JP6525479B2 - Vehicle air conditioner - Google Patents

Description

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

  DESCRIPTION OF RELATED ART Conventionally, the vehicle air conditioner which performs anti-fog control according to the vehicle interior humidity value is described in patent document 1. Specifically, since the inner surface of the front window glass is more likely to be fogged as the humidity value in the vehicle compartment is higher, the anti-fogging performance of the air conditioner for a vehicle is enhanced.

  Specifically, the antifogging performance is adjusted by controlling the air volume of the blower and the rotational speed of the compressor. That is, the anti-fogging performance is enhanced by increasing the air volume of the blower or increasing the rotational speed of the compressor.

  In this prior art, the humidity in the cabin is detected by a humidity sensor. There are individual differences in the detection error of the humidity sensor. Therefore, if a humidity sensor with an error that the humidity detection value is lower than the actual humidity is used, adjusting the antifogging performance based on the humidity detection value will result in the lack of antifogging performance and the front window glass It tends to be overcast. As a result, when the occupant operates the defroster switch of the air conditioning operation panel to manually set the defroster mode, it is necessary to remove the fog on the windshield glass.

  Therefore, in the above-mentioned prior art, as the number of times of operation of the defroster switch by the occupant increases, the humidity detection value of the humidity sensor is corrected to be higher. As a result, since the humidity detection value after correction approaches the actual humidity and the detection error becomes small, it is possible to appropriately prevent the fogging of the windshield with an appropriate antifogging performance.

JP 2001-334820 A

  In the above-mentioned prior art, when the occupant manually sets the defroster mode frequently according to a habit or preference, the humidity detection value of the humidity sensor is corrected to be higher than necessary. As a result, the antifogging performance becomes excessive, and the fuel consumption is deteriorated. That is, since the air volume of the blower and the rotational speed of the compressor become excessive, the air conditioning power is consumed excessively.

  An object of the present invention is to secure antifogging performance while suppressing correcting the humidity detection value of the humidity sensor more than necessary in view of the above-mentioned point.

In order to achieve the above object, in the invention according to claim 1,
An air conditioning unit (30) that blows conditioned air into the vehicle compartment;
Control means (50) for automatically controlling the operation of the air conditioning unit (30);
Humidity detection means (59) for detecting the humidity in the passenger compartment;
An anti-fogging operation means (60b, 60c) for outputting to the control means (50) a command operated by the occupant to improve the anti-fogging property of the window of the vehicle by the air conditioning unit (30);
The control means (50)
When the antifogging operation means (60b, 60c) is operated, the learning correction amount is increased within a predetermined range,
Determine the customization correction amount within a range wider than the predetermined range based on the customization value set by the external device,
When the learning correction amount when the customization value is not set or the customization correction amount is determined to be less than the predetermined value, the humidity increase correction amount is set as the rising degree of the humidity detection value of the humidity detection means (59) is higher. Determine the high value,
One and one of the learning correction amount and customized correction amount to correct the detected humidity value on the basis of the increase in humidity correction amount,
The antifogging property by the air conditioning unit (30) is adjusted based on the humidity detection value after correction.

  According to this, since the correction amount of the humidity detection value can be changed by setting the customization value in the external device, the occupant frequently operates the antifogging operation means (60b, 60c) or has a preference Even in such a case, correction of the humidity detection value more than necessary can be suppressed.

  On the other hand, the higher the degree of increase in the humidity detection value, the higher the humidity detection value is corrected. Therefore, even if the customization value is set, the window is prevented from being rapidly fogged when the humidity in the vehicle cabin rises rapidly. it can.

  Therefore, the antifogging performance can be secured while suppressing the correction of the humidity detection value of the humidity detection means (59) more than necessary.

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

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram of the vehicle air conditioner in one Embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner in one Embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment. It is a flowchart which shows another principal part of the control processing of the vehicle air conditioner in one Embodiment.

  Hereinafter, embodiments will be described based on the drawings. FIG. 1 is an entire configuration diagram of a vehicle air conditioner 1 of the present embodiment, and FIG. 2 is a block diagram showing 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 a driving force for vehicle traveling from an internal combustion engine EG (that is, an engine) and a traveling electric motor.

  The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle capable of charging the battery 81 mounted on the vehicle with electric power supplied from an external power supply (in other words, a commercial power supply) when the vehicle is stopped.

  The plug-in hybrid vehicle charges the battery 81 with the power supplied from the external power supply when the vehicle is stopped before the vehicle starts traveling, whereby the state of charge SOC of the battery 81 is predetermined as at the start of traveling. When it is equal to or higher than the traveling reference remaining amount, the operation mode is mainly to travel 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 storage residual amount SOC of the battery 81 is lower than the traveling reference residual amount while the vehicle is traveling, the operation mode is mainly to travel 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 caused to travel by the driving force output mainly by the traveling electric motor, but when the vehicle traveling load is high, the engine EG is operated. Assist the traveling electric motor. That is, this is an operation mode in which the driving force for traveling output from the electric motor for traveling is larger than the driving force for traveling output from the engine EG.

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

  On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output by the engine EG. However, when the vehicle traveling load is high, the traveling 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 operating mode in which the driving power ratio is smaller than at least 0.5.

  In the plug-in hybrid vehicle of the present embodiment, the fuel consumption of the engine EG is obtained with respect to a normal vehicle which obtains the driving force for traveling the vehicle only from the engine EG by thus switching between the EV operation mode and the HV operation mode. To improve vehicle fuel efficiency. Further, the switching between the EV operation mode and the HV operation mode and the control of the drive power ratio are controlled by the drive power control device 70.

  Furthermore, the driving force output from the engine EG is used not only for driving the vehicle but also for operating the generator 80. The electric power generated by the generator 80 and the electric power supplied from the external power supply can be stored in the battery 81. The electric power stored in the battery 81 is not only the electric motor for traveling but also the air conditioner for a vehicle It can be supplied to various in-vehicle devices including the electric component devices that constitute 1).

  Next, the detailed configuration of the vehicle air conditioner 1 of the present embodiment will be described. In addition to the air conditioning of the vehicle compartment by the power supplied from the battery 81, the vehicle air conditioner 1 performs the air conditioning (for example, pre-air conditioning) of the vehicle compartment by the power supplied from the external power supply when the vehicle stops before traveling. It is configured to be executable.

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

  First, the indoor air conditioning unit 30 is disposed inside the instrument panel (i.e., 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 are formed in the casing 31 forming the outer shell thereof. It contains 37 mag.

  The casing 31 forms an air passage for blowing air blown into the vehicle compartment, and is molded of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength. In the casing 31, an air passage through which air flows is formed.

  Inside the casing 31, on the most upstream side, an inside / outside air switching box 20 as an inside / outside air switching means for switching and introducing inside air (i.e., vehicle interior air) and outside air (i.e., air outside the vehicle interior) is disposed.

