JP6647347B2 - Vehicle air conditioner - Google Patents

Description

  The present invention relates to a vehicle air conditioner mounted on, for example, an automobile.

  2. Description of the Related Art Conventionally, this type of vehicle air conditioner is configured so that air (inside air) inside a vehicle compartment and air (outside air) outside a vehicle compartment can be selectively introduced into an air conditioning casing. The temperature of the introduced air is adjusted by a heat exchanger or the like, and then the air is blown out of a selected one of a defroster outlet, a vent outlet, and a heat outlet formed in the air conditioning casing into the vehicle compartment. Has become.

  The vehicle air conditioners of Patent Literatures 1 and 2 provide an inside air circulation mode in which inside air is introduced and the temperature is adjusted and then supplied to the vehicle interior, and an outside air introduction mode in which outside air is introduced and the temperature is adjusted and supplied into the interior of the vehicle. After the temperature is adjusted by introducing both the inside air and the outside air, the mode can be switched to the three intake modes of the inside / outside air mixing mode for supplying the inside of the vehicle. Then, an automatic air conditioner control for automatically setting an intake mode, a blowing mode, a flow rate, a blowing temperature, and the like based on a state inside and outside the vehicle interior (vehicle interior temperature, outside air temperature, solar radiation) and a set temperature set by the occupant is performed. Will be

  In Patent Literature 1, the introduction ratio of the outside air and the inside air can be changed in the inside / outside air mixing mode, and the inside air circulation mode is used when the vehicle interior humidity measured by the humidity sensor is 20% or less, and the outside air introduction mode is used when the humidity is 50%. And

  In Patent Literature 2, determination means for determining whether or not a window glass is easily fogged is provided. When the determination means determines that the window glass is not easily fogged, at least the inside air is circulated, and when the determination means determines that the window glass is easily fogged. In the outside air introduction mode, fogging of the window glass is prevented. Furthermore, a control mode for gradually increasing the amount of inside air circulation in the inside and outside air mixing mode, a control mode for maintaining the ratio of inside air and outside air, and a control mode for gradually increasing the amount of outside air introduced in the inside and outside air mixing mode are provided. The control mode is selected based on the ease of fogging of the window glass. By increasing the amount of internal air circulation within a range in which the window glass does not become cloudy, there is an advantage that the amount of ventilation required is reduced and the energy consumption required for heating can be reduced.

Japanese Patent Publication No. 1-27891 Japanese Patent No. 5152355

  By the way, assuming a general usage condition of the vehicle, the running wind hits the window glass during traveling, and the temperature of the window glass decreases when the vehicle stops. I do. In particular, when the vehicle changes from the stopped state to the running state, the temperature of the window glass suddenly decreases, depending on the vehicle speed, so that the state becomes easily fogged. It is fully conceivable that the fogging of the window glass may suddenly change due to environmental factors.

  However, in Patent Literatures 1 and 2, since the inside air circulation amount and the outside air introduction amount in the inside / outside air mixing mode are controlled by predicting the ease of fogging of the window glass, the ease of fogging of the window glass is reduced as described above. It is not possible to cope with a sudden change, and the window glass may be fogged.

  The present invention has been made in view of such a point, and an object of the present invention is to reduce the amount of internal air circulation when it is not necessary to reduce the energy consumption required for heating, so that the fogging of the window glass is rapidly reduced. Even if the fog is changed to fogging on the window glass.

In order to achieve the above object, the first invention provides
An outside air temperature sensor that detects an outside air temperature that is an air temperature around the vehicle;
An inside air temperature sensor that detects an inside air temperature that is an air temperature in the vehicle interior;
An intake section that changes the amount of air circulation inside the vehicle and the amount of air introduced outside the vehicle,
A temperature adjusting unit having a heater for heating the air passing through the cooling heat exchanger and the cooling heat exchanger for cooling the air introduced from the intake unit,
An evaporator sensor for detecting the surface temperature of the cooling heat exchanger,
A blowing direction switching unit that supplies the conditioned air temperature-controlled by the temperature control unit to each unit of the vehicle compartment,
It is configured to detect the degree of fogging of the window glass of the vehicle and increase the amount of outside air introduced when the window glass is easily fogged based on the detection result, while increasing the amount of inside air circulation when the window glass is difficult to fog. A vehicle air conditioner having a control device
A supply calorie detecting means for detecting a calorie supplied by the exhaust heat of the engine to the heater,
The controller may be configured such that, when heating, the outside air temperature detected by the outside air temperature sensor is closer to the surface temperature of the cooling heat exchanger detected by the evaporator sensor than the inside air temperature detected by the inside air temperature sensor. Controls the intake section so that only the outside air is introduced, while the inside air temperature detected by the inside air temperature sensor is higher than the outside air temperature detected by the outside air temperature sensor by the cooling heat exchange detected by the evaporator sensor. together they are close to the surface temperature of the vessel introduces air and cabin air in the cabin to the temperature control unit, the outside air introduction amount based on the amount of heat supplied to the heater which is detected by the heat supplied detection means It is characterized in that it is configured to correct.

