JPH07232549A - Air conditioner for vehicle - Google Patents

Abstract

PURPOSE:To lessen deterioration of power saving effect in performing anti- fogging control of a window glass by judging whether the window glass is fogged or not on the basis of comparing the detected value of a absolute humidity detection means with the anti-fogging judging value and controlling the operation of a defogging means based on the judged results. CONSTITUTION:When a refrigerant compressor is judged to be in a turned off condition by a compressor judgment means 130, judgment is made by an anti-cloud judgment means 170 as to whether the window glass is fogged or not on the basis of comparison of the detected value of an absolute humidity detection means 100 with the anti-fogging judgment value corrected by a first judgment value correction means 160. Operation of a defogging means 110 is controlled by a controlling means 180 on the basis of the judgment result of the anti-fogging judgment means 170. Thus in such cases as when the refrigerant compressor is switched from off to on and the absolute humidity inside the cabin lowers, the unnecessary operating time of the refrigerant compressor is shortened and lessens the deterioration of the power saving effect.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner equipped with a defogging means for removing fogging on window glass.

[0002]

2. Description of the Related Art Conventionally, in vehicle air conditioners, anti-fogging control is performed to prevent fogging of window glass.
This anti-fog control determines whether the window glass is cloudy or non-fog based on the detection value of the humidity sensor that detects the relative humidity in the vehicle interior (anti-fog judgment), and if it is determined to be "cloudy",
By operating the refrigerant compressor of the refrigeration cycle to dehumidify the interior of the vehicle, fogging of the window glass is prevented. In this anti-fog control, the response delay of the humidity sensor becomes a problem,
In particular, when the humidity inside the vehicle changes greatly, it is not possible to perform accurate anti-fog determination.

The response delay of the humidity sensor is dealt with by correcting the judgment value of the antifogging judgment to a low value.
When the range of reduction of the judgment value becomes large, the operating time of the refrigerant compressor becomes longer than necessary, and the power saving effect is reduced. Therefore, it is better to reduce the judgment value as much as possible within the range where the window glass does not become cloudy. So, fair fair 5-4
Japanese Patent No. 2696 discloses a technique for performing anti-fogging control by increasing the amount of decrease when the rate of change in relative humidity is large, and decreasing the amount of decrease when the rate of change in relative humidity is small.

[0004]

However, the judgment as to whether or not the window glass is actually fogged depends on the absolute humidity (near the glass) in the vehicle interior and the temperature of the window glass. Therefore, as described above, when the antifogging determination is performed based on the detection value of the humidity sensor that detects the relative humidity, the relative humidity changes and the antifogging is performed even if the absolute humidity does not change. There are cases where control is performed. For example,
Considering the case where the occupant lowers the set temperature during normal temperature (25 to 28 ° C.) in winter, the absolute humidity does not change, but the relative humidity increases as the room temperature decreases. This time,
When the rate of increase in the relative humidity is large, the range of decrease in the determination value is large and the anti-fogging control is executed. That is, since the refrigerant compressor is turned on unnecessarily, the power saving effect is reduced.

When it is actually necessary to increase the range of decrease in the judgment value due to the response delay of the humidity sensor, it is when the humidity in the passenger compartment rises rapidly and the window glass becomes cloudy.
Specifically, it is immediately after the refrigerant compressor is switched from on to off (because the moisture condensed in the refrigerant evaporator is re-evaporated), or when an occupant gets in the vehicle.

On the contrary, if the range of decrease of the judgment value is increased with the change in humidity when the refrigerant compressor is switched from OFF to ON, even if the interior of the vehicle is actually dehumidified and the fogging of the window glass is removed, The antifogging control is continued until the detection value of the humidity sensor decreases and reaches the corrected determination value. That is, the on time of the refrigerant compressor becomes long. Therefore, when the refrigerant compressor is switched from off to on and the absolute humidity in the vehicle interior decreases in this way, it is better to correct the judgment value to shorten the on time of the refrigerant compressor, which saves power. .

However, when the mounting position of the humidity sensor is distant from the window glass, even if the humidity in the vicinity of the humidity sensor decreases, the humidity on the inner surface of the window glass does not always decrease. For this reason, if the range of increase in the determination value is increased just because the decrease in relative humidity is large, the refrigerant compressor may be turned off although the fogging of the window glass has not actually been removed. Therefore, when the refrigerant compressor is switched from OFF to ON, considering the humidity distribution in the vehicle compartment, the increase range of the judgment value is small or the decrease range is small (the judgment when switching the refrigerant compressor from ON to OFF. It is better to reduce the price).

