JPH10175415A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain blur preventing performance of a window glass without increasing a rate of operation in a compressor. SOLUTION: Based on an operating temperature of a first car room heat exchanger 35 serving as an evaporator at heating operation time, a target inner surface temperature of a window glass is set, based on this target glass inner surface temperature and the outside air temperature, a target temperature and amount of blown air of a defroster blow port 52 are set, so as to generate the temperature and amount of the blown air of the defroster blow port 52 respectively in a target value, an amount of conditioning air passing through a heater 202 and a blown air amount of the defroster blow port 52 are controlled. In this way, in order to improve fuel consumption, operation and stop of a compressor are frequently repeated, even by interrupted operation, sufficiently dehumidified air flows in a window glass inner surface, to prevent a glass blur, regardless of an operating condition of a vapor compression cycle, stable blur preventing performance can be displayed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle having a vapor compression cycle for circulating a refrigerant to a heat exchanger outside a vehicle compartment and a heat exchanger inside a vehicle compartment by driving a compressor.

[0002]

2. Description of the Related Art For vehicles having no heat source for heating, such as electric vehicles, or vehicles having insufficient heating performance due to insufficient heat of engine cooling water, heating operation by a vapor compression cycle is performed. An air conditioner is known (for example, see a microfilm in Japanese Utility Model Application Laid-Open No. 61-101020). FIG. 9 shows an example of a conventional air conditioner. The vapor compression cycle includes a compressor 1, a switching valve 2, a main condenser 4, expansion valves 6, 15, an evaporator 8, and a heating condenser 13. During heating, the compressor 1 → the switching valve 2 → condensing for heating. The refrigerant flows in the order of the device 13 → the expansion valve 15 → the evaporator 8 → the compressor 1. During the heating operation, the refrigerant is not supplied to the main condenser 4 so that the compressor 1 can be operated without being affected by the outside air temperature. It is heated and blown out into the passenger compartment.

[0003]

In a vehicle such as an electric vehicle that does not have a heat source corresponding to engine cooling water, a heating operation is always performed by a vapor compression cycle, and a heating operation is performed by a vehicle interior evaporator (heat absorbing vehicle interior heat exchanger). The defogging performance of the window glass is maintained by cooling the conditioned air to a temperature lower than the glass fogging temperature. On the other hand, in a vehicle equipped with an engine, since the compressor is driven by the engine, the heating operation by the vapor compression cycle contributes to the deterioration of the fuel efficiency of the engine, and the heat radiation amount of the heater changes depending on the running state of the vehicle. Therefore, there is a demand that the heating operation by the vapor compression cycle be performed only when the heating performance is insufficient, and that the operation rate be reduced as much as possible by intermittently operating the compressor. However, it has been found that when the compressor is operated intermittently, the air that has not been sufficiently dehumidified easily reaches the surface of the window glass.

An object of the present invention is to provide a vehicle air conditioner which can maintain the anti-fog performance of a window glass without increasing the operation rate of a compressor.

[0005]

[Means for Solving the Problems]