  More specifically, an inside air introduction port 21 and an outside air introduction port 22 are formed in the inside / outside air switching box 20. The inside air introduction port 21 introduces inside air into the casing 31. The outside air inlet 22 introduces outside air into the casing 31.

  Further, inside the inside / outside air switching box 20, an inside / outside air switching door 23 is disposed 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. The inside / outside air switching door 23 is suction port mode switching means for switching the suction port mode, and continuously adjusts the opening area of the inside air introduction port 21 and the outside air introduction port 22.

  Therefore, the inside / outside air switching door 23 constitutes an air volume ratio changing means (in other words, an inside / outside air switching means) for changing the air volume ratio between the air volume of inside air introduced into the casing 31 and the air volume of outside air. In other words, the inside / outside air switching door 23 is outside air rate adjusting means for adjusting the ratio of outside air to inside air and outside air introduced into the air passage (hereinafter referred to as the outside air rate).

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

  Further, as the suction port mode, there are an all inside air mode, an all outside air mode, and an inside / outside air mixing mode.

  In the inside air mode, the inside air introduction port 21 is fully opened, and the outside air introduction port 22 is completely closed, to introduce inside air into the air passage in the casing 31. In the outside air mode, the inside air introduction port 21 is fully closed and the outside air introduction port 22 is fully opened to introduce outside air into the air passage in the casing 31.

  In the inside / outside air mixing mode, the opening area of the inside air inlet 21 and the outside air inlet 22 is continuously adjusted between the inside air mode and the outside air mode to introduce inside air and outside air into the air passage in the casing 31. Change the ratio continuously.

  A blower 32 (in other words, a blower) is disposed downstream of the air flow of the inside / outside air switching box 20. The blower 32 is a blowing means for blowing air drawn in via the inside / outside air switching box 20 toward the vehicle interior. The blower 32 is an electric blower that drives the fan by an electric motor, and the number of rotations (in other words, the blowing capacity) is controlled by the control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blowing capacity changing means of the blower 32.

  The fan of the blower 32 is a centrifugal multi-blade fan (for example, a sirocco fan). The fan is disposed in the air passage, and blows the inside air from the inside air inlet 21 and the outside air from the outside air inlet 22 to the air passage.

  An evaporator 15 is disposed downstream of the air flow of the blower 32. The evaporator 15 is disposed over the entire area of the air passage. The evaporator 15 exchanges heat between a refrigerant (in other words, a heat medium) flowing through the inside thereof and the blowing air blown from the blower 32 to cool the blowing air (in other words, as a heat exchanging means). Function. Specifically, the evaporator 15, together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14 and the like, constitutes a vapor compression refrigeration cycle 10.

  The main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is disposed in the engine room and sucks, compresses and discharges the refrigerant in the refrigeration cycle 10, and drives the fixed displacement type compression mechanism 11a having a fixed discharge capacity by the electric motor 11b. It is configured as an electric compressor. The electric motor 11 b is an AC motor whose rotational speed is controlled by the AC voltage output from the inverter 61.

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

  The condenser 12 is disposed in the engine room, and exchanges heat between the refrigerant flowing inside and the outside air blown from the blower fan 12a as the outdoor blower, thereby radiating the refrigerant discharged from the compressor 11 It is an outdoor heat exchanger (in other words, a radiator) which is allowed to condense. The blower fan 12 a is an electric blower of which the operation rate, that is, the number of rotations (in other words, the amount of air to be blown) is controlled by the control voltage output from the air conditioning controller 50.

  The gas-liquid separator 13 is a receiver that gas-liquid separates the refrigerant condensed by the condenser 12 to store excess refrigerant and allows only the liquid-phase refrigerant to flow downstream. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant flowing 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 causes the refrigerant to exhibit a heat absorbing function. Thus, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

  The above is explanation of the main composition of refrigerating cycle 10 concerning this embodiment, and returns to explanation of indoor air conditioning unit 30 hereafter. In the air passage in the casing 31, on the downstream side of the air flow of the evaporator 15, a heating cold air passage 33 and a cold air bypass passage 34 for flowing the air after passing through the evaporator 15 are formed in parallel. In the heating cold air passage 33, a heater core 36 and a PTC heater 37 for heating the air after passing through the evaporator 15 are disposed in this order in the blowing air flow direction.

  In the air passage, on the downstream side of the heating cold air passage 33 and the cold air bypass passage 34, a mixing space 35 for mixing the air flowing out from the heating cold air passage 33 and the cold air bypass passage 34 is formed.

  The heater core 36 is a heating heat exchanger (in other words, air heating means) for heating the air after passing through the evaporator 15 by using engine cooling water (hereinafter, simply referred to as cooling water) for cooling the engine EG as a heat medium. is there. The engine EG is cooling water heating means (in other words, heat medium heating means) that heats the cooling water.

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

  The PTC heater 37 has a PTC element (in other words, a positive temperature coefficient thermistor), generates heat when power is supplied to this PTC element, and generates an electric heater as an auxiliary heating means for heating the air after passing through the heater core 36 It is. The power consumption required to operate the PTC heater 37 is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

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

  The air conditioning controller 50 controls the operation of the switch elements so as to independently switch the energized state and the non-energized state of each of the PTC elements 37a, 37b, 37c, whereby the number of PTC elements are brought into the energized state to exhibit the heating capacity. To change the heating capacity of the PTC heater 37 as a whole.

  The cold air bypass passage 34 is an air passage for guiding the air after passing through the evaporator 15 to the mixing space 35 without passing the heater core 36 and the PTC heater 37. Therefore, the temperature of the blowing air mixed in the mixing space 35 changes with the air volume ratio of the air passing through the cold air passage 33 for heating and the air passing through the cold air bypass passage 34.

  So, in this embodiment, it is made to flow into the cold air passage 33 for heating and the cold air bypass passage 34 on the air flow downstream side of the evaporator 15 in the air passage and on the inlet side of the cold air passage 33 for heating and the cold air bypass passage 34. An air mix door 39 is disposed to continuously change the volume ratio of cold air.

  The air mix door 39 constitutes temperature control means for adjusting the temperature of the air in the mixing space 35 (in other words, the temperature of the blowing air blown into the vehicle compartment).

  More specifically, the air mix door 39 is configured to have a common rotation shaft driven by a common electric actuator 63 and a plate-like door main body coupled to the common rotation shaft. It is configured with a so-called cantilever door. In addition, the operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning control device 50.

  Furthermore, at the most downstream portion of the air flow of the casing 31, outlets 24 to 26 for blowing out the temperature-controlled air from the mixing space 35 into the vehicle compartment which is the air conditioning target space are disposed.

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

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

  In addition, on the air flow upstream side of the face outlet 24, the foot outlet 25, and the defroster outlet 26, the opening area of the face outlet 24 is adjusted, and the opening area of the foot outlet 25 is adjusted. The foot door 25a is arranged, and the defroster door 26a for adjusting the opening area of the defroster outlet 26 is disposed.