The present invention has been made in view of the above circumstances, and an object thereof is to reduce a reduction in power saving effect in performing antifogging control for preventing fogging of a window glass. It is to provide a vehicle air conditioner.

[0009]

In order to achieve the above object, the present invention employs the following technical means for each claim. In claim 1, as shown in FIG. 15, an absolute humidity detecting means 100 for detecting the absolute humidity in the vehicle compartment, a fog removing means 110 for removing the fog on the window glass accompanying the operation of the refrigerant compressor, and the window. Judgment value calculating means 120 for calculating an anti-fog judgment value for judging whether the glass is fogged or not fogged,
Compressor determination means 1 for determining the operating state of the refrigerant compressor
30, the humidity change rate calculating means 140 for calculating the change rate of the detected value of the absolute humidity detecting means 100, and the judgment value calculating means 120 according to the change rate calculated by the humidity change rate calculating means 140. First correction value calculation means 150 for calculating a first correction value for correcting the calculated anti-fogging determination value
When the compressor determination unit 130 determines that the refrigerant compressor is in the off state, the anti-fogging determination value is lowered by the first correction value calculated by the first correction value calculation unit 150. The absolute humidity detecting means 100 when the refrigerant compressor is judged to be in the off state by the first judging value correcting means 160 for correcting the above and the compressor judging means 130.
And the anti-fogging determination means 170 for determining whether the window glass is fogged or non-fog based on the comparison between the detection value of No. 1 and the anti-fogging determination value corrected by the first determination value correction means 160 The control means 180 controls the operation of the fog removing means 110 based on the determination result of the means 170.

According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect, as shown in FIG. 16, the judgment value calculating means 120 operates in accordance with the change rate calculated by the humidity change rate calculating means 140. A second correction value is calculated for correcting the calculated anti-fogging determination value, and the second correction value is set to be smaller than the first correction value calculated by the first correction value calculation means 150. When the value calculating means 190 and the compressor determining means 130 determine that the refrigerant compressor is in the ON state, only the second correction value calculated by the second correction value calculating means 190 is used for the antifogging determination. A second determination value correction unit 200 that corrects the value so as to decrease or increase the value is provided, and the antifogging determination unit 170 determines by the compressor determination unit 130 that the refrigerant compressor is in the ON state. If the above Determines not fog or the windshield will fog based on a comparison between the detected value and the second judgment value antifogging decision value corrected by the correction means 200 in degrees detector 100.

According to a third aspect of the present invention, in the vehicle air-conditioning system according to the first or second aspect, the relative humidity detecting means for detecting the relative humidity in the vehicle compartment and the inside air temperature detection for detecting the temperature in the vehicle compartment. The absolute humidity detecting means obtains the absolute humidity in the vehicle compartment based on the detection value of the relative humidity detecting means and the detection value of the inside air temperature detecting means.

[0012]

The vehicle air conditioner of the present invention having the above-mentioned structure is
Based on the comparison of the detection value of the absolute humidity detection means for detecting the absolute humidity in the vehicle interior and the anti-fog judgment value, it is judged whether the window glass is fog or not fog, and the operation of the fog removal means is operated based on the judgment result. Is controlled. The anti-fogging determination value is lowered by the first correction value calculated by the first correction value calculating means when it is determined that the refrigerant compressor is in the off state. Further, when it is determined that the refrigerant compressor is in the ON state, the second correction value is corrected by the second correction value calculated by the second correction value calculating means (however, it is smaller than the first correction value).

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of a vehicle air conditioner according to the present invention will be described with reference to FIGS. FIG. 1 is an overall schematic diagram of a vehicle air conditioner. A vehicle air conditioner (hereinafter, referred to as an air conditioner) 1 of the present embodiment includes a duct 2 that guides conditioned air into a vehicle compartment, a blower 3 that introduces air into the duct 2 and sends the air into the vehicle compartment, and a refrigerating unit that constitutes cooling means. A cycle 4, a hot water circuit 5 that constitutes heating means, and an air conditioner control device 6 (see FIG. 2) are provided.