  According to this configuration, the air in the passenger compartment is introduced into the temperature control unit during heating to control the temperature, so that the amount of ventilation is reduced and the energy consumption required for heating is reduced. Then, since the outside air introduction amount is changed based on the supply heat amount to the heater detected by the supply heat amount detection means, for example, when the supply heat amount to the heater is large, the engine exhaust heat is large, Since the degree of request for reducing the heating energy is reduced, it is possible to increase the amount of outside air introduced. In this case, an increase in the amount of outside air that is advantageous for the clearness of the windowpane increases, so that the windowpane is less likely to be fogged even if the ease of fogging of the windowpane changes suddenly due to environmental factors.

  According to the first aspect of the invention, when air in the vehicle interior and air outside the vehicle interior are introduced during heating, the amount of outside air introduced is corrected based on the amount of heat supplied to the heater. Even if the ease of fogging of the window glass suddenly changes, fogging of the window glass can be made less likely to occur in accordance with the degree of demand for reducing heating energy.

1 is a schematic configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram of an air conditioner for vehicles. 5 is a flowchart illustrating control performed by a control device. It is a graph which calculates the 1st intake door correction opening. It is a graph which calculates the 2nd intake door correction opening.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiments is merely an example in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 is a schematic configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. The vehicle air conditioner 1 is mounted on, for example, a vehicle such as an automobile, and after introducing one or both of air (inside air) inside the vehicle compartment and air (outside air) outside the vehicle compartment to adjust the temperature, It is configured to supply each part of the cabin. Although not shown, a front seat including a driver's seat and a passenger seat, and a rear seat disposed behind the front seat are provided in the vehicle interior of the vehicle.

  The vehicle air conditioner 1 includes an air conditioner casing 10, a refrigeration cycle H, and a control device (shown in FIG. 2) 30. The air-conditioning casing 10 is housed inside an instrument panel (not shown) provided at, for example, a front end of a vehicle compartment. The air-conditioning casing 10 includes an intake section 11, a temperature control section 12, and a blowing direction switching section 13 in order from the upstream side to the downstream side in the air flow direction. The intake section 11 has an outside air inlet 11a and an inside air inlet 11b. The outside air inlet 11a communicates with the outside of the vehicle cabin via, for example, an intake duct (not shown) to introduce outside air. The inside air introduction port 11b is open inside the instrument panel, and introduces inside air.

  An intake door 11c that opens and closes the outside air introduction port 11a and the inside air introduction port 11b is provided inside the intake section 11. The intake door 11c can be formed of, for example, a plate-like member, and is rotatably supported on a side wall of the intake section 11. The intake door 11c is driven by the inside / outside air switching actuator 11d to have an arbitrary rotation angle. Thereby, the intake mode is switched. The inside / outside air switching actuator 11d is controlled by the control device 30.

  For example, as shown by the solid line in FIG. 1, when the outside air inlet 11a is fully closed and the inside door 11c is rotated until the inside air inlet 11b is fully opened, the intake mode becomes the inside air circulation mode. At this time, the opening of the intake door 11c is set to 100%. On the other hand, when the outside air introduction port 11a is fully opened and the intake door 11c is rotated until the inside air introduction port 11b is fully closed as shown by the phantom line in FIG. 1, the intake mode becomes the outside air introduction mode. At this time, the opening of the intake door 11c is set to 0%. When the opening degree of the intake door 11c is between 1% and 99%, both the outside air introduction port 11a and the inside air introduction port 11b are opened, and both the inside air and the outside air are introduced into the temperature control unit 12. . This intake mode is the inside / outside air mixing mode. In the inside / outside air mixing mode, the introduction ratio of the inside air and the outside air, that is, the inside air circulation amount and the outside air introduction amount is changed according to the opening degree of the intake door 11c. Details of the switching control of the intake mode will be described later.

