WO2015068362A1 - Vehicular air-conditioning device - Google Patents

Abstract

This vehicular air-conditioning device comprises: a heat pump cycle (10) including a blower (32) that generates air to be blown into the vehicle interior, an indoor heat exchanger (18) that causes heat exchange between a refrigerant and air, and a refrigerant circuit switching unit (15a, 20) that switches between a refrigerant circuit for a cooling mode in which air is cooled with the indoor heat exchanger (18) and a refrigerant circuit for a non-cooling mode in which air is not cooled with the indoor heat exchanger (18); and a blower control unit (50b) that controls the operation of the blower (32). In cases where the previous air-conditioning operation ended in the cooling mode and a pre-air-conditioning is to be executed in the non-cooling mode, the blower control unit (50b) executes a blowing-after-air-conditioning control (S24), in which the blower (32) is actuated to blow air to the indoor heat exchanger (18), before the pre-air-conditioning until a predetermined amount of condensed water on the surface of the indoor heat exchanger (18) evaporates.

Description

Air conditioner for vehicles Cross-reference of related applications

This application is based on Japanese Patent Application No. 2013-229955 filed on November 6, 2013, the disclosure of which is incorporated into this application by reference.

The present disclosure relates to a vehicle air conditioner including a heat pump cycle for exchanging heat of air blown into a vehicle interior with a refrigerant.

Conventionally, this type of vehicle air conditioner is described in Patent Document 1. In this prior art, the heat pump cycle includes an indoor condenser and an indoor evaporator as an indoor heat exchanger for heating or cooling air, a refrigerant circuit in a cooling mode in which air is cooled by the indoor evaporator, The refrigerant circuit in the heating mode in which air is heated by the cooler can be switched.

And, the cooling mode and the heating mode are automatically selected and switched from the outside air temperature, the set temperature, the amount of solar radiation, the in-vehicle temperature, the air conditioner switch state, and the like.

Conventionally, Patent Document 2 describes a vehicle air conditioner provided with a discharge hole that discharges air containing a strange odor and bad odor stagnating in a ventilation passage to the outside of the passenger compartment and a damper that opens and closes the discharge hole. ing.

Japanese Patent No. 3538845 JP-A-5-69741

In the prior art disclosed in Patent Document 1, for example, mainly in the middle of spring and autumn, the cooling mode may be switched to the heating mode due to changes in the surrounding environment, occupant operations, and the like.

In the cooling mode, air is cooled below the dew point temperature by the indoor evaporator (indoor heat exchanger), and condensed water is generated on the surface of the indoor evaporator. In the heating mode, since the air is not cooled by the indoor evaporator, no condensed water is generated on the surface of the indoor evaporator. Therefore, when the cooling mode is switched to the heating mode, the condensed water on the surface of the indoor evaporator is evaporated and blown toward the vehicle interior.

When the condensed water on the surface of the indoor evaporator completely evaporates, mold and fine particles dissolved in the condensed water are mixed with the steam and blown out into the passenger compartment. May feel uncomfortable.

When the conventional technique of Patent Document 2 is applied to the conventional technique of Patent Document 1, air containing a bad odor and bad odor can be discharged out of the passenger compartment through the discharge hole, so that passenger discomfort can be reduced. However, according to this configuration, the structure of the vehicle air conditioner is complicated, and the physique is increased in size, so that the mountability on the vehicle may be deteriorated.

In view of the above points, an object of the present disclosure is to provide a vehicle air conditioner that can suppress an occupant from feeling uncomfortable due to an odor generated by evaporation of condensed water on the surface of an indoor evaporator. .

The vehicle air conditioner of the present disclosure is a vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in the passenger compartment before a passenger gets into the vehicle.

A vehicle air conditioner includes a blower that generates air to be blown into a vehicle interior, an indoor heat exchanger that exchanges heat between the refrigerant and the air, a refrigerant circuit in a cooling mode that cools the air with the indoor heat exchanger, and the room A heat pump cycle having a refrigerant circuit switching unit that switches between a non-cooling mode refrigerant circuit that does not cool the air in the heat exchanger, and a blower control unit that controls the operation of the blower.

When the previous air conditioning operation is finished in the cooling mode and the pre-air conditioning is executed in the non-cooling mode, the blower control unit performs the post-air conditioning blow control for operating the blower and blowing air to the indoor heat exchanger. This is carried out until the condensed water on the surface of the indoor heat exchanger evaporates by a predetermined amount.

According to this, when pre-air conditioning is executed, that is, when there is a high probability that no occupant is present in the passenger compartment, the condensed water on the surface of the indoor heat exchanger is evaporated, so the condensed water on the surface of the indoor heat exchanger is evaporated. Thus, it is possible to suppress the passenger from feeling uncomfortable even if the odor is generated.

Since the “cooling mode” in the present disclosure is an operation mode in which air is cooled by the indoor heat exchanger, in this “cooling mode”, the air cooled by the indoor heat exchanger is heated into the vehicle interior. The operation mode etc. which blows out are also included.

Since the “non-cooling mode” in the present disclosure is an operation mode in which air is not cooled by the indoor heat exchanger, the “non-cooling mode” includes an operation mode in which air is heated and blown into the vehicle interior, The operation mode etc. which blow off into a vehicle interior, without cooling and heating are also included.

1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner in one Embodiment. It is a flowchart which shows the air-conditioning control process of the vehicle air conditioner in one Embodiment. It is a control characteristic figure used by the operation mode decision process of the air conditioner for vehicles in one embodiment. It is a flowchart which shows the ventilation control process after an air conditioning of the vehicle air conditioner in one Embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a characteristic view used by the air-conditioning ventilation control process of the vehicle air conditioner in one embodiment. It is a whole block diagram of the vehicle air conditioner in other embodiment, and has shown dehumidification heating mode.

Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.
(First embodiment)
Hereinafter, an embodiment of the present disclosure will be described with reference to FIGS. The vehicle air conditioner 1 of this embodiment is applied to an electric vehicle or a hybrid vehicle.

An electric vehicle obtains driving force for traveling from a traveling electric motor. An electric vehicle travels by charging electric power supplied from an external power source (commercial power source) when the vehicle is stopped to a battery, which is a power storage unit, and supplying electric power stored in the battery to the electric motor for traveling when the vehicle is traveling.

Hybrid vehicles obtain driving force for traveling from both the internal combustion engine (engine) and the traveling electric motor. The hybrid vehicle of this embodiment is configured as a plug-in hybrid vehicle that can charge the battery with electric power supplied from an external power source (commercial power source) when the vehicle is stopped.

The plug-in hybrid vehicle charges the battery from an external power source when the vehicle stops before the vehicle starts running, so that the remaining amount of charge in the battery becomes equal to or greater than a predetermined reference running residual amount as at the start of driving. When the vehicle is in the EV traveling mode, the vehicle travels mainly by the driving force of the traveling electric motor. On the other hand, when the remaining amount of power stored in the battery is lower than the reference remaining amount for traveling while the vehicle is traveling, the HV traveling mode in which traveling is performed mainly by the driving force of the engine is set.

