JP2011068156A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of suppressing the generation of an odor when starting the air-conditioning and the propagation of bacteria by surely drying an evaporator 7 for a short time during the parking of the vehicle. <P>SOLUTION: The air conditioner 100 includes the evaporator 7 for cooling in which a medium for heat exchange flows in an air-conditioning case 10. The air conditioner includes an inside/outside air switching means 13 at an upstream side of the evaporator 7 to switch an inside air circulation mode for taking in air in the vehicle and circulating the air and an outside air introduction mode for introducing air outside the vehicle. The inside/outside air switching means 13 is set to at least the inside air circulation mode during the parking of the vehicle, and the evaporator 7 is dried without making a coolant flow to the evaporator 7. An air blower 14 is provided in the air conditioning case 10 for executing drying control to blow air to the evaporator 7. Step S46 and S47, etc. for forming an estimation means to stop the air blower 14 by estimating that the odor of the evaporator 7 is substantially eliminated are provided. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that suppresses odor from a vehicle interior heat exchanger after parking.

  Conventionally, as a vehicle air conditioner described in Patent Document 1, there is one that prevents a dry odor by controlling the temperature of an evaporator within a predetermined range. This is to achieve both the power saving effect of a compressor drive source such as a vehicle engine and the comfort by preventing the generation of odor.

  According to the description of Patent Document 1, the odor generation in the evaporator blow-off air is started when the adhering odor component is released from the fin surface of the evaporator immediately before the condensed water on the evaporator surface is dried, And odor intensity | strength increases gradually with progress of time.

  The timing of odor generation in the evaporator blowout air coincides with the time when the evaporator blowout temperature temporarily decreases. Therefore, the configuration of Patent Document 1 is a temporary temperature drop of the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries in the process of increasing the evaporator outlet temperature to the high temperature side when the compressor is stopped. Judgment is made and the compressor is restarted.

  Specifically, when the compressor is stopped, in the process where the degree of cooling of the evaporator rises to the high temperature side, a temporary decrease in the evaporator outlet temperature that occurs immediately before the condensed water on the evaporator surface dries out occurs. Detect this and restart the compressor.

  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 lowering of the blowing temperature to wet the fin surface of the evaporator. As a result, it is possible to prevent the odor component from separating from the fin surface of the evaporator, and to prevent the generation of odor.

JP 2001-130247 A

  According to the technique of the above-mentioned Patent Document 1, the odor accumulated in the air conditioning duct housing the evaporator (vehicle interior heat exchanger) is blown out into the vehicle interior when the air conditioning control of the vehicle air conditioner is started after parking. There was a problem of being.

  In other words, in the conventional vehicle air conditioner, when the air conditioning operation is started and the blower blows into the passenger compartment when the occupant gets on, the condensed water is regenerated due to the restart of the compressor. In time, air containing scented moisture trapped in the air conditioning case in the early stage of blowing may be blown out toward the passenger compartment at the start of air conditioning.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to reliably dry the vehicle interior heat exchanger in a short time during parking. Another object of the present invention is to provide a vehicle air conditioner capable of suppressing odor generation and bacterial growth at the start of air conditioning.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

  In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, in the vehicle air conditioner (100) provided with the cooling vehicle interior heat exchanger (7) through which the heat exchange medium flows in the air conditioning case (10), An inside / outside air switching means (13) for switching between an inside air circulation mode for taking in and circulating air inside the vehicle and an outside air introduction mode for introducing air outside the vehicle is provided upstream of the exchanger, and the vehicle is parked. , The inside / outside air switching means (13) is set to at least the inside air circulation mode, and air is blown to the vehicle interior heat exchanger (7) in order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium. The air blower (14) provided in the air conditioning case (10) that executes the vehicle interior heat exchanger drying control, and the fan that estimates that the smell of the vehicle interior heat exchanger has substantially disappeared due to the start of air blowing. Estimated hand to stop (14) It is characterized by having a (step S46 and S47, S76 and S77, S86 and S87, S96 and S97 and S106 and S107).