(1) The invention according to claim 1 is a compressor, a refrigerant flow switching means for switching a refrigerant flow between a cooling operation and a heating operation, and an external heat exchanger for exchanging heat between refrigerant and outside air. And a first heat exchange unit that performs heat exchange between the refrigerant and the conditioned air blown into the vehicle interior, and that serves as an evaporator during a heating operation. Vapor compression cycle including a vehicle interior heat exchanger having a heat exchanger and a second vehicle interior heat exchanger serving as a condenser; an air conditioning duct having a vent outlet, a foot outlet, and a defroster outlet; A heater for warming the air, a heater passing air flow rate adjusting means for adjusting the air flow rate of the conditioned air passing through the heater, a defroster blowing air flow rate adjusting means for opening and closing the door of the defroster air outlet, and a first vehicle interior heat quantity. Check the operating status of the exchanger Operating state detecting means for detecting, outside air temperature detecting means for detecting outside air temperature, target glass temperature setting means for setting a target glass inner surface temperature based on an operating temperature detected value of the first vehicle interior heat exchanger, Target defroster outlet air temperature setting means for setting a target value of the outlet air temperature of the defroster outlet based on the detected temperature value and the target glass inner surface temperature; and a defroster outlet based on the detected outside air temperature and the target glass inner surface temperature. Target defroster blowout air volume setting means for setting the target value of the blowout airflow, and control for controlling the heater passage airflow amount control means and the defroster blowout airflow amount control means so that the defroster blowout air temperature and the defroster blowout airflow become the respective target values. Means. The target inner surface temperature of the window glass is set based on the operating temperature of the first vehicle interior heat exchanger serving as an evaporator during the heating operation, and based on the target glass inner surface temperature and the outside air temperature, the air blown out of the defroster outlet is determined. The target temperature and the target air volume are set, and the air flow of the conditioned air passing through the heater and the air volume of the defroster air outlet are controlled so that the temperature and the air volume of the air blown out of the defroster air outlet become the respective target values. (2) The invention according to claim 2 is a compressor, a refrigerant flow switching means for switching a refrigerant flow between a cooling operation and a heating operation, and an external heat exchanger for exchanging heat between refrigerant and outside air. An expansion means for adiabatically expanding the refrigerant, and a first heat exchanger for exchanging heat between the refrigerant and the conditioned air blown into the passenger compartment, the first heat exchanger acting as an evaporator during the heating operation.
A vapor compression cycle comprising a vehicle interior heat exchanger having a refrigerant path and a second refrigerant path acting as a condenser;
An air conditioning duct having a vent outlet, a foot outlet, and a defroster outlet, a heater for heating the conditioned air, a heater passing air flow rate adjusting means for adjusting an air flow rate of the conditioned air passing through the heater, and a door for the defroster outlet. Defroster blow-off air flow rate adjusting means for adjusting the blow-off air flow rate, operating state detecting means for detecting the operating state of the first refrigerant path, outside air temperature detecting means for detecting the outside air temperature, and detecting the operating temperature of the first refrigerant path. Target glass temperature setting means for setting a target glass inner surface temperature based on the value, and a target defroster outlet air temperature setting for setting a target value of the outlet air temperature of the defroster outlet based on the detected outside air temperature and the target glass inner surface temperature. Means, target defroster air volume setting means for setting a target value of the air volume of the defroster air outlet based on the detected outside air temperature and the target glass inner surface temperature, And a control means for the Furosuta outlet air temperature and the defroster airflow volume is controlled heater amount of air passing through adjusting means and the defroster air volume adjusting means such that the target value respectively. The target internal surface temperature of the window glass is set based on the operating temperature of the first refrigerant path that functions as an evaporator during the heating operation, and the target temperature of the air blown from the defroster outlet is set based on the target glass internal surface temperature and the outside air temperature. And the target air volume are set, and the air volume of the conditioned air passing through the heater and the air volume of the defroster air outlet are controlled such that the temperature and the air volume of the air blown out of the defroster air outlet become the respective target values. (3) The vehicle air conditioner according to claim 3, further comprising a compressor stop detecting means for detecting a change from an operating state to a stopped state of the compressor, wherein the heater stop air amount adjusting means detects the change of the compressor from the operating state by the compressor stop detecting means. When a change to the stop state is detected, the amount of conditioned air passing through the heater is increased. Immediately after the compressor stops, the amount of conditioned air passing through the heater is increased. (4) The vehicle air conditioner according to claim 4, further comprising a compressor stop detecting means for detecting a change from an operating state to a stopped state of the compressor, wherein the defroster blowing air volume adjusting means changes the compressor operating state by the compressor stop detecting means. When the change to the stop state is detected, the amount of air blown out of the defroster is increased. Immediately after the compressor stops, the amount of air blown from the defroster outlet is increased. (5) The vehicle air conditioner according to claim 5, further comprising maximum defroster door opening setting means for setting the maximum defroster door opening for each of the vent mode, the foot mode, and the defroster mode. Accordingly, when the opening degree of the defroster door opened and closed by the defroster blowing air amount adjusting means exceeds the maximum opening degree of the defroster door, the air volume of the conditioned air is increased by the vehicle interior blowing means. Set the maximum defroster door opening for each air outlet mode.If the actual defroster door opening exceeds the maximum defroster door opening, do not increase the defroster door opening. Is increased to increase the amount of air blown from the defroster outlet.

[0006]

【The invention's effect】

(1) According to the first aspect of the present invention, the target inner surface temperature of the window glass is set based on the operating temperature of the first vehicle interior heat exchanger serving as an evaporator during the heating operation, and the target glass inner surface temperature and the outer temperature are set. The target temperature and the target air volume of the defroster outlet are set based on the air temperature, and the air-conditioning air volume and the defroster air passing through the heater are set so that the temperature and the air volume of the defroster outlet reach the respective target values. Since the amount of air blown from the air outlet is controlled, even if the compressor is started and stopped frequently and intermittently to improve fuel efficiency, sufficient dehumidified air flows into the inner surface of the window glass and Fogging is prevented, and stable antifogging performance can be exhibited regardless of the operation state of the vapor compression cycle. (2) According to the second aspect of the present invention, the target inner surface temperature of the window glass is set based on the operating temperature of the first refrigerant path acting as the evaporator during the heating operation. The target temperature and the target air volume of the defroster outlet are set based on the air temperature of the defroster outlet, and the airflow of the conditioned air passing through the heater and the defroster outlet are set so that the temperature and the air volume of the defroster outlet reach the respective target values. Is controlled, the same effect as that of the first aspect can be obtained. (3) According to the invention of claim 3, immediately after the compressor is stopped, the amount of conditioned air passing through the heater is increased. When the compressor stops, the dehumidifying capacity of the first vehicle interior heat exchanger or the first refrigerant path rapidly decreases, and high-humidity air is blown to the inner surface of the glass, so that sudden glass fogging occurs. If the amount of air passing through the heater is increased immediately after the compressor is stopped, high-temperature air flows to the inner surface of the glass, and the temperature of the inner surface of the glass can be quickly increased. (4) According to the invention of claim 4, immediately after the compressor is stopped, the amount of air blown from the defroster outlet is increased. When the compressor stops, the dehumidifying capacity of the first vehicle interior heat exchanger or the first refrigerant path rapidly decreases, and high-humidity air is blown to the inner surface of the glass, so that sudden glass fogging occurs. If the amount of air blown out of the defroster is increased immediately after the compressor is stopped, a large amount of air flows to the inner surface of the glass, so that the inner surface temperature of the glass can be quickly increased, and the fogging of the glass immediately after the compressor is stopped can be prevented. (5) According to the fifth aspect of the present invention, the maximum defroster door opening is set for each of the outlet modes, and when the actual defroster door opening exceeds the maximum defroster door opening, the defroster door is opened. The airflow of the defroster outlet is increased by increasing the airflow of the conditioned air itself without increasing the air temperature.Therefore, even in the foot outlet mode and the vent outlet mode, a sufficient airflow from the foot outlet and the vent outlet is provided. Is obtained, and the air volume at the other air outlets is reduced to secure the air volume at the defroster air outlet, so that the glass fogging can be prevented without causing the occupant to feel uncomfortable or cold.

