JP2011063250A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of suppressing blow-out of conditioned air containing the odor when starting the air-conditioning with an occupant being in a cabin, and reducing the operation of an apparatus for preventing generation of the odor. <P>SOLUTION: The vehicular air-conditioner 100 includes an air-conditioning case 10 including an air passage 10a therein, an evaporator 7 for executing the heat exchange between the refrigerant flowing therein and air flowing in the air passage 10a, an indoor blower 14 for feeding air into a cabin, and an air-conditioner ECU 50 for controlling the operation of a compressor 2 for feeding the refrigerant to the evaporator 7 and the operation of the indoor blower 14, and is capable of feeding air to the evaporator 7 when a vehicle is parked. The air-conditioner ECU 50 determines the drying degree of the evaporator 7 by using the humidity in the air after passing through the evaporator 7 when the vehicle is parked, and controls the operation of the compressor 2 to stop the feed of the refrigerant to the evaporator 7 before it is determined that the evaporator 7 is in a dry state not generating any odor, and controls the operation of the indoor blower 14 to blow the air to the evaporator 7. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning using an endothermic action of a refrigerant in an evaporator that is a component of a refrigeration cycle.

  As an example of a conventional vehicle air conditioner, in order to prevent odor caused by condensed water on the surface of the evaporator, there is a technique for preventing odor generation by paying attention to the relationship between the blowing temperature of the evaporator and the odor intensity. (For example, refer to Patent Document 1). In this patent document 1, when the evaporator blowout temperature is lowered to 11 ° C (stop control temperature), the compressor is stopped, and when the evaporator blowout temperature rises to 23 ° C, the compressor is restarted. Focusing on the timing at which odor is generated in the evaporator blown air from the relationship between the fluctuation pattern of the evaporator blowout temperature and the odor intensity of the blown air, the generation of odor is avoided by avoiding such timing.

  Specifically, the conventional vehicle air conditioner is an evaporator blowout that occurs just before the condensed water on the evaporator surface is completely dried in the process in which the degree of cooling of the evaporator rises to the high temperature side when the compressor is stopped. When a temporary drop in temperature occurs, this is determined and the compressor is restarted. By this restarting, the cooling action by the refrigerant evaporative latent heat of the evaporator is resumed, and condensed water is generated again immediately after the start of the temporary drop of the blowing temperature, and wets the fin surface of the evaporator. As a result, it is possible to prevent the adhering odorous component from separating from the fin surface of the evaporator, and to prevent the generation of odor to the blown air.

JP 2001-13247 A

  However, in the conventional vehicle air conditioner, when the air conditioning operation is started at the time of occupant occupancy and the blower blows air into the passenger compartment, the regeneration of the condensed water due to the restart of the compressor is not in time. In some cases, air containing scented moisture that is trapped in the air conditioning case is blown out toward the passenger compartment in the early stage of air blowing during the air conditioning operation.

  In the above conventional vehicle air conditioner, when the evaporator blowout temperature is continuously monitored, for example, when the compressor does not need to be operated, and the sampling value of the evaporator blowout temperature is lower than a predetermined value. It is determined that the temperature is temporarily lowered, and the compressor is started. When the compressor is started, the evaporator blowout temperature continues to decrease, and when the temperature drops below a predetermined stop control temperature, the operation of the compressor is stopped. Therefore, since such control is always executed, in the conventional vehicle air conditioner, the compressor can operate intermittently with high frequency in order to prevent odor generation.

  Therefore, the present invention has been made in view of the above problems, and its object is to suppress the blowing of conditioned air containing odor at the start of air-conditioning while riding and to reduce the operation of equipment for preventing odor generation. It is to provide a vehicle air conditioner.

  The present invention employs the following technical means to achieve the above object. In addition, the code | symbol in the parenthesis as described in a claim and each means of the following shows the correspondence with the specific means as described in embodiment mentioned later as one aspect.

Claim 1 includes an air conditioning case (10) including therein an air passage (10a) through which air to be blown into the passenger compartment passes, and an air conditioner provided in the air conditioning case, and refrigerant flowing through the air passage and air flowing through the air passage. A heat exchanger (7) for exchanging heat between them, a blowing means (14) for blowing air into the passenger compartment, a compressor (2) for supplying refrigerant to the heat exchanger, and a compressor (2 And a control device (50) for controlling the operation of the air blowing means, and an invention relating to a vehicle air conditioner capable of blowing air to the heat exchanger by the air blowing means during parking,
The control device determines the degree of drying of the heat exchanger using the humidity of the air after passing through the heat exchanger, and controls the operation of the compressor to stop the refrigerant supply to the heat exchanger during parking. And until it determines with it being the dry state which does not generate | occur | produce an odor, a heat exchanger controls the action | operation of a ventilation means, It is characterized by performing ventilation with respect to a heat exchanger.

  According to this invention, if the heat exchanger is not in the dry state, the refrigerant supply is stopped and blown to the heat exchanger during parking. As a result, before the air-conditioning operation at the time of boarding, moisture containing odorous components can be blown off and the heat exchanger can be maintained in the dry state. It is possible to prevent the odor from being mixed into the vehicle interior and the odor from being sent into the passenger compartment. Furthermore, since it is determined whether or not the heat exchanger is in the dry state based on the humidity of the air after passing through the heat exchanger, the determination of the dry state is accurate and the operating time of the blowing means for drying is reduced. can do. Therefore, it is possible to obtain a vehicle air conditioner that suppresses blowing of conditioned air containing odor at the start of air conditioning while riding and reduces the operation of equipment for preventing odor. In addition, because the heat exchanger is kept in the dry state during parking to suppress the growth of bacteria in the heat exchanger, the heat exchanger can be prevented from being contaminated and corroded, contributing to the improvement of its durability. can do.