The duct 2 has a branch duct 2a at its downstream end.
To 2c are connected, and the tips of the respective branch ducts 2a to 2c are communicated with the air outlets 7 to 9 that open into the vehicle interior. The outlets 7 to 9 are a defroster outlet 7 that blows air toward the window glass 10 of the vehicle, a face outlet 8 that blows air toward the upper half of the occupant, and a foot outlet 9 that blows air toward the feet of the occupant. Is provided. The outlets 7 to 9 are selectively opened and closed by the outlet switching dampers 11 and 12 provided at the upstream openings of the branch ducts 2a to 2c. Each of the outlet switching dampers 11 and 12 is driven by a servo motor 13 (see FIG. 2) via a link mechanism (not shown).

The blower 3 comprises a blower case 3a, a centrifugal fan 3b, and a blower motor 3c, and the amount of blown air (the number of revolutions of the blower motor 3c) is determined according to the voltage (blower voltage) applied to the blower motor 3c. The blower case 3a has an inside air introduction port 1 for introducing air (inside air) inside the vehicle.
4 and an outside air inlet 15 for introducing outside air (outside air) are formed, and the inside air inlet 14 and the outside air inlet 15 are formed.
An inside / outside air switching damper 16 that selectively opens and closes is provided. The inside / outside air switching damper 16 is driven by a servo motor 17 (see FIG. 2) via a link mechanism (not shown).

The refrigerating cycle 4 constitutes the fog removing means of the present invention, and is composed of the functional components of the refrigerant compressor 18, the refrigerant condenser 19, the receiver 20, the pressure reducing device 21, and the refrigerant evaporator 22, and the refrigerant. The pipes 23 are connected in an annular shape (see FIG. 1). The refrigerant compressor 18 is driven by the running engine 25 of the vehicle via the electromagnetic clutch 24, and compresses the sucked gas refrigerant to a high temperature and high pressure and discharges it.
The refrigerant condenser 19 receives the air blown from the cooling fan 26 and condenses and liquefies the high-temperature and high-pressure refrigerant discharged from the refrigerant compressor 18.

The receiver 20 separates the refrigerant sent from the refrigerant condenser 19 into gas and liquid and outputs only the liquid refrigerant. The decompression device 21 decompresses and expands the liquid refrigerant guided from the receiver 20 and sends it to the refrigerant evaporator 22. The refrigerant passing through the outlet pipe of the refrigerant evaporator 22 has a constant degree of superheat. It is a temperature-controlled expansion valve that regulates the flow rate. The refrigerant evaporator 22 is arranged in the duct 2 and evaporates the low-temperature low-pressure refrigerant decompressed by the decompression device 21 by heat exchange with the air sent from the blower 3.

The hot water circuit 5 includes a refrigerant evaporator 2 inside the duct 2.
A heater core 27 that is arranged on the leeward side and heats the air flowing in the duct 2 by using the cooling water of the engine 25 as a heat source.
And a hot water pipe 28 that connects the heater core 27 to a cooling water circuit (not shown) of the engine 25 in an annular shape.

The heater core 27 is arranged in the duct 2 so as to form a bypass path 29 through which the air passing through the refrigerant evaporator 22 bypasses the heater core 27. The ratio of the amount of air passing through the heater core 27 to the amount of air passing through the bypass 29 is adjusted by the air mix damper 30 arranged on the windward side of the heater core 27. The air mix damper 30 is driven by a servo motor 31 (see FIG. 2) via a link mechanism (not shown).

The air conditioner control device 6 has a built-in microcomputer (not shown) in which control programs relating to air conditioning control and various arithmetic expressions are stored. As shown in FIG. Based on the operation signal output from each sensor and the detection signals from various sensors (described later).
Control signals are output to the motor driving circuits 33 and 31, the motor driving circuit 33 for driving the blower motor 3c, and the clutch driving circuit 34 for driving the electromagnetic clutch 24.

The various sensors described above include an inside air temperature sensor 35 (inside air temperature detecting means of the present invention) for detecting a vehicle interior temperature (inside air temperature Tr), an outside air temperature sensor 36 for detecting an outside air temperature (outside air temperature Tam), The solar radiation sensor 37 for detecting the solar radiation amount (solar radiation amount Ts), the after-evaporation temperature sensor 38 for detecting the air temperature (after-evaporating temperature Te) immediately after passing through the refrigerant evaporator 22, and the temperature of the engine cooling water (cooling water temperature Tw) are shown. Water temperature sensor 3 to detect
9 and a humidity sensor 40 (relative humidity detecting means of the present invention) for detecting relative humidity (humidity Rh) in the vehicle compartment.