[0007]

FIG. 1 shows a configuration of an embodiment. In the drawing, a compressor 31 is provided in an engine room. When the compressor clutch is ON, the compressor 31 is driven by the engine 201. When the compressor clutch is OFF, the compressor 31 is disconnected from the engine and stopped. The four-way valve 73 as the refrigerant flow switching means is connected to the discharge side and the suction side of the compressor 31, the outside heat exchanger 38, and the second inside heat exchanger 33. When heating is set, the flow path is switched as shown by the solid line, and the discharge side of the compressor 31 communicates with the second heat exchanger 33 and the outside heat exchanger 38 communicates with the suction side of the compressor 31. When the cooling is set, the flow path is switched as shown by the dotted line, and the discharge side of the compressor 31 communicates with the outside heat exchanger 38, and the second heat exchanger 33 communicates with the suction side of the compressor 31. .

The exterior heat exchanger 38 is provided outside the vehicle compartment,
It is a vehicle exterior condenser that radiates heat of the refrigerant discharged from the compressor 31 to the outside air. The first vehicle interior heat exchanger 35 and the second vehicle interior heat exchanger 33 are arranged in a duct 39. One end of the first vehicle interior heat exchanger 35 is connected to the refrigerant suction side of the compressor 31, and the other end is connected to an expansion valve 34 as expansion means, so that the first heat exchanger 35 always functions as a heat absorber when the compressor 31 is operating. Blower fan 37
The air blown by is cooled.

One end of the second vehicle interior heat exchanger 33 is connected to a four-way valve 73, and the other end is connected to a check valve 71. When the four-way valve 73 is set to the heating side, the second vehicle interior heat exchanger 33 functions as a radiator to perform the heating operation, and when the four-way valve 73 is set to the cooling side, the second vehicle interior No refrigerant flows into the heat exchanger 33. The check valve 70 prevents the refrigerant condensed in the second vehicle interior heat exchanger 33 from flowing into the vehicle exterior heat exchanger 38 when the four-way valve 73 is set to the heating side. In the duct 39, a heater core 202 is provided downstream of the second vehicle interior heat exchanger 33, and engine cooling water flows into the duct 39.

At an upstream side of the first interior heat exchanger 35 of the duct 39, an inside air inlet 40 for introducing the interior air is provided.
And an outside air introduction port 41 for introducing outside air by receiving a traveling wind pressure. An intake door 42 that opens and closes the inside air inlet 40 and the outside air inlet 41 at an arbitrary ratio is provided at a branch portion between the inside air inlet 40 and the outside air inlet 41.
The opening degree Xint of the intake door 42 is defined as Xint = 0% at a position where the outside air introduction amount is 0 and full inside air is set, and Xint = 100% at a position where full outside air is introduced. Inside / outside air inlet 4
A blower fan 37 is disposed between the air introduction side of 0 and 41 (downstream side of the air flow) and the first vehicle interior heat exchanger 35, and a blower fan motor 44 driven and controlled by a control device 43. It is driven to rotate.

On the downstream side of the second vehicle interior heat exchanger 33,
An air mix door 46 is provided. The air mix door 46 is opened and closed by an air mix door actuator (not shown) driven and controlled by the control device 43 so as to adjust the ratio of air passing through the downstream heater core 202 and air not passing through. Air mix door 46
Is a heater air volume varying means capable of varying the air volume passing through the heater core. Opening Xmi of the air mix door 46
x is the air mix door opening Xmix = 0% (fully closed, full COO) when the air mix door 46 is set to the position indicated by the dashed line and the air passing through the heater core 202 becomes 0.
L), the air mix door 46 is set at the position indicated by the two-dot chain line and all the air passes through the heater core 202. The air mix door opening Xmix = 100% (full open, F
ull HOT).