  The intake unit 11 is provided with a blower 15. The blower 15 includes a fan 15a and a blower motor 15b for driving the fan 15a. After the fan 15a rotates, at least one of the inside air and the outside air is introduced into the intake section 11, and then blown to the temperature control section 12. The blower motor 15b is configured so that the number of rotations per unit time can be adjusted by changing the applied voltage. The amount of air blow changes according to the number of rotations of the blower motor 15b. Since the blower motor 15b is controlled by the control device 30, the control device 30 can indirectly obtain the amount of conditioned air blown into the vehicle compartment based on the voltage applied to the blower motor 15b.

  The temperature control section 12 is a section for controlling the temperature of the air introduced from the intake section 11. Inside the temperature controller 12, a cooling heat exchanger (cooler) 16, a heating heat exchanger (heater) 17, and an air mixing door 18 are provided. That is, a cool air passage R1 is formed inside the temperature control section 12 on the upstream side in the air flow direction, and the cooling heat exchanger 16 is accommodated in the cool air passage R1. The downstream side of the cold air passage R1 is branched into a hot air passage R2 and a bypass passage R3, and the heating heat exchanger 17 is accommodated in the hot air passage R2.

  The cooling heat exchanger 16 is configured by a refrigerant evaporator of the refrigeration cycle H. The refrigeration cycle H has been conventionally used in a vehicle air conditioner, and includes a refrigerant compressor 2, a refrigerant condenser 3, and an expansion valve 4 in addition to the cooling heat exchanger 16, and these are provided. They are connected by refrigerant pipes to form a refrigeration cycle. The refrigerant compressor 2 may be driven by an electric motor or may be driven by an engine of a vehicle.

  Further, the heating heat exchanger 17 can be configured by, for example, a heater core or the like to which engine cooling water heated by engine exhaust heat is supplied. In addition, an electric heater can be added as an auxiliary heat source.

  In this embodiment, a case where the heating heat exchanger 17 is a heater core will be described. Although not shown, a heater pipe communicating with a water jacket of an engine mounted on the vehicle is connected to the heating heat exchanger 17, so that the engine coolant is circulated by the operation of the engine water pump. ing.

  The air mix door 18 is disposed between the cooling heat exchanger 16 and the heating heat exchanger 17, and opens and closes the upstream end of the hot air passage R2 and the upstream end of the bypass passage R3. The air mix door 18 can be formed of, for example, a plate-shaped member, and is rotatably supported by the side wall of the temperature control unit 12. The air mix door 18 is driven by the air mix actuator 18a to have an arbitrary rotation angle. The air mix actuator 18a is controlled by the control device 30.

  When the air mix door 18 fully opens the upstream end of the hot air passage R2 and fully closes the upstream end of the bypass passage R3, the entire amount of the cool air generated in the cool air passage R1 flows into the warm air passage R2 and heats. Therefore, warm air flows into the blowout direction switching unit 13. On the other hand, when the air mix door 18 fully closes the upstream end of the hot air passage R2 and fully opens the upstream end of the bypass passage R3, the entire amount of the cool air generated in the cool air passage R1 flows into the bypass passage R3. The cold air flows into the blowout direction switching unit 13. When the air mix door 18 is at a rotational position that opens the upstream end of the hot air passage R2 and the upstream end of the bypass passage R3, the cool air and the hot air flow into the blow direction switching unit 13 in a mixed state. The mixing ratio between the amount of cool air and the amount of warm air flowing into the blow-out direction switching unit 13 is adjusted by the rotation position of the air mix door 18, and conditioned air at a desired temperature is generated.

  The control device 30 is provided with an air mix door opening detection unit 30a that detects the opening of the air mix door 18. By detecting the opening degree of the air mix door 18, it is possible to grasp whether the proportion of the warm air is large or small. When the ratio of the hot air is large, the amount of heat taken from the heating heat exchanger 17 increases, so that the amount of heat consumed by the heating heat exchanger 17 heating the air increases. On the other hand, when the proportion of the hot air is small, the amount of heat taken from the heating heat exchanger 17 is small, and thus the amount of heat consumed by the heating heat exchanger 17 heating the air is small. That is, if the opening degree of the air mix door 18 is detected, the amount of heat consumed by the heating heat exchanger 17 heating the air can be obtained indirectly. The air mix door opening detection unit 30a is a consumed heat amount detection unit of the present invention.

  The air mix door 18 is not limited to the above-mentioned plate-shaped door, but may have any configuration as long as the mixing ratio between the amount of cold air and the amount of hot air can be adjusted. Is also good. For example, it may be a rotary door or a film door. Further, the configuration of the temperature adjustment is not limited to the configuration described above, and may be any configuration that can change the amount of cold air and the amount of warm air.