The air conditioner operation panel 32 is arranged on an instrument panel (not shown) in the passenger compartment, and as shown in FIG. 3, a temperature setting switch 41 for setting an indoor temperature desired by an occupant, and this temperature setting switch 41. A set temperature display section 42 for digitally displaying the temperature set in step 1, an auto switch 43 for outputting an automatic control command for the air conditioner 1, an off switch 44 for outputting an operation stop command for the air conditioner 1,
The inside / outside air selector switch 45 for selecting the inlet mode, the outlet selector switch 46 for selecting the outlet mode, and the blower 3
An air volume setting switch 47 for selecting the air volume level and an air conditioner switch 48 for selecting ON / OFF of the electromagnetic clutch 24 are provided.

Next, the operation of this embodiment will be described. FIG. 4 is a flowchart showing a processing procedure of the air conditioner control device 6. First, various counters and flags are initialized and constants are set (step S1). Then, the set temperature signal Tset of the temperature setting switch 41 and the detection signals (Tr, Tam, Ts, Te, T) of the respective sensors 35-40.
w, Rh) is read (steps S2 and S3).

Subsequently, a target outlet temperature (hereinafter referred to as TAO) into the vehicle compartment is calculated according to the following formula (step S4).

[Equation 1] TAO = Kset-Tset-Kr-Tr-Kam-
Tam-Ks.Ts + C where Kset is a temperature setting gain, Kr is an inside air temperature gain, Kam is an outside air temperature gain, Ks is an insolation gain, and C is a correction constant.

Subsequently, TAO calculated in step S4
Based on the above, the blower voltage, the suction port mode, and the outlet mode are determined from the characteristic diagrams shown in FIGS. 5 to 7 (steps S5 to S7). The relationships shown in the characteristic diagrams of FIGS. 5 to 7 are stored in the microcomputer of the air conditioner control device 6 in advance.

Then, the target opening degree SW of the air mix damper 30 is calculated according to the following formula so that the actual blown air temperature into the vehicle compartment becomes the TAO calculated in step S4 (step S8).

[Formula 2] SW = [(TAO-Te) / (Tw-Te)]
× 100 (%)

Then, the operation of the refrigerant compressor 18 is determined (step S9). The determination of the operation of the refrigerant compressor 18 is performed based on the determination conditions of the capability required for air conditioning in the vehicle compartment, the comfort with respect to humidity, and the antifogging property due to humidity. Below, the operation determination of the refrigerant compressor 18
Description will be made based on the flowcharts shown in FIGS. 8 and 9.

First, a target post-evaporator temperature (hereinafter referred to as TEOK), which is a control target value when the vehicle interior air conditioning is performed, is determined. First, the refrigerant compressor 18 is turned on based on the following equation.
N is determined (step 90)
1).

## EQU00003 ## TAO-.alpha..gtoreq.Tin where Tin is the intake air temperature (the temperature of the introduced air introduced into the duct 2), and .alpha. Is the increase in the intake air temperature within the duct 2. The intake air temperature Tin may be detected by using a sensor, and the intake air mode Tin, the air outlet mode, the outside air temperature,
It may be estimated from the internal temperature.

When the determination result of this step 901 is NO, that is, when TAO is smaller than the total value of the intake air temperature Tin and the temperature increase α, the refrigerant compressor 18 must be turned on. TEOK is calculated based on the above (step 902).

[Equation 4] TEOK = TAO-α

Next, the TE calculated in step 902
The minimum value T1 and the maximum value T2 of OK are set (step 903, see FIG. 10). The lowest value T1 is the refrigerant evaporator 2
It is set to prevent frost at 2, and if the calculated TEOK is below the minimum value T1, then TE
OK = minimum value T1. Further, the maximum value T2 is set in order to prevent the offensive odor from being generated from the refrigerant evaporator 22, and when the calculated TEOK is the maximum value T2 or more, TEOK = the maximum value T2. Usually, the minimum value T1 is selected to be 0 to 3 ° C and the maximum value T2 is selected to be 10 to 15 ° C.

If the result of the determination in step 901 is YES, that is, if TAO is sufficiently higher than the intake air temperature Tin, it is not necessary to turn on the refrigerant compressor 18, and therefore TEO.
A temporary value of "100" is input to K (step 904).