Downstream of the heater core 202 of the duct 39, an air mix chamber 47 is provided as a room for producing a temperature-controlled conditioned air by improving the mixing of the cold air and the hot air. The air mix chamber 47 has a vent outlet 51 for blowing conditioned air toward the upper body of the occupant, a foot outlet 53 for blowing conditioned air toward the feet of the occupant, and an conditioned air toward a front window (not shown). And a defroster outlet 52 for blowing air. Inside the air mixing chamber 47, a ventilator door 55, a foot door 57 and a defroster door 56 are provided.
Is provided. The ventilator door 55 is connected to the control device 43
Is driven by a ventilator door actuator (not shown) controlled by the controller to open and close the ventilator outlet 51. The foot door 57 is driven by a foot door actuator (not shown) controlled by the control device 43 to open and close the foot outlet 53. The defroster door 56 is driven by a defroster door actuator (not shown) controlled by the control device 43 to open and close the defroster outlet 52. The defroster door 56 is a defroster blowout air volume adjusting means capable of changing the defroster blowout airflow amount. The defroster door opening Xdef, which is the opening of the defroster door 56, is defined by Xdef = the position where the defroster outlet is fully closed.
0%, and the position where the defroster outlet is fully open is Xdef
= 100%.

The control device 43 includes a first vehicle interior heat exchanger operating temperature sensor 59, a solar radiation sensor 61, an outside air temperature sensor 62, a room temperature sensor 63, a room temperature setter 64, a blow mode switch 65, and a blower fan switch. 66, a thermal environment information input means such as a water temperature sensor 204 is connected. In addition,
The first cabin heat exchanger operating temperature sensor 59 is a detecting means for detecting the operating temperature Teva of the first cabin heat exchanger 35. The operating temperature Teva of the first vehicle interior heat exchanger 35 and the solar radiation Qs of the vehicle obtained from these thermal environment information input means.
un, the air mixing door opening Xmix, based on thermal environment information such as the outside air temperature Tamb, the inside air temperature (inside air temperature) Tic, the inside temperature Tptc, and the water temperature Tw.
Intake door opening Xint, defroster door opening Xdef,
Calculate target cooling and heating conditions such as the air volume Veva and the target outlet temperature Tof. Then, the blower fan motor 44, the intake door actuator, the air mix door actuator, the ventilator door actuator,
Drives and controls foot door actuators, defroster door actuators, etc. The control device 43 also turns on / off the compressor clutch, and detects the running state of the vehicle from the engine speed and the tire speed.

In this embodiment, the compressor 31,
Outside heat exchanger 38, first heat exchanger 35 inside the vehicle, second heat exchanger 35
The heat exchanger 33, the four-way valve 73, the expansion valve 34, and the check valves 70 and 71 constitute a vapor compression cycle, and perform cooling and heating of the vehicle interior. At the time of the heating operation, the heating operation by the heater core 202 through the engine cooling water is used together. In an actual vehicle, a radiator is provided after the exterior heat exchanger 38, and the engine cooling water also flows there and radiates heat to the outside air, but is not shown.
Also, in this embodiment, a heater core using engine cooling water will be described as an example of a heating means, but a heating means such as an electric heater or a combustion heater may be used.

FIG. 2 is a flowchart showing the air-conditioning control according to one embodiment. The operation of the embodiment will be described with reference to this flowchart. When the operation of the air conditioner is started in step (indicated by an abbreviation S in FIG. 2) 1, in step 2 the vehicle interior set temperature Tptc, the cooling water temperature Tw, the first vehicle interior heat exchange is performed by various sensors and various actuator outputs. The thermal environment information such as the operating temperature Teva, the outside temperature Tamb, the inside temperature Tic, the amount of solar radiation Qsun, the blower fan voltage Vfan, the defroster door opening Xdef, the intake door opening Xint, and the mix door opening Xmix of the heater 35 is detected. In the following step 3, the target outlet temperature Tof is calculated based on the detected thermal environment information.

In step 4, it is determined whether or not the outside air temperature Tamb is higher than the set temperature Tset1. Outside temperature Ta
If mb is higher than the set temperature Tset1, step 5
At 10, normal cooling control is performed. First, in step 5, the refrigerant flow path is set to the cooling side by the four-way valve 73. In step 6, the operation and stop of the compressor 31 are controlled according to the operating temperature Teva of the first vehicle interior heat exchanger 35.
In accordance with the target outlet temperature Tof and the setting state of the outside air introduction / inside air circulation switch 79 by the occupant, the intake door 42
Open / close control. In step 8, the target outlet temperature Tof
The opening / closing control of the air mix door 46 is performed according to.
Further, in step 9, the outlets 51 to 5 according to the target outlet temperature Tof and the setting of the outlet mode switch 79 by the occupant.
The opening / closing control of the air blower 3 is performed, and in the next step 10, the air flow is controlled by the blower fan 37 in accordance with the target blowing temperature Tof and the setting of the air flow switch 79 by the occupant. Then, the process returns to step 2 and the above processing is repeated.

On the other hand, if it is determined in step 4 that the outside air temperature Tamb is equal to or lower than the set temperature Tset1, the process proceeds to step 11
To the temperature difference between the cooling water temperature Tw and the target outlet temperature Tof (T
(w-Tof) is lower than the set temperature Tset2. If the temperature difference (Tw-Tof) is smaller than the set temperature Tset2, dehumidifying and heating control is performed in steps 12 to 17. On the other hand, the temperature difference (Tw-Tof) is equal to the set temperature Tset.
In the case of two or more, it is determined that heating by the engine cooling water is sufficient without performing the heating operation by the vapor compression cycle, and the above-described cooling control is performed in steps 5 to 10.