  The face door 24a, the foot door 25a, and the defroster door 26a constitute an outlet mode door (in other words, an outlet mode switching means) for switching the outlet mode, and the air is blown through a link mechanism (not shown). It is connected to an electric actuator 64 for driving the outlet mode door and interlocked to rotate. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

  As the air outlet mode, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode. In the drawings, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, the bi-level mode is abbreviated as B / L, and the foot defroster mode is abbreviated as F / D.

  In the face mode, the face outlet 24 is fully opened and air is blown out from the face outlet 24 toward the upper body of the passenger in the vehicle compartment. In the bi-level mode, both the face air outlet 24 and the foot air outlet 25 are opened to blow air toward the upper body and feet of the passenger in the vehicle compartment. In the foot mode, the foot outlet 25 is fully opened and the defroster outlet 26 is opened at a small opening degree, and air is mainly blown out from the foot outlet 25. In the foot defroster mode, the foot outlet 25 and the defroster outlet 26 are opened to the same degree, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

  The occupant can set the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened to blow air from the defroster outlet 26 onto the inner surface of the vehicle front window glass. In the drawings, the defroster mode is abbreviated as DEF.

  The vehicle air conditioner 1 of the present embodiment is provided with an electric heat defogger (not shown). The electric heat defogger is a heating wire disposed inside or on the surface of the vehicle interior window glass, and is a window glass heating means that performs antifogging or window fogging removal by heating the window glass. The operation of the electric heat defogger can also be controlled by a control signal output from the air conditioning controller 50.

  The vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is an auxiliary heating unit that raises the surface temperature of the seat on which the occupant sits. Specifically, the sheet air conditioner 90 is a sheet heating means which is constituted by a heating wire embedded in the seat surface and generates heat when power is supplied.

  The air conditioning air blown out from the air outlets 24 to 26 of the indoor air conditioning unit 10 is operated when heating of the vehicle interior may be insufficient, thereby performing a function of compensating the passenger's feeling of heating. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioning controller 50, and at the time of operation, the seat air conditioner 90 is controlled to raise the surface temperature of the seat to about 40 ° C.

  The vehicle air conditioner 1 may include a seat air blower, a steering heater, and a knee radiation heater. The sheet blower is a blower that blows air toward the occupant from the inside of the seat. The steering heater is a steering heating means that heats the steering with an electric heater. The knee radiation heater is a heating unit that radiates heat source light, which is a heat source of radiation heat, toward the knees of the occupant. The operation of the seat air 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 (in other words, air conditioning control means), the driving force control device 70 (in other words, driving force control means) and the power control device 71 (in other words, power control means) include a CPU, a ROM, a RAM, etc. It comprises a known microcomputer and its peripheral circuits, performs various operations and processing based on a control program stored in its ROM, and controls the operation of various devices connected to the output side.

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

  Further, on the input side of the driving force control device 70, a voltmeter for detecting the inter-terminal voltage VB 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, the accelerator opening Acc Various sensor groups for engine control such as an accelerator opening sensor to be detected, an engine rotational speed sensor for detecting the engine rotational speed Ne, and a vehicle speed sensor (not 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 62, 63, 64, the PTC heater 37, the cooling water pump 40a, the seat air conditioner 90 mag is connected.

  On the input side of the air conditioning control device 50, an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, a cooling water temperature sensor 58, and a window surface humidity sensor 59 Sensor groups for various air conditioning control such as are connected.

  The inside air sensor 51 is an inside air temperature detection unit that detects the temperature Tr in the vehicle compartment. The outside air sensor 52 is an outside air temperature detection unit that detects the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detection unit that detects the solar radiation amount Ts in the vehicle compartment.

  The discharge temperature sensor 54 is discharge temperature detection means for detecting the discharge refrigerant temperature Td of the compressor 11. The discharge pressure sensor 55 is a discharge pressure detection means for detecting the discharge refrigerant pressure Pd of the compressor 11.

  The evaporator temperature sensor 56 is an evaporator temperature detection unit that detects a temperature TE (hereinafter, referred to as an evaporator temperature) of the air blown from the evaporator 15. The coolant temperature sensor 58 is a coolant temperature detection means that detects the coolant temperature Tw of the coolant flowing out of the engine EG.

  Specifically, the evaporator temperature sensor 56 of the present embodiment 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 the other part 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 window surface humidity sensor 59 is a humidity detection unit that detects the relative humidity near the window. The relative humidity near the window is the relative humidity of the air in the passenger compartment near the window glass.

  To the input side of the air conditioning control device 50, operation signals from various air conditioning operation switches provided on the operation panel 60 disposed in the vicinity of the instrument panel in the front of the vehicle interior are inputted. The various air conditioning operation switches provided in the operation panel 60 are manual operation means for manually setting the operation of the air conditioning unit 30.

  As various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a, an auto switch, an inlet mode switch, an outlet mode switch 60b, a defroster switch 60c, an air volume setting switch 60d, a car A room temperature setting switch 60e, an economy switch 60f, a display 60g for displaying the current operation state of the vehicle air conditioner 1, and the like are provided.

  The air conditioner switch 60a is a compressor operation setting unit that switches the start and stop of the compressor 11 by the operation of the occupant. The air conditioner switch 60a is provided with an air conditioner indicator which is turned on / off in accordance with the operating condition of the air conditioner switch 60a.

  The auto switch is an automatic control setting means for setting or canceling the automatic control of the vehicular air conditioner 1 by the operation of the passenger.

  The outlet mode switching switch 60b is an outlet mode switching means for switching between the face mode, the bi-level mode, the foot mode and the foot defroster mode. The defroster switch 60c is defroster mode setting means for setting the defroster mode by the operation of the occupant.

  In the foot defroster mode and the defroster mode, the anti-fogging property of the window is higher than that in the remaining outlet mode. The outlet mode switching switch 60 b and the defroster switch 60 c are anti-fogging operation means for outputting a command for improving the anti-fogging property of the window by the air conditioning unit 30 to the air conditioning control device 50.

  The air volume setting switch 60 d is an air volume setting unit for manually setting the air flow rate of the blower 32. The passenger compartment temperature setting switch 60e is a target temperature setting means for setting the passenger compartment target temperature Tset by the operation of the passenger.

  The economy switch 60 f is a switch that gives priority to reducing the load on the environment. By turning on the economy switch 60f, the operation mode of the vehicle air conditioner 1 is set to the economy mode in which power saving of the air conditioning is prioritized. Therefore, economy switch 60f can also be expressed as power saving priority mode setting means.

  Further, by turning on the economy switch 60f, a signal for decreasing the frequency of operation of the engine EG operated to assist the traveling electric motor is output to the driving force control device 70 in the EV operation mode.

  The air conditioning control device 50 and the driving force control device 70 are electrically connected and configured to be communicable. Thus, based on the detection signal or the operation signal input to one of the control devices, the operation of various devices connected to the output side of the other control device can also be controlled. For example, when the air conditioning control device 50 outputs a request signal of the engine EG to the driving force control device 70, it is possible to request the operation of the engine EG. When the driving force control device 70 receives a request signal requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the operation of the engine EG is necessary, and operates the engine EG according to the determination result. Control.