More specifically, the EV travel mode is a travel mode in which the vehicle travels mainly by the driving force output from the travel electric motor. When the vehicle travel load becomes high, the engine is operated to travel. Assist the electric motor. That is, this is a traveling mode in which the traveling driving force (motor driving force) output from the traveling electric motor is greater than the traveling driving force (internal combustion engine driving force) output from the engine.

The HV travel mode is a travel mode in which the vehicle travels mainly by the driving force output from the engine. When the vehicle travel load becomes high, the travel electric motor is operated to assist the engine. That is, this is a traveling mode in which the internal combustion engine driving force is greater than the motor driving force.

By switching between the EV travel mode and the HV travel mode, the fuel consumption of the engine can be suppressed and the vehicle fuel consumption can be improved with respect to a normal vehicle that obtains the driving force for vehicle travel only from the engine.

In the electric vehicle or the hybrid vehicle to which the vehicle air conditioner 1 of the present embodiment is applied, the electric power (electric energy) stored in the battery is supplied to various electric components of the vehicle air conditioner 1, thereby The air conditioner 1 is operated.

The detailed configuration of the vehicle air conditioner 1 will be described with reference to FIGS. The vehicle air conditioner 1 of the present embodiment can perform pre-air conditioning that performs air conditioning of the passenger compartment before the occupant gets into the vehicle, in addition to normal air conditioning that performs air conditioning of the passenger compartment when the vehicle is traveling. In the vehicle air conditioner 1, during the charging of the battery B (battery), pre-air conditioning can be performed not only with the electric power stored in the battery B but also with electric power supplied from an external power source.

The vehicle air conditioner 1 includes a heat pump cycle (vapor compression refrigeration cycle) 10, an indoor air conditioning unit 30, and an air conditioning control device 50. The heat pump cycle 10 is a temperature adjusting unit that adjusts the temperature of air blown into the vehicle interior. The indoor air conditioning unit 30 blows out the air whose temperature has been adjusted by the heat pump cycle 10 into the vehicle interior. The air conditioning control device 50 controls the operation of various electric components of the vehicle air conditioning device 1.

The heat pump cycle 10 is configured to be switchable between a heating mode refrigerant circuit that heats the air to heat the vehicle interior and a cooling mode refrigerant circuit that cools the air to cool the vehicle interior.

In FIG. 1, the refrigerant flow in the heating mode is indicated by a white arrow, and the refrigerant flow in the cooling mode is indicated by a black arrow.

The heat pump cycle 10 includes a compressor 11, an indoor condenser 13, an indoor evaporator 18, a heating fixed throttle 14, a cooling fixed throttle 17, an on-off valve 15a, and a three-way valve 20. The compressor 11 compresses and discharges the refrigerant. The indoor condenser 13 and the indoor evaporator 18 are indoor heat exchangers that heat or cool the air. The heating fixed throttle 14 and the cooling fixed throttle 17, the heating fixed throttle 14 and the cooling fixed throttle 17 are decompressors that decompress and expand the refrigerant. The on-off valve 15a and the three-way valve 20 are refrigerant circuit switching units.

In the heat pump cycle 10, an HFC refrigerant (specifically, R134a) is adopted as the refrigerant. The heat pump cycle 10 constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. An HFO refrigerant (for example, R1234yf) or the like may be employed as the refrigerant. Refrigerating machine oil for lubricating the compressor 11 is mixed in the refrigerant, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

The compressor 11 is disposed inside a vehicle hood outside the passenger compartment, and sucks refrigerant in the heat pump cycle 10 and compresses and discharges it. A fixed displacement type compression mechanism 11a having a fixed discharge capacity is used as an electric motor 11b. It is comprised as an electric compressor which drives. Specifically, various types of compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compression mechanism 11a.

The electric motor 11b is an AC motor whose operation (number of rotations) is controlled by an AC voltage output from the inverter 61. Further, the inverter 61 outputs an AC voltage having a frequency corresponding to the control signal output from the air conditioning control device 50. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this frequency (rotation speed) control. Therefore, the electric motor 11 b constitutes a discharge capacity changing unit of the compressor 11.

The refrigerant inlet of the indoor condenser 13 is connected to the discharge port of the compressor 11. The indoor condenser 13 is disposed in a casing 31 that forms an air passage for air to be blown into the vehicle interior in the indoor air conditioning unit 30, and heats the air by exchanging heat between the refrigerant circulating in the interior and the air. It is a heat exchanger for heating.

The refrigerant inlet of the outdoor heat exchanger 16 is connected to the refrigerant outlet of the indoor condenser 13 via a heating fixed throttle 14 that depressurizes the refrigerant in the heating mode. As the heating fixed throttle 14, an orifice, a capillary tube or the like can be adopted. As long as the function of depressurizing the refrigerant in the heating mode can be exhibited, a variable throttle mechanism such as an electric expansion valve with a fully open function may be employed without being limited to a fixed throttle.

Furthermore, in this embodiment, a bypass passage 15 is provided that guides the refrigerant flowing out of the indoor condenser 13 to the refrigerant inlet of the outdoor heat exchanger 16 by bypassing the heating fixed throttle 14. An opening / closing valve 15 a for opening and closing the bypass passage 15 is disposed in the bypass passage 15.

The on-off valve 15a constitutes a refrigerant circuit switching unit that switches between the refrigerant circuit in the cooling mode and the refrigerant circuit in the heating mode, and is an electromagnetic valve whose operation is controlled by a control signal output from the air conditioning control device 50. is there. Specifically, the on-off valve 15a of the present embodiment opens during the cooling mode and closes during the heating mode.

The pressure loss that occurs when the refrigerant passes through the bypass passage 15 with the on-off valve 15a open is extremely high compared to the pressure loss that occurs when the refrigerant passes through the heating fixed throttle 14 with the on-off valve 15a closed. small. Therefore, in a state where the on-off valve 15 a is opened, almost the entire flow rate of the refrigerant flowing out from the outdoor heat exchanger 16 flows to the refrigerant inlet of the outdoor heat exchanger 16 through the bypass passage 15.

The outdoor heat exchanger 16 is disposed in the vehicle bonnet, and exchanges heat between the refrigerant downstream of the indoor condenser 13 that circulates inside and the outdoor air (outside air) blown from the blower fan 16a. The blower fan 16 a is an electric blower in which the rotation speed (blowing capacity) is controlled by a control voltage output from the air conditioning control device 50.

A three-way valve 20 is connected to the refrigerant outlet of the outdoor heat exchanger 16. The three-way valve 20 constitutes a refrigerant circuit switching unit that switches the refrigerant circuit in each operation mode described above together with the on-off valve 15a. The three-way valve 20 is an electric three-way valve whose operation is controlled by a control signal output from the air conditioning controller 50.

Specifically, the three-way valve 20 of the present embodiment switches to a refrigerant circuit that connects the refrigerant outlet of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode. In the heating mode, the three-way valve 20 switches to a refrigerant circuit that connects the refrigerant outlet of the outdoor heat exchanger 16 and the refrigerant inlet of the accumulator 19 connected to the suction port of the compressor 11.