The engine cooling water temperature Tw and the target outlet temperature Tof
Is determined based on the temperature difference (Tw-Tof), the necessity of the dehumidifying and heating operation by the vapor compression cycle is changed, so that the running state of the vehicle changes and the water temperature Tw becomes high, the air volume decreases, and the solar radiation decreases. When the air-conditioning load is reduced due to an increase in the air-conditioning load, a decrease in the set temperature, etc., an appropriate judgment is quickly made, and unnecessary operation of the vapor compression cycle can be prevented.

When performing dehumidifying heating, first, in step 12, the refrigerant flow path is set to the heating side by the four-way valve 73. In the following step 13, the operation of the compressor 31 is controlled according to the operating temperature Teva of the first vehicle interior heat exchanger 35. Here, in order to reliably prevent the fogging of the window glass, the compressor 31 is operated to a temperature lower than the temperature set in step 6 in the normal cooling control. The compressor 31 is driven by the engine 201, and at the time of the dehumidifying and heating operation, the suction air temperature of the first vehicle interior heat exchanger 35 is low, so that the heat absorption load is low, and the compressor 31 is repeatedly operated and stopped frequently. .
In step 14, the intake door 42 is opened and closed so that the intake air temperature of the first vehicle interior heat exchanger 35 becomes a predetermined temperature. Further, in step 15, opening / closing control of the outlets 51 to 53 is performed according to the target outlet temperature Tof and the setting of the outlet mode switch 79 by the occupant.
The target outlet temperature Tof and the air volume changeover switch 79 by the occupant
Is controlled by the blower fan 37 in accordance with the setting state of. In step 17, the anti-fog control shown in FIGS. 3 and 4 is performed. Then, the process returns to step 2 and the above processing is repeated.

According to the flowcharts shown in FIGS.
The fog prevention control according to one embodiment will be described. Step 21
To start fogging prevention control, and in step 22, it is confirmed whether the defroster switch 79 has been pressed. If the defroster switch 79 is depressed, the process proceeds to step 23, in which the opening Xdef of the defroster door 56 is set to 100% and completely opened, and the opening Xmix of the air mixing door 46 is set to 100% so that all the air-conditioning air is heated. Pass through the core 202.

If the defroster switch 79 has not been pressed in step 22, the process proceeds to step 24, where the target glass inner surface temperature Tg.of is calculated based on the operating temperature Teva of the first vehicle interior heat exchanger 35. Here, a temperature higher by ΔT than the operating temperature Teva is set as the target glass inner surface temperature Tg.of. In step 25, based on the outside air temperature Tamb and the target glass inner surface temperature Tg.of, the target defroster air temperature Tdef.of and the target defroster air volume Vdef. Necessary to bring the inner surface of the window glass to the target temperature Tg.of. Calculate of.

In step 26, the operating compressor 3
1 is checked immediately after stopping, and if it is immediately after stopping, the process proceeds to step 27, and the defroster door opening Xde
A predetermined value X1 is added to f, and a predetermined value X2 is added to the air mix door opening Xmix, and the process proceeds to the next step. Immediately after the compressor 31 is stopped, the dehumidifying ability of the first vehicle interior heat exchanger 35 is lost, and high-humidity air is blown, so that the window glass may fog instantaneously. Therefore, immediately after the compressor 31 is stopped, the defroster door opening Xdef and the air mix door opening Xmix are respectively increased to increase the defroster wind temperature and simultaneously increase the defroster blowout air volume. Glass fogging can be prevented. Immediately after the compressor 31 is stopped, the defroster door opening Xdef and the air mixing door opening Xmix are not simultaneously increased, and only the defroster door opening Xdef is increased or only the air mixing door opening Xmix is increased. You may do so.

If it is not immediately after the compressor 31 is switched from the operating state to the stopped state, the process proceeds to step 28,
The target defroster blowing air amount Vdef calculated in step 25.
It is determined whether or not is smaller than a preset minimum air volume Vdef.set. If the target defroster airflow Vdef.of is smaller than the minimum airflow Vdef.set, the process proceeds to step 29, and the target defroster airflow Vdef.of becomes the minimum airflow Vdef.of.
Set a set. Here, the minimum air volume Vdef.set is the minimum air volume required for the defroster blowing wind to flow along the surface of the window glass in a turbulent state, and it is difficult to prevent fogging of the window glass when the air volume is less than this. In step 28, the target defroster blow-off air flow rate Vdef.of is set to the minimum air flow rate Vde.
If f.set or more, the current defroster blowing air volume Vdef.o
Keep f.