  The blowing direction switching unit 13 is a part for supplying the conditioned air whose temperature has been adjusted by the temperature adjusting unit 12 to each part of the vehicle compartment. The blowout direction switching unit 13 has a defroster outlet 21, a vent outlet 22, and a heat outlet 23. The defroster outlet 21 is connected to a defroster nozzle 24 formed in the instrument panel. The defroster outlet 21 is for supplying conditioned air to the vehicle interior surface of the front window glass (window glass) G. Inside the defroster outlet 21, a defroster door 21 a for opening and closing the defroster outlet 21 is provided.

  The vent outlet 22 is connected to a vent nozzle 25 formed in the instrument panel. The vent nozzles 25 are for supplying conditioned air to the upper body of the occupant in the front seat, and are provided at the center in the vehicle width direction of the instrument panel and on both left and right sides. A vent door 22 a for opening and closing the vent outlet 22 is provided inside the vent outlet 22.

  The heat outlet 23 is connected to a heat duct 26 that extends to near the feet of the occupant. The heat duct 26 is for supplying conditioned air to the feet of the occupant. Inside the heat outlet 23, a heat door 23a for opening and closing the heat outlet 23 is provided.

  The defroster door 21a, the vent door 22a, and the heat door 23a are driven by a blowing direction switching actuator 27 to open and close. The blowing direction switching actuator 2 is controlled by the control device 30. The defroster door 21a, the vent door 22a, and the heat door 23a are linked via a link (not shown). For example, a defroster mode in which the vent door 22a and the heat door 23a are closed when the defroster door 21a is open, and a defroster A vent mode in which the door 21a and the heat door 23a are closed and the vent door 22a is open, a heat mode in which the defroster door 21a and the vent door 22a are closed and the heat door 23a is open, and a defroster door 21a and the vent door 22a are open. The mode is switched to an arbitrary blowing mode from among a plurality of blowing modes such as a differential vent mode in which the heat door 23a is closed, a bilevel mode in which the defroster door 21a and the heat door 23a are open, and the vent door 22a is closed. That.

  As shown in FIG. 2, the vehicle air conditioner 1 includes an outside air temperature sensor 31, an inside air temperature sensor 32, a solar radiation amount sensor 33, a cooling water temperature sensor 34, an evaporator sensor 35, a front window temperature sensor 36, and a front window proximity temperature sensor. 37, a front window proximity humidity sensor 38, an operation switch 39, an occupant sensor 40, and a vehicle speed sensor 41. These sensors 31 to 38, 40, and 41 are connected to the control device 30 and output signals to the control device 30. The operation switch 39 is also connected to the control device 30 so that the control device 30 can detect the operation state of the occupant.

  The outside air temperature sensor 31 is disposed, for example, outside the vehicle compartment at a front portion, a side portion, or the like of the vehicle, and detects an air temperature (outside air temperature) around the vehicle. The inside air temperature sensor 32 is disposed, for example, in the vicinity of an instrument panel in the vehicle interior, and detects the air temperature (inside air temperature) in the vehicle interior. The solar radiation sensor 33 is disposed, for example, in the vicinity of the instrument panel in the vehicle interior, and detects the amount of solar radiation applied to the vehicle interior.

  The inside air temperature sensor 32, the outside air temperature sensor 31, and the solar radiation amount sensor 33 detect information relating to cold heat felt by the occupant. That is, the inside air temperature output from the inside air temperature sensor 32 is substantially equal to the occupant's ambient temperature. A high inside air temperature indicates that the occupant is warm, and a low inside air temperature indicates that the occupant is cold. . Also, if the outside air temperature output from the outside air temperature sensor 31 is high, the occupant feels warm, and if the outside air temperature is low, the occupant feels cold. Furthermore, the occupant feels warm when the amount of solar radiation output from the solar radiation sensor 33 is large, and feels cold when the amount of solar radiation is small.

  The cooling water temperature sensor 34 detects the temperature of the cooling water of the engine mounted on the vehicle. The cooling water temperature sensor 34 estimates the temperature of the cooling water of the engine flowing into the heating heat exchanger 17. Therefore, the temperature state of the heating heat exchanger 17 (the surface temperature of the heating heat exchanger 17) can be detected.