The basic configuration of the cooling fixed throttle 17 is the same as that of the heating fixed throttle 14. The refrigerant inlet of the indoor evaporator 18 is connected to the outlet of the cooling fixed throttle 17. The indoor evaporator 18 is disposed in the casing 31 of the indoor air-conditioning unit 30 upstream of the air flow of the indoor condenser 13, and cools the air by exchanging heat between the refrigerant circulating in the interior and the air. It is a heat exchanger (indoor heat exchanger).

The inlet of the accumulator 19 is connected to the refrigerant outlet of the indoor evaporator 18. The accumulator 19 is a gas-liquid separator that separates the gas-liquid of the refrigerant that has flowed into the accumulator and stores excess refrigerant in the cycle. The suction port of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 19.

Next, the indoor air conditioning unit 30 will be described. The indoor air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the forefront of the vehicle interior. The indoor air conditioning unit 30 includes a casing 31 that forms an outer shell thereof, a blower 32 housed in the casing 31, the indoor evaporator 18, the indoor condenser 13, and an air mix door 34.

The casing 31 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength, and forms an air passage for air to be blown into the vehicle interior. An inside / outside air switching device 33 as an inside / outside air switching unit for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) into the casing 31 is disposed at the most upstream part of the air flow of the casing 31. .

The inside / outside air switching device 33 adjusts the opening area of the inside air introduction port through which the inside air is introduced into the casing 31 and the outside air introduction port through which the outside air is introduced, by the inside / outside air switching door, and the air volume between the inside air volume and the outside air volume. Change the ratio continuously. The inside / outside air switching door is driven by an electric actuator 62 for the inside / outside air switching door, and the operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

A blower 32 that blows air sucked through the inside / outside air switching device 33 toward the vehicle interior is disposed downstream of the air flow of the inside / outside air switching device 33. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the air conditioning control device 50.

The indoor evaporator 18 and the indoor condenser 13 are arranged in the order of the indoor evaporator 18 and the indoor condenser 13 with respect to the air flow, downstream of the air flow of the blower 32. In other words, the indoor evaporator 18 is arranged upstream of the air flow with respect to the indoor condenser 13.

In the casing 31, an air mix door 34 that adjusts the air volume ratio between the air volume that passes through the indoor condenser 13 and the air volume that does not pass through the indoor condenser 13 in the air after passing through the indoor evaporator 18 is disposed. . The air mix door 34 is driven by an electric actuator 63 for driving the air mix door, and the operation of the electric actuator 63 is controlled by a control signal output from the air conditioning control device 50.

In the most downstream portion of the air flow of the casing 31, an opening hole 37a for blowing out the air that has passed through the indoor condenser 13 or the air that has passed through the cold air bypass passage that bypasses the indoor condenser 13 into the vehicle interior that is the air-conditioning target space. , 37b, 37c are provided. Specifically, as opening holes 37a, 37b, and 37c, a defroster opening hole 37a that blows conditioned air toward the inner surface of the vehicle front window glass, a face opening hole 37b that blows conditioned air toward the upper body of the passenger in the vehicle interior, And the foot opening hole 37c which blows off air-conditioning wind toward a passenger | crew's step is provided.

The air flow downstream of the defroster opening hole 37a, the face opening hole 37b, and the foot opening hole 37c is a face air outlet, a foot air outlet, and a defroster air outlet provided in the vehicle interior via ducts that form air passages, respectively. (Both not shown).

In the cooling mode, by adjusting the opening degree of the air mix door 34, the warm air reheated by the indoor condenser 13 out of the air cooled by the indoor evaporator 18 and the cold air bypassing the indoor condenser. The air volume ratio is adjusted. Then, by adjusting the air volume ratio, the temperature of the mixed air obtained by mixing the hot air and the cold air, that is, the air blown into the vehicle interior is adjusted.

In the cooling mode, the air mix door 34 may be displaced to a position where the total air volume after passing through the indoor evaporator 18 bypasses the indoor condenser 13.

Defroster door 38a for adjusting the opening area of defroster opening hole 37a and face door 38b for adjusting the opening area of face opening hole 37b are arranged upstream of the air flow of defroster opening hole 37a, face opening hole 37b and foot opening hole 37c, respectively. A foot door 38c for adjusting the opening area of the foot opening hole 37c is disposed.

The defroster door 38a, the face door 38b, and the foot door 38c constitute an outlet mode switching unit that switches the outlet mode. The defroster door 38a, the face door 38b, and the foot door 38c are connected to the electric actuator 64 for driving the outlet mode door via a link mechanism or the like. It is connected and rotated in conjunction with it. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

The outlet mode switched by the outlet mode switching unit includes a face mode, a bi-level mode, a foot mode, and a foot defroster mode. In the face mode, the face air outlet is fully opened and air is blown out from the face air outlet toward the upper body of the passenger in the passenger compartment. In the bi-level mode, both the face air outlet and the foot air outlet are opened, and air is blown out toward the upper body and the feet of the passengers in the passenger compartment. In the foot mode, the foot air outlet is fully opened and the defroster air outlet is opened by a small opening, and air is mainly blown out from the foot air outlet. In the foot defroster mode, the foot outlet and the defroster outlet are opened to the same extent, and air is blown out from both the foot outlet and the defroster outlet.

It is also possible to set the defroster mode in which the occupant manually operates the blowing mode changeover switch provided on the operation panel so that the defroster outlet is fully opened and air is blown from the defroster outlet to the inner surface of the vehicle front window glass.

Next, the electric control unit of this embodiment will be described. The air conditioning control device 50 shown in FIG. 2 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and its peripheral circuits. Then, various calculations and processes are performed based on the air conditioning control program stored in the ROM, and the on / off valve 15a and the three-way valve 20 constituting the inverter for the compressor 11, the refrigerant circuit switching unit connected to the output side thereof. The operation of various air conditioning components such as the blower fan 16a, the blower 32, and the various electric actuators 62 to 64 described above is controlled.

On the input side of the air-conditioning control device 50, air-conditioning control for the inside air sensor 51, the outside air sensor 52, the solar radiation sensor 53, the discharge temperature sensor 54, the discharge pressure sensor 55, the evaporator temperature sensor 56, the outdoor heat exchanger temperature sensor 57, and the like. Detection signals of the sensor groups are input. The inside air sensor 51 is an inside air temperature detector that detects a passenger compartment temperature (inside air temperature) Tr. The outside air sensor 52 is an outside air temperature detector that detects a passenger compartment outside temperature (outside air temperature) Tam. The solar radiation sensor 53 is a solar radiation amount detector that detects the solar radiation amount Ts irradiated into the vehicle interior. The discharge temperature sensor 54 detects the discharge refrigerant temperature Td of the refrigerant discharged from the compressor 11. The discharge pressure sensor 55 detects the discharge refrigerant pressure Pd of the refrigerant discharged from the compressor 11. The evaporator temperature sensor 56 detects the refrigerant evaporation temperature (evaporator temperature) Te in the indoor evaporator 18. The outdoor heat exchanger temperature sensor 57 detects the outdoor temperature Tout of the outdoor heat exchanger 16.