In step 30, the blower fan voltage Vfa
An actual defroster blow-out air volume Vdef is estimated based on n and the defroster door opening Xdef. In step 31, it is confirmed whether the compressor 31 is stopped. If the compressor 31 is operating, the process proceeds to step 32, and if it is stopped, the process proceeds to step 37. In steps 32 and 37, the difference ΔVdef between the target defroster airflow Vdef.of calculated in step 25 and the estimated defroster airflow Vdef estimated in step 30 is calculated. Step 33 ~
At 36, a value corresponding to the blowing mode is set to the maximum defroster opening Xdef.set. That is, in the case of the defroster blowing mode D / F, the maximum defroster opening Xdef.set is set to Xa.
The maximum defroster opening Xdef.set is set to Xb in the case of the foot blowing mode FOOT, and the maximum defroster opening Xdef.set is set to X in the case of the vent blowing mode VENT.
Set c. Xdef.set is the set value of the maximum opening of the defroster opening Xdef, and Xa, Xb, Xc are Xa>Xb>
Xc is set.

On the other hand, if the compressor 31 has just stopped, the maximum defroster opening Xdef.set is set to X in step 38.
Set d. Immediately after the compressor is stopped, fogging of the window glass is likely to occur, so a large value of Xd> Xa is set.

In step 39, the magnitude of the difference ΔVdef between the target defroster airflow Vdef.of calculated in step 32 or 37 and the estimated defroster airflow Vdef is compared with a predetermined value α. If ΔVdef <−α, step 4
The process proceeds to 0, and the defroster door 56 is closed by the opening ΔXdef to reduce the amount of air blown out of the defroster. −α ≦ ΔVdef ≦ + α
If so, the process proceeds to step 41, where the current defroster opening X
Keep def. If ΔVdef> + α, the routine proceeds to step 43, where the current defroster opening Xdef is set to step 3
It is determined whether or not it is larger than the maximum opening Xdef.set set in 4, 34, 36 and 38. If Xdef ≦ Xdef.set, the process proceeds to step 42, where the defroster door 56 is set to the opening degree ΔXde
Open f to increase the amount of air blown out from the defroster. On the other hand, Xdef
If> Xdef.set, the process proceeds to step 44, and since the defroster opening cannot be further increased, the blower fan voltage Vfan is changed to change the defroster blowing air volume Vdef. In other words, the current defroster opening Xdef is maintained in step 44, and in the following step 45, the difference ΔVd between the target defroster airflow Vdef.of calculated in step 32 or 37 and the estimated defroster airflow Vdef.
The variation ΔVfan of the blower fan voltage is set according to ef. In step 46, the current blower fan voltage Vfan
To the change amount ΔVfan.

In step 47, an air flow Vheater passing through the heater core 202 is estimated based on the blower fan voltage Vfan and the air mix door opening Xmix. In the following step 48, the air flow Vheat passing through the heater core 202
Calculate the temperature efficiency φ from er. In step 49, the defroster outlet temperature Tdef is estimated based on the temperature efficiency φ, the engine cooling water temperature Tw, and the outside temperature Tamb. In step 50, the difference between the estimated defroster outlet temperature Tdef and the target defroster outlet temperature Tdef.of calculated in step 25 is calculated. Find ΔTdef.
In step 51, the difference ΔTdef is compared with a predetermined value β. If ΔTdef <−β, the routine proceeds to step 52, where the air mix door 46 is closed by the opening ΔXmix to reduce the amount of air passing through the heater core 202. ΔTdef> + β
In step 54, the process proceeds to step 54, where the air mix door 56
Is opened by the opening degree ΔXmix to increase the amount of air passing through the heater core 202. If −β ≦ ΔTdef ≦ + β, the current air mix door opening Xmix is maintained in step 53.

As described above, the target inner surface temperature Tg.of of the window glass is set on the basis of the operating temperature Teva of the first vehicle interior heat exchanger 35 serving as an evaporator during the heating operation, and the target glass inner surface temperature Tg. The target temperature Tdef.of and the target air volume Vdef.of of the defroster outlet 52 are set based on the air temperature Tamb and the outside air temperature Tamb, and the temperature and the air volume of the outlet wind of the defroster outlet 52 are set to the respective target values Tdef. Since the air flow of the conditioned air passing through the heater 202 and the air flow of the defroster outlet 52 are controlled so as to be of Vdef.of, the compressor 31 is frequently started and stopped to improve fuel efficiency. Even after repeated intermittent operation, sufficiently dehumidified air flows to the inner surface of the window glass to prevent fogging of the glass and to exhibit stable anti-fogging performance regardless of the operation state of the vapor compression cycle. Kill. Immediately after the compressor 31 is stopped, the amount of conditioned air passing through the heater 202 is increased, so that high-temperature air flows to the inner surface of the glass and the inner surface temperature of the glass can be raised quickly. Glass fogging can be prevented. Further, immediately after the compressor 31 is stopped, the amount of air blown out of the defroster outlet 52 is increased, so that a large amount of air flows to the inner surface of the glass and the temperature of the inner surface of the glass can be quickly raised, and the fogging of the glass immediately after the compressor stops. Can be prevented. Maximum defroster door opening Xde for each outlet mode
If f.set is set and the actual defroster door opening Xdef exceeds the maximum defroster door opening Xdef.set, the defroster door opening is not increased and the airflow of the conditioned air is increased to increase the defroster door opening itself. Since the amount of air blown from the outlet is increased, a sufficient amount of air-conditioned air is obtained from the foot outlet 53 and the vent outlet 51 even in the foot outlet mode and the vent outlet mode, and the air volume of the defroster outlet 52 is secured. Therefore, it is possible to prevent fogging of the glass without causing the occupant to feel uncomfortable or cold by reducing the air volume of the other outlets.