  The cooling water for the engine is a heat transfer medium that supplies a heat amount for heating the air to the heat exchanger 17 for heating. The amount of heat (supplied heat amount) per unit time supplied to the heat exchanger 17 for heating changes according to the temperature of the cooling water of the engine. Therefore, the supplied heat amount detecting means of the present invention is a cooling water temperature sensor (detection sensor). 34. The temperature of the cooling water of the engine tends to rise when the traveling wind is small, for example, during traffic congestion, and tends to decrease when the vehicle goes down a long slope.

  When the heating heat exchanger 17 is configured by a refrigerant condenser, for example, the supplied heat amount detecting means can be configured by a sensor that detects a temperature state, a pressure state, and the like of the refrigerant.

  The evaporator sensor 35 is disposed downstream of the cooling heat exchanger 16 in the air flow direction, and detects the temperature state of the cooling heat exchanger 16 (the surface temperature of the cooling heat exchanger 16). It is a detecting means.

  The front window temperature sensor 36 is disposed on the vehicle interior surface of the front window glass G, and detects the temperature of the vehicle interior surface of the front window glass G. The front window proximity temperature sensor 37 is provided at a position separated from the interior surface of the front window glass G and near the interior surface thereof, and detects the temperature of the front window glass G near the interior surface of the vehicle interior. The front window near-humidity sensor 38 is disposed away from the interior surface of the front window glass G and near the inner surface, and detects the humidity near the interior surface of the front window glass G.

  The operation switch 39 is disposed on, for example, an instrument panel or the like and is connected to the control device 30. For example, an on / off switch for turning on / off the air conditioner 1 and an air conditioner switch for turning on / off the refrigeration cycle H are provided. 5 (shown in FIGS. 1 and 2), an air volume changeover switch (not shown) for increasing / decreasing the air volume, a temperature setting switch (not shown) for setting the temperature of the passenger compartment, inside air circulation, outside air introduction and inside / outside air mixing mode Switch (not shown), an auto switch (not shown) for selecting whether or not to perform automatic air conditioner control, a blow mode switch (not shown) for switching the blow direction, a defroster switch (not shown) Zu) etc.

  When the air conditioner switch 5 is turned on, the refrigerant compressor 2 operates and the refrigeration cycle H is activated, and when the air conditioner switch 5 is turned off, the refrigerant compressor 2 stops and the refrigeration cycle H is deactivated. The control device 30 is provided with a refrigeration cycle operation state detection unit (refrigeration cycle operation state detection means) 30b for detecting whether the refrigeration cycle H is operating (operation state). The refrigeration cycle operation state detection unit 30b detects whether the refrigeration cycle H is operating by detecting ON / OFF of the air conditioner switch 5.

  The occupant sensor 40 can detect whether an occupant is seated in the front seat and also detect whether an occupant is seated in the rear seat. Specifically, for example, a pressure sensor is built in each of the front and rear seat cushions, and it is possible to detect whether or not the occupant is seated by the pressure sensors. In addition, a sensor that detects whether or not the front and rear seat belts are in a mounted state is provided in a general vehicle. If the seat belt is in a mounted state using this sensor, an occupant can sit down. Can be detected. The vehicle speed sensor 41 can detect the speed of the vehicle, and conventionally known sensors can be used.

  The control device 30 controls the inside / outside air switching actuator 11d, the air mix actuator 18a, and the blowing direction switching based on the signals (output values) output from the sensors 31 to 38, 40, and 41 and the operation state of the operation switch 39. The actuator 27 and the blower motor 15b are controlled. That is, when the auto-air-conditioning control is selected by the auto switch of the operation switch 39 and the refrigeration cycle H is turned on, the temperature outside the vehicle compartment, the temperature inside the vehicle compartment, the amount of solar radiation, the temperature of the engine cooling water, the heat exchange for cooling. Based on the surface temperature of the heater 16, the set temperature, and the like, the target outlet temperature of the conditioned air supplied to the vehicle interior is determined, and the opening of the air mixing door 18 is calculated so as to reach the target outlet temperature. The air mix actuator 18a is controlled so that the door 18 has this opening, and the air mix door 18 is rotated. Thereby, the temperature of the conditioned air becomes the target outlet temperature. When the refrigeration cycle H is ON, the surface temperature of the cooling heat exchanger 16 decreases, and the air is dehumidified.

  When the temperature is low as in winter, the refrigeration cycle H may be inactivated by the occupant. Even in this case, the target mixing temperature of the conditioned air to be supplied to the vehicle interior is determined, the opening of the air mixing door 18 is calculated so that the target mixing temperature is obtained, and the air mixing actuator 18a is controlled to control the air mixing. Although the door 18 is rotated, a dehumidifying effect cannot be expected because the surface temperature of the cooling heat exchanger 16 does not decrease.