The discharge refrigerant pressure Pd of the present embodiment is a high-pressure side refrigerant pressure of a cycle from the refrigerant discharge port of the compressor 11 to the inlet of the cooling fixed throttle 17 in the cooling mode, and in the heating mode, the refrigerant discharge port of the compressor 11 in the heating mode. It becomes the high-pressure side refrigerant pressure of the cycle from the inlet to the fixed throttle 17 for heating.

Specifically, the evaporator temperature sensor 56 of the present embodiment detects the heat exchange fin temperature of the indoor evaporator 18. As the evaporator temperature sensor 56, a temperature detector that detects the temperature of other parts of the indoor evaporator 18 may be adopted, or a temperature detector that directly detects the temperature of the refrigerant itself that flows through the indoor evaporator 18. It may be adopted. The same applies to the outdoor heat exchanger temperature sensor 57.

On the input side of the air conditioning control device 50, operation signals are input from various air conditioning operation switches provided on an operation panel disposed near the instrument panel in the front part of the passenger compartment. Specifically, various air conditioning operation switches provided on the operation panel include an operation switch of the vehicle air conditioner 1, an auto switch for setting or canceling the automatic control of the vehicle air conditioner 1, and an operation mode switching for switching the operation mode. Switch, blow-out mode switching switch for switching the blow-out port mode, air volume setting switch for the blower 32, vehicle interior temperature setting switch as a target temperature setting unit for setting the vehicle interior target temperature Tset, reduction of energy consumed for air conditioning There is an economy switch or the like which is an energy saving requesting section that requests

The air conditioning control device 50 according to the present embodiment includes a transmission / reception unit that transmits / receives control signals to / from a wireless terminal 70 (specifically, a remote controller) or a mobile communication device (specifically, a mobile phone or a smartphone) carried by a passenger. 50a.

The operation panel 60 and the wireless terminal 70 each require pre-air-conditioning operation such as a pre-air-conditioning start switch for starting the pre-air-conditioning operation and a timer setting switch for starting the pre-air-conditioning operation at a predetermined time. A request section is provided.

The air conditioning control device 50 is integrally configured with a control unit that controls various air conditioning components connected to the output side thereof. The configuration (hardware and software) that controls the operation of each air conditioning component device constitutes a control unit that controls the operation of each air conditioning component device.

For example, in this embodiment, the structure which controls the action | operation of the air blower 32 among the air-conditioning control apparatuses 50 comprises the air blower control part 50b. The configuration (hardware and software) for controlling the operation of the electric actuator 62 for the inside / outside air switching door in the air conditioning control device 50 constitutes the inside / outside air switching control unit 50c.

The inside / outside air switching control unit 50c, the inside / outside air switching device 33, and the electric actuator 62 for the inside / outside air switching door constitute an inside / outside air switching unit that switches the air introduced into the blower 32 between the inside air and the outside air.

Next, the operation of this embodiment in the above configuration will be described. The control process shown in the flowchart of FIG. 3 is executed if power is supplied from the battery B to the air conditioning control device 50 even when the vehicle is stopped. Note that each control in FIG. 3 constitutes various function realizing units of the air conditioning control device 50.

First, in S1, it is determined whether or not the vehicle air conditioner 1 is to be operated. That is, whether the auto switch is turned on (ON) while the operation switch of the operation panel 60 is turned on, whether the pre air conditioning start switch is turned on (ON), or the pre-air conditioning operation is performed according to the timer setting. Determine whether to start. And when it determines with operating the vehicle air conditioner 1, it progresses to S2.

In S2, initialization such as initialization of a flag, a timer, and initial alignment of the stepping motor constituting the electric actuator described above is performed. In this initialization, some of the flags and calculation values that are stored when the previous operation of the vehicle air conditioner 1 is completed or when the vehicle system is stopped may be maintained.

Next, in S3, the operation signal of the operation panel 60 is read, and the process proceeds to S4. In S4, the vehicle environmental state signal used for air conditioning control, that is, the detection signals of the above-mentioned air conditioning control sensor groups 51 to 57, etc. are read, and the process proceeds to S5.

In S5, the target blowing temperature TAO of the vehicle cabin blowing air is calculated. The target blowing temperature TAO is a value that is determined in order to quickly bring the inside air temperature Tr close to the occupant's desired target temperature Tset, and is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Tset is a target temperature in the passenger compartment set by the passenger compartment temperature setting switch. Tr is the passenger compartment temperature (inside air temperature) detected by the inside air sensor 51. Tam is the passenger compartment outside temperature (outside air temperature) detected by the outside air sensor 52. Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

The target blowing temperature TAO can also be expressed as an index indicating the air conditioning heat load required for the vehicle air conditioner 1 in order to keep the passenger compartment at a desired temperature. The target blowing temperature TAO calculated by the above formula F1 is a control target value that can be used in both the cooling mode and the heating mode. However, in the heating mode, correction may be performed so as to be a value slightly lower than the target blowing temperature TAO calculated by the formula F1 in order to suppress power consumption.

In S6, the operation mode of the heat pump cycle 10 is determined. In S6, on the basis of the outside air temperature Tam detected by the outside air sensor 52 and the target outlet temperature TAO calculated in S5, a control map stored in advance in the ROM of the air conditioning control device 50 is referred to and the operation mode is set. To decide.

An example of the control map is shown in FIG. In this example of the control map, when the target blowing temperature TAO is lower than the outside air temperature Tam, the cooling mode is determined. When the target blowing temperature TAO is higher than the outside air temperature Tam, the heating mode is determined, and the outside air temperature Tam and the target When the blowing temperature TAO is equivalent, the ventilation mode is determined.

The ventilation mode is an operation mode in which the blower 32 operates in a state where the heat pump cycle 10 is stopped. Therefore, in ventilation mode, only ventilation is performed without cooling or heating the air.

In subsequent S7 to S12, control states of various air conditioning components connected to the output side of the air conditioning controller 50 are determined. First, in S <b> 7, a target air blowing amount of air blown by the blower 32, that is, a blower motor voltage (blower level) to be applied to the electric motor of the blower 32 is determined.

Specifically, the blower motor voltage is set near the maximum value in the extremely low temperature range (−30 ° C. or lower in the present embodiment) and the extremely high temperature range (80 ° C. or higher in the present embodiment) of the target blowing temperature TAO. Bring the air volume close to the maximum value.

The blower motor voltage is decreased as the target blowing temperature TAO increases from the extremely low temperature range toward the intermediate temperature range (10 ° C. to 40 ° C. in this embodiment). Further, as the target blowing temperature TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower motor voltage is decreased and the air volume of the blower 32 is decreased.

When the target blowing temperature TAO enters the intermediate temperature range, the blower motor voltage is set near the minimum value, and the air volume of the blower 32 is brought close to the minimum value.