  Furthermore, according to the power supplied from the power supply external to the vehicle and the power stored in the battery 81, the air conditioning control device 50 is electrically operated by the power control device 71 for determining the power to be distributed to various electric devices in the vehicle. It is connected to the. An output signal (for example, data indicating an air conditioning use permission electric power permitted to be used for air conditioning, etc.) output from the power control device 71 is input to the air conditioning control device 50 of the present embodiment.

  Here, although the air conditioning control device 50 and the driving force control device 70 are integrally configured with control means for controlling various control target devices connected to the output side, the operation of the respective control target devices is performed. The configuration to be controlled (for example, hardware and software) constitutes control means for controlling the operation of each control target device.

  For example, in the air conditioning control device 50, the configuration for controlling the air blowing capacity of the air blower 32 by controlling the operation of the air blower 32, which is the air blowing means, constitutes the air blowing capacity control means 50a. In the air conditioning control device 50, the configuration for controlling the refrigerant discharge capacity of the compressor 11 by controlling the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is the compressor control means 50b. Are configured.

  In the air conditioning control device 50, the configuration for controlling the switching of the suction port mode constitutes the suction port mode switching means 50c. In the air conditioning control device 50, the configuration for controlling the switching of the air outlet mode constitutes the air outlet mode switching means 50d.

  The configuration for performing transmission and reception of the control signal with the driving force control device 70 in the air conditioning control device 50 constitutes request signal output means. A configuration for transmitting / receiving a control signal to / from the air conditioning control device 50 in the driving force control device 70, and determining whether or not to operate the engine EG according to the output signal from the request signal output means etc. The means) constitutes the 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 control processing 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 in a state where electric 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. It will start when it is done. Note that each control step in FIGS. 3 to 10 constitutes various function realizing means included in the air conditioning control device 50.

  First, in step S1, initialization of a flag, a timer, and the like, and initialization of an initial alignment of a stepping motor constituting the above-described electric actuator is performed. In this initialization, among the flags and the calculated values, the values stored at the end of the previous operation of the vehicle air conditioner 1 may be maintained.

  Next, in step S2, an operation signal or the like 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 setting signal of a suction port mode switch, and the like.

  Next, in step S3, a signal of a vehicle environmental condition used for air conditioning control, that is, a detection signal of the above-described sensor group 51 to 58, a power condition signal indicating a power supply condition from an external power supply, etc. are read. When the power status signal indicates that the external power supply can supply power to the vehicle (in other words, the plug-in status), the external power supply flag is turned on, and power can not be supplied to the vehicle from the external power supply ( In other words, when indicating the plug-out state, the external power flag is turned off.

  Further, in this step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70, the control signal output from the driving force control device 70, etc. is also read from the driving force control device 70. It is.

  Next, in step S4, the target blowout temperature TAO of the air blown out from the passenger compartment and the humidity near the window are calculated. Therefore, step S4 constitutes target blowout temperature determination means and humidity determination means near the window.

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 a vehicle interior set temperature set by a vehicle interior temperature setting switch, Tr is a vehicle interior temperature detected by the inside air sensor 51 (in other words, the inside air temperature), and Tam is an outside air temperature detected by the outside air sensor 52 , Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

  The target air temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to produce in order to keep the vehicle interior at a desired temperature, and the air conditioning load required for the vehicle air conditioner 1 (in other words, Air conditioning heat load).

  The details of the calculation of the humidity near the window will be described with reference to the flowchart of FIG. First, in step S401, it is determined whether the foot defroster mode has been set by the operation of the defroster switch 60c of the operation panel 60 or the operation of the outlet mode switching switch 60b of the operation panel 60. That is, it is determined whether the defroster mode or the foot defroster mode is set by the manual operation of the occupant. In other words, it is determined whether the manual defroster mode or the manual foot defroster mode has been manually set.

  If it is determined that the manual defroster mode or the manual foot defroster mode has been manually set, the process proceeds to step S402, the DEF press counter is incremented by 1, and the process proceeds to step S404. If it is determined that the manual defroster mode or the manual foot defroster mode is not manually set, the process proceeds to step S403, the DEF press number counter is held, and the process proceeds to step S404.

  The DEF push number counter is a counter that counts the setting number of the manual defroster mode and the manual foot defroster mode. It is desirable that the DEF press counter can be set and reset by a vehicle dealer or the like.

  In the subsequent step S404, the customization state of the humidity error correction is read, and the customization correction amount f (customization) is determined. The customized state is set in advance by an external device and stored in the air conditioning control device 50. The external device is a customization tool or the like possessed by a vehicle dealer or a vehicle repair shop. The external device can view the customization status. The customization state may be set by remote control via communication by an external device and stored in the air conditioning control device 50.

  The customization state is set to an integer value of -3 to +3, or "learning". When the customization state is set to an integer value from -3 to +3, the near-window humidity is corrected regardless of the value of the number-of-depressions counter.

  As the setting value in the customization state is smaller, the humidity near the window is corrected lower in step S410. As the setting value in the customization state is larger, the humidity near the window is corrected higher in step S410.

  That is, the customization state may be set to a smaller value as the window surface humidity sensor 59 is more sensitive, and the customization state may be set to a larger value as the window surface humidity sensor 59 is less sensitive.

  When the customization state is set to "learning", the humidity near the window is corrected according to the value of the DEF number-of-times counter. In the initial setting state (in other words, when the vehicle is shipped from the factory), the customization state is "learning".

  The air conditioning control device 50 determines the customization correction amount f (customization) with reference to the control map stored in advance in the air conditioning control device 50 based on the setting value of the customization state. The customization correction amount f (customization) is a correction amount of the humidity near the window according to the setting value of the customization state.

  The control map for determining the customization correction amount f (customization) in the present embodiment is proportional to the setting value of the customization state. That is, as shown in step S404 in FIG. 4, the customization correction amount f (customization) is determined to a value of -15 to +15 in proportion to the setting value of the customization state. If the customization state is the learning state, the customization correction amount f (customization) is not determined.

  In the following step S405, the learning correction amount f (DEF) is calculated with reference to the control map stored in advance in the air conditioning control device 50 based on the value of the DEF number-of-times counter. The learning correction amount f (DEF) is a correction amount of the humidity near the window according to the value of the DEF number-of-times counter. The learning correction amount f (DEF) is a correction amount to be learned according to the setting number of times of the manual defroster mode and the manual foot defroster mode.

  Specifically, as shown in step S405 in FIG. 4, the value of the learning correction amount f (DEF) is increased in a predetermined range as the value of the counter for the number of times of DEF pressing increases. In the example of FIG. 4, the predetermined range of the learning correction amount f (DEF) is a range of 0 to 10.