  Further, the control device 30 controls the blowing direction switching actuator 27 so that the blowing mode is mainly the vent mode during cooling, and controls the blowing direction switching actuator 27 so that the blowing mode is mainly the heat mode during heating. . In addition, when the air conditioner is weak even during cooling or heating, the controller controls the blowing direction switching actuator 27 so as to be in the bi-level mode or the differential vent mode. Further, when the defroster switch included in the operation switch 39 is turned on, the blowout direction switching actuator 27 is controlled so that the blowout mode becomes the defroster mode.

  For example, when heating is performed with a vehicle that has been left for a long time in winter or when cooling is performed with a vehicle that has been left for a long time in summer, the difference between the target outlet temperature and the inside air temperature increases. In such a case, the control device 30 controls the blower motor 15b so as to increase the air volume. However, the occupant can operate the air volume change switch to set a desired air volume. In the automatic air conditioner control, the blower motor 15b is controlled such that the air volume decreases as the difference between the target blowout temperature and the inside air temperature decreases. The control of the blower motor 15b is performed by changing the applied voltage. However, the present invention is not limited to this, as long as the rotation speed of the blower motor 15b can be changed.

  By controlling the blower motor 15b by the control device 30 and controlling the switching of the blowout mode, the amount of air blown to the upper body of the occupant can be detected. That is, when the blowing mode is the vent mode, the conditioned air is mainly blown to the upper body of the occupant, and by detecting the voltage applied to the blower motor 15b in the vent mode, the conditioned air to the occupant's upper body is detected. The air volume can be detected. Further, in the heat mode, the amount of air blown to the upper body of the occupant is generally smaller than in the vent mode, and this can also be detected by the control device 30.

  The control device 30 controls the inside / outside air switching actuator 11d according to the procedure of the flowchart shown in FIG. This control is repeated at a predetermined timing when the air conditioner 1 is turned on and the control device 30 determines that it is necessary to perform heating. At the time of cooling, the inside / outside air switching actuator 11d is basically controlled so as to be in the mode selected by the occupant.

  In step SA1 after the start, the output values of the sensors 31 to 38, 40, and 41 are read, and the operation state of the operation switch 39 is read. In step SA2 following step SA1, as described above, the blowout mode, the air volume (voltage applied to the blower motor 15b), the opening of the air mix door 18 are determined, and the operation state of the inside / outside air changeover switch of the operation switch 39 is determined. From the target intake mode. The target intake mode is used in a control procedure described below, and the intake mode is not immediately switched to the target intake mode. When the inside / outside air changeover switch is set to the outside air introduction mode, the target intake mode is set to the outside air introduction mode, and when the inside air circulation mode is selected, the target intake mode is set to the inside air circulation mode, and the inside / outside air mixing is performed. When the mode is selected, the target intake mode is set to the inside / outside air mixing mode.

  Then, in step SA3, the target dew point temperature and the dew point temperature are calculated according to a known method.

  The target dew point temperature is lower than the temperature of the front window glass G output from the front window temperature sensor 36 on the vehicle interior surface. For example, when the temperature of the interior surface of the front window glass G is 10 ° C., a temperature lower than that by about 2 to 3 ° C. is set as the target dew point temperature. Further, based on the temperature near the front surface of the front window glass G output from the front window temperature sensor 37 and the humidity near the front surface of the front window glass G output from the front window humidity sensor 38. Get the dew point temperature.

  In step SA4, it is determined whether or not the target intake mode is the inside air circulation mode. If it is determined YES in step SA4 and the target intake mode is the inside air circulation mode, it is considered that the occupant does not want to introduce outside air. Therefore, the process proceeds to step SA5 to set the target intake mode to the inside air circulation mode. In step SA13, a control signal is output to the inside / outside air switching actuator 11d. The inside / outside air switching actuator 11d rotates the intake door 11c so as to be in the inside air circulation mode. Thus, no outside air is introduced into the vehicle interior.

  If NO is determined in step SA4 and the target intake mode is the outside air introduction mode or the inside / outside air mixing mode, the process proceeds to step SA6. At step SA6, it is determined whether or not the refrigeration cycle H is in operation, that is, whether or not the air conditioner switch is turned on. In step SA6, the determination is made based on the signal output from the refrigeration cycle operation state detection unit 30b.