  According to this invention, when the vehicle is parked, the vehicle interior heat exchanger (7) is blown by the blower (14) provided in the air conditioning case (10) to dry the vehicle interior heat exchanger in the inside air circulation mode. Therefore, it is possible to prevent the wind containing the smelling water from blowing out at the start of air conditioning after parking. In addition, since it is possible to suppress the growth of bacteria during parking, it is possible to alleviate the dirt in the vehicle interior heat exchanger (7), further reduce the cause of odors, and heat exchange in the vehicle interior. Corrosion of the vessel (7) can be suppressed, and the life of the vehicle air conditioner can be extended.

  According to the second aspect of the present invention, there is provided a means for detecting the outside air temperature outside the vehicle, and the inside / outside air switching means (13) is controlled based on the outside air temperature. In order to control the air switching means (13) on the basis of characteristics set so as to easily become the inside air circulation mode side and dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium, The air is blown to the indoor heat exchanger (7) to execute the interior heat exchanger drying control, and the higher the outside air temperature, the more the inside / outside air switching means (13) is set to the outside air introduction mode side while the vehicle is parked. In order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium, the air is blown to the vehicle interior heat exchanger (7), It is characterized by executing the indoor heat exchanger drying control.

  According to the present invention, in consideration of the fact that the lower the temperature of the air passing through the vehicle interior heat exchanger (7), the faster the air is dried. (13) can be controlled by shifting to the inside air circulation mode side. Further, as the outside air temperature is relatively high, the inside / outside air switching means (13) can be shifted to the outside air introduction mode side while the vehicle is parked to execute the interior heat exchanger drying control. As a result, the vehicle interior heat exchanger (7) can be dried quickly and the blower operating time can be shortened, so that power can be saved and failure due to long-time operation of the blower can be suppressed.

  In the invention according to claim 3, when the outside air temperature and outside air humidity outside the vehicle are detected, the inside / outside air switching means (13) is controlled by at least the outside air temperature and outside air humidity, and the outside air temperature is the same. The lower the outside air humidity, the easier it is to control the inside / outside air switching means (13) in the outside air introduction mode while the vehicle is parked, thereby drying the vehicle interior heat exchanger (7) without flowing the heat exchange medium. In addition, the air is blown to the vehicle interior heat exchanger (7) to execute the vehicle interior heat exchanger drying control, and when the outside air temperature is the same, the higher the outside air humidity, the more the inside / outside air is switched while the vehicle is parked. In order to control the means (13) to be easily in the inside air circulation mode and to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium, the vehicle interior heat exchanger (7) is blown, Carrying out the interior heat exchanger drying control It is set to.

  According to the present invention, in consideration of the fact that the lower the humidity of the air passing through the vehicle interior heat exchanger (7), the quicker the air is dried, the lower the outside air humidity, the more the inside / outside air switching means (13 ) Is set to the outside air introduction mode, and as the outside air humidity is higher, the inside / outside air switching means (13) is set to the inside air circulation mode and the inside heat exchanger drying control is executed while the vehicle is parked. ) Can be dried quickly and the operating time of the blower can be shortened, so that power can be saved and failure due to long-time operation of the blower can be suppressed.

  In the invention according to claim 4, the outside air introduction rate for determining the outside air introduction mode and the inside air circulation mode is determined by the characteristic that defines the relationship between the outside air temperature and the outside air humidity, and when the outside air humidity is the same, The characteristic is determined such that the lower the value is, the easier it is to enter the inside air circulation mode, and the higher the outside air humidity when the outside air temperature is the same, the easier it is to become the inside air circulation mode.