Subsequently, a control target value for determining the comfort in the vehicle compartment with respect to the humidity is obtained. Here, it is said that the comfortable humidity range for humans is generally 20 to 60% relative humidity (passenger atmosphere temperature 25 ° C.). However, the relative humidity fluctuates due to changes in the environmental temperature. For example, when the ambient temperature decreases, the amount of saturated water vapor decreases, so that the comfortable humidity range for humans shifts to the high humidity side. Therefore,
Humidity comfort is determined by absolute humidity that is not affected by temperature changes.

Therefore, first, the absolute humidity RHz in the vehicle compartment is calculated from the relative humidity Rh in the vehicle compartment detected by the humidity sensor 40 and the inside air temperature Tr detected by the inside air temperature sensor 35 (step 905, absolute of the present invention). Humidity detection means). This absolute humidity RHz can be obtained based on the moist air diagram shown in FIG. 11 (previously stored in the microcomputer of the air conditioner control device 6).

Then, based on the characteristic diagram shown in FIG.
From the absolute humidity RHz calculated in step 905, a target post-evaporation temperature (hereinafter referred to as TEOL) that is a control target value is obtained (step 906). R2 set on the abscissa in the characteristic diagram shown in FIG. 12 is obtained by converting relative humidity of 60% at 25 ° C. into absolute humidity. Further, R1 and R3 are values in which a safety factor (usually about ± 5%) is provided for R2.

It is not necessary to strictly control the relative humidity to be 20 to 60%, since the individual feels differently with respect to humidity comfort. Therefore, it is not necessary to set the safety factor for the response delay of the humidity sensor 40.

Subsequently, anti-fogging control for preventing fogging of the window glass 10 is executed. First, the rate of change (time change ΔRHz) of the absolute humidity RHz calculated in step 905 is calculated based on the following mathematical formula (step 907, humidity change rate calculation means of the present invention).

[Expression 5] ΔRHz = RHzn −RHzn-1

Subsequently, the moist air diagram shown in FIG. 13 (previously stored in the microcomputer of the air conditioner control device 6) is shown as an anti-fog determination value for determining whether the window glass 10 is foggy or not foggy. The cloudiness humidity RHw in the current environment is calculated from the inner surface temperature of the window glass 10 (step 908, determination value calculation means of the present invention). In addition,
The inside temperature of the window glass 10 is the inside temperature Tr, the outside temperature Tam,
It is represented by a function of the vehicle speed V (Equation 6), but here, the outside temperature Tam is simply used.

[Equation 6] RHw = f (Tr, Tam, V)

Subsequently, the operating state of the refrigerant compressor 18 is determined (step 909, compressor determining means of the present invention), and calculated in step 908 according to the determined operating state (ON state, OFF state). A correction value (β, γ) for correcting the generated cloudy humidity RHw is calculated (step 9).
10. First correction value calculation means of the present invention, step 911.
Second correction value calculation means of the present invention).

This correction value (β, γ) is calculated by the humidity sensor 40.
It is provided for the response delay of (1), and is set to increase as the time change ΔRHz of the absolute humidity RHz increases. Further, the correction value γ when the refrigerant compressor 18 is in the ON state (YES determination in step 909) is set to be smaller than the correction value β when the refrigerant compressor 18 is in the OFF state (NO determination in step 909). ing.

Then, the cloudy humidity RHw is corrected by the calculated correction values (β, γ) (step 9).
12. First judgment value correcting means of the present invention, step 913
Second judgment value correction means of the present invention). However, in this embodiment,
When it is determined in step 909 that the refrigerant compressor 18 is in the ON state, the correction value β is subtracted from the cloudy humidity RHw to correct the cloudy humidity RHw low, but it is determined that the refrigerant compressor 18 is in the ON state. RHw
Is added to the correction value γ to correct the cloudy humidity RHw to be high.

Subsequently, the current absolute humidity RHz calculated in step 905 and step 912 or 91.
The cloudiness humidity RHw corrected in step 3 is compared (step 9
14. Antifogging determination means of the present invention), and a target post-evaporation temperature (hereinafter referred to as TEOM) which is a control target value for antifogging control is determined for each of the comparison results.

At step 914, the absolute humidity RHz is determined.
Is higher than the cloudy humidity RHw (YES determination), that is, when it is determined that the window glass 10 is cloudy, TEOM is set to the minimum value T1 (see FIG. 10) (step 915). If it is determined in step 914 that the absolute humidity RHz is smaller than the cloudy humidity RHw (NO determination), that is, if the window glass 10 is not clouded, TEOM is set to '1.
00 'is substituted (step 916).

