (temperature range of 10 ° C. or higher and lower than 80 ° C.) (specifically, To 25 levels).

  Further, when TAO rises from the extremely low temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is lowered according to the rise of TAO. Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the first temporary blower level f (TAO) is decreased according to the decrease in TAO. When TAO enters a predetermined intermediate temperature range (10 ° C. or more and 40 ° C. or less), the first temporary blower level f (TAO) is set to the minimum value.

  Subsequently, in step S503, it is determined whether or not the air outlet is in the face mode. If it is determined that the face mode is selected, the process proceeds to step S504. If it is determined that the mode is other than the face mode (any one of the bi-level mode, the foot mode, and the foot defroster mode), the process proceeds to step S505.

  In step S504, the first temporary blower level f1A (TAO) is selected as the blower level, and the process proceeds to step S509. In step S509, the selected first temporary blower level f1A (TAO) is converted into a blower voltage using the map shown in FIG. After step S509, the blower voltage determination process is terminated, and the process proceeds to step S6 in FIG.

  In step S505, it is determined whether the compressor operation mode is the off mode or the normal mode. If the compressor operation mode is the normal mode, the process proceeds to step S506, and if it is the off mode, the process proceeds to step S507.

  The compressor operation mode is a mode that is further subdivided when the compressor setting mode is auto, and there are two modes: a normal mode in which the compressor 31 basically operates and an off mode in which the operation is prohibited. This compressor operation mode is determined by the compressor rotation speed determination process in step S12 described later in the previous loop of steps S2 to S14. Note that the initial value of the compressor operation mode is the normal mode.

  In step S506, the second temporary blower level f2A (TW) is calculated according to the engine coolant temperature TW of the heater core 14 as described in the map described in step S506.

  Specifically, when the engine coolant temperature TW is in the process of increasing, the second temporary blower level f2A (TW) is set to 0 when the engine coolant temperature TW is below the first reference temperature. The fact that the second temporary blower level f2A (TW) is 0 means that the blower 12 is stopped.

  According to this, when the temperature of the cooling water flowing through the heater core 14 is lower than the first reference temperature and the blower air cannot be heated by the heater core 14, the operation of the blower 12 can be stopped, so that it is sufficiently heated. It can suppress that the ventilation air which has not been blown off by the passenger | crew and a passenger | crew's air-conditioning feeling deteriorates.

  Further, when the engine coolant temperature TW is in the process of increasing and the engine coolant temperature TW is not less than the first reference temperature and less than the second reference temperature (70 ° C.), the engine coolant temperature TW gradually increases as the engine coolant temperature TW increases. 2 Increase the temporary blower level f2A (TW). When the engine coolant temperature TW becomes equal to or higher than the second reference temperature (70 ° C.), the second temporary blower level f2A (TW) is set to a constant maximum value (30 levels).

  On the other hand, when the engine coolant temperature TW is in the descending process, when the engine coolant temperature TW is equal to or lower than the third reference temperature (65 ° C.) and equal to or higher than the fourth reference temperature (36 ° C.), the engine coolant temperature TW The second temporary blower level f2A (TW) is gradually lowered with the reduction. When the engine coolant temperature TW is lower than the fourth reference temperature (36 ° C.) and higher than the fifth reference temperature (29 ° C.), the second temporary blower level f2A (TW) is set to a minimum value (for example, one level). Set.

  When the engine coolant temperature TW is in the descending process and the engine coolant temperature TW is lower than the fifth reference temperature (29 ° C.), the second temporary blower level f2A (TW) is set to 0 level (of the blower 12). Set the level to mean stop. The temperature difference between each reference temperature is set as a hysteresis width for preventing control hunting.

  In step S507, the second temporary blower level f2A (TW) is calculated according to the engine coolant temperature TW of the heater core 14 as described in the map described in step S507.

  Specifically, when the engine coolant temperature TW is in the process of increasing, the second temporary blower level f2A (TW) is set to 0 when the engine coolant temperature TW is lower than the first reference temperature (40 ° C.). Set to.

  Further, when the engine coolant temperature TW is in the process of rising and the engine coolant temperature TW is not lower than the first reference temperature and lower than the sixth reference temperature (43 ° C.), the second temporary blower level f2A (TW) is kept constant. Set to 0.3 level.