  According to the second aspect of the present invention, the control device continuously determines the humidity of the air after passing through the heat exchanger after the drying operation of the blower means, which is performed until it is determined that it is in a dry state. It is detected, and when the difference between the maximum humidity of air from the start of the drying operation and the current humidity is larger than a predetermined dry state humidity difference, it is determined that the air is in a dry state.

  While the drying of the heat exchanger is in progress, the moisture downstream from the heat exchanger is unlikely to decrease due to the evaporation of moisture from the heat exchanger, but when the drying state is reached, the humidity decreases as the moisture decreases. It becomes like this. Therefore, according to the present invention, attention is paid to the fact that when the heat exchanger approaches the dry state, the humidity decreases and the amount of change from the humidity during the drying increases, and this is used as a judgment material for determining the completion of the drying operation. As a result, it is possible to determine the dry state with high accuracy and to perform an efficient drying operation without waste.

  According to the invention of claim 3, the control device detects the humidity of the air after passing through the heat exchanger by the humidity detecting means for detecting the humidity near the window of the vehicle, and detects the humidity during parking. It is characterized by setting in the blower outlet mode which blows off air toward a means. According to this invention, by setting the air outlet mode during parking so that air is blown out to the humidity detecting means, the air after passing through the heat exchanger by the air blowing means during parking is directly detected by humidity. Since it can be applied to the means, the humidity of the air can be detected with high accuracy, and the determination of the dry state with high accuracy can be realized.

  In addition, the code | symbol in the parenthesis as described in a claim and said each means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a mimetic diagram showing a schematic structure of air-conditioner 100 for vehicles of a 1st embodiment. 2 is a block diagram showing a configuration related to control of the vehicle air conditioner 100. FIG. 3 is a flowchart showing basic air conditioning control processing by an air conditioner ECU 50 of the vehicle air conditioner 100. It is a flowchart which shows the process (step 6) of the indoor blower voltage determination in the said air-conditioning control process, and the drying control of an evaporator. It is a flowchart which shows the process (step 7) of the suction inlet mode determination in the said air-conditioning control process. It is a flowchart which shows the process (step 8) of the blower outlet mode determination in the said air-conditioning control process. It is a flowchart which shows the process (step 10) of the water pump action | operation determination in the said air-conditioning control process.

(First embodiment)
Hereinafter, a first embodiment will be described with reference to FIGS. 1st Embodiment demonstrates the example which applied the vehicle air conditioner 100 to the air conditioner for hybrid vehicles. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 100. FIG. 2 is a block diagram showing a configuration related to the control of the vehicle air conditioner 100.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as gasoline, a driving assistance motor generator having a traveling assistance motor function and a generator function, Engine electronic control device (hereinafter also referred to as engine ECU 60) for controlling fuel supply amount, ignition timing, etc., battery for supplying power to motor generator, engine ECU 60, etc., control of motor generator, continuously variable transmission, electromagnetic clutch And a hybrid electronic control unit (hereinafter also referred to as a hybrid ECU 70) that outputs a control signal to the engine ECU 60. The hybrid ECU 70 has a function of controlling driving switching of which driving force of the motor generator and the engine 30 is transmitted to the driving wheels, and a function of controlling charging / discharging of the battery.

  Further, the battery includes a charging device for charging power consumed by air conditioning in the vehicle interior, traveling, and the like. For example, a nickel hydride storage battery or a lithium ion battery is used as the charging device. This charging device includes a power stand that is connected to a table lamp or a commercial power source (household power source) as a power supply source, and the battery can be charged by connecting the power supply source to this power outlet. it can.

Specifically, the following control is performed.
(1) When the vehicle is stopped, the engine 30 is basically stopped.
(2) During traveling, the driving force generated by the engine 30 is transmitted to the drive wheels except during deceleration. During deceleration, the engine 30 is stopped, the motor generator generates power, and the battery is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, and traveling at high speed is heavy, the motor generator is caused to function as an electric motor and generated in the motor generator in addition to the driving force generated in the engine 30. The driving force is transmitted to the driving wheels (hybrid driving mode).
(4) When the remaining charge amount of the battery becomes equal to or less than the charge start target value, the power of the engine 30 is transmitted to the motor generator and the motor generator is operated as a generator to charge the battery.
(5) When the remaining amount of charge of the battery becomes equal to or less than the charge start target value when the vehicle is stopped, a command to start the engine 30 is issued to the engine ECU 60, and the power of the engine 30 is transmitted to the motor generator. To communicate.

  The present invention is not limited to an air conditioner for a hybrid vehicle. For example, the invention is applied to a vehicle driven by a traveling internal combustion engine that generates power by exploding and burning liquid fuel such as light oil and gasoline, and an electric vehicle. Is also applicable.