  According to the present invention, the outside air introduction rate that determines the outside air introduction mode and the inside air circulation mode is obtained by the characteristic that defines the relationship between the outside air temperature and the outside air humidity. When the outside air humidity is the same, the characteristics are determined so that the lower the outside air temperature, the easier it becomes the inside air circulation mode, and the higher the outside air humidity when the outside air temperature is the same, the easier it becomes the inside air circulation mode. Yes. As a result, since the inside / outside air switching means (13) is accurately switched and the vehicle interior heat exchanger drying control is executed while the vehicle is parked, the vehicle interior heat exchanger (7) can be quickly dried. Since the operation time can be shortened, electric power can be saved, and failure due to long-time operation of the blower can be suppressed.

  In the invention according to claim 5, it is provided with humidity detecting means for detecting the humidity inside the vehicle, and the inside / outside air switching means (13) is controlled by the humidity inside the vehicle, and when the inside humidity is lower than a predetermined value, While the vehicle is parked, the inside / outside air switching means (13) is set to the inside air circulation mode or the outside air introduction mode so that the inside heat exchanger (7) can be dried without flowing the heat exchange medium. When the vehicle interior humidity is higher than a predetermined value, the inside / outside air switching means (13) is set to the outside air introduction mode while the vehicle is parked. In order to dry the vehicle interior heat exchanger (7) without flowing a heat exchange medium, the vehicle interior heat exchanger (7) is blown and the vehicle interior heat exchanger drying control is executed. It is said.

  According to the present invention, when the vehicle interior heat exchanger (7) is dried in the inside air circulation mode, the vehicle interior humidity increases, the vehicle interior heat exchanger (7) is difficult to dry, and window fogging occurs, or Considering that odorous components may adhere to the seat on which the occupant sits, when the vehicle interior humidity is lower than the predetermined value, the inside air circulation mode or the outside air introduction mode is set, and when the vehicle interior humidity is higher than the predetermined value, Since the outside air introduction mode is switched, the inside of the vehicle interior heat exchanger (7) is being dried in the inside air circulation mode or after the drying is finished, the inside of the vehicle interior can be ventilated as the outside air introduction mode, the occurrence of window fogging, or the seat Adherence of odorous components to can be suppressed.

  In the invention according to claim 6, when the vehicle interior humidity is lower than the predetermined value, the inside / outside air switching means (13) is set to the inside air circulation mode or the outside air introduction mode according to the outside air introduction rate determined by the outside air temperature and the outside air humidity. It is characterized by that.

  According to the present invention, when the vehicle interior humidity is lower than a predetermined value, for example, lower than 98%, the inside / outside air switching means (13) is set in the inside air circulation mode according to the outside air introduction rate determined by the outside air temperature and the outside air humidity. Alternatively, since the outside air introduction mode is set, the inside / outside air switching means (13) can be switched to the inside air circulation mode or the outside air introduction mode so as to be most suitable for drying.

  In the invention according to claim 7, the vehicle air conditioner (100) further includes a heater core (34) through which cooling water of the engine of the vehicle flows, and the vehicle interior heat exchanger drying control is performed while the vehicle is parked. When executing, the heater core (34) is heated by flowing engine cooling water through the heater core (34).

  According to the present invention, by heating the heater core (34), the temperature of the air circulating inside increases, and the increased air is blown to the vehicle interior heat exchanger (7) by the blower (14). Since the vehicle interior heat exchanger can be dried, the drying time can be shortened.

  The invention according to claim 8 is characterized in that the heating of the heater core (34) is performed in a room air circulation mode using a water pump.

  According to the present invention, by heating the heater core (34) in the inside-air circulation mode, the vehicle interior heat exchanger (7) is also heated, reducing the wasteful flow of engine cooling water, and the vehicle interior heat. The exchanger (7) can be efficiently dried.

  In the invention according to claim 9, the interior heat exchanger drying control is performed when the occupant absence determination means (S42, S52, S72, S82, S92, and S102) determines that no occupant is present in the vehicle interior. The occupant absence determination means (S42, S52, S72, S82, S92, and S102) has been closed after the operation switch of the vehicle is switched from the on state to the off state, the door is opened, and a predetermined time has elapsed after the closing. It is characterized in that it is sometimes determined that no occupant is present.