  Further, when the engine coolant temperature TW is in the process of increasing and the engine coolant temperature TW is higher than the sixth reference temperature (43 ° C.) and lower than the seventh reference temperature (55 ° C.), the engine coolant temperature TW increases. Accordingly, the second temporary blower level f2A (TW) is increased from 0.3 level to 15 level.

  Further, when the engine coolant temperature TW is in the process of increasing and the engine coolant temperature TW is higher than the seventh reference temperature (55 ° C.) and lower than the second reference temperature (70 ° C.), the engine coolant temperature TW increases. Accordingly, the second temporary blower level f2A (TW) is increased from the 15th level to the 30th level. When the engine coolant temperature TW becomes equal to or higher than the second reference temperature (70 ° C.), the second temporary blower level f2A (TW) is set to a constant maximum value (30 levels).

  Accordingly, in step S507, if the engine coolant temperature TW is in the process of increasing, the second temporary blower level lower than that in step S506 in the range from the first reference temperature (40 ° C.) to the seventh reference temperature (55 ° C.). f2A (TW) is set, and in the other range, the same second temporary blower level f2A (TW) as in step S506 is set.

  On the other hand, when the engine coolant temperature TW is in the descending process, when the engine coolant temperature TW is equal to or lower than the third reference temperature (65 ° C.) and equal to or higher than the fourth reference temperature (36 ° C.), the engine coolant temperature TW Along with the decrease, the second temporary blower level f2A (TW) is decreased from 30 level to 1 level.

  When the engine coolant temperature TW is in the descending process and the engine coolant temperature TW is lower than the fourth reference temperature (36 ° C.), the second temporary blower level f2A (TW) is set to 0 level.

  Accordingly, in step S507, if the engine coolant temperature TW is in the process of decreasing, the second temporary blower lower than step S506 in the range of the fifth reference temperature (29 ° C.) or higher and lower than the fourth reference temperature (36 ° C.). Level f2A (TW) is set, and in the other range, the same second temporary blower level f2A (TW) as in step S506 is set. The temperature difference between each reference temperature is set as a hysteresis width for preventing control hunting.

  As described above, when the compressor operation mode is the off mode (S507), the second temporary blower level f2A (TW) may be lower than that in the normal mode (S507). In this way, when the compressor operation mode is the off mode, the air-conditioning air volume can be further reduced, so that the passenger is less likely to feel odor.

  Subsequent to step S506 or S507, in step S508, the smaller of the first temporary blower level f1A (TAO) value and the second temporary blower level f2A (TW) value is selected as the blower level.

  In subsequent step S509, the blower level selected in step S508 is converted into a blower voltage using the map shown in FIG. After step S509, the blower voltage determination process is terminated, and the process proceeds to step S6 in FIG.

  Next, the suction port mode determination process in step S6 will be described. The suction port mode determination process is executed according to FIG. Specifically, first, in step S601, a drying threshold value is calculated based on the outside air temperature Tam. The drying threshold is an amount for comparison with the value of the drying timer, as will be described later. Specifically, as shown in the table described in step S601, the drying threshold value is determined to be closest to 0 ° C., 10 ° C., or 20 ° C. based on the outside air temperature Tam. When the nearest temperature is 0 ° C., the drying threshold is 30 seconds, and when the nearest temperature is 20 ° C. or 30 ° C., the drying threshold is 120 seconds. In addition, when there are two closest temperatures, the lower temperature is adopted.

  Subsequently, in step S603, it is determined whether or not the current inlet control is auto. Whether or not the suction port control is automatic is determined based on an operation on the operation panel 60. Specifically, if the auto switch 60b is operated, the suction port control becomes auto, and if the suction port mode switch 60c is operated, the suction port control becomes non-automatic.

  If it is not auto, that is, if the suction port mode is determined to be the outside air mode or the inside air mode based on the user's manual operation with respect to the suction port mode switch, the process proceeds to step S605. On the other hand, in the case of auto, that is, when the suction port mode is automatically determined, the process proceeds to step S611.

  In step S605, it is determined whether or not the current suction port mode determined by manual operation on the suction port mode switch 60c is the outside air mode. When it determines with it being outside air mode, it progresses to step S607, an outside air introduction rate is set to 100%, and after that, inlet port mode determination processing is complete | finished and it progresses to step S7.