  The vehicle air conditioner 100 is a device capable of performing an air conditioning operation in the vehicle interior, and can drive and blow the indoor blower 14 during parking, for example, before a passenger gets on the vehicle. As shown in FIG. 1, the vehicle air conditioner 100 includes an air conditioner case 10 that forms an air passage 10 a that guides conditioned air into the vehicle interior, an indoor blower 14 that serves as a blowing means for generating an air flow in the air conditioner case 10, A refrigeration cycle 1 for cooling the air flowing in the air conditioning case 10, a cooling water circuit 31 for heating the air flowing in the air conditioning case 10, an air conditioner electronic control device (hereinafter also referred to as an air conditioner ECU 50), and the like are provided.

  The air conditioning case 10 is provided in the vicinity of the front of the passenger compartment of the hybrid vehicle. The most upstream side of the air-conditioning case 10 is a portion constituting an inside / outside air switching box, an inside air inlet 11 for taking in air in the vehicle interior (hereinafter also referred to as inside air), and air outside the vehicle compartment (hereinafter also referred to as outside air). ) Is taken in.

  An inside / outside air switching door 13 is rotatably provided inside the inside air suction port 11 and the outside air suction port 12. The inside / outside air switching door 13 is driven by an actuator such as a servo motor, and can switch the suction port mode to an inside air circulation mode, an outside air introduction mode, and the like.

  The most downstream side of the air-conditioning case 10 is a portion constituting the blowout outlet switching box, and a defroster opening, a face opening, and a foot opening are formed. A defroster duct 23 is connected to the defroster opening, and a defroster outlet 18 that blows mainly hot air toward the inner surface of the front window glass of the vehicle is opened at the most downstream end of the defroster duct 23. ing. A face duct 24 is connected to the face opening, and a face air outlet 19 that blows mainly cool air toward the head and chest of the occupant is opened at the most downstream end of the face duct 24. Further, a foot duct 25 is connected to the foot opening, and a foot air outlet 20 that blows mainly warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 25.

  Two air outlet switching doors 21 and 22 are rotatably attached to the inside of each air outlet 18, 19, and 20. The two outlet switching doors 21 and 22 are each driven by an actuator such as a servo motor, and the outlet mode can be switched to any one of a face mode, a bi-level mode, a foot mode, a foot defroster mode, and a defroster mode. It is.

  The indoor blower 14 includes a blower case, a fan 16, and a motor 15, and the rotation speed of the motor 15 is determined according to the voltage applied to the motor 15. By controlling the voltage applied to the motor 15 based on a control signal from the air conditioner ECU 50, the air flow rate of the indoor blower 14 is controlled.

  The refrigeration cycle 1 includes a compressor 2 whose number of rotations is controlled by an inverter 80 to compress the refrigerant, a condenser 3 that condenses and liquefies the compressed refrigerant, and gas-liquid separation of the condensed and liquefied refrigerant to flow the liquid refrigerant downstream. The gas-liquid separator 5 includes an expansion valve 6 that decompresses and expands the liquid refrigerant, an evaporator 7 that evaporates and vaporizes the decompressed and expanded refrigerant, and a refrigerant pipe that connects these in an annular shape.

  In the air passage 10a in the air conditioning case 10 on the downstream side of the blower air from the indoor blower 14, the evaporator 7 (an example of a heat exchanger for cooling), an air mix are arranged in order from the upstream side to the downstream side. A door 17 and a heater core 34 are disposed.

  The compressor 2 is driven by a built-in electric motor, can be controlled in rotational speed, and the refrigerant discharge flow rate is variable according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 80 to control the rotation speed of the electric motor. The inverter 80 is supplied with DC power from the vehicle battery and is controlled by the air conditioner ECU 50.

  The condenser 3 is provided in a place where it is easy to receive traveling wind generated when a vehicle such as an engine compartment travels, and performs an outdoor heat exchange for exchanging heat between the refrigerant flowing inside and the outside air blown by the outdoor fan 4 and the traveling wind. It is a vessel. The cooling water circuit 31 is a circuit that circulates the cooling water heated by the water jacket of the engine 30 by the electric water pump 32, and includes a radiator, a thermostat (all not shown), and a heater core 34. In the heater core 34, cooling water for cooling the engine 30 flows inside, and the air flowing through the air conditioning case 10 is reheated using the cooling water as a heat source for heating. The water temperature sensor 33 is a temperature detection unit that detects the water temperature TW of the cooling water flowing through the cooling water circuit 31. A signal detected by the water temperature sensor 33 is input to the air conditioner ECU 50.

  The evaporator 7 is arranged so as to cross the entire passage immediately after the indoor blower 14, and all the air blown out from the indoor blower 14 passes therethrough. The evaporator 7 performs heat exchange between the refrigerant flowing through the air and the air flowing through the air passage 10a to cool the air and to cool the air and to dehumidify the air that passes through the room heat. It is an exchanger.

  In the ventilation path downstream of the evaporator 7 and upstream of the heater core 34, the air that has passed through the evaporator 7 can be adjusted to adjust the air volume ratio of the air that passes through the heater core 34 and the air that bypasses the heater core 34. A mix door 17 is provided. The air mix door 17 changes the position of the door body by an actuator or the like and closes a part of the passage downstream of the evaporator 7 in the air conditioning case 10 to adjust the temperature of air blown out into the vehicle interior. Temperature adjusting means.