  According to the present invention, it is possible to more reliably detect the absence of an occupant and prevent the occupant from feeling uncomfortable due to the odor when the vehicle interior heat exchanger (7) is dried.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a schematic diagram which shows schematic structure of the vehicle air conditioner in 1st Embodiment of this invention, and a power supply system. It is a block diagram which shows the structure around the air-conditioning control apparatus of the said vehicle air conditioner in the said embodiment. It is the flowchart which showed the basic air-conditioning control processing by the said air-conditioning control apparatus in the said embodiment. It is a flowchart which shows the detail of the blower voltage determination in the said embodiment, and the drying control of an evaporator. It is a flowchart which shows the whole suction inlet mode determination process in the said embodiment. 5B is a detailed flowchart of a part of the inlet mode determination process of FIG. 5A. It is a flowchart which shows the detail of the water pump operation | movement determination process in the said embodiment. It is a flowchart which shows the detail of the blower voltage determination in the 2nd Embodiment of this invention, and the drying control of an evaporator. It is a flowchart which shows the detail of the blower voltage determination in the 3rd Embodiment of this invention, and the drying control of an evaporator. It is a flowchart which shows the detail of the blower voltage determination in the 4th Embodiment of this invention, and the drying control of an evaporator. It is a flowchart which shows the detail of the blower voltage determination in the 5th Embodiment of this invention, and the drying control of an evaporator. It is a flowchart which shows the whole blower outlet mode determination process in other embodiment of this invention.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also a combination of the embodiments even if they are not clearly shown unless there is a problem with the combination. It is also possible.

(First embodiment)
The first embodiment will be described below with reference to FIGS. 1st Embodiment demonstrates the example which applied the vehicle air conditioner 100 of FIG. 1 to the air conditioner for hybrid vehicles. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 100 and a power supply system. FIG. 2 is a block diagram showing a configuration around the air conditioning control device of the vehicle air conditioning device 100.

  The hybrid vehicle includes an engine 30 that constitutes a traveling internal combustion engine that explodes and burns liquid fuel such as gasoline to generate power, a vehicle-mounted load 101 that includes a motor function for driving assistance and a generator function, and an illustration of the vehicle-mounted load 101. A running assist motor generator, an engine electronic control device 60 (hereinafter also referred to as an engine ECU 60) for controlling the amount of fuel supplied to the engine 30, ignition timing, and the like, and the motor generator in the in-vehicle electric load 101 And a battery 102 for supplying electric power to the engine ECU 60 and the like.

  The hybrid vehicle also includes a hybrid electronic control unit 70 (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 executing drive source switching control as to which of the motor generator and the engine 30 is transmitted to the drive wheels.

  In addition, a battery ECU 103 that controls charging / discharging of the battery 102 and manages the remaining capacity of the battery 102 is provided. The battery ECU 103 includes a charging device for charging electric power consumed by air conditioning in the vehicle interior or traveling.

  For the battery 102, for example, a nickel metal hydride battery or a lithium ion battery is used. The in-vehicle power supply device 104 including the battery 102 and the battery ECU 103 is a power supply composed of an outlet and a plug or a coupler using electromagnetic induction for connection to a table lamp or a commercial power source (household power source) as a power supply source. Coupler 105 is provided. In the present invention, when simply referred to as a power feeding coupler, it indicates one or both of a coupler comprising an outlet and a plug and an electromagnetic induction type coupler.

  Any one of these power feeding couplers 105 constitutes an external power supply introducing means according to the present invention. The battery 102 can be charged by connecting a commercial power source 106 or a solar cell 107 serving as a power supply source to the power feeding coupler 105.