  If it is determined in step S605 that the mode is not the outside air mode, that is, if the mode is the inside air mode, the process proceeds to step S609, the outside air introduction rate is set to 0%, and then the suction port mode determination process is terminated and the process proceeds to step S7.

  In step S611, it is determined whether or not the target outlet temperature TAO exceeds the cooling reference temperature (specifically 25 ° C.), that is, whether heating is required or cooling is required. If the target blowing temperature TAO does not exceed the cooling reference temperature, that is, if cooling is required, the process proceeds to step S613. If the target blowing temperature TAO exceeds the cooling reference temperature, that is, if heating is required, step The process proceeds to S615.

  In step S613, according to the map described in step S613 of FIG. 6, the outside air introduction rate is determined so that the outside air introduction rate increases as the target blowing temperature TAO increases. Thereafter, the suction port mode determination process is terminated, and the process proceeds to step S7.

  In step S615, it is determined whether or not the compressor 31 is stopped. If it is not stopped (that is, if it is operating), the process proceeds to step S617. If it is stopped, the process proceeds to step S621.

  In step S617, the outside air introduction rate is set to 100%. Subsequently, in step S619, the value of the drying timer is reset to zero, thereafter, the suction port mode determination process is terminated, and the process proceeds to step S7. This is because if the compressor 31 is operating, it is considered that the blown air is cooled by the evaporator 13 and the evaporator 13 becomes wet.

  In step S621, it is determined whether or not the blower 12 is operating. If it is operating, the process proceeds to step S623, and if it is not operating, the process proceeds to step S625.

  In step S623, the value of the drying timer is counted up by one second, and the process proceeds to step S627. This is because it is considered that if the blower 12 is operating while the compressor 31 is not operating, the blown air continues to be supplied to the evaporator 13, so that the condensed water of the evaporator 13 continues to evaporate. is there.

  In step S625, the process proceeds to step S627 while keeping the value of the drying timer as it is. This is because, since the blower air is not supplied to the evaporator 13 if the blower 12 is not operated in a state where the compressor 31 is not operated, the evaporation amount of the condensed water in the evaporator 13 becomes very small and is dried. This is because is considered to be very late.

  In step S627, it is determined whether or not the value of the drying timer is equal to or greater than the drying threshold value. If it is equal to or greater than the drying threshold value, the process proceeds to step S631, and if less than the drying threshold value, the process proceeds to step S629.

  If the value of the drying timer is equal to or greater than the drying threshold, it is considered that the evaporator 13 does not generate odor (it is sufficiently dry that no odor can be generated). On the other hand, if the value of the drying timer is less than the drying threshold, it is considered that the evaporator 13 may generate odor.

  In step S629, the outside air introduction rate is set to 50%. At this time, if the air outlet mode is set to either the foot defroster mode or the bi-level mode, the inside / outside air two-layer flow mode is realized. After step S629, the inlet mode determination process is terminated, and the process proceeds to step S7.

  In step S631, according to the map described in step S631 of FIG. 6, the outside air introduction rate is determined so that the outside air introduction rate increases as the relative humidity RHW of the surface of the vehicle front window glass on the passenger compartment side increases. Then, the suction port mode determination process is terminated, and the process proceeds to step S7. Thus, in step S6, the outside air introduction rate is changed according to the degree of drying of the evaporator 13.

  Next, the compressor setting mode determination process in step S9 is performed. Specifically, as shown in the state transition diagram of FIG. 7, in the compressor setting mode determination process, state transition is performed between four states of state S90, state S91, state S92, and state S93.

  Specifically, the air conditioning control device 50 transitions to the state S91 at the first time when the battery is turned on to the air conditioning control device 50. In the state S91, the air conditioning control device 50 sets the compressor setting mode to the manual off mode and turns off the A / C indicator.

  In addition, when the air conditioning control device 50 detects that the AC switch 60a is operated in the state S91, the air conditioning control device 50 transitions to the state S92. In the state S92, the air conditioning control device 50 sets the compressor setting mode to the manual off mode and turns on the A / C indicator. In addition, when the air conditioning control device 50 detects that the AC switch 60a is operated in the state S92, the air conditioner control device 50 transits to the state S91.