  The refrigerant pressure sensor 43 is provided in the flow path on the high pressure side of the refrigeration cycle 1 and detects the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2. The evaporator temperature sensor 44 is temperature detection means for detecting an evaporator temperature TE (one of temperature information related to the evaporator 7) which is a temperature at a predetermined location in the evaporator 7 (fin temperature in the present embodiment). The pre-evaporator air temperature sensor 45 is temperature detection means for detecting a pre-evaporator temperature TU (one of temperature information related to the evaporator 7), which is an air temperature upstream of the evaporator 7 of the air flowing through the air passage 10a. is there. The post-evaporator air temperature sensor 46 is temperature detection means for detecting a post-evaporator temperature TL (one of temperature information related to the evaporator 7), which is the air temperature downstream of the evaporator 7 of the air flowing through the air passage 10a. is there. Signals detected by each of the evaporator temperature sensor 44, the pre-evaporator air temperature sensor 45, and the post-evaporator air temperature sensor 46 are input to the air conditioner ECU 50.

  A humidity sensor 47 and a temperature sensor 48 that can detect typical humidity and temperature of air near the inner surface of the front window are provided near the inner surface of the front window in the vehicle interior. The humidity sensor 47 is a capacitance change type humidity detecting means in which the dielectric constant of the moisture sensitive film changes according to the relative humidity of the air, whereby the capacitance changes according to the relative humidity of the air. The temperature sensor 48 is a thermistor whose resistance value changes according to temperature.

The air conditioner ECU 50 calculates the relative humidity RH of the vehicle interior air near the front window based on the output value of the humidity sensor 47. That is, the air conditioner ECU 50 stores in advance a predetermined arithmetic expression for converting the output value of the humidity sensor 47 into the relative humidity RH, and by applying the output value of the humidity sensor 47 to this arithmetic expression, the relative humidity RH is calculated. The following formula 1 is a specific example of this humidity calculation formula.
(Formula 1)
RH = αV + β
Where α is a control coefficient and β is a constant.

  Next, the air conditioner ECU 50 calculates the air temperature in the passenger compartment near the front window by applying the output value of the temperature sensor 48 to a predetermined arithmetic expression stored in advance. Further, the air conditioner ECU 50 calculates the temperature of the window (the indoor side surface temperature of the window) by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression set in advance. Further, the air conditioner ECU 50 calculates the window surface relative humidity (relative humidity of the indoor side surface of the window) RHW based on the relative humidity RH, the air temperature, and the window temperature. That is, by using the humid air diagram, the window surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window temperature.

  The air conditioner ECU 50 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment. Signals from various switches on the operation panel 51 provided in the front of the passenger compartment, the inside air sensor 40, the outside air sensor 41, Sensors from solar radiation sensor 42, refrigerant pressure sensor 43, evaporator temperature sensor 44, pre-evaporator air temperature sensor 45, post-evaporator air temperature sensor 46, water temperature sensor 33, humidity sensor 47, temperature sensor 48, window temperature sensor 49, etc. An input circuit for inputting signals and an output circuit for sending output signals to various actuators are provided. The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 51 or the like. It has various programs used for calculation.

  The operation panel 51 is provided with an air conditioner indicator 51a as an air conditioner operation display unit that is displayed when the vehicle air conditioner 100 is operating. The air conditioner indicator 51a receives a command signal from the air conditioner ECU 50. Is controlled to a display state (for example, a lighting state) or a non-display state (for example, a non-lighting state).

  The air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates these, and calculates the capacity to be set for the compressor 2. The air conditioner ECU 50 outputs a control signal to the inverter 80 based on the calculation result, and the output amount of the compressor 2 is controlled by the inverter 80. As described above, when an operation signal such as operation / stop of the air conditioner and a set temperature is input to the air conditioner ECU 50 and detection signals of various sensors are input by the operation of the operation panel 51 by the occupant, the air conditioner ECU 50 receives the engine ECU 60. , Communicates with the hybrid ECU 70 and the like, and based on various calculation results, the compressor 2, the indoor blower 14, the outdoor fan 4, the air mix door 17, the water pump 32, the inside / outside air switching door 13, the outlet switching door 21, The operation of each device such as 22 is controlled.

  FIG. 3 is a flowchart showing basic air conditioning control processing by the air conditioner ECU 50. When the basic air conditioning control process of FIG. 3 starts, the air conditioner ECU 50 executes processes according to the subsequent steps. The processing from step 2 to step 9 is performed once every 250 ms.

(Initialization)
First, in step 1, parameters stored in the RAM or the like in the air conditioner ECU 50 are initialized.

(Read switch signal)
Next, in step 2, various switch signals from the operation panel 51 are read.

(Read sensor signal)
Next, in step 3, signals from the various sensors are read.

(TAO calculation basic control)
Next, in step 4, a target blowing temperature TAO of air blown into the vehicle interior is calculated using the following formula 2 stored in the ROM.

(Formula 2)
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Here, Tset is the set temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air sensor 40, Tam is the outside air temperature detected by the outside air sensor 41, and Ts is the solar radiation sensor 42. The amount of solar radiation detected. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 17, the control value of the rotation speed of the water pump 32, etc. are calculated from the signals from the TAO and the various sensors.

(Air mix door opening determination)
Next, in step 5, the opening degree of the air mix door 17 is determined using the following equation 3 stored in the ROM.