  As described above, in step S404, the customization correction amount f (customization) is determined to a value of -15 to +15. Therefore, the customization correction amount f (customization) is determined within a range wider than the predetermined range of the learning correction amount f (DEF).

  In the following step S406, it is determined whether the customization state is the learning state. If it is determined that the customization state is the learning state, the process proceeds to step S407, the value of the humidity error correction is determined as the learning correction amount f (DEF), and the process proceeds to step S409. On the other hand, when it is determined that the customization state is not the learning state, the process proceeds to step S408, the value of the humidity error correction is determined as the customization correction amount f (customization), and the process proceeds to step S409. The humidity error correction value is a correction amount to be added to the humidity detection value of the window surface humidity sensor 59.

  In the following step S409, the humidity increase correction coefficient f (humidity error correction) is calculated with reference to the control map stored in advance in the air conditioning control device 50 based on the humidity error correction value. The humidity rise correction coefficient f (humidity error correction) is a coefficient used to correct the humidity in the vicinity of the window according to the degree of increase in the humidity detection value of the window surface humidity sensor 59.

  Specifically, as shown in step S409 in FIG. 4, when the humidity error correction value is 5 or less, the value of the humidity rise correction coefficient f (humidity error correction) is set to 0 as the humidity error correction value decreases. Increase in the range of ~ 4. Thus, the smaller the setting value of the customization state, the larger the value of the humidity rise correction coefficient f (humidity error correction).

In the following step S410, the humidity near the window is calculated by the following formula F2.
Humidity near window = humidity sensor detection value + humidity error correction + temperature rise correction amount ... (F2)
The humidity sensor detection value in Formula F2 is the humidity detection value of the window surface humidity sensor 59. The humidity near the window is a value obtained by correcting the humidity detection value of the window surface humidity sensor 59. The temperature rise correction amount in the formula F2 is calculated by the following formula F3.
Temperature rise correction amount = (Current humidity sensor detection value-Humidity sensor detection value before 20 seconds) x f (humidity error correction) ... (F3)
Therefore, the humidity near the window is corrected to be higher as the value of the DEF number-of-times counter becomes larger. That is, the setting conditions of the manual defroster mode and the manual foot defroster mode are learned to determine the correction amount of the humidity near the window.

  Further, as the setting value in the customization state is smaller, the humidity near the window is corrected lower, and as the setting value in the customization state is larger, the humidity near the window is corrected higher.

  Since the humidity sensor detection value is corrected with the value obtained by multiplying the difference between the current humidity sensor detection value and the humidity sensor detection value 20 seconds before by the humidity rise correction coefficient f (humidity error correction), the rise of humidity is rapid The humidity near the window is corrected to be high.

  The smaller the humidity error correction value, the larger the humidity rise correction coefficient f (humidity error correction). Therefore, even if the setting value in the customization state is small, if the rise in humidity is rapid, the humidity near the window is high It is corrected.

  The calculation of the humidity in the vicinity of the window in step S4 is not performed every control period τ in which the main routine of FIG. 4 is repeated, but is performed every predetermined control interval (one second in this embodiment).

  In the 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 mixing 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, the temporary air mix opening degree SWdd is calculated by the following formula F4.
SWdd = [{TAO− (TE + 2)} / {MAX (10, Tw− (TE + 2))}] × 100 (%) (F4)
Note that {MAX (10, Tw-(TE + 2))} in Formula F 4 means the larger value of 10 and Tw-(TE + 2).

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

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

  As shown in FIG. 5, first, in step S611, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, at step S612, the blower voltage to be the desired air volume of the occupant manually set by the air volume setting switch 60d of the operation panel 60 is determined. Go to

  Specifically, the air volume setting switch 60d of the present embodiment can set five air volume volumes of Lo → M1 → M2 → M3 → Hi, and the blower voltage in the order of 4V → 6V → 8V → 10V → 12V, respectively. Is determined to be high.

  On the other hand, when it is determined in step S611 that the auto switch is turned on, in step S613, the control map stored in advance in air conditioning control device 50 is referred to based on the TAO determined in step S4. Thus, the provisional blower voltage f (TAO) is determined. The provisional blower voltage f (TAO) is determined in accordance with the air conditioning heat load.

  The provisional blower voltage f (TAO) is used as a candidate value of the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

  The control map for determining the provisional blower voltage f (TAO) in the present embodiment is configured such that the value of the provisional blower voltage f (TAO) with respect to TAO draws a bathtub-like curve.

  That is, as shown in step S613 in FIG. 5, the air volume of the blower 32 is maximum in the very low temperature range (less than -20.degree. C. in this embodiment) and the very high temperature range (80.degree. C. or more in this embodiment) of TAO. The provisional blower voltage f (TAO) is raised to a high level so as to be close to the air flow.

  In addition, when the TAO rises from the cryogenic temperature region to the intermediate temperature region, the provisional blower voltage f (TAO) is decreased so that the air blowing amount of the blower 32 decreases according to the increase of the TAO. Furthermore, when the TAO decreases from the extremely high temperature range toward the intermediate temperature range, the temporary blower voltage f (TAO) is reduced so that the air volume of the blower 32 decreases in accordance with the decrease in TAO.

  Then, when the TAO falls within a predetermined intermediate temperature range (10 ° C. to 38 ° C. in the present embodiment), the temporary blower voltage f (TAO) is lowered to a low level so that the air volume of the blower 32 becomes low. Thereby, the basic blower voltage according to the air conditioning heat load is calculated.

  That is, temporary blower voltage f (TAO) is a value determined based on TAO. In other words, the temporary blower voltage f (TAO) is determined based on a value determined based on the vehicle interior set temperature Tset, the inside air temperature Tr, the outside air temperature Tam, and the solar radiation amount Ts.

  In the following step S614, it is determined whether the air outlet mode determined in step S8 is the foot mode, the foot defroster mode or the bi-level mode. If it is determined that the air outlet mode is not the foot mode, the foot defroster mode or the bilevel mode, that is, if the air outlet mode is the face mode or the defroster mode, the process proceeds to step S615 and the blower voltage is set to the temporary blower voltage f (TAO) Decide on.

  On the other hand, if it is determined that the air outlet mode is the foot mode, foot defroster mode or bi-level mode, the process proceeds to step S616, and the warm-up upper limit blower voltage f (water temperature) and blower voltage correction value f (humidity near the window) And decide.

  Specifically, based on the coolant temperature Tw detected by the coolant temperature sensor 58, the warm-up upper limit blower voltage f (water temperature) is determined with reference to the control map stored in advance in the air conditioning controller 50, and the step is performed. Based on the humidity near the window calculated in S4, the blower voltage correction value f (humidity near the window) is determined with reference to the control map stored in advance in the air conditioning control device 50.

  The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage at the time of warm-up of the engine EG (that is, when the coolant temperature Tw is low). The blower voltage correction value f (humidity near the window) is a correction value of the blower voltage according to the possibility of fogging of the window glass.