  In addition, when the air conditioning control device 50 detects that the ignition switch is turned on from the off state in the state S92, the air conditioner control device 50 transits to the state S90. In any state, the air conditioning control device 50 transitions to the state S90 when detecting that the auto switch 60b is pressed. In the state S90, the air conditioning control device 50 sets the compressor setting mode to the auto mode and turns on the A / C indicator.

  In addition, the air conditioning control device 50 transitions to the state S93 when the defroster mode or the foot defroster mode is selected by the user operating the outlet mode switch 60d in the states S90, S91, and S92. In the state S93, the compressor setting mode is set to the window clearing on mode, and the A / C indicator is turned on.

  Further, in the state S93, when the state of the defroster mode or the foot defroster mode is canceled by operating the auto switch 60b or the user operating the air outlet mode switch 60d, the state S93 is changed to the state S93. Transition to the previous state.

  Next, the electric water pump operation determination process in step S10 will be described. The electric water pump operation determination process is executed according to FIG. Specifically, first, in step S111, it is determined whether or not the engine coolant temperature (water temperature) TW detected by the coolant temperature sensor is higher than the post-evaporator temperature TE. If it is determined that the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, a request to turn off the electric water pump 42, that is, an electric water pump off request is determined in step S113, and this control is terminated.

  If it is determined in step S111 that the coolant temperature Tw detected by the coolant temperature sensor is relatively low and the engine coolant temperature Tw is equal to or lower than the post-evaporator temperature TE, when the engine coolant is passed through the heater core 14, In order to lower the blowing temperature, the electric water pump 42 is turned off in step S113.

  If it is determined in step S115 that the engine coolant temperature Tw is higher than the post-evaporator temperature TE, it is determined in step S115 whether or not the blower 12 is operating. If the blower 12 is not operating, the process proceeds to step S113, an electric water pump off request is determined, and this control is terminated. If the blower 12 is operating, the process proceeds to step S117, a request to turn on the electric water pump 42, that is, an electric water pump on request is determined, and this control is terminated.

  That is, when the blower 12 is stopped when the engine coolant temperature Tw is relatively high, the electric water pump 42 is turned off to save fuel. On the other hand, when the blower is operating, an electric water pump ON request is made. Thereby, even when the engine is off, the amount of heat that the engine coolant has can be used for air conditioning. Therefore, since the blowing temperature rises and the blowing temperature can be brought close to the target blowing temperature TAO, it is possible to alleviate the decrease in the room temperature even when the engine is off.

  Next, the process for determining the target evaporator temperature TEO in step S11 will be described. Specifically, in the determination process of the target evaporator temperature TEO, the value of the target evaporator temperature TEO = f (TAO) is determined based on the target blowing temperature TAO with reference to the map shown in FIG.

  Specifically, as shown in the map of FIG. 9, the target evaporator temperature TEO is fixed at a low temperature (specifically 2 ° C.) in the extremely low temperature range (specifically less than 4 ° C.) of the target blowing temperature TAO. . In the extremely high temperature range (specifically, 9 ° C. or higher) of the target blowing temperature TAO, the target evaporator temperature TEO is fixed at a high temperature (specifically, 7 ° C.). In an intermediate temperature range of the target blowing temperature TAO (specifically, 4 ° C. or more and less than 9 ° C.), the target evaporator temperature TEO is raised according to the increase of the target blowing temperature TAO. The map in FIG. 9 is set so that the target evaporator temperature TEO is equal to or lower than the dew point temperature of the air flowing into the evaporator 13.

  Next, the compressor rotation speed determination process in step S12 will be described. Specifically, the compressor rotation speed determination process is executed according to FIGS. Specifically, in step S121, first, a rotation speed change amount Δf_c of the compressor 31 in the cooling mode (when the compressor 31 is operating) is obtained.

Step S121 in FIG. 10 describes a fuzzy rule table used as a rule. This rule table, the deviation _{E n} from the combination of the deviation _{E n} and the subtracted deviation change rate _{EDOT (= E n -E n-} 1) from the deviation _{E n,} speed change to prevent frosting of the evaporator 13 A quantity Δf_c can be obtained.

In step S121, first, a deviation E _n = TEO−TE between the target evaporator temperature TEO determined in the immediately preceding step S11 and the post-evaporator temperature TE acquired in the immediately preceding step S3 is calculated. Then, calculates the deviation _{E n} deviation change rate by subtracting the difference _{E n-1} that is likewise calculated in the previous step S11 from _{EDOT (= E n -E n-} 1), the deviation change rate EDOT and deviation the E _n by applying the above rule table to determine the speed change amount Δf_c for preventing frost formation of the evaporator 13.