  Note that the solar battery 107 is installed on the roof of a building such as a garage. Reference numeral 108 denotes a bidirectional converter. A dedicated battery is provided in the vehicle-mounted solar cell 109 separately from the vehicle-mounted battery 102, and the power of the vehicle-mounted solar cell 109 from the dedicated battery is supplied from switch means and converter means (electromagnetic switch and DC) (not shown) in the vehicle-mounted power supply device. -It can be supplied to the indoor blower 14 serving as a blower via a DC converter.

  The in-vehicle solar cell 109 is installed on the ceiling of the vehicle. In the present invention, when it is simply referred to as a solar cell, it indicates either one or both of the solar cell 107 and the in-vehicle solar cell 109.

Specifically, the hybrid vehicle performs the following control.
(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 102 is charged (electric travel mode).
(3) When the driving load such as starting, accelerating, climbing, or traveling at high speed is heavy, the motor generator is caused to function as an electric motor, and is generated in the motor generator in addition to the driving force generated by the engine 30. The generated driving force is transmitted to the driving wheel (hybrid traveling mode).
(4) When the remaining charge 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 converted into electric power. Communicate to the machine.

  Next, the vehicle air conditioner 100 of FIG. 1 is an apparatus that can perform an air conditioning operation in the vehicle interior, and drives the indoor blower (also referred to as a blower) 14 with electric power via the in-vehicle power supply device 104 during parking. It is possible to blow.

  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, and an air conditioner electronic control unit 50 (hereinafter also referred to as an air conditioner ECU 50) 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, and 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). The outside air inlet 12 for taking in is formed.

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

  The most downstream side of the air-conditioning case 10 is a part constituting the air outlet, 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 outlet switching doors 21 and 22 are rotatably attached to the inside of each 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 DC motor 15 (also referred to as a blower motor), and the rotational speed of the DC motor 15 is determined according to the voltage applied to the DC motor 15. That is, the amount of air blown from the indoor blower 14 is controlled by controlling the voltage applied to the DC motor 15 based on the control signal from the air conditioner ECU 50.

  The refrigeration cycle 1 in FIG. 1 includes a compressor 2 that compresses refrigerant by controlling the number of revolutions by an inverter 80, a condenser 3 that condenses and liquefies the compressed refrigerant, and a liquid refrigerant that gas-liquid separates the condensed and liquefied refrigerant. A gas-liquid separator 5 that flows only downstream, an expansion valve 6 that decompresses and expands the liquid refrigerant, an evaporator 7 that evaporates the decompressed and expanded refrigerant (also referred to as an evaporator and also an evaporator). And a refrigerant pipe or the like for connecting them in a ring shape.

  The air passage 10a in the air conditioning case 10 on the downstream side of the blower air with respect to the indoor blower 14 is an example of the evaporator 7 (an example of a cooling interior heat exchanger for cooling) in order from the upstream side to the downstream side. Also referred to as an evaporator), an air mix door 17 and a heater core 34 are arranged.

  The compressor 2 is driven by a built-in electric motor, can be controlled in rotational speed, and can change the refrigerant discharge flow rate according to the rotational speed. The compressor 2 is applied with an AC voltage whose frequency is adjusted by the inverter 80, and the rotational speed of the internal electric motor is controlled. The inverter 80 is supplied with DC power from the vehicle-mounted battery 102 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 the outdoor air that exchanges heat between the refrigerant flowing inside and the outside air blown by the outdoor fan 4 and the traveling wind and the refrigerant. It is an exchanger.

  The cooling water circuit 31 is a circuit that circulates the cooling water warmed by the water jacket of the engine 30 by the electric water pump 32, and has a radiator, a thermostat (none of which are shown), and a heater core 34. In the heater core 34, cooling water (heat exchange medium) that has cooled the engine 30 flows therein, 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 temperature detection means for detecting the water temperature TW (FIG. 2) of the cooling water flowing through the cooling water circuit 31. The signal detected by the water temperature sensor 33 is input to the air conditioner ECU 50 in FIG.