Next, in S8 shown in FIG. 3, the control signal output to the suction port mode, that is, the electric actuator 62 for driving the inside / outside air switching door is determined. This suction port mode is also determined with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO. In the present embodiment, the outside air mode for introducing outside air is basically given priority, but the inside air mode for introducing inside air is selected when the target blowing temperature TAO is in a very low temperature range and high cooling performance is desired. The

In S9, a control signal to be output to the electric outlet 63 for driving the outlet mode, that is, the outlet mode door is determined. This air outlet mode is also determined based on the target air temperature TAO with reference to a control map stored in the air conditioning controller 50 in advance. In the present embodiment, the outlet mode is sequentially switched to the face mode, the bi-level mode, and the foot mode as the target outlet temperature TAO increases from the low temperature region to the high temperature region.

Therefore, in summer when the target blowout temperature TAO tends to be in the low temperature range, the face mode is mainly used. In spring and autumn when the target blowout temperature TAO tends to be in the middle temperature range, it is mainly in the bi-level mode. Foot mode is selected.

Furthermore, a humidity detector that detects the relative humidity in the vicinity of the vehicle window glass may be provided. In this case, when it is determined that the window glass is likely to be fogged based on the relative humidity RHW of the window glass surface calculated from the detection value of the humidity detector, the foot defroster mode or the defroster mode is set. You may make it select.

In S10, an opening degree of the air mix door 34, that is, a control signal output to the electric actuator 63 for driving the air mix door is determined. In the present embodiment, in the heating mode, the air mix door 34 is displaced so that the total air volume after passing through the indoor evaporator 18 flows into the indoor condenser 13.

In the cooling mode, the air mix door 34 is displaced so that the temperature TAV of the air blown into the room approaches the target blowing temperature TAO. In the present embodiment, a value calculated from the evaporator temperature Te and the discharge refrigerant temperature Td is used as the air temperature TAV. An air temperature detector that detects the temperature of the air blown into the passenger compartment may be provided, and the value detected thereby may be used as the air temperature TAV.

In S11, the refrigerant discharge capacity of the compressor 11, that is, the rotational speed of the compressor 11 is determined. Here, a basic method for determining the rotational speed of the compressor 11 will be described. For example, in the cooling mode, the refrigerant evaporation temperature (evaporator temperature) Te in the indoor evaporator 18 is referred to with reference to a control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in S5. The target temperature TEO (target evaporator outlet temperature) is determined.

Then, a deviation En (TEO-Te) between the target evaporator blowing temperature TEO and the blowing air temperature Te is calculated. Membership functions and rules previously stored in the air-conditioning control device 50 using the deviation change rate Edot (En- (En-1)) obtained by subtracting the previously calculated deviation En-1 from the previously calculated deviation En Based on the fuzzy inference based on the above, the rotational speed change amount Δf_C with respect to the previous compressor rotational speed fCn−1 is obtained.

In the heating mode, the target high pressure PDO of the discharge side refrigerant pressure (high pressure side refrigerant pressure) Pd is determined by referring to the control map stored in advance in the air conditioning control device 50 based on the target outlet temperature TAO determined in S5. decide.

Then, a deviation Pn (PDO−Pd) between the target high pressure PDO and the discharge side refrigerant pressure Pd is calculated. Membership functions and rules previously stored in the air-conditioning control device 50 using a deviation change rate Pdot (Pn− (Pn−1)) obtained by subtracting the previously calculated deviation Pn−1 from the currently calculated deviation Pn. Based on the fuzzy inference based on the above, the rotational speed change amount Δf_H with respect to the previous compressor rotational speed fHn−1 is obtained.

Next, in S12 shown in FIG. 3, the operating state of the refrigerant circuit switching unit, that is, the operating state of the on-off valve 15a and the three-way valve 20 is determined. Specifically, as described above, the on-off valve 15a of the present embodiment opens during the cooling mode and closes during the heating mode.

The three-way valve 20 is switched to a refrigerant circuit that connects the refrigerant outlet of the outdoor heat exchanger 16 and the cooling fixed throttle 17 in the cooling mode, and is connected to the refrigerant outlet of the outdoor heat exchanger 16 and the suction port of the compressor 11 in the heating mode. It switches to the refrigerant circuit which connects the refrigerant inlet of the connected accumulator 19.

In S13, control signals are sent from the air conditioning control device 50 to the various air conditioning components 11, 61, 15a, 20, 16a, 32, 62 to 64 so that the control states determined in S7 to S12 described above are obtained. And a control voltage is output. In continuing S14, it waits for control period (tau), and if progress of control period (tau) is determined, it will return to S3.

Since the vehicle air conditioner 1 according to the present embodiment performs the control process as described above, it operates as follows according to the operation mode.

(A) Heating mode In the heating mode, the refrigerant circuit of the heat pump cycle 10 includes the compressor 11, the indoor condenser 13, the heating fixed throttle 14, the outdoor heat exchanger 16 (, as shown by the white arrows in FIG. The three-way valve 20), the accumulator 19, and the compressor 11 are switched to the refrigerant circuit in which the refrigerant circulates in this order. That is, a refrigeration cycle is configured in which the indoor condenser 13 functions as a radiator and the outdoor heat exchanger 16 functions as an evaporator.

Therefore, in the heat pump cycle 10 in the heating mode, the refrigerant compressed by the compressor 11 dissipates heat to the air blown from the blower 32 by the indoor condenser 13. Thereby, the air which passes the indoor condenser 13 is heated, and a vehicle interior is heated. The refrigerant that has flowed out of the indoor condenser 13 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16.

The refrigerant that has flowed into the outdoor heat exchanger 16 absorbs heat from the air outside the vehicle blown from the blower fan 16a and evaporates. The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the accumulator 19 through the three-way valve 20. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(B) Cooling mode In the cooling mode, the refrigerant circuit of the heat pump cycle 10 includes the compressor 11, the indoor condenser 13 (and the bypass passage 15), the outdoor heat exchanger 16 (, as shown by the black arrows in FIG. The refrigerant circuit in which the refrigerant circulates is switched in the order of the three-way valve 20), the cooling fixed throttle 17, the indoor evaporator 18, the accumulator 19, and the compressor 11. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

Therefore, in the heat pump cycle 10 in the cooling mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the air after passing through the indoor evaporator 18 in the indoor condenser 13 and a part of the air. Is heated. Furthermore, the refrigerant that has flowed out of the indoor evaporator 18 flows into the outdoor heat exchanger 16 through the bypass passage 15, and radiates heat by exchanging heat with the outside air blown from the blower fan 16 a in the outdoor heat exchanger 16.

The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 through the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the air blown from the blower 32, and evaporates. The air passing through the indoor evaporator 18 is cooled by the endothermic action of the refrigerant.

As described above, a part of the air cooled by the indoor evaporator 18 is heated by the indoor condenser 13 so that the air blown into the vehicle interior is adjusted so as to approach the target blowing temperature TAO. The vehicle interior is cooled. Further, the refrigerant that has flowed out of the indoor evaporator 18 flows into the accumulator 19. The gas-phase refrigerant separated from the gas and liquid by the accumulator 19 is sucked into the compressor 11 and compressed again.