  When it is determined YES in step SA6 and the refrigeration cycle H is in the operating state, the process proceeds to step SA7. In step SA7, a determination is made using the evaporator temperature detected by the evaporator sensor 35, the inside air temperature detected by the inside air temperature sensor 32, and the outside air temperature detected by the outside air temperature sensor 31. It is determined whether a value obtained by subtracting the inside air temperature from the evaporator temperature is equal to or greater than a value obtained by subtracting the outside air temperature from the evaporator temperature.

  If YES is determined in step SA7 and the value obtained by subtracting the inside air temperature from the evaporator temperature is equal to or greater than the value obtained by subtracting the outside air temperature from the evaporator temperature, the flow proceeds to step SA8 to set the target intake mode to the outside air introduction mode, At step SA13, a control signal is output to the inside / outside air switching actuator 11d. The inside / outside air switching actuator 11d rotates the intake door 11c so as to be in the outside air introduction mode. As a result, air close to the temperature state of the cooling heat exchanger 16 is introduced into the intake section 11, so that the cooling load of the cooling heat exchanger 16 is reduced, and energy consumption is reduced.

  On the other hand, if NO is determined in step SA7, and the value obtained by subtracting the inside air temperature from the evaporator temperature is less than the value obtained by subtracting the outside air temperature from the evaporator temperature, the process proceeds to step SA9.

  If NO is determined in step SA6 and the refrigeration cycle H is not operating, the cooling load by the cooling heat exchanger 16 is irrelevant, and the flow skips the determination in step SA7 and proceeds to step SA9.

  In step SA9, the target opening degree (INTtrg) of the intake door 11c is calculated from the target dew point temperature calculated in step SA3 and the dew point temperature. When the dew point temperature is higher than the target dew point temperature, the target opening (INTtrg) of the intake door 11c is calculated so as to increase the amount of outside air introduced, and when the dew point temperature is lower than the target dew point temperature, the internal air circulation amount is calculated. Is calculated so as to increase the target opening (INTtrg) of the intake door 11c. When the dew point temperature is higher than the target dew point temperature, the larger the difference is, the more the outside air introduction amount is increased, and when the dew point temperature is lower than the target dew point temperature, the larger the difference is, the more the internal air circulation amount is increased. In other words, the control device 30 detects the degree of fogging of the front window glass G, and basically increases the amount of outside air introduced when the front window glass G is easily fogged based on the detection result, while increasing the amount of outside air introduced. When it is difficult to become cloudy, the inside air circulation amount is increased.

  In the following step SA10, a first intake door correction opening (INTc1) is calculated from the engine coolant temperature detected by the coolant temperature sensor 34. The first intake door correction opening (INTc1) is calculated based on the graph shown in FIG. The higher the engine coolant temperature, the smaller the first intake door correction opening (INTc1). When the first intake door correction opening (INTc1) decreases, the amount of outside air introduced increases. That is, the fact that the temperature of the engine cooling water is high means that the amount of heat supplied to the heating heat exchanger 16 is large, and in this case, the outside air is increased by the heating heat exchanger 16 by increasing the outside air introduction amount. The heating is sufficient so that the occupants do not feel uncomfortable during heating. In addition, since the amount of outside air introduced which is advantageous for the clearness of the front window glass G increases, the front window glass G is less likely to be fogged even if the fogging of the front window glass G suddenly changes due to environmental factors. The intake door opening becomes as follows.

  In the following step SA11, a second intake door correction opening (INTc2) is calculated from the opening of the air mixing door 18 detected by the air mixing door opening detecting section 30a. The second intake door correction opening (INTc2) is calculated based on the graph shown in FIG. The second intake door correction opening (INTc2) decreases as the opening of the air mix door 18 moves toward the COLD side and the side where the proportion of the hot air volume decreases, while the opening of the air mix door 18 changes to the HOT side and the temperature increases. The second intake door correction opening (INTc2) increases as the air flow rate increases. As the second intake door correction opening (INTc2) decreases, the amount of outside air introduced increases. That is, when the ratio of the amount of warm air is reduced, the amount of heat consumed by the heating heat exchanger 17 is reduced. In this case, the amount of introduced outside air is increased, so that the outside air is sufficiently heated by the heating heat exchanger 16. It does not give the passengers a sense of discomfort during heating. In addition, since the amount of outside air introduced which is advantageous for the clearness of the front window glass G increases, the front window glass G is less likely to be fogged even if the fogging of the front window glass G suddenly changes due to environmental factors. The intake door opening becomes as follows.