  The evaporator 7 in FIG. 1 is arranged so as to cross the entire air passage immediately after the indoor blower 14, and allows all the air blown out from the indoor blower 14 to pass therethrough. The evaporator 7 has an air cooling action for cooling the air by heat exchange between the refrigerant (heat exchange medium) flowing inside and the air flowing through the air passage 10a and an action for dehumidifying the air passing through the evaporator 7. Have

  An air mix door 17 capable of adjusting the air volume ratio between the air passing through the heater core 34 and the air bypassing the heater core 34 is provided in the ventilation path downstream of the evaporator 7 and upstream of the heater core 34.

  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 in the refrigeration cycle 1 of FIG. 1 is provided in the flow path on the high pressure side of the refrigeration cycle 1, and is the high pressure of the refrigerant upstream of the condenser 3, that is, the discharge pressure Pre of the compressor 2 (FIG. 2). ) Is detected.

  The evaporator temperature sensor 44 is a temperature detecting means for detecting the evaporator temperature TE (one of temperature information related to the evaporator 7) in FIG. 2, which is the temperature at a predetermined location in the evaporator 7 (fin temperature in this embodiment). is there.

  The evaporator upstream air temperature sensor 45 detects the evaporator upstream temperature TU (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature upstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means.

  The evaporator downstream air temperature sensor 46 detects the evaporator downstream temperature TL (one of temperature information related to the evaporator 7) in FIG. 2, which is the air temperature downstream of the evaporator 7 of the air flowing through the air passage 10a. It is a detection means. Signals detected by each of the evaporator temperature sensor 44, the evaporator upstream air temperature sensor 45, and the evaporator downstream air temperature sensor 46 are input to the air conditioner control ECU 50 in FIG.

  A detection device 110 is provided near the inner surface of the front window 49a in the vehicle interior of FIG. 1, and a humidity sensor 47 that can detect typical humidity and temperature of air near the inner surface of the front window 49a in the detection device 110, An air temperature sensor 48 and a glass temperature detection temperature sensor 49 (also referred to as a window temperature sensor 49) are provided. The humidity sensor 47 is of a capacitance change type 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 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
However, V is an output value of the humidity sensor 47, α is a control coefficient, and β is a constant.

  Next, the air conditioner ECU 50 calculates the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance. Further, the window glass surface relative humidity RHW is calculated based on the relative humidity RH and the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. This is disclosed in detail in Japanese Patent Application Laid-Open No. 2007-8449.

  The air conditioner ECU 50 shown in FIG. 2 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment, and includes a microcomputer (not shown). The air conditioner ECU 50 includes signals from various switches on an operation panel 51 provided in the front of the vehicle interior, an inside air sensor 40, an outside air sensor 41, a solar radiation sensor 42, a refrigerant pressure sensor 43, an evaporator temperature sensor 44, an evaporator. An upstream air temperature sensor 45, an evaporator downstream air temperature sensor 46, a water temperature sensor 33, a humidity sensor 47, an air temperature sensor 48, an input circuit for receiving sensor signals from the window temperature sensor 49, and the like, and output signals to various actuators Output circuit.

  A microcomputer (not shown) in the air conditioner ECU 50 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 transmitted from the operation panel 51 or the like. Performs calculations based on the operating instructions.

  Further, the air conditioner ECU 50 calculates the capacity of the compressor 2 and the like. The air conditioner ECU 50 outputs a control signal to the inverter 80 based on the calculation result, and the discharge flow rate of the compressor 2 is controlled by the inverter 80.

  Further, by operating the operation panel 51, operation signals such as operation, stop, and set temperature of the air conditioner are input to the air conditioner ECU 50, and detection signals of various sensors are input. The air conditioner ECU 50 communicates with the engine ECU 60, the hybrid ECU 70, and the like shown in FIG.

  Based on various calculation results, the operation of each device such as the indoor blower 14, the outdoor fan 4, the air mix door 17, the water pump 32, the inside / outside air switching door 13, and the outlet switching doors 21 and 22 is controlled. To do.