(C) Ventilation mode In the ventilation mode, the blower 32 operates with the heat pump cycle 10 stopped. That is, since the compressor 11 is stopped and the refrigerant does not circulate, the air blown from the blower 32 is not cooled by the indoor evaporator 18 and the indoor condenser 13. Therefore, the inside air or the outside air introduced into the casing 31 through the inside / outside air switching device 33 is blown into the vehicle interior at the same temperature.

The vehicle air conditioner 1 of the present embodiment operates as described above, and can perform cooling, heating, and ventilation in the passenger compartment.

In the heating mode and the ventilation mode, the air is not cooled by the indoor evaporator 18. Therefore, the heating mode and the ventilation mode can be expressed as a non-cooling mode. In the cooling mode, air is cooled by the indoor evaporator 18. Therefore, the cooling mode can be expressed as a cooling mode.

The control process shown in the flowchart of FIG. 5 is started when the vehicle air conditioner 1 stops and the air conditioning operation ends. The case where the vehicle air conditioner 1 stops and the air conditioning operation ends is, for example, a case where the ignition switch of the vehicle is switched from on to off. In addition, each control of FIG. 5 comprises the various function implementation | achievement part which the air-conditioning control apparatus 50 has.

In S20, the current operation mode (heating mode, cooling mode or ventilation mode) of the vehicle air conditioner 1 and the water retention amount w of the indoor evaporator 18 are stored, and the air conditioning operation is terminated. Specifically, the vehicle air conditioner 1 is stopped by stopping the compressor 11 and the blower 32.

The water retention amount w of the indoor evaporator 18 is calculated by the following mathematical formula F2.
w = min ((w1-w2) × t1, w3) (F2)
In the above formula F2, w1 is the amount of water generated per unit time on the surface of the indoor evaporator 18 in the cooling mode. The water content w1 is calculated using the map shown in FIG. 6 based on the temperature (suction air temperature) and humidity (suction air humidity) of the air that the indoor evaporator 18 sucks. The amount of water w1 generated per unit time in the indoor evaporator 18 increases as the intake air temperature and the intake air humidity increase.

In the above formula F2, w2 is the amount of water that can be contained in the air blown from the indoor evaporator 18 in the cooling mode. The water content w2 is calculated using the map shown in FIG. 7 based on the target evaporator outlet temperature TEO. The amount of water w2 that can be contained in the air blown from the indoor evaporator 18 increases as the target evaporator blowing temperature TEO increases.

In the above formula F2, t1 is the operating time of the cooling mode. As the operation time t1 in the cooling mode, a value of a timer that is started when the cooling mode is started is used. When the current operation mode is not the cooling mode, t1 = 0.

In the above formula F2, w3 is the maximum water retention amount of the indoor evaporator 18. When the amount of water generated in the indoor evaporator 18 exceeds the maximum water retention amount w3, the water flows down from the indoor evaporator 18 and is discharged from the drain water discharge port formed at the bottom of the casing 31 to the outside of the vehicle.

In the above formula F2, min ((w1-w2) × t1, w3) means the smaller value of (w1-w2) × t1 and (w1-w2) × w3.

In S21, it is determined whether or not to start the pre-air conditioning operation. For example, when the pre-air conditioning start switch is turned on (ON) or when the pre-air conditioning operation start time set by the timer setting switch is reached, it is determined that the pre-air conditioning operation is started. When the predetermined time before the pre-air conditioning operation start time set by the timer setting switch is reached, it may be determined that the pre-air conditioning operation is started.

If it is determined to start the pre-air conditioning operation, the process proceeds to S22, and if it is determined not to start the pre-air conditioning operation, S21 is repeated.

In S22, it is determined whether or not the operation mode when the previous air conditioning operation is ended is the cooling mode. If it is determined that the operation mode when the previous air conditioning operation is ended is the cooling mode, it is determined that condensed water is attached to the indoor evaporator 18, and the process proceeds to S23. If it is determined that the operation mode when the previous air conditioning operation is not the cooling mode, it is determined that condensed water is not attached to the indoor evaporator 18, and the process proceeds to S27 to start the pre-air conditioning operation.

In S23, it is determined whether or not the pre-air-conditioning operation mode is the heating mode or the ventilation mode. If it is determined that the pre-air-conditioning operation mode is the heating mode or the ventilation mode, the process proceeds to S24 and the pre-air-conditioning operation mode is performed. When it is determined that is not in the heating mode or the ventilation mode, the process proceeds to S27 and the pre-air conditioning operation is started.

The operation mode of pre-air conditioning is set by a setting switch provided on the operation panel 60 and the wireless terminal 70, for example. The pre-air-conditioning operation mode may be determined, for example, by the same determination process as in S6 described above.

In S24, air conditioning control is performed after air conditioning. Specifically, the air blower 32 is operated by setting the suction port mode to the outside air mode. Thereby, since air is blown into the indoor evaporator 18, the water adhering to the indoor evaporator 18 evaporates and the water retention amount w decreases.

In S25, the current water retention amount w is calculated. Specifically, the evaporation amount Δw (water reduction amount) from the indoor evaporator 18 is subtracted from the previously calculated water retention amount. The evaporation amount Δw from the indoor evaporator 18 is calculated by the following mathematical formula F3.
Δw = w4 × w5 × t2 (F3)
In Formula F3, w4 is a dimensionless amount that represents the relationship between the amount of air blown from the blower 32 and the amount of evaporation from the indoor evaporator 18. The dimensionless amount w4 is calculated using the map shown in FIG. 8 based on the amount of air blown from the blower 32. The dimensionless amount w4 related to the evaporation amount increases as the amount of air blown from the blower 32 increases.

In the above formula F3, w5 is the amount of evaporation from the indoor evaporator 18 per unit time. The evaporation amount w5 is calculated using the map shown in FIG. 9 based on the intake air temperature and the intake air humidity of the indoor evaporator 18. The amount of evaporation w5 from the indoor evaporator 18 per unit time increases as the intake air temperature and the intake air humidity increase.

In the above formula F3, t2 is the time elapsed since the previous evaporation amount Δw was calculated. As the time t2 that has elapsed since the previous evaporation amount Δw was calculated, the value of a timer that is started when the previous evaporation amount Δw was calculated is used.

In S26, it is determined whether or not the current water retention amount w calculated in S25 is zero. If it is determined that the current water retention amount w is not 0, the process returns to S23, and if it is determined that the current water retention amount w is 0, the process proceeds to S27.

In S27, the air conditioning control after air conditioning (S24) is terminated and the pre-air conditioning operation is started. Specifically, the pre-air conditioning operation is performed by executing the control process shown in the flowchart of FIG. When the pre-air conditioning operation mode is the heating mode or the cooling mode, the inside air mode is selected as the suction port mode in order to increase the air conditioning efficiency.

The vehicle air conditioner 1 of this embodiment operates as described above, and can evaporate the condensed water on the surface of the indoor evaporator 18 to dry the surface of the indoor evaporator 18.