  In the following step SA12, after setting the intake mode to the inside / outside air mixing mode, the target opening (INTtrg), the first intake door correction opening (INTc1), and the second intake door correction opening (INTc2) of the intake door 11c are set. After selecting the smallest opening (the opening with the largest amount of outside air) as the intake opening, the process proceeds to step SA13 to output a control signal to the inside / outside air switching actuator 11d. The inside / outside air switching actuator 11d rotates the intake door 11c so that the opening degree is selected at step SA12. This increases the amount of outside air introduced, so that it is possible to suppress fogging of the front window glass G.

  As described above, according to the vehicle air conditioner 1 according to this embodiment, the air in the passenger compartment is introduced into the temperature control unit 13 to control the temperature during heating, so that the ventilation amount is reduced and the heating is performed. Requires less energy consumption. When the amount of heat supplied to the heating heat exchanger 17 is large, the amount of outside air introduced is increased. As a result, the outside air is sufficiently heated by the heating heat exchanger 17 having a large amount of supplied heat, so that the occupant during heating does not feel uncomfortable. In addition, since the amount of outside air introduced which is advantageous for the clearness of the front window glass G increases, the front window glass G is less likely to be fogged even if the fogging of the front window glass G suddenly changes due to environmental factors. Become.

  Further, when the amount of heat consumed by the heating heat exchanger 16 is small, the amount of outside air introduced is increased. As a result, the outside air is sufficiently heated by the heating heat exchanger 16 that consumes a small amount of heat, so that the occupant during heating does not feel uncomfortable. In addition, since the amount of outside air introduced which is advantageous for the clearness of the front window glass G increases, the front window glass G is less likely to be fogged even if the fogging of the front window glass G suddenly changes due to environmental factors. Become.

  In the above embodiment, the first intake door correction opening (INTc1) is calculated from the engine cooling water temperature detected by the cooling water temperature sensor 34, and the opening of the air mix door 18 detected by the air mix door opening detection unit 30a. The second intake door correction opening (INTc2) is calculated from the first intake door correction opening (INTc1) and the second intake door correction opening (INTc2). Only the degree may be calculated. In this case, in the step corresponding to step SA12, the calculated opening and the target opening (INTtrg) may be compared to select the smaller opening.

  The embodiments described above are merely examples in all respects and should not be construed as limiting. Furthermore, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the vehicle air conditioner according to the present invention can be used, for example, when air conditioning the interior of a vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 11 Intake part 11a Outside air inlet 11b Inside air inlet 11c Intake door 12 Temperature control part 13 Blowing direction switching part 30 Control device 30a Air mix door opening detection part (heat consumption detection means)
30b Refrigeration cycle operation state detection unit (refrigeration cycle operation state detection means)
31 outside air temperature sensor 32 inside air temperature sensor 33 solar radiation sensor 34 cooling water temperature sensor (supply heat amount detecting means)
40 occupant sensor 41 vehicle speed sensor G front window glass (window glass)

Claims (1)

An outside air temperature sensor that detects an outside air temperature that is an air temperature around the vehicle;
An inside air temperature sensor that detects an inside air temperature that is an air temperature in the vehicle interior;
An intake section that changes the amount of air circulation inside the vehicle and the amount of air introduced outside the vehicle,
A temperature adjusting unit having a heater for heating the air passing through the cooling heat exchanger and the cooling heat exchanger for cooling the air introduced from the intake unit,
An evaporator sensor for detecting the surface temperature of the cooling heat exchanger,
A blowing direction switching unit that supplies the conditioned air temperature-controlled by the temperature control unit to each unit of the vehicle compartment,
It is configured to detect the degree of fogging of the window glass of the vehicle and increase the amount of outside air introduced when the window glass is easily fogged based on the detection result, while increasing the amount of inside air circulation when the window glass is difficult to fog. A vehicle air conditioner having a control device
A supply calorie detecting means for detecting a calorie supplied by the exhaust heat of the engine to the heater,
The controller may be configured such that, when heating, the outside air temperature detected by the outside air temperature sensor is closer to the surface temperature of the cooling heat exchanger detected by the evaporator sensor than the inside air temperature detected by the inside air temperature sensor. Controls the intake section so that only the outside air is introduced, while the inside air temperature detected by the inside air temperature sensor is higher than the outside air temperature detected by the outside air temperature sensor by the cooling heat exchange detected by the evaporator sensor. together they are close to the surface temperature of the vessel introduces air and cabin air in the cabin to the temperature control unit, the outside air introduction amount based on the amount of heat supplied to the heater which is detected by the heat supplied detection means An air conditioner for a vehicle, wherein the air conditioner is configured to perform correction.

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