  FIG. 3 is a flowchart showing basic control processing by the air conditioner ECU 50. When the basic control process of FIG. 3 is started, the air conditioner ECU 50 executes processes related to the following steps. Note that the processing from step S2 to step S10 is performed once every 250 ms.

(Initialization)
First, at step S1, parameters and the like stored in a RAM or the like in the air conditioner ECU 50 are initialized.

(Read switch signal)
Next, in step S2, various switch signals from the operation panel 51 and the like are read.

(Read sensor signal)
Next, in step S3, signals from various sensors are read.

(TAO calculation basic control)
Next, in step S4, the target blowout temperature TAO of the 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 in FIG. 2, Tam is the outside air temperature detected by the outside air sensor 41, and Ts is the solar radiation sensor. The amount of solar radiation detected at 42.

  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 of FIG. 1, the control value of the rotation speed of the water pump 32, etc. are calculated by the signal from this TAO and the above-mentioned various sensors.

(Air mix door opening determination)
Next, in step S5 of FIG. 3, the opening degree of the air mix door 17 is determined using the following mathematical formula 3 stored in the ROM.

(Formula 3)
Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%)
In Equation 3, TE is the evaporator temperature (evaporator fin temperature) detected by the evaporator temperature sensor 44 in FIG. 1, and TW is the cooling water temperature detected by the water temperature sensor 33.

(Blower voltage determination and evaporator drying control)
Next, blower voltage determination and evaporator 7 drying control in step S6 of FIG. 3 are performed. Specifically, step S6 is executed according to FIG.

  FIG. 4 is a flowchart showing details of blower voltage determination and evaporator 7 drying control in step S6 of FIG. The blower voltage determined here is a voltage applied to the indoor blower 14 driven by the electric power from the in-vehicle power supply device 104 in FIG. 1. In the first embodiment, the commercial power supply 106 or the external power supply is used. Electric power from the solar cell 107 on the building is used.

  As shown in FIG. 4, when the control is started, in step S40, an ignition switch (hereinafter also referred to as an IG switch, in the case of a pure electric vehicle, a main switch for starting operation), these are collectively referred to in the present invention. It is determined whether or not the operation switch has shifted from ON to OFF. That is, if the IG switch is in a state where it is switched from ON to OFF, it is determined that the vehicle is parked, and if the IG switch remains 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 (NO), there is a high possibility that the occupant will be in the air conditioning operation while riding, and the blower voltage is stored in the ROM in advance as shown in step S41. It is determined according to a well-known map representing the relationship between the stored target blowing temperature TAO and the blower voltage. Then, the blower voltage determination control in step S6 is terminated. This map can be determined in consideration of an appropriate blower voltage for the target blowing temperature TAO.

  If it is determined in step S40 that the IG switch is in the OFF state, a predetermined time (in this case, 5 minutes) elapses after the vehicle door is once closed and then closed in step S42 which constitutes occupant absence determination means. It is determined whether or not. A seat switch signal for sensing the weight of the passenger may be used in combination.

  With this determination, it is possible to detect that there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it is possible to reliably detect the absence of an occupant by confirming the elapse of 5 minutes after closing.

  In other words, the possibility that the occupant is in the vehicle has decreased because the door has been opened and closed, but just in case, the odor during drying of the evaporator 7 in FIG. We are careful not to be uncomfortable.

  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. The occupant absence determination in step S42 is repeated until it is determined that the predetermined time (5 minutes) has elapsed.

  And when it determines with the said predetermined time having passed, in step S43 which comprises a condensation determination means, in order to determine whether the evaporator 7 may have condensed before parking, the nearest IG switch is set. In the ON state, condensation determination is performed to determine whether or not the ON time (operation time) of the compressor (also referred to as a compressor) 2 in FIG. 1 exceeds a predetermined time (here, 5 minutes).