Subsequently, step 902 or step 9
04 obtained in 04, TEO obtained in step 906
L, TE obtained in step 915 or step 916
The minimum value in OM is calculated, and the calculated value is used as the final target post-evaporation temperature (hereinafter referred to as TEO) (step 9).
17). As a result, the TEO that satisfies the conditions of air conditioning capacity, comfort, and antifogging property is determined. Up to this point, in order to simplify the explanation, TEOK, TEOL
, TEOM has no hysteresis,
Normally, hysteresis is set in all cases.

Subsequently, it is determined whether the refrigerant compressor 18 is turned on or off according to the TEO value obtained in step 917 (step 918). By this judgment, TEO = 10
In the case of 0 (determination of YES), the refrigerant compressor 18 is turned off
OFF mode for setting is set (step 91
9), when TEO ≠ 100 (determination of NO), the refrigerant compressor 18 is ON / OFF controlled so that the post-evaporation temperature Te detected by the post-evaporation temperature sensor 38 becomes TEO (FIG. 1).
The ON / OFF mode for setting (4) is set (step 920).

Then, in order to obtain each control target value,
Each servo motor 13, 17, 31, motor drive circuit 3
3, a control signal is output to the clutch drive circuit 34 to control the outlet switching dampers 11 and 12, the inside / outside air switching damper 16, the air mix damper 30, the blower motor 3c, and the electromagnetic clutch 24 (step S10; Control means). Subsequently, it is determined whether or not the predetermined control period τ has elapsed (step S11), and when it has elapsed (determination of YES), the processing of step S2 and subsequent steps is repeated, and when it has not elapsed (determination of NO), , Step S11 is repeated until a predetermined control cycle τ has elapsed.

In the present embodiment, the above-mentioned operation makes it possible to secure the air conditioning capacity, comfort against humidity, and antifogging property due to humidity. Then, in the antifogging control, correction is performed so that the antifogging determination value (fogging humidity RHw) becomes higher when the refrigerant compressor is in the ON state than when it is in the OFF state (however, the correction of the antifogging determination value is performed. The value is set to be smaller when the refrigerant compressor 18 is on than when it is off). Therefore, when the refrigerant compressor 18 is switched from off to on and the absolute humidity in the vehicle cabin decreases. , Refrigerant compressor 18
It is possible to reduce the reduction of the power saving effect by shortening the time of unnecessary driving.

Further, since a correction target value for the response delay of the humidity sensor 40 is not set for the control target value (target post-evaporation temperature TEOL) for determining comfort due to humidity, power saving is impaired. There is no.

[Modification] In this embodiment, when it is determined in the anti-fogging control that the refrigerant compressor is in the ON state, the correction value γ calculated in step 911 is added to the fogging humidity RHw, Although the anti-fog determination value is corrected to be high, the correction value γ may be subtracted from the fog humidity RHw so that the anti-fog determination value is corrected to be low in order to enhance safety.

Although the present invention is applied to the air-mix type air conditioner 1, the reheat type air conditioner controls the amount of cooling water supplied to the heater core 27 according to the opening degree of the flow control valve provided in the hot water circuit 5. May be applied to. The flow control valve can adjust the valve opening degree by, for example, duty ratio control. In this embodiment, the refrigeration cycle 4 for controlling the ON / OFF of the refrigerant compressor 18 via the electromagnetic clutch 24 is used, but the EPR in which the evaporation pressure adjusting valve is installed between the refrigerant evaporator 22 and the refrigerant compressor 18 is used. Type refrigeration cycle,
A variable capacity refrigeration cycle including a variable capacity refrigerant compressor may be adopted.

In this embodiment, in the anti-fogging control, only the dehumidification is performed by the operation of the refrigeration cycle 4 (the refrigerant compressor 18 is turned on), but the outlet mode is switched to the defroster mode, or the suction mode is set to the outside air. It may be combined with demist control such as switching to a mode.

[0051]

According to the vehicle air conditioner of the present invention, the correction value set for the response delay of the humidity sensor is set to be smaller when the refrigerant compressor is on than when it is off. When the refrigerant compressor is switched from off to on and the absolute humidity in the vehicle compartment decreases, the unnecessary operation time of the refrigerant compressor is shortened, and the reduction in power saving effect can be reduced.

[Brief description of drawings]

FIG. 1 is an overall schematic diagram of a vehicle air conditioner.