  Subsequently, in step S122, it is determined whether or not the compressor has been operated even once after the current ignition is turned on. If it is operating even once after the ignition is turned on, it is considered that condensation has occurred in the evaporator 13, so that it may evaporate and cause odor when the evaporator 13 dries. If it is operating even once after the ignition is turned on, the process proceeds to step S123, where it is determined that the evaporator 13 is wet. If it has not been operated once after the ignition is turned on, the routine proceeds to step S124, where it is determined that the degree of dryness of the evaporator 13 is unknown.

  Subsequent to steps S123 and 124, in step S125, it is determined whether or not the compressor setting mode determined in the immediately preceding step S9 is manual off. If it is determined that it is manual off, the process proceeds to step S126 to determine the compressor rotation speed as 0 rpm (the rotation speed at which the compressor 31 stops), and then the compressor rotation speed determination process is terminated and the process proceeds to step S13.

  If it is determined in step S125 that it is not manual-off (that is, manual-on or auto or window clearing on), the process proceeds to step S127. The process of steps S127 to S134 corresponds to an auto compressor off control process.

  In step S127, it is determined whether or not the degree of dryness of the evaporator 13 is unknown based on the determination result of the immediately preceding step S123 or step S124. When it is not unknown, that is, when it is determined that the evaporator 13 is wet, the process proceeds to step S135, and the compressor rotation speed for performing the normal compressor operation is determined.

Specifically, the current compressor speed is calculated by the following mathematical formula.
Current compressor speed = MIN {(previous compressor speed + Δf), MAX speed}
Here, Δf may be the same value as Δf_c calculated in step S121. Alternatively, Δf adopts the smaller one of the larger rotation speed f (air-conditioning use permission power-compressor power consumption) and Δf_c as the power obtained by subtracting the power consumption of the compressor 31 from the predetermined air-conditioning use permission power is larger. Also good. Moreover, the MAX rotation speed may be fixed at, for example, 10,000 rpm. By doing so, the compressor 31 operates at a rotational speed greater than zero.

  In step S135, the normal compressor operation is performed as described above, and the compressor operation mode is set to the normal mode. After step S135, the compressor rotation speed determination process ends and the process proceeds to step S13.

  As described above, when it is determined that the evaporator 13 is wet when the compressor setting mode is set to auto or manual on, the evaporator 13 is not dried by operating the compressor 31 as usual. Therefore, the odor generated when the evaporator 13 dries can be prevented.

  If it is determined in step S127 that the degree of dryness of the evaporator 13 is unknown, the process proceeds to step S128 to allow the compressor 31 to stop. In step S128, it is determined whether or not the outside air temperature Tam is lower than the reference outside air temperature (specifically, 15 ° C.). If the outside air temperature Tam is lower than the reference outside air temperature, the process proceeds to step S129 to permit the stop of the compressor 31. Proceed to

  On the other hand, if the outside air temperature Tam is equal to or higher than the reference outside air temperature, the process proceeds to step S135, and as described above, the normal compressor operation is performed and the compressor operation mode is set to the normal mode.

  In this way, when the compressor setting mode is auto or manual on and the degree of dryness of the evaporator 13 is unknown, the compressor 31 is operated normally when the outside air temperature Tam is high. In this way, even if the condensed water generated in the previous trip (between the previous ignition on and off) remains in the evaporator 13, the compressor 13 is not stopped if the outside temperature Tam is high. Therefore, even when high temperature outside air is introduced, the condensed water does not evaporate rapidly and the evaporator does not dry quickly, so that the generation of odor can be suppressed.

  In step S129, it is determined whether or not the current inlet mode is set to the inside air mode by manual operation. More specifically, it is determined whether or not step S609 (see FIG. 6) has been executed in the suction port mode determination process of step S6 immediately before.

  When it is determined that the current suction port mode is determined to be the inside air mode by manual operation, the process proceeds to step S135, and as described above, the normal compressor operation is performed and the compressor operation mode is set to the normal mode.