  Specifically, as shown in step S614 of FIG. 5, the warm-up upper limit blower voltage f (water temperature) is raised in the range of 0 to 11 as the cooling water temperature Tw rises from the low temperature range to the high temperature range. .

  As a result, when the cooling water temperature Tw is not sufficiently raised and the air can not be sufficiently heated by the heater core 36, the blowout air amount becomes high, and it is possible to prevent the occupant from feeling cold.

  As shown in step S614 of FIG. 5, as the humidity near the window rises, the blower voltage correction value f (humidity near the window) is raised. In the control map of the blower voltage correction value f (humidity near the window) shown in step S614 in FIG. 5, a hysteresis width for preventing control hunting is set.

  As a result, when the possibility of fogging of the window glass is high, the amount of blown air increases, and the fogging of the window glass can be suppressed.

In the following step S617, the blower voltage is calculated by the following formula F5.
Blower voltage = MIN (f (TAO), f (water temperature)) + f (humidity near the window) (F5)
Note that MIN (f (TAO), f (water temperature)) in the formula F5 means the smaller value of f (TAO) and f (water temperature).

  Thereby, the air blowing capacity of the air blower 32 is appropriately adjusted according to the target blowing temperature TAO, the cooling water temperature Tw and the humidity near the window.

  In the next step S7, the suction port mode, that is, the switching state of the inside / outside air switching box 20 is determined. The details of step S7 will be described using the flowchart of FIG. As shown in FIG. 6, first, in step S701, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, the outside air introduction rate according to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

  Specifically, when the manual suction port mode is the full indoor air mode (in other words, the REC mode), the outside air rate is determined to be 0% in step S703, and the manual suction port mode is the full outdoor air mode (in other words, the FRS mode) In the case of, the outside air rate is determined to be 100% in step S704. The outside air rate is a ratio of outside air to introduced air (that is, outside air and inside air) introduced from the inside / outside air switching box 20 into the casing 31.

  On the other hand, when it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705, and based on the target blowout temperature TAO calculated in step S4, whether the air conditioning operation state is cooling operation or heating operation judge. In the example of FIG. 6, when the target blowing temperature TAO exceeds 25 ° C., it is determined that the heating operation is performed, and in other cases, it is determined that the cooling operation is performed.

  If it is determined that the cooling operation is performed, the process proceeds to step S706, the outside air rate is determined with reference to the control map stored in advance in the air conditioning control device 50 based on the target blowing temperature TAO, and the process proceeds to step S8.

  Specifically, the outside air rate is decreased when the TAO is low, and the outside air rate is increased when the TAO is high. In the example of FIG. 6, if TAO ≦ 0 ° C, the outside air rate is 0%, if TAO 15 15 ° C, the outside air rate is 100%, 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%.

  The degree of opening of the inside / outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air rate is set to 0%, the opening degree of the inside / outside air switching door 23 is controlled such 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 inside / outside air switching door 23 is controlled such that the suction port mode becomes the all outside air mode. When the outside air rate is set to more than 0% and less than 100%, the opening degree of the inside / outside air switching door 23 is controlled such that the suction port mode becomes the inside / outside air mixing mode.

  As a result, the higher the cooling load, the higher the rate of introduction of internal air, and the higher the cooling efficiency.

  On the other hand, when it is determined in step S705 that the heating operation is performed, the process proceeds to step S707, and the outdoor air ratio is referred to with reference to the control map stored in advance in the air conditioning control device 50 based on the humidity near the window calculated in step S4. To step S8.

  Specifically, the outdoor air ratio is decreased when the humidity near the window is low, and the outdoor air ratio is increased when the humidity near the window is high. In the example of FIG. 6, the outdoor air ratio is 50% if the humidity near the window ≦ 70%, the ambient air ratio is 100% if the humidity near the window 85 85%, and 50% <humidity near the window <85%. As the humidity near the window is higher, the outside air rate is increased in the range of 50 to 100%.

  As a result, the higher the humidity near the window, the higher the introduction rate of the outside air, and the lower the humidity of the vehicle interior space, which in turn suppresses the fogging of the window.

  In the next step S8, the air outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. The details of this step S8 will be described using the flowchart of FIG.

  As shown in FIG. 7, first, in step S81, it is determined whether the auto switch of the operation panel 60 is turned on. As a result, when it is determined that the auto switch is not turned on, in step S82, the air outlet mode according to the manual mode is determined, and the process proceeds to step S9.

  Specifically, when the manual outlet mode is the face mode, the face mode is determined, and when the manual suction mode is the bilevel mode, the bilevel mode is determined, and the manual suction mode is the foot mode, the foot is The mode is determined, and when the manual suction port mode is the foot defroster mode, the foot defroster mode is determined, and when the manual suction port mode is the defroster mode, the defroster mode is determined.

  On the other hand, when it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and the control map stored in advance in the air conditioning control device 50 based on the target blowout temperature TAO calculated in step S4 is Determine the temporary outlet mode with reference.

  In the present embodiment, as shown in step S83 of FIG. 7, as the TAO rises from the low temperature range to the high temperature range, the temporary air outlet mode f1 (TAO) is sequentially switched from face mode to bilevel mode to foot mode. Therefore, 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 S83 of FIG. 7, a hysteresis width for preventing control hunting is set.

  In the following step S84, it is determined whether or not the temporary outlet mode is the foot mode. If it is determined that the temporary air outlet mode is not the foot mode, the process proceeds to step S85, and the air outlet mode is set to the temporary air outlet mode determined in step S83.

  On the other hand, when it is determined in step S84 that the temporary air outlet mode is the foot mode, the process proceeds to step S86, and the air outlet mode is referred to with reference to the control map stored in advance in the air conditioning control device 50 based on the humidity near the window. decide.

  Specifically, when the humidity near the window is lower than a predetermined value, the air outlet mode is set to the foot mode, and when the humidity near the window is higher than the predetermined value, the air outlet mode is set to the foot defroster mode. In the control map shown in step S86 of FIG. 7, a hysteresis width for preventing control hunting is set.

  Thus, when the humidity near the window is high and there is a high possibility of fogging on the window glass, the foot defroster mode is selected to increase the ratio of the volume of the air blown out from the defroster outlet 26 and consequently suppress the window fogging. Do.

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

  The details of this step S9 will be described using the flowchart of FIG. As shown in FIG. 8, first, in step S91, the target blowout temperature TEO of the blowout air temperature TE from the indoor evaporator 26 is determined.

  The details of this step S91 will be described using the flowchart of FIG. First, in step S911, based on the TAO determined in step S4, the temporary target blowing temperature f (TAO) is calculated with reference to the control map stored in advance in the air conditioning control device 50.

  In the following step S912, the antifogging target blowing temperature f (near window humidity) is calculated with reference to the control map stored in advance in the air conditioning control device 50 based on the humidity in the vicinity of the window determined in step S4.