-Variations of Embodiment of the Invention- FIGS. 5 to 8 show another configuration of the vapor compression cycle. FIG.
The vapor compression cycle shown in FIG. 1 is different from the vapor compression cycle shown in FIG. 1 in that one end of the second vehicle interior heat exchanger 33 (the outlet side for heating and the inlet side for cooling) and the outlet of the check valve 70. In addition, a bypass path connecting the throttle 74 and the two-way valve 75 is provided. When the two-way valve 75 is opened and closed during the cooling operation, both the first vehicle interior heat exchanger 35 and the second vehicle interior heat exchanger 33 become evaporators when the two-way valve is open, and the second heat exchanger 33 when the two-way valve is closed. Since only the first heat exchanger 35 serves as an evaporator, the heat absorbing capacity of the evaporator can be varied according to the cooling load in the cabin. During the heating operation, the first vehicle interior heat exchanger 35 functions as an evaporator, and the second vehicle interior heat exchanger 33 functions as a condenser.

In the vapor compression cycle shown in FIG. 6, the check valves 70 and 71 of the vapor compression cycle shown in FIG.
One end (outlet side at the time of heating) of the vehicle interior heat exchanger 33 is connected between the expansion valve 34 and the first vehicle interior heat exchanger 35 via a throttle 80. During the cooling operation, both the first vehicle interior heat exchanger 35 and the second vehicle interior heat exchanger 33 become evaporators. During the heating operation, the first vehicle interior heat exchanger 35 becomes the evaporator, and the second vehicle interior heat exchanger 35 becomes the evaporator. The vehicle interior heat exchanger 33 serves as a condenser.

The vapor compression cycle shown in FIG. 7 is different from the vapor compression cycle shown in FIG.
5 and the second vehicle interior heat exchanger 33 are arranged differently. During the cooling operation, the first heat exchanger 35 serves as an evaporator. During the heating operation, the first heat exchanger 35 serves as an evaporator, and the second heat exchanger 33 serves as a condenser.

The steam compression cycle shown in FIG. 8 is similar to the steam compression cycle shown in FIG.
A single interior heat exchanger 205 is provided in place of the interior heat exchanger 33, and the interior heat exchanger 205 is provided with a first refrigerant path 77 and a second refrigerant path 76. is there. During the cooling operation, the first refrigerant path 77 serves as an evaporator, and during the heating operation, the first refrigerant path 77 serves as an evaporator and the second refrigerant path 76 serves as a condenser.

In the above-described embodiment and its modified examples, the case where each vapor compression cycle is used alone is shown. However, a plurality of vapor compression cycles shown in FIGS. 1, 5 to 8 may be used in combination. Good. Further, in the above-described embodiment and its modified example, the example in which the air conditioner is provided at the front part of the vehicle is shown, but the present invention is also applied to the vehicle having the air conditioner at the front part and the rear part, respectively. be able to.

In the configuration of the above embodiment and its modification, the compressor 31 uses the four-way valve 7 as the compressor.
3 is a refrigerant flow switching means, an expansion valve 34 is an expansion means, a first vehicle interior heat exchanger 35 is a first vehicle interior heat exchanger, and a second vehicle interior heat exchanger 33 is a second vehicle interior heat exchanger. The air conditioning duct 39 controls the air conditioning duct, the heater 202 controls the heater, the control device 43, the air mix door 46, and the air mix door actuator (not shown) control the air passing through the heater. Defroster door 5
6 and a defroster door actuator (not shown), a defroster blowing air volume adjusting means, an operating temperature sensor 59, an operating state detecting means, an outside air temperature sensor 62, an outside air temperature detecting means, a control device 43, a target glass temperature setting means, a target The first refrigerant path 77 includes a first refrigerant path, the second refrigerant path includes a defroster outlet air temperature setting unit, a target defroster outlet air amount setting unit, a control unit, a compressor stop detection unit, and a maximum defroster door opening degree setting unit. 76 constitutes each of the second refrigerant paths.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of an embodiment.

FIG. 2 is a flowchart illustrating air conditioning control according to one embodiment.

FIG. 3 is a flowchart illustrating fogging prevention control according to the embodiment;

FIG. 4 is a flowchart following FIG. 3 and illustrating fogging prevention control according to one embodiment.

FIG. 5 is a diagram showing a configuration of a modification of the embodiment.

FIG. 6 is a diagram showing a configuration of a modification of the embodiment.

FIG. 7 is a diagram showing a configuration of a modification of the embodiment.

FIG. 8 is a diagram showing a configuration of a modification of the embodiment.

FIG. 9 is a diagram showing a configuration of a conventional vehicle air conditioner.