(Formula 3)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
In Equation 3, TE is the evaporator temperature detected by the evaporator temperature sensor 44, and TW is the cooling water temperature detected by the water temperature sensor 33.

(Blower voltage determination and evaporator drying control)
Next, the blower voltage determination and the drying control of the evaporator in step 6 are performed. Specifically, this step 6 is a step that is executed according to FIG. 4 and determines the blower voltage depending on the necessity of drying control for drying the evaporator 7. FIG. 4 is a flowchart showing details of blower voltage determination and evaporator drying control in step 6 of FIG. This blower voltage is a voltage applied to the indoor blower 14 driven by the power of the battery.

  As shown in FIG. 4, when the control in step 6 is started, whether or not an ignition switch (hereinafter sometimes referred to as an IG switch) that is a vehicle switch that permits vehicle travel in step 60 is in an OFF state. Determine. This vehicle switch is a switch that permits activation of drive means (engine, electric motor, etc.) for driving the vehicle. In step 60, if the IG switch is in the OFF state, it is determined that the vehicle is parked. If the IG switch is in the ON state, it is determined that the vehicle is in a state other than parking. At this time, if it is determined that the IG switch is in the ON state and the vehicle is not parked, there is a high possibility that the occupant will perform air-conditioning operation while riding, and the blower voltage is stored in advance in the ROM as shown in step 61. It is determined according to a map representing the relationship between the target blowout temperature TAO and the blower voltage. Then, the blower voltage determination in step 6 is finished. This map can be determined in consideration of an appropriate blower voltage for the target blowing temperature TAO.

  If it is determined in step 60 that the IG switch is in the OFF state, it is further determined in step 62 whether or not a predetermined time (here, 5 minutes) has elapsed after the vehicle door is once opened and then closed. By this determination, there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it can be reliably detected that there is no occupant by confirming that 5 minutes have passed since the door was closed. For this reason, even if the odor generated during the drying of the evaporator 7 subsequently flows out into the vehicle, no unpleasant feeling is given to the person. This determination is repeated until it is determined that the predetermined time has elapsed.

  If it is determined that the predetermined time has elapsed, in step 63, is the compressor ON time (operating time) with the most recent IG turned on exceeding a predetermined operating time (here, 5 minutes)? Determine whether or not. This determination makes it possible to determine whether or not the evaporator 7 may have condensed before parking. If it is determined in step 63 that the time is within 5 minutes, it is determined that the evaporator 7 is dry, the process proceeds to step 69, the blower voltage is determined to be 0 V, and the blower voltage determination and the drying control of the evaporator are terminated. . In other words, since the indoor blower 14 is not operated and the evaporator 7 is not dried, power for operating the compressor 2 can be saved.

  If it is determined in step 63 that it exceeds 5 minutes, it is determined whether or not there is power supply from an external power source such as an outlet (for example, a charged state by a plug-in) (step 64). If it is determined in step 64 that there is no external power supply, power shortage such as battery rising is taken into consideration, the process proceeds to step 69, the blower voltage is determined to be 0 V, and the blower voltage determination and evaporator drying control processing is terminated. . Also in this case, since the indoor blower 14 is not operated and the evaporator 7 is not dried, power for operating the compressor 2 can be saved.

  On the other hand, if it is determined in step 64 that there is an external power supply, the indoor blower 14 can be driven without worrying about the shortage of the electric power. Therefore, the blower voltage is determined to be 6 V in step 65, and the motor for the indoor blower 14 is driven. 6V is applied to 15. The indoor blower 14 provides medium level airflow corresponding to 6 V to the evaporator 7 and the drying operation is started. The blower voltage determined in step 65 is a maximum of 12 V, and the evaporator 7 can be dried in a shorter time as the voltage value is as large as possible. Further, when the vehicle is rapidly charged, there is a high possibility that the occupant resumes the driving operation in a short time. Therefore, when the evaporator 7 is dried, an odor generated from the evaporator 7 is generated. Since the interior temperature of the evaporator 7 remains in the passenger compartment or due to the introduction of outside air, the drying operation of the evaporator 7 may not be performed.

  In step 66, it is determined whether or not a predetermined time (here, 5 minutes) has elapsed since the start of the drying operation of the evaporator 7. If it is determined that the drying operation of the evaporator 7 has continued for 5 minutes or more, then in step 67, the humidity difference obtained by subtracting the current humidity from the maximum humidity after the start of the drying operation of the evaporator 7 is 20% (predetermined) (This is the first criterion), or whether the current humidity is less than 70% (predetermined dry humidity) (this is the second criterion) Whether or not the drying operation can be completed is determined. Further, in step 67, the determination may be made based on both of these determination criteria. If any one of the determination criteria is “YES”, the drying operation may be terminated.

  For the detection of these humidity, for example, as described above, the output value of the humidity sensor 47, the relative humidity RH of the passenger compartment air near the front window calculated using the above equation 1, the output value of the temperature sensor 48, Relative humidity on the window surface calculated based on the vehicle interior air temperature near the front window calculated using a predetermined calculation formula, the output value of the window temperature sensor 49, and the indoor surface temperature of the window calculated using the predetermined calculation formula Use RHW. In the first criterion, the calculation of the window surface relative humidity RHW is continuously performed with a predetermined sampling after the drying operation is started, the highest RHW so far is obtained, and the current RHW is subtracted from the highest RHW. Calculate the humidity difference. It is then determined whether the humidity difference is greater than 20%. In the second criterion, the current RHW is obtained, and it is determined whether or not the current RHW is less than 70%.