  In the subsequent step S913, the smaller one of the temporary target blowing temperature f (TAO) and the antifogging target blowing temperature f (humidity near the window) is determined as the target blowing temperature TEO. As a result, when the humidity near the window is high, the target blowing temperature TEO can be determined to a small value, and the dehumidifying ability of the indoor evaporator 26 can be enhanced.

  In the following step S92, a rotational speed change amount Δf with respect to the previous compressor rotational speed fn-1 is determined. Specifically, a deviation change rate Edot (EnT) obtained by calculating a deviation En (TEO-TE) between the target blowout temperature TEO and the blowout air temperature TE and subtracting the deviation En-1 calculated previously from the deviation En calculated this time − (En−1)) is calculated, and using the deviation En and the deviation change rate Edot, based on the fuzzy inference based on the membership function and the rule stored in advance in the air conditioning control device 50, the previous compression The rotational speed change amount Δf with respect to the machine rotational speed fn−1 is determined.

In the following step S93, the present compressor rotation speed is calculated by the following formula F6.
Current compressor rotation speed = MIN {(previous compressor rotation speed + Δf), MAX rotation speed} ... (F6)
Note that MIN {(previous compressor rotational speed + Δf), MAX rotational speed} in Formula F6 means the smaller value of the previous compressor rotational speed + Δf and the MAX rotational speed. In this example, the MAX rotational speed is 10000 rpm.

  As a result, when the humidity near the window is high, the compressor rotational speed is increased to enhance the dehumidifying ability of the indoor evaporator 26, and thereby suppress the window fogging.

  In the next step S10, the number of PTC heaters 37 operated and the operating state of the electric heat deformer are determined. First, the determination of the number of operation of the PTC heater 37 will be described. In step S10, the number of operation of the PTC heater 37 according to the outside air temperature Tam, the temporary air mix opening degree SWdd determined in step S51, and the cooling water temperature Tw. Decide.

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

  That is, the fact that the temporary air mix opening degree SWdd becomes smaller means that the need for heating the blowing air in the cold air passage 33 for heating is reduced, so the air mix opening degree SW becomes smaller. Accordingly, the need for operating the PTC heater 37 is reduced.

  Therefore, if the temporary air mix opening SWdd is equal to or less than the first reference opening (100% in the present embodiment) by comparing the temporary air mix opening SWdd with a predetermined reference opening, the PTC heater Assuming that it is not necessary 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 higher than the second reference opening degree (110% in the present embodiment), it is necessary to operate the PTC heater 37, according to the cooling water temperature Tw. Determine the number of 37 operations.

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

  With regard to the electric heat defogger, the electric heat defogger is operated when there is a high possibility that the window glass will be fogged or the window glass is fogged due to the humidity and temperature of the vehicle interior.

  In the next step S11, a request signal to be output from the air conditioning controller 50 to the driving force controller 70 is determined. The request signal includes an operation request signal of the engine EG (in other words, an engine ON request signal), a request signal of the EV / HV operation mode, and the like.

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

  On the other hand, in the plug-in hybrid vehicle of the present embodiment, since the driving force for traveling the vehicle can be obtained also from the traveling electric motor, the operation of the engine EG may be stopped. When heating the interior of the vehicle, 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 is configured such that the engine EG is not required to operate even if it is not necessary to operate the engine EG in order to output the driving force for traveling. A 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 temperature of the cooling water is raised to a sufficient temperature as a heating heat source.

  Next, in step S12, it is determined whether to operate the cooling water pump 40a that circulates the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. The details of this step S12 will be described using the flowchart of FIG. First, in step S121, it is determined whether the coolant temperature Tw is higher than the blown air temperature TE.

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

  On the other hand, when the coolant temperature Tw is higher than the blowout air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. If 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 the cooling water pump 40a for power saving.

  On the other hand, when it is determined in step S122 that the blower 32 is operating, the process proceeds to step S123, and it is determined to operate the cooling water pump 40a. Thereby, the cooling water pump 40a is operated, and the cooling water is circulated 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 blowing 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 advance in the air conditioning controller 50 based on the target blowout temperature TAO determined in step S5, the temporary air mix opening degree Sdd, and the outside air temperature Tam read in step S2. Determined with reference to the map.

  Next, at step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, 90 are obtained from the air conditioning controller 50 so that the control states determined at the above-mentioned steps S5 to S13 can be obtained. Control signals and control voltages are output. Furthermore, the request signal determined in step S11 is transmitted from the request signal output unit 50c to the driving force control device 70.

  Next, in step S15, the process waits for the control period τ, and when it is determined that the control period τ has elapsed, the process returns to step S2. In the present embodiment, the control period τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even at a control cycle that is slower than engine control or the like. As a result, the amount of communication for air conditioning control in the vehicle can be suppressed, and a sufficient amount of communication for a control system that requires high-speed control such as engine control can be secured.

  Since the vehicle air conditioner 1 of the present embodiment operates as described above, the 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 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

  The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and mixed with the cold air passing through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature is adjusted in the mixing space 35 is blown out of the mixing space 35 into the vehicle compartment via the respective air outlets.

  In the case where the inside air temperature Tr in the car interior is cooled lower than the outside air temperature Tam by the air-conditioned air blown into the car interior, cooling of the car interior is realized, while the inside air temperature Tr is heated higher than the outside air temperature Tam. If so, heating of the passenger compartment will be realized.

  The vehicle air conditioner 1 adjusts the anti-fogging property according to the fogging possibility of the vehicle front window glass W when the automatic control of the air conditioning is set. Specifically, according to the detected value of the humidity in the vehicle compartment, the blowing amount of the blower 32 (in other words, the amount of air blown into the vehicle compartment), the suction port mode (in other words, the open air introduction rate), the blowout mode (in other words, The air blowing ratio to the vehicle front window glass W) and the rotational speed of the compressor 11 (in other words, the dehumidifying ability) are adjusted.

  When the air outlet mode switching switch 60b or the defroster switch 60c is operated to set the manual foot defroster mode or the manual defroster mode, the vehicle air conditioner 1 cancels the automatic control of the air conditioning to improve the antifogging property.

  The vehicle air conditioner 1 corrects the humidity detection value higher as the number of times the manual foot defroster mode or the manual defroster mode is set by operating the air outlet mode changeover switch 60b or the defroster switch 60c increases.

  Thereby, even when the humidity detection value of the window surface humidity sensor 59 has an error such that the humidity detection value becomes lower than the actual humidity, the anti-fogging property is appropriately made according to the fogging possibility of the vehicle front window glass W Can be adjusted.

  When the customization state is set, the vehicle air conditioner 1 corrects the humidity detection value according to the customization setting value. Specifically, the smaller the customization setting value is, the lower the humidity detection value is, and the larger the customization setting value is, the higher the humidity detection value is.

  For example, when the window surface humidity sensor 59 is sensitive, it may happen that the occupant feels uncomfortable in the air conditioning control because the outlet mode becomes the foot defroster mode or the air volume rises even though the window fogging does not occur. In such a case, if the customization setting value is set to the insensitive side (specifically, the setting value is -1 to -3), the humidity detection value is corrected to be low, so that the discomfort in the air conditioning control can be eliminated. In addition, it is difficult to reduce the target air outlet temperature TEO or to switch to the all-outside air mode, and fuel consumption can be improved.