In the present embodiment, as described in S24, when the previous air conditioning operation is finished in the cooling mode (cooling mode) and the pre-air conditioning is executed in the heating mode or the ventilation mode (non-cooling mode), the blower 32 is used. The air-conditioning air supply control (S24) for operating the air to blow to the indoor evaporator 18 is performed before the pre-air-conditioning. In the present embodiment, before the pre-air conditioning, the post-air conditioning air blow control (S24) is performed until the condensed water on the surface of the indoor evaporator 18 evaporates by a predetermined amount.

According to this, when pre-air conditioning is executed, that is, when there is a high probability that no occupant is present in the vehicle interior, the condensed water on the surface of the indoor evaporator 18 is evaporated, so the condensed water on the surface of the indoor evaporator 18 evaporates. Thus, it is possible to suppress the passenger from feeling uncomfortable even if the odor is generated.

Further, when the previous air conditioning operation is finished in the cooling mode and the pre-air conditioning is executed in the heating mode or the ventilation mode, the air conditioning post-air conditioning control (S24) is performed. Therefore, the frequency of performing post-air conditioning blow control (S24) can be reduced compared to the configuration in which post-air conditioning blow control (S24) is performed regardless of the previous air conditioning operation and pre-air conditioning operation modes. Therefore, power consumption can be reduced and the life of the blower 32 can be extended.

In the present embodiment, as described in S27, the pre-air conditioning is executed immediately after the post-air conditioning air blow control (S24) is finished. According to this, since the time for executing the pre-air-conditioning can be ensured as long as possible, the air-conditioning comfort of the passenger who gets into the vehicle interior can be as much as possible.

In the present embodiment, when the air-conditioning blow control (S24) is performed, the suction port mode is set to the outside air mode. That is, the air introduced into the blower 32 is switched to the outside air.

According to this, since the outside air having a lower humidity than the inside air is blown to the indoor evaporator 18, the condensed water on the surface of the indoor evaporator 18 can be effectively evaporated. Further, since the outside air can be introduced to ventilate the interior of the vehicle, the condensate on the surface of the interior evaporator 18 can be prevented from evaporating and the odor generated can be prevented from being trapped in the interior of the vehicle, thereby further suppressing the passenger from feeling uncomfortable. it can.

In the present embodiment, as described in S25 and S26, the time for performing post-air conditioning air blow control (S24) is determined based on the air volume and the outside air temperature. According to this, the time for performing the air conditioning control after the air conditioning can be appropriately determined according to the evaporation amount Δw from the indoor evaporator 18.

In the present embodiment, as described in S20, S25, and S26, the time for performing the post-air conditioning air blow control (S23) is determined based on the water retention amount w of the indoor evaporator 18 when the cooling mode is being performed. To do. Thereby, the excess and deficiency of the time which performs ventilation control after an air conditioning can be suppressed.
(Other embodiments)
The above-described embodiment can be variously modified as follows, for example.

(1) In the above-described embodiment, the example in which the electric compressor is adopted as the compressor 11 has been described, but the format of the compressor 11 is not limited to this. For example, in a vehicle including an engine, the compressor 11 that obtains driving force from the engine via a belt and an electromagnetic clutch may be employed.

(2) In a vehicle equipped with an engine, in addition to the indoor condenser 13, a heating heat exchanger (heater core) for heating air using engine cooling water as a heat source may be provided as an air heater.

As an air heater, an air heating PTC heater for heating air may be provided. As the air heater, a water heating PTC heater for heating a heat medium such as cooling water may be provided.

The air-heated PTC heater and the water-heated PTC heater are electric heaters that have a PTC element (positive characteristic thermistor) and generate heat when electric power is supplied to the PTC element.

When a water heating PTC heater is provided, a heating heat exchanger (heater core) is required to heat the air by heat exchange between the cooling water (heat medium) heated by the water heating PTC heater and the air.

(3) In the above-described embodiment, the heat pump cycle 10 configured to be able to switch the refrigerant circuit in the heating mode and the cooling mode has been described. However, the present invention is applicable to a vehicle air conditioner including a heat pump cycle configured to be able to switch at least between a cooling mode refrigerant circuit and a non-cooling mode refrigerant circuit.

The refrigerant circuit in the cooling mode is a refrigerant circuit that cools air by the indoor evaporator 18. The cooling mode includes an operation mode in which the air cooled by the indoor evaporator 18 is heated and blown into the passenger compartment.

The refrigerant circuit in the non-cooling mode is a refrigerant circuit that does not cool the air with the indoor evaporator 18. The non-cooling mode includes an operation mode in which air is heated and blown out into the vehicle interior, and an operation mode in which air is blown out into the vehicle interior without being cooled or heated.

(4) In the above-described embodiment, when the previous air conditioning operation is finished in the cooling mode and the pre-air conditioning is executed in the heating mode or the ventilation mode, if it is determined that no occupant is present in the passenger compartment, the air conditioning You may make it implement back ventilation control (S24).

For example, when the battery B is charged with the power supplied from the external power source, or when the charging of the battery B is completed with the external power source, it may be determined that no passenger is present in the vehicle interior.

A seat switch for detecting whether or not an occupant is seated may be provided in the seat, and it may be determined whether or not an occupant is present in the vehicle interior according to the detection result of the seat switch.

(5) In the above-described embodiment, the water retention amount w of the indoor evaporator 18 is the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, the target evaporator outlet temperature TEO, the operating time of the cooling mode, And it is calculated based on the maximum water retention amount w3 of the indoor evaporator 18. However, the calculation method of the water retention amount w is not limited to this. The water retention amount w of the indoor evaporator 18 can be calculated by various methods.

For example, the water retention amount w of the indoor evaporator 18 is the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, the amount of air blown from the blower 32, the target evaporator outlet temperature TEO, the operating time of the cooling mode, Further, it may be calculated based on at least one of the maximum water retention amount w3 of the indoor evaporator 18.

(6) In the above-described embodiment, the evaporation amount Δw from the indoor evaporator 18 is the amount of air blown from the blower 32, the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, and the previous evaporation amount Δw. Is calculated based on the time elapsed since the calculation of. However, the calculation method of the evaporation amount Δw is not limited to this. The evaporation amount Δw from the indoor evaporator 18 can be calculated by various methods.

For example, the evaporation amount Δw from the indoor evaporator 18 has elapsed since the calculation of the amount of air blown from the blower 32, the intake air temperature of the indoor evaporator 18, the intake air humidity of the indoor evaporator 18, and the previous evaporation amount Δw. It may be calculated based on at least one of the times.

(7) In the above-described embodiment, when the ignition switch of the vehicle is switched from on to off, the control process shown in the flowchart of FIG. 5 is executed. However, even if the ignition switch of the vehicle is kept on, the control process shown in the flowchart of FIG. 5 may be executed when the vehicle air conditioner 1 is stopped and the air conditioning operation is finished.