  As described above, when the compressor setting mode is auto or manual on and the degree of dryness of the evaporator 13 is unknown, the compressor 31 operates normally when the current suction port mode is fixed to the inside air mode by manual operation. Let In this way, the condensed water generated in the previous trip remains in the evaporator 13 and the high-temperature inside air is introduced and the compressor 13 is not stopped. Therefore, the condensed water rapidly evaporates and the evaporator rapidly Odor generation is suppressed because it does not dry out. In most cases, the temperature of the inside air is higher than that of the outside air immediately after the ignition is turned on, and the temperature of the inside air is higher than that of the outside air in most cases when the outside air temperature is less than 15 ° C.

  In step S129, if the current suction port mode is set to the outside air mode by manual operation or the current suction port control is set to auto, the current suction port mode is changed to the inside air mode by manual operation. If it is determined that it has not been determined and the process proceeds to step S130, the process proceeds in a direction to permit the stop of the compressor 31. When the current suction port mode is determined to be the outside air mode by manual operation, the outside air rate is 100% in step S607 (see FIG. 6) in the suction port mode determination process of the immediately preceding step S6. be introduced. In addition, when the current suction port control is set to auto, the process proceeds to step S613 (see FIG. 6) and the outside air temperature is less than 0 ° C. in the suction port mode determination process of the immediately preceding step S6. Outside air is always introduced.

  Thus, when the compressor setting mode is auto or manual on and the degree of dryness of the evaporator 13 is unknown, the compressor 13 is allowed to stop based on the introduction of outside air. By doing in this way, even if the compressor 13 is actually stopped, since the outside air having a low temperature is introduced, the temperature of the blown air that hits the evaporator 13 (temperature before the evaporator) can be lowered. Therefore, the condensed water adhering to the evaporator 13 does not rapidly evaporate and the evaporator does not dry quickly, so that the generation of odor is suppressed. That is, since the drying of the evaporator can be delayed, the generation of dry odor can be reduced.

  In step S130, it is determined whether or not the relative humidity RHW (relative humidity in the vicinity of the glass) of the vehicle-side surface of the vehicle front window glass is less than the reference humidity (specifically, 100%). That is, it is determined whether reduction of window fogging is unnecessary or necessary. If it is less than the reference humidity, it is determined that it is not necessary to reduce window fogging, and the process proceeds to step S131 to allow the compressor 31 to stop. If the humidity is higher than the reference humidity, it is determined that window fogging needs to be reduced, and the process proceeds to step S135. As described above, the normal compressor operation is performed and the compressor operation mode is set to the normal mode. As a result, when the window is likely to be cloudy, the compressor 31 normally operates and blows the dehumidified air into the passenger compartment, so that the fog can be removed.

  In step S131, it is determined whether or not cooling in the passenger compartment is necessary based on whether or not the target blowing temperature TAO exceeds the cooling reference temperature (specifically 25 ° C.). If exceeding, it is determined that the cooling of the passenger compartment is unnecessary, and the process proceeds to step S132 to allow the compressor 31 to stop. On the other hand, if not exceeded, it is determined that the vehicle interior needs to be cooled, and the process proceeds to step S135 to perform the normal compressor operation and set the compressor operation mode to the normal mode as already described. Thereby, when a passenger | crew desires cold wind, a compressor can be operated and an evaporator can be cooled.

  In step S132, it is determined whether or not the compressor setting mode is a window clearing on mode. That is, it is determined whether or not window fogging needs to be reduced. If it is in the window clearing mode, the process proceeds to step S135, and as described above, the normal compressor operation is performed and the compressor operation mode is set to the normal mode. Thereby, when there is a passenger's intention to clear the window, the compressor 31 normally operates and blows the dehumidified air into the passenger compartment, so that the fog can be removed. If the window clearing mode is not set, the process proceeds to step S133 to allow the compressor 31 to stop.

  In step S133, it is determined whether or not the initial coolant temperature (that is, the coolant temperature TW detected first after the ignition is turned on) is lower than the reference temperature (specifically, 40 ° C.). If the temperature is equal to or higher than the reference temperature, the process proceeds to step S135, and as described above, the normal compressor operation is performed and the compressor operation mode is set to the normal mode. On the other hand, if the temperature is lower than the reference temperature, the process proceeds to step S134 to permit the compressor 31 to stop.