FIG. 2 is a block diagram relating to the control system of the present embodiment.

FIG. 3 is a front view of an air conditioner operation panel.

FIG. 4 is a flowchart showing the operation of this embodiment.

FIG. 5 is a control characteristic diagram of the blower.

FIG. 6 is a control characteristic diagram of a suction port mode.

FIG. 7 is a control characteristic diagram of an outlet mode.

FIG. 8 is a flowchart showing an operation determination of a refrigerant compressor.

FIG. 9 is a flowchart showing an operation determination of a refrigerant compressor.

FIG. 10 is a graph for determining a control target value related to air conditioning control.

FIG. 11 is a moist air diagram for obtaining absolute humidity.

FIG. 12 is a graph for determining a control target value for determining comfort according to humidity.

FIG. 13 is a moist air diagram for determining an antifogging determination value.

FIG. 14 is a control characteristic diagram of the refrigerant compressor.

FIG. 15 is a block diagram showing a configuration of claim 1 of the present invention.

FIG. 16 is a block diagram showing the configuration of claim 2 of the present invention.

[Explanation of symbols]

 1 Vehicle Air Conditioner 4 Refrigeration Cycle (Defrosting Means) 6 Air Conditioner Controller 10 Window Glass 18 Refrigerant Compressor 35 Internal Air Temperature Sensor (Internal Air Temperature Detection Means) 40 Humidity Sensor (Relative Humidity Detection Means) 100 Absolute Humidity Detection Means (Steps) 905) 120 judgment value calculation means (step 908) 130 compressor judgment means (step 909) 140 humidity change rate calculation means (step 907) 150 first correction value calculation means (step 910) 160 first judgment value correction means (step) 912) 170 Anti-fogging determination means (step 914) 190 Second correction value calculation means (step 911) 200 Second determination value correction means (step 913)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Seifumi Kawashima 1-1, Showa-cho, Kariya city, Aichi prefecture Nihon Denso Co., Ltd.

Claims (3)

[Claims] Claims: 1. A) absolute humidity detecting means for detecting absolute humidity in the passenger compartment; b) fogging removing means for removing fogging of the window glass due to operation of the refrigerant compressor; c) fogging of the window glass. Judgment value calculating means for calculating an anti-fogging judgment value for judging whether it is cloudy or not, d) compressor judging means for judging an operating state of the refrigerant compressor, and e) detection value of the absolute humidity detecting means. Humidity change rate calculating means for calculating the change rate of f), and f) a first means for correcting the anti-fog judgment value calculated by the judgment value calculating means in accordance with the change rate calculated by the humidity change rate calculating means. A first correction value calculating means for calculating a first correction value; and g) a first correction value calculating means for calculating a first correction value when the compressor determining means determines that the refrigerant compressor is in an off state. First size correction for lowering the antifogging judgment value by one correction value A value correction means, and h) the detection value corrected by the absolute humidity detection means and the protection value corrected by the first determination value correction means when the compressor determination means determines that the refrigerant compressor is in the off state. An anti-fog judging means for judging whether the window glass is fogged or not based on a comparison with a fog judging value; and i) controlling the operation of the fog removing means based on the judgment result of the anti-fog judging means. A vehicle air conditioner including a control means. 2. The vehicle air-conditioning system according to claim 1, wherein the rate of change calculated by the humidity change rate calculator is
A second correction value for correcting the anti-fog determination value calculated by the determination value calculation means is calculated, and the second correction value is the first correction value.
The second correction value calculation means set to be smaller than the first correction value calculated by the correction value calculation means, and the second correction value calculation means when the compressor determination means determines that the refrigerant compressor is in the ON state. A second judgment value correcting means for correcting the anti-fog judgment value so as to decrease or increase the second anti-fog judgment value calculated by the correction value calculating means. When the means determines that the refrigerant compressor is in the ON state, the window is based on the comparison between the detection value of the absolute humidity detection means and the anti-fog determination value corrected by the second determination value correction means. It is characterized by determining whether the glass is fogged or not fogged. 3. The vehicle air conditioner according to claim 1, further comprising a relative humidity detecting means for detecting relative humidity in the vehicle compartment and an inside air temperature detecting means for detecting temperature in the vehicle compartment. The absolute humidity detecting means is characterized in that the absolute humidity in the vehicle compartment is obtained based on the detected value of the relative humidity detecting means and the detected value of the inside air temperature detecting means.