(8) In the above-described embodiment, when no occupant is present in the vehicle interior, the air is blown to the indoor evaporator 18 to evaporate water adhering to the indoor evaporator 18. However, when an occupant is in the passenger compartment, the air attached to the indoor evaporator 18 may be evaporated by blowing air to the indoor evaporator 18. In that case, if the air outlet mode is set to the foot mode and the amount of air blown from the blower 32 is conserved so that the water adhering to the indoor evaporator 18 is slowly evaporated, the occupant may feel uncomfortable due to a strange odor or bad odor. Can be suppressed.

(9) The heat pump cycle 10 may be configured to be switchable to a refrigerant circuit during a dehumidifying heating operation in which the air that has been cooled and dehumidified is reheated to dehumidify and heat the vehicle interior.

In FIG. 10, the flow of the refrigerant at the time of switching to the refrigerant circuit during the dehumidifying heating operation is indicated by the hatched arrows. The on-off valve 15a is closed during the dehumidifying heating operation. The three-way valve 20 switches to a refrigerant circuit that connects the refrigerant outlet of the outdoor heat exchanger 16 and the cooling fixed throttle 17.

In the dehumidifying heating mode, the refrigerant circuit of the heat pump cycle 10 is connected to the compressor 11, the indoor condenser 13, the heating fixed throttle 14, the outdoor heat exchanger 16 (and the three-way valve 20) as shown by the hatched arrows in FIG. ), The cooling fixed throttle 17, the indoor evaporator 18, the accumulator 19, and the compressor 11 are switched to the refrigerant circuit in which the refrigerant circulates in this order. That is, a refrigeration cycle is configured in which the indoor condenser 13 and the outdoor heat exchanger 16 function as a radiator that radiates heat to the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

Therefore, in the heat pump cycle 10 in the dehumidifying and heating mode, the high-pressure and high-temperature refrigerant compressed by the compressor 11 exchanges heat with a part of the air that has passed through the indoor evaporator 18 in the indoor condenser 13, so The part is heated. Further, the refrigerant flowing out of the indoor evaporator 18 is decompressed by the heating fixed throttle 14 and flows into the outdoor heat exchanger 16. The refrigerant flowing into the outdoor heat exchanger 16 exchanges heat with the outside air blown from the blower fan 16a to radiate heat.

The refrigerant that has flowed out of the outdoor heat exchanger 16 flows into the cooling fixed throttle 17 through the three-way valve 20 and is decompressed and expanded by the cooling fixed throttle 17. The low-pressure refrigerant decompressed by the cooling fixed throttle 17 flows into the indoor evaporator 18, absorbs heat from the air blown from the blower 32, and evaporates. Due to the endothermic action of the refrigerant, the air passing through the indoor evaporator 18 is cooled and dehumidified. The subsequent operation is the same as in the cooling mode.

As described above, in the dehumidifying heating mode, the air cooled in the indoor evaporator 18 is heated by the indoor condenser 13 and blown out into the vehicle interior in the same manner as in the cooling mode, thereby performing dehumidifying heating in the vehicle interior. Can do. At this time, since the on-off valve 15a is closed in the dehumidifying and heating mode, the pressure and temperature of the refrigerant flowing into the outdoor heat exchanger 16 can be lowered than in the cooling mode.

Therefore, the temperature difference between the refrigerant temperature and the outside air temperature in the outdoor heat exchanger 16 can be reduced, and the heat radiation amount of the refrigerant in the outdoor heat exchanger 16 can be reduced. Thereby, in dehumidification heating mode, the thermal radiation amount of the refrigerant | coolant in the indoor condenser 12 can be increased, and the heating capability of the air in the indoor condenser 12 can be improved rather than the cooling mode.

In the dehumidifying and heating mode, dry air dehumidified by the indoor evaporator 18 is blown out into the passenger compartment, so that the vehicle window glass can be prevented from being fogged. In addition, since pre-air conditioning is performed before a passenger gets into the passenger compartment, it is not necessary to prevent fogging of the vehicle window glass in the pre-air conditioning. Therefore, in the pre-air conditioning, it is not necessary to execute the dehumidifying heating mode for the purpose of preventing the vehicle window glass from being fogged.

(10) In the above-described embodiment, when it is determined that the previous air conditioning operation has ended in the cooling mode (cooling mode) and no passenger is present in the passenger compartment, the post-air conditioning air blow control (S23) is performed. To do. However, the air conditioning control after air conditioning (S23) is not limited to the case where the cooling mode is finished, but may be a situation where a certain amount of condensed water is generated on the surface of the indoor evaporator 18. For example, even when the mode is changed to the non-cooling mode immediately before the end of the cooling mode, it can be estimated that a certain amount of condensed water is generated on the surface of the indoor evaporator 18, and thus the cooling mode ends. It may be determined that

(11) In the above-described embodiment, the time for performing the post-air conditioning air blow control (S23) is determined based on the water retention amount w of the indoor evaporator 18 when the cooling mode is being performed. However, based on the amount of condensed water generated on the surface of the indoor evaporator 18, the time for performing the air-conditioning blow control (S23) and the air flow of the blower may be set. For example, when there is a lot of condensed water and the time until the pre-air conditioning is short, control for maximizing the air volume of the blower is performed.

Claims (5)

1. A vehicle air conditioner configured to be able to perform pre-air conditioning that starts air conditioning in a passenger compartment before an occupant enters the vehicle,
   A blower (32) for generating air to be blown into the vehicle interior;
   An indoor heat exchanger (18) for exchanging heat between the refrigerant and the air, a cooling mode refrigerant circuit for cooling the air by the indoor heat exchanger (18), and the indoor heat exchanger (18) A heat pump cycle (10) having a refrigerant circuit switching unit (15a, 20) that switches a refrigerant circuit in a non-cooling mode that does not cool the air, and a blower control unit (50b) that controls the operation of the blower (32),
   When the previous air conditioning operation is completed in the cooling mode and the pre-air conditioning is performed in the non-cooling mode, the blower control unit (50b) operates the blower (32) to perform the indoor heat exchange. A vehicle air conditioner that performs post-air-conditioning air blow control (S24) for blowing air to the chamber (18) until a predetermined amount of condensed water on the surface of the indoor heat exchanger (18) evaporates before the pre-air conditioning.
2. The vehicle air conditioner according to claim 1, wherein the pre-air-conditioning is executed immediately after the blower control unit (50b) finishes the post-air-conditioning blow control (S24).
3. An inside / outside air switching unit (33, 50c, 62) for switching the air introduced into the blower (32) between inside air and outside air;
   The said inside / outside air switching unit (33, 50c, 62) switches air introduced into the blower (32) to the outside air when the post-air-conditioning ventilation control (S24) is performed. The vehicle air conditioner described.
4. The vehicle according to any one of claims 1 to 3, wherein the blower control unit (50b) determines a time for performing the post-air-conditioning blow control (S24) based on the air volume and the temperature of the outside air. Air conditioner.
5. The blower control unit (50b) performs the post-air conditioning blow control (S24) based on the amount of condensed water on the surface of the indoor heat exchanger (18) when the cooling mode is being carried out. The vehicle air conditioner according to any one of claims 1 to 4, wherein the air conditioner is determined.

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