  The determination process in step 67 is based on the following characteristics. While the drying of the evaporator 7 is in progress, the humidity of the air downstream from the evaporator 7 is difficult to decrease, but when the drying of the evaporator 7 is finished, no moisture is generated, so the humidity of the air downstream is It begins to decline. For this reason, according to the first criterion, when the humidity difference becomes larger than the predetermined dry state humidity difference of 20% due to the current decrease in humidity, it can be determined that the drying is finished. According to the criterion, when the current humidity falls below 70%, which is a predetermined dry state humidity, due to a decrease in the current humidity, it can be determined that the drying is finished.

  If the determination in step 67 is “NO”, it can be determined that the condensed water in the evaporator 7 is still evaporated in the air and the evaporator 7 is still in the middle of drying and has not been completely dried. The drying operation is continued until a predetermined drying operation time (for example, 1 hour) elapses from the start of the drying operation. When the predetermined drying operation time is reached, the process proceeds to step 69, where the blower voltage is determined to be 0 V, and the blower voltage determination and evaporator drying control processing is forcibly terminated. As described above, when a predetermined drying operation time (here, 1 hour) elapses from the start of the drying operation of the evaporator 7, the drying operation is forcibly terminated, thereby reducing power consumption and the motor 15 of the indoor blower 14. It is possible to ensure the durability resulting from the operation time.

  If the determination in step 67 is “YES”, it can be determined that the evaporator 7 is in a dry state as described above. In this way, the air humidity downstream of the evaporator 7 is used as a judgment material for the completion of drying. When the condensation water from the evaporator 7 evaporates and approaches the dry state, the air humidity downstream of the evaporator 7 decreases. It is because it tends to do. When it is determined that the evaporator 7 is in a dry state, the process proceeds to step 69, the blower voltage is determined to be 0 V, the drying operation of the evaporator 7 is terminated, and the blower voltage determination and the drying control of the evaporator are terminated. To do.

  As described above, the air conditioner ECU 50 controls the operation of the indoor blower 14 to the evaporator 7 when the evaporator 7 is in a non-dry state (not dried to a level where it is difficult to feel odor) during parking. Air is blown against. The completion of the drying operation can be determined with high accuracy by detecting the air humidity downstream of the evaporator 7.

(Suction port mode decision)
Next, a suction port mode determination process in step 7 is performed. Specifically, this step 7 is executed according to FIG. FIG. 5 is a flowchart showing details of the suction port mode determination process in step 7 of FIG.

  As shown in FIG. 5, when step 7 starts, it is determined in step 70 whether or not the IG switch is in an OFF state. If it is determined that the IG switch is in the OFF state and the vehicle is parked at this time, the suction port mode is determined to be an outside air introduction mode with an outside air introduction rate of 100% in Step 71, and Step 7 is ended. By setting the outside air introduction mode during parking in this way, the moisture remaining in the vehicle interior is easily discharged outside the vehicle. For example, even when the operation of the indoor blower 14 is stopped and the drying control of the evaporator 7 is not performed, the outside air introduction mode can be implemented to prevent moisture from being accumulated in the vehicle interior.

  If it is determined in step 70 that the IG switch is in the ON state, it is next determined in step 72 whether or not automatic operation is set. If it is determined in step 72 that the automatic operation is not set and the manual operation is performed, in step 73, the outside air introduction rate is determined to be 0% in the inside air circulation mode, and the outside air introduction rate in the outside air introduction mode. Step 7 is completed after determining 100%.

  If it is determined in step 72 that the automatic operation is set, in step 74, the suction port mode corresponding to the target outlet temperature TAO is determined from the map stored in the ROM. According to this map, the target blowout temperature TAO is determined to be an inside air circulation mode, an inside / outside air introduction mode for sucking both inside air and outside air, and an outside air introduction mode for sucking outside air from a low temperature to a high temperature.

(Air outlet mode decision)
Next, the air outlet mode determination process in step 8 is performed. Specifically, this step 8 is executed according to FIG. FIG. 6 is a flowchart showing details of the outlet mode determination process in step 8 of FIG.

  As shown in FIG. 6, when step 8 starts, it is determined in step 80 whether or not the IG switch is in an OFF state. At this time, if it is determined that the IG switch is in the OFF state and the vehicle is parked, the air outlet mode is determined to be the defroster mode in step 81 and step 8 is ended. In step 81, the air outlet mode is set to the defroster mode during parking, and when air is blown by the indoor blower 14, the air is blown from the defroster air outlet 18 toward the inner surface of the front windshield of the vehicle. It will be sent indoors. If it is determined in step that the IG switch is in the ON state, it is next determined in step 82 whether or not automatic operation is set. If it is determined in step 82 that the automatic operation is not set and the manual operation is performed, the air outlet mode according to the manual setting is determined in step 83 and step 8 is ended.

  If it is determined in step 82 that the automatic operation is set, the air outlet mode corresponding to the target air temperature TAO is determined from the map stored in the ROM in step 84, and step 8 is ended. According to this map, the target blowing temperature TAO is determined so as to be in the face mode, the bi-level mode, the foot mode, and the foot / defroster mode from a low temperature to a high temperature.