  On the contrary, when the window surface humidity sensor 59 is insensitive, it may happen that the air outlet mode does not become the foot defroster mode or the air volume does not rise although the window fogging has occurred. In such a case, the antifogging property can be improved by setting the customization setting value to the sensitive side (specifically, the setting value is +1 to +3).

  In addition, if the occupant frequently sets the manual defroster mode according to a habit or preference, the humidity detection value of the window surface humidity sensor 59 is corrected to be higher than necessary and the antifogging performance becomes excessive. In such a case, if the customization setting value is set to the insensitive side (specifically, the setting value is -1 to -3), the humidity detection value is corrected to be low, so that the antifogging performance can be suppressed from being excessive. As a result, deterioration of fuel consumption can be suppressed.

  The vehicle air conditioner 1 corrects the humidity detection value to a high value when the humidity inside the vehicle rises rapidly. Therefore, even when the humidity in the vehicle cabin rises rapidly, it is possible to suppress the window fogging rapidly.

  The vehicle air conditioner 1 increases the correction coefficient with respect to the degree of increase in the humidity in the vehicle compartment as the customization set value is less sensitive (specifically, the set value is smaller). Therefore, even when the customization setting value is set to the insensitive side, it is possible to suppress rapid window fogging. Even if the customization setting value is set to the insensitive side by mistake, it is possible to suppress rapid window fogging.

  In the present embodiment, as described in steps S401, S402, S405, and S407, when the air outlet control mode switch 60b or the defroster switch 60c is operated to improve the anti-fogging property of the window, as described in steps S401, S402, S405, and S407. The learning correction amount f (DEF) is increased within a predetermined range.

  As described in steps S404, S406, and S408, the air conditioning control device 50 determines the customization correction amount f (customization) within a range wider than the predetermined range based on the customization value set by the external device.

  As described in steps S409 and S410, when the customization value is not set or when the customization correction amount is determined to be less than the predetermined value, the air conditioning control device 50 uses the humidity detection value of the window surface humidity sensor 59. As the degree of rise is higher, the humidity rise correction amount is determined to be a higher value. In the example of FIG. 4, as shown in the control map in step S409, the predetermined value of the customization correction amount is five.

  As described in step S410, the air conditioning control device 50 corrects the humidity detection value based on the learning correction amount, the customization correction amount, and the humidity rise correction amount.

  Then, as described in steps S6 to S9, the air conditioning control device 50 adjusts the antifogging property by the air conditioning unit 30 based on the corrected humidity detection value.

  According to this, since the correction amount of the humidity detection value can be changed by setting the customization value in the external device, the occupant has a habit and preference for frequently operating the air outlet mode changeover switch 60b or the defroster switch 60c. Even in this case, it is possible to suppress the humidity detection value from being corrected more than necessary.

  On the other hand, since the detected humidity value is corrected to a higher value as the degree of increase in the detected humidity value is higher, it is possible to suppress the window from being rapidly fogged when the humidity in the vehicle interior rises rapidly. Therefore, the antifogging performance can be secured while suppressing the correction of the humidity detection value of the window surface humidity sensor 59 more than necessary.

  In the present embodiment, as described in steps S406 and S408, the air conditioning control device 50 corrects the humidity detection value by prioritizing the customization correction amount over the learning correction amount.

  According to this, when the occupant has a habit or preference for frequently operating the air outlet mode changeover switch 60b or the defroster switch 60c, it can be reliably suppressed that the humidity detection value is corrected more than necessary.

  In the present embodiment, as described in steps S409 and S410, the air conditioning control device 50 determines the humidity increase correction amount to be a higher value as the learning correction amount or the customization correction amount is smaller.

  According to this, even when the humidity detection value is corrected to the low humidity side, it is possible to reliably suppress the window from being rapidly fogged when the humidity in the vehicle cabin rises sharply.

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

  (1) In the above embodiment, the air conditioning control device 50 corrects the humidity detection value of the window surface humidity sensor 59 when the foot defroster mode or the defroster mode is manually set by the occupant, but the foot defroster mode is manually set. Also, the humidity detection value of the window surface humidity sensor 59 may not be corrected.

  According to this, it is possible to suppress the humidity detection value from being corrected more than necessary when there is an occupant who prefers the foot defroster mode and manually sets it even in an environment where there is no need for antifogging.

  (2) The above embodiment does not describe in detail the driving force for traveling the hybrid vehicle, but a so-called parallel type hybrid capable of traveling by obtaining the driving force directly from both the engine EG and the traveling electric motor The vehicle air conditioner 1 may be applied to a 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 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 driving force from a traveling electric motor that operates as a result.

  In addition, the vehicle air conditioner 1 may be applied to an electric vehicle that obtains the driving force for traveling the vehicle only from the traveling electric motor without providing the engine EG. In this case, an electric heater such as a PTC heater can be used as a coolant heating means for heating the coolant.

  In addition, the vehicle air conditioner 1 may be applied to an automobile that obtains the driving force for traveling the vehicle only from the engine EG without including the traveling electric motor. In this case, as the compressor 11, a belt drive type compressor driven by an engine belt by the driving force of the engine EG can be used.

30 indoor air conditioning unit (air conditioning unit)
50 air conditioning control unit (control means)
59 Window surface humidity sensor (humidity detection means)
60b Air outlet mode changeover switch (fog control means)
60c defroster switch (fog control means)

Claims (3)

An air conditioning unit (30) that blows conditioned air into the vehicle compartment;
Control means (50) for automatically controlling the operation of the air conditioning unit (30);
Humidity detection means (59) for detecting the humidity in the vehicle compartment;
An antifogging operation means (60b, 60c) for outputting to the control means (50) a command operated by the occupant to improve the antifogging property of the window of the vehicle by the air conditioning unit (30);
The control means (50)
When the antifogging operation means (60b, 60c) is operated, the learning correction amount is increased within a predetermined range,
Determine the customization correction amount within a range wider than the predetermined range, based on the customization value set by the external device,
When the learning correction amount when the customization value is not set or the customization correction amount is determined to be less than a predetermined value, the humidity increase as the rising degree of the humidity detection value of the humidity detection means (59) is higher Set the correction amount to a high value,
The learning correction amount and one the customized correction amount either as to correct the humidity detection value based on said increase in humidity correction amount,
An air conditioner for a vehicle, comprising adjusting the antifogging property by the air conditioning unit (30) based on the humidity detection value after correction. The control means (50) corrects the humidity detection value based on only the customization correction amount among the learning correction amount and the customization correction amount when the customization value is set. The air conditioner for vehicles of claim 1.   The vehicle air conditioner according to claim 1 or 2, wherein the control means (50) determines the humidity rise correction amount to be a higher value as the learning correction amount or the customization correction amount is smaller.

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