  The determination as to whether or not the coolant temperature TW of the engine coolant is less than the reference temperature is an indirect determination of whether or not the temperature in the engine room is estimated to be less than a predetermined temperature at which the heating of the introduced outside air temperature is slight. Applies to judgment. This is because the water temperature sensor 53 is a sensor whose detected temperature increases when the temperature in the engine room increases.

  The fact that the initial water temperature is high means that the ignition was turned on this time while the engine EG that generated heat in the previous trip was not yet sufficiently cooled. In such a case, there is a high possibility that the engine room and the surrounding air are heated by the engine EG while the vehicle is stopped. The outside air flowing into the inside / outside air switching box 20 from the outside air introduction port 22 is mainly air heated by the engine EG as described above due to the relationship of the outside air inflow path shown in FIG. Therefore, when the cooling water temperature TW is equal to or higher than the reference temperature, it is highly possible that the condensed water of the evaporator rapidly evaporates and the evaporator dries quickly even when outside air is introduced. For this reason, when the initial water temperature is high, the process proceeds to step S135.

  Conversely, when the initial water temperature is low, the engine temperature is likely to be low, so the process proceeds to step S134 to permit the compressor 31 to stop. Can be reduced. Further, when the initial water temperature TW is low, the air-conditioning air volume may be suppressed to a low level (see step S507).

  In step S134, the current compressor speed is determined to a value (specifically, 0 rpm) at which the compressor 31 does not operate. That is, the operation of the compressor 31 is prohibited. Further, the auto-time compressor mode is set to OFF, and then the compressor rotation speed determination process is terminated, and the process proceeds to step S13.

  As described above, only when the stop of the compressor 31 is permitted in all of steps S127 to S133, the compressor 31 is set to stop in step S134. For example, even when the condensed water generated in the previous trip remains after the ignition is turned on, the temperature of the outside air introduced from the outside air inlet 22 is low (steps S128 and S133), and the outside air is introduced (step S129). Stops the compressor 31 until it is necessary to cool the evaporator 13 for cooling (step S131) or window fogging prevention (steps S130 and S132). In this way, even when the compressor setting mode is in the auto or manual on state, the power consumption of the compressor 31 can be reduced to 0 when the generation of odor is suppressed.

  Further, in step S507 of FIG. 5, when the engine coolant temperature TW is in the process of rising, the water temperature TW is 40 ° C. or lower and the second temporary blower level f2A (TW) becomes 0 level. Therefore, the power consumption of the blower fan 35 can be reduced to 0 at least at the execution opportunity of steps S2 to S14 for the first time after the ignition is turned on. Moreover, since the quantity of blowing air can be reduced, possibility that a passenger | crew will feel an odor further falls.

  Moreover, also in the execution opportunity of step S2 to S14 after the ignition on, the power consumption of the blower fan 35 is reduced depending on the water temperature TW, compared with the case where the auto compressor mode is normal. it can. Moreover, since the quantity of blowing air can be reduced, possibility that a passenger | crew will feel an odor further falls.

  Further, since the temperature of the blown air before the heater core 14 can be increased, the decrease in the water temperature TW is delayed and the ON frequency of the engine EG is decreased (refer to the description of step S8), so that the practical fuel consumption of the vehicle is improved.

  In addition, if the inside / outside air two-layer flow mode is entered when step S629 in FIG. 6 is executed, the outside air having a low temperature is introduced into the upper body of the occupant, so the temperature at the top of the evaporator 13 remains low, and the evaporator Since the drying of 13 can also be delayed, the generation of a dry odor is suppressed. Further, since the inside air is introduced into the lower part of the evaporator 13, the inside air having a high temperature is guided to the heater core 14, so that the decrease in the water temperature TW is delayed, the frequency of engine-on can be reduced, and the practical fuel consumption is improved.

(Other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. In addition, in the above embodiment, the elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Needless to say. Further, in the above embodiment, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is particularly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to a specific number except for cases. In the above embodiment, when referring to the shape, positional relationship, etc. of components, the shape, position, etc., unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to relationships. The present invention also allows the following modifications to the above embodiment. In addition, the following modifications can select application and non-application to the said embodiment each independently. In other words, any combination of the following modifications can be applied to the above-described embodiment.