(Determining compressor speed)
Next, at step 9 in FIG. 3, determination of the rotational speed of the compressor is executed. The operating state of the compressor 2 is determined when the air conditioner switch is ON. The air conditioner ECU 50 determines the rotational speed of the compressor 2 based on the evaporator temperature TE. Specifically, the rotational speed of the compressor corresponding to the evaporator temperature TE is calculated and determined according to a map stored in advance in the ROM. In the subsequent step 11, the air conditioner ECU 50 transmits a control signal for controlling the compressor 2 to the determined rotational speed to the inverter 80. The inverter 80 controls the motor of the compressor 2 based on the transmitted control signal.

  Further, in step 9, the air conditioner ECU 50 determines that the rotation speed of the compressor 2 is 0 (rpm) and stops the operation of the compressor 2 during parking in which the IG switch is OFF, and the refrigerant to the evaporator 7 is stopped. Implement control to stop supply.

(Determination of water pump operation)
Next, the water pump operation determination process in step 10 of FIG. 3 is performed. Specifically, this step 10 is executed according to FIG. FIG. 7 is a flowchart showing details of the water pump operation determination process in step 10 of FIG.

  As shown in FIG. 7, when step 10 is started, it is determined in step 100 whether or not the coolant temperature TW detected by the water temperature sensor 33 is higher than the evaporator temperature TE. When it is determined that the water temperature TW is equal to or lower than the evaporator temperature TE, a request to turn off the water pump 32 is determined in Step 101, and Step 10 is ended.

  If it is determined in step 100 that the water temperature TW is higher than the evaporator temperature TE, it is next determined in step 102 whether or not the indoor blower 14 is in a state to be turned on (operated). If the indoor blower 14 is not turned on, the process proceeds to step 101, a request to turn off the water pump 32 is determined, and step 10 is terminated. If the indoor blower 14 is in the ON state, the process proceeds to step 103, a request to turn on the water pump 32 is determined, and step 10 is ended. As described above, the air conditioner ECU 50 determines the operation of the electric water pump 32 according to the coolant temperature and the operation and stop of the indoor blower 14.

(Control signal output)
Next, in step 11 of FIG. 3, a control signal is output to the inverter 80, various actuators, etc. so that the control states calculated or determined in the above steps 2 to 9 are obtained. Then, after the elapse of a predetermined time in step 12 of FIG. 3, the process returns to step 2 and each step is executed continuously.

  The effect which the vehicle air conditioner 100 of this embodiment brings is described below. The vehicle air conditioner 100 includes an air conditioning case 10 that includes an air passage 10a therein, an evaporator 7 that performs heat exchange between a refrigerant flowing through the air passage 10a and air flowing through the air passage 10a, and a room that sends air into the vehicle interior. And the air conditioner ECU 50 that controls the operation of the blower 14 for indoors and the compressor 2 that supplies the refrigerant to the evaporator 7, and can blow air to the evaporator 7 during parking. The air conditioner ECU 50 determines the degree of drying of the evaporator 7 using the humidity of the air after passing through the evaporator 7, and controls the operation of the compressor 2 to stop the refrigerant supply to the evaporator 7 during parking. In addition, until it is determined that the evaporator 7 is in a dry state that does not generate odor, the operation of the indoor blower 14 is controlled to blow air to the evaporator 7 (steps 67, 68, 65).

  According to this, when the evaporator 7 is not in the above-mentioned dry state, the refrigerant supply is stopped and blown to the evaporator 7 during parking. Thereby, before performing the air-conditioning operation at the time of boarding, moisture including an odor component can be blown off and the evaporator 7 can be maintained in a dry state. Therefore, the vehicle is blown out immediately after the start of the air-conditioning operation performed at the time of boarding. It is possible to prevent the odor from being supplied into the passenger compartment due to the mixing of moisture containing odor components with the air flow. Therefore, it is possible to prevent the passenger from feeling uncomfortable by preventing the conditioned air containing odor from being supplied into the passenger compartment at the start of the air conditioning during boarding. Furthermore, in order to determine whether or not the evaporator 7 is in a dry state as a determination material based on the humidity of the air after passing through the evaporator 7, the determination of the dry state of the evaporator 7 is accurately performed, and odor generation is prevented. Therefore, it is possible to appropriately reduce the operation time of the indoor blower 14 for drying, which is a device driven for this purpose. In addition, the evaporator 7 can be maintained in a dry state during parking, and bacterial growth in the evaporator 7 can be suppressed. Thereby, the dirt and corrosion of the evaporator 7 can be suppressed, and the durability can be improved.

  Moreover, since the compressor 2 is forcibly stopped by not operating the compressor 2 during parking, the operating rate of the compressor 2 can be suppressed and the energy consumed by the operation of the compressor 2 can be reduced. Moreover, when the heat exchanger (for example, heater core) which can heat air with the heat | fever of a cooling water is provided in the downstream of the air flow rather than the evaporator 7, the driving | operation of the compressor 2 in parking is controlled. Therefore, the heat absorption from the air by the evaporator 7 is suppressed, and the air temperature at the heater core inlet is not reduced unnecessarily, so that a decrease in the cooling water temperature can be suppressed. As a result, the frequency of operating the engine is reduced, so that fuel consumption can be suppressed and fuel efficiency can be improved. Therefore, it is possible to contribute to the improvement of the energy efficiency of the entire vehicle by improving the fuel consumption.