[Explanation of symbols]

 31 Compressor 33 Second Cabin Heat Exchanger 34 Expansion Valve 35 First Cabin Heat Exchanger 37 Blower Fan 38 Outside Cabinet Heat Exchanger 39 Duct 40 Inside Air Inlet 41 Outside Air Inlet 42 Intake Door 43 Control Device 46 Air Mix Door 47 Air mix chamber 51 Ventilator outlet 52 Defroster outlet 53 Foot outlet 55 Ventilator door 56 Defroster door 57 Foot door 59 First vehicle interior heat exchanger operating temperature sensor 61 Solar radiation sensor 62 Outside temperature sensor 63 Room temperature sensor 64 Room temperature Setter 65 Blow-off mode switch 66 Blower fan switch 70 Check valve 71 Check valve 73 Four-way valve 74 Restrictor 75 Two-way valve 76 Second refrigerant path 77 First refrigerant path 80 Restrictor 100 Bypass path 201 Engine 202 Heater core 203 Engine cooling water pipe 204 Engine cooling water temperature sensor 205 Car heat exchanger

Claims (5)

[Claims] 1. A compressor, a refrigerant flow switching means for switching a refrigerant flow between a cooling operation and a heating operation, an exterior heat exchanger for exchanging heat between refrigerant and outside air, An in-vehicle heat exchanger for exchanging heat between an expansion means for expanding and a refrigerant and conditioned air blown into a vehicle interior, wherein the first in-vehicle heat exchanger and the condenser serve as an evaporator during a heating operation. A vapor compression cycle including a vehicle interior heat exchanger having a second vehicle interior heat exchanger; an air conditioning duct having a vent outlet, a foot outlet, and a defroster outlet; a heater for warming the conditioned air; A heater passing air volume adjusting means for adjusting an air volume of the conditioned air passing through the heater; a defroster blowing air volume adjusting means for opening / closing a door of the defroster air outlet to adjust a blowing air volume; and a first vehicle interior heat exchanger. Operating condition Operating temperature detecting means for detecting the outside air temperature; detecting means for detecting the outside air temperature; target glass temperature setting means for setting a target glass inner surface temperature based on the detected operating temperature value of the first vehicle interior heat exchanger; Target defroster outlet air temperature setting means for setting a target value of the outlet air temperature of the defroster outlet based on the detected outside air temperature value and the target glass inner surface temperature; and the detected outside air temperature value and the target glass inner surface temperature. Target defroster air flow rate setting means for setting a target value of the air flow rate of the defroster air outlet based on the above, and the heater passing air flow rate adjusting means so that the defroster air temperature and the defroster air flow rate become the respective target values. An air conditioner for a vehicle, comprising: a control unit for controlling the defroster blow-out air volume adjusting unit. 2. A compressor, refrigerant flow switching means for switching a refrigerant flow between a cooling operation and a heating operation, a vehicle exterior heat exchanger for exchanging heat between refrigerant and outside air, and heat insulating the refrigerant. An in-vehicle heat exchanger for exchanging heat between an expansion means for expanding, and a refrigerant and conditioned air blown into a vehicle cabin, the vehicular heat exchanger serving as a first refrigerant path and a condenser serving as an evaporator during a heating operation. A vapor compression cycle having a vehicle interior heat exchanger having a second refrigerant path; an air conditioning duct having a vent outlet, a foot outlet, and a defroster outlet; a heater for warming conditioned air; A heater passing air flow rate adjusting means for adjusting an air flow rate of the conditioned air to be blown; a defroster blowing air flow rate adjusting means for opening / closing a door of the defroster blowing port to adjust a blowing air flow rate; and an operating state of the first refrigerant path. Operating state detecting means for detecting, external air temperature detecting means for detecting an external air temperature, target glass temperature setting means for setting a target glass inner surface temperature based on an operating temperature detected value of the first refrigerant path, A target defroster outlet air temperature setting means for setting a target value of the outlet air temperature of the defroster outlet based on the detected value and the target glass inner surface temperature; based on the detected outside air temperature and the target glass inner surface temperature Target defroster air volume setting means for setting a target value of the air volume of the defroster air outlet; heater heater air volume adjusting means and the defroster air volume so that the defroster air temperature and the defroster air volume become the target values, respectively. A vehicle air conditioner comprising: control means for controlling an adjusting means. 3. The air conditioner for a vehicle according to claim 1, further comprising: a compressor stop detecting unit configured to detect a change from an operating state to a stopped state of the compressor, wherein the heater passing air volume adjusting unit includes: The air conditioner for a vehicle according to claim 1, wherein when a change from an operating state to a stopped state of said compressor is detected by said compressor stop detecting means, an amount of conditioned air passing through said heater is increased. 4. The air conditioner for a vehicle according to claim 1, further comprising: a compressor stop detecting unit configured to detect a change from an operating state to a stopped state of the compressor, wherein the defroster blowing air amount adjusting unit includes: The air conditioner for a vehicle according to claim 1, wherein when a change from an operating state to a stopped state of said compressor is detected by said compressor stop detecting means, a defroster blowing air volume is increased. 5. The vehicle air conditioner according to claim 1, wherein a maximum defroster door opening is set for each of the vent mode, the vent mode, the foot mode, and the defrost mode. Defroster door opening degree setting means, wherein the control means, when the opening degree of the defroster door opened and closed by the defroster blowing air amount adjusting means exceeds the maximum defroster door opening degree, the air volume of the conditioned air by the vehicle interior blowing means. Air conditioner for vehicles, characterized by increasing the number of air conditioners.