(Modification 1)
In the said embodiment, although a hybrid vehicle is mentioned as an application object of the vehicle air conditioner 1 of this embodiment, the application object of the vehicle air conditioner 1 has only the electric motor as a power source which drives a vehicle. It may be an automobile or an automobile having only an internal combustion engine as a power source for running the vehicle. An automobile having only an internal combustion engine as a power source for running the vehicle may have an idling stop function.

(Modification 2)
In the above embodiment, the compressor 31 is set to stop in step S134 only when the stop of the compressor 31 is permitted in all of steps S127 to S133. However, this is not necessarily the case. For example, only the stop of the compressor 31 is permitted in steps S129 and S131, and the compressor 31 may be set to stop in step S134. Further, for example, the compressor 31 may be set to be stopped at step S134 only by allowing the compressor 31 to be stopped at steps S129 and S130. Further, for example, the compressor 31 may be set to be stopped at step S134 only by stopping the compressor 31 at steps S129 and S132.

(Modification 3)
In the process of FIG. 6 of the above embodiment, whether or not the evaporator 13 is dry is determined based on the dry timer. However, instead of this, if it is determined whether or not the evaporator 13 is dry based on whether or not the temperature difference or humidity difference before and after the evaporator 13 is smaller than the reference value, it is more accurate whether or not the evaporator 13 is dry. Can judge well.

(Modification 4)
In the above-described embodiment, the compressor 31 is an electric compressor. However, instead of using the normal belt-driven compressor that operates by transmitting the driving power of the engine EG through the belt, Similar effects can be obtained.

(Modification 5)
Although the vehicle air conditioner 1 of the above embodiment is configured to be able to realize the inside / outside air two-layer flow mode, it is replaced with an air conditioner that cannot realize the inside / outside air two-layer flow mode (for example, the partition plate 111 does not exist). Also good. In that case, the outside air introduction rate may be set to 75% in step S629 of FIG.

(Modification 6)
In the above embodiment, the water temperature sensor 53 is exemplified as a sensor whose detected temperature increases when the temperature in the engine room increases. However, a sensor other than the water temperature sensor 53 may be used as this type of sensor. For example, an engine room temperature sensor that directly detects the temperature in the engine room may be used.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 13 Evaporator 20 Inside / outside air switching box 21 Inside air introduction port 22 Outside air introduction port 31 Compressor 50 Air conditioning control device 53 Water temperature sensor 90 Outside air duct

Claims (4)

An inside air introduction port (21) for introducing the vehicle interior air as the blown air blown into the vehicle interior and an outside air introduction port (22) for introducing the vehicle exterior air as the blown air blown into the vehicle interior are formed. The inside / outside air switching box (20),
A compressor (31) that sucks in, compresses and discharges the refrigerant;
After being compressed by said compressor, a is condensed is inflated refrigerant, by the blown air is heat-exchanged introduced from one or both of said air inlet and said outside air guide inlet, cooling the blown air An evaporator (13);
An air conditioning control device (50);
A sensor (53) that increases the detected temperature (TW) when the temperature in the engine room increases,
An outside air duct (90) for introducing outside air into the outside air inlet is disposed in the engine room or in the vicinity of the engine room,
The air-conditioning control device prohibits the operation of the compressor based on the fact that outside air is introduced from the outside air introduction port as the blown air blown into the inside of the vehicle and the temperature detected by the sensor is lower than a reference temperature. Then, based on the fact that outside air from the outside air inlet is introduced as the blown air blown into the vehicle interior and the temperature detected by the sensor is not lower than the reference temperature, the compressor is operated to blow into the vehicle interior. The vehicle air conditioner is characterized in that the compressor is operated based on the fact that outside air is not introduced from the outside air inlet as the blown air to be blown. The air conditioning control device operates the compressor when the operation of the compressor is prohibited based on introduction of outside air from the outside air inlet as the blown air blown into the vehicle interior. when compared with the air conditioner for a vehicle according to claim 1, characterized in that to reduce the air volume of the conditioned air to be blown into the passenger compartment through the evaporator. The air-conditioning control device operates the compressor when it is determined that cooling is necessary even when outside air is introduced from the outside air introduction port as blown air blown into the inside of the vehicle. The vehicle air conditioner according to claim 1 or 2 . The air-conditioning control device operates the compressor when it is determined that window fogging needs to be reduced even when outside air is introduced from the outside air introduction port as blown air blown into the inside of the vehicle. The vehicle air conditioner according to any one of claims 1 to 3 .

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