  The air conditioner ECU 50 continuously detects the humidity of the air downstream from the evaporator 7 after the drying operation is performed, and a humidity difference obtained by subtracting the current humidity from the maximum humidity of the air from the start of the drying operation. Is a first criterion for determining whether or not is greater than a predetermined dry state humidity difference (eg, 20%), or whether the current humidity is less than a predetermined dry state humidity (eg, 70%) Whether or not the drying operation is completed is determined based on one of the second determination criteria (step 67).

  According to this, as described above, by focusing on the fact that the air humidity downstream of the evaporator 7 decreases when the evaporator 7 approaches a dry state, it is highly accurate by using it as a judgment material for the completion of the drying operation. It is possible to realize both the determination of the dry state and the efficient drying operation with little waste.

  Further, the air conditioner ECU 50 detects the humidity of the air after passing through the evaporator 7 by a humidity sensor 47 that detects the humidity near the window of the vehicle, and enters a defroster mode in which air is blown toward the humidity sensor 47 during parking. Set (step 81). According to this, by setting the defroster mode during parking, the air after passing through the evaporator 7 by the indoor blower 14 can be directly applied to the humidity sensor 47 during parking. For this reason, the humidity of the air can be detected with high accuracy, and the dry state of the evaporator 7 can be determined with high accuracy.

(Other embodiments)
The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the above embodiment, the window surface relative humidity RHW obtained by the humidity sensor 47 provided near the inner surface of the front window in the passenger compartment is adopted as the air humidity downstream from the evaporator 7 used in step 67. The invention is not limited to such an embodiment. For example, even if a sensor capable of detecting the humidity in the passenger compartment can detect the tendency of the humidity change, the humidity detected by this sensor may be used in step 67 in a vehicle equipped with a passenger compartment temperature sensor. . In this case, the drying control of the evaporator of the present invention can be provided at a low cost.

  Although the rotation speed of the compressor 2 of the said embodiment is the structure controlled by the inverter 80, it is not limited to this. For example, the compressor 2 may be a belt driven by the engine 30 to compress the refrigerant. In this case, the compressor 2 is connected to an electromagnetic clutch as clutch means for intermittently transmitting transmission of rotational power from the engine 30 to the compressor 2, and this electromagnetic clutch is controlled by a clutch drive circuit or the like. When the electromagnetic clutch is energized, the rotational power of the engine 30 is transmitted to the compressor 2, the air cooling action is performed by the evaporator 7, and when the energization of the electromagnetic clutch is stopped, the engine 30 and the compressor 2 are disconnected. The air cooling action by the evaporator 7 is stopped.

  Moreover, in the said embodiment, you may replace the determination process of step 64 with "is the charge capacity of the battery mounted in a vehicle more than predetermined amount?" That is, if it is determined that the charge capacity of the battery is greater than or equal to the predetermined amount, the process proceeds to step 65, and if it is determined that the charge capacity of the battery is less than the predetermined amount, the process proceeds to step 69. This determination process can be applied to vehicles other than plug-in charge type hybrid vehicles.

  Further, a PTC heater (positive temperature coefficient) may be provided behind the heater core 34 of the above embodiment as an electric auxiliary heat source that can further heat the air. The PTC heater includes an energization heat generating element portion, and generates heat when the energization heat generation element portion is energized to warm surrounding air. This energization heating element portion is configured by fitting a plurality of PTC elements in a resin frame formed of a heat-resistant resin material (for example, 66 nylon, polybutadiene terephthalate, etc.).

2 ... Compressor 7 ... Evaporator (heat exchanger)
DESCRIPTION OF SYMBOLS 10 ... Air-conditioning case 10a ... Air passage 14 ... Indoor blower (blower means)
47 ... Humidity sensor (humidity detection means)
50. Air conditioner ECU (control device)

Claims (3)

An air conditioning case (10) including therein an air passage (10a) through which air to be blown into the passenger compartment passes, and between the refrigerant flowing in the air conditioning case and the air flowing in the air passage. A heat exchanger (7) in which heat exchange is performed, a blowing means (14) for blowing air into the vehicle interior, a compressor (2) for supplying a refrigerant to the heat exchanger, and the compressor ( A control device (50) for controlling the operation of 2) and the operation of the blowing means, and a vehicle air conditioner capable of blowing air to the heat exchanger by the blowing means during parking,
The controller is
Determine the degree of drying of the heat exchanger using the humidity of the air after passing through the heat exchanger;
While the vehicle is parked, the operation of the compressor is controlled to stop the supply of the refrigerant to the heat exchanger, and the air blowing means until it is determined that the heat exchanger is in a dry state that does not generate odor. The air conditioner for vehicles which controls the action | operation of and performs ventilation with respect to the said heat exchanger. The controller is
After the drying operation of the air blowing unit is performed until it is determined that the dry state, the humidity of the air after passing through the heat exchanger is continuously detected,
The dry state is determined when the difference between the maximum humidity of the air from the start of the drying operation and the current humidity is greater than a predetermined dry state humidity difference. Vehicle air conditioner. The controller is
The humidity of the air after passing through the heat exchanger is detected by humidity detecting means for detecting the humidity near the window of the vehicle,
The vehicle air conditioner according to claim 1 or 2, wherein the air conditioner is set to an outlet mode in which air is blown toward the humidity detecting means during parking.

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