  With this dew condensation determination, it can be determined whether or not there is a possibility that the evaporator 7 has dewed before parking. If it is determined in step S43 that the ON time is within 5 minutes, it is determined that the evaporator 7 is dry, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the evaporator 7 are performed. End the drying control.

  That is, the indoor blower 14 is not operated and the evaporator 7 drying control is not performed. Thus, when it is determined that the evaporator 7 is already dry, power can be saved by not performing the evaporator 7 drying control.

  If it is determined in step S43 that it has exceeded 5 minutes, is there a power supply from an external power source such as an outlet (for example, whether the power is being supplied by a plug-in using the power supply coupler 105 of FIG. 1)? Is determined (step S44).

  If it is determined in step S44 that there is no power supply from the outside, considering the power shortage such as battery rising, the process proceeds to step S48, the blower voltage is determined to be 0 V, the blower voltage determination and the evaporator 7 drying control are performed. finish. That is, the indoor blower 14 is not operated, and the evaporator 7 is not dried.

  On the other hand, if it is determined in step S44 that there is an external power supply, there is no concern about the battery running out, so in step S45 the blower voltage is determined to be 6 V, which is about half the battery voltage. 6V is applied to the DC motor 15 of the blower 14 for use.

  As a result, the indoor blower 14 blows air of a medium level corresponding to 6V to the evaporator 7 and the evaporator 7 drying control is started. When the battery ECU 103 in FIG. 1 determines that the vehicle is being rapidly charged with an external power source (the commercial power source 106 or the solar battery 107 in FIG. 1), the occupant resumes the driving operation in a short time. There is a high possibility of doing.

  Therefore, if the evaporator 7 drying operation is performed at this time, the odor generated from the evaporator 7 remains in the vehicle interior or the vehicle interior temperature decreases due to the intake of outside air. I am trying not to.

  Next, in step S46, a predetermined time is determined as a function of the outside air temperature Tam detected by the outside air sensor 41 in FIG. 2 and the outside air humidity detected by the outside air humidity sensor 461. This predetermined time is a drying time estimated that the evaporator 7 will be sufficiently dried if the indoor blower 14 of FIG. 1 is rotated for this time.

  For example, when the current outside air temperature is −3 ° C. and the outside air humidity is 50%, 20 minutes is set as the predetermined time. When the outside air temperature is −3 ° C. and the outside air humidity is 90%, 30 minutes is set as the predetermined time. In other words, in step S46, it is predicted how many minutes it takes to reach a level at which the odor from the evaporator 7 is not felt. The higher the outside temperature, the shorter the drying time, and the lower the humidity, the shorter the drying time.

  Note that the map used in step S46 shows only characteristic curves of 50% and 90% of outside air humidity, but the actual map has a large number of characteristic curves from 50% to 90%. That is, the map described in step S46 is illustrated with the portion between the outside air humidity 50% and the outside air humidity 90% omitted.

  Thus, the predetermined time when the outside air temperature is 3 ° C. and the outside air humidity is 80% is about 22 minutes. In order to reduce the amount of memory for storing the map, the number of characteristic curves may be reduced, and the predetermined time may be obtained from the outside air temperature and the outside air humidity by complementary calculation.

  Next, whether or not a predetermined time (the predetermined time obtained in step S46, that is, the function value of outside air temperature and outside air humidity = f (outside air temperature, humidity)) has elapsed since the start of the drying operation of the evaporator 7 in step S47. judge.

  After it is determined in step S47 that the predetermined time has elapsed, the evaporator 7 drying control end flag is set. Then, in step S48, the blower voltage is set to 0 volts, the blowing is stopped, and the drying is finished. If the predetermined time has not elapsed in step S47, the process returns to step S45.

(Suction port mode decision)
Next, a suction port mode determination process in step S7 of FIG. 3 is performed. Specifically, this step S7 is executed according to FIGS. 5A and 5B, and the inlet mode is determined based on the target blowing temperature TAO and the presence or absence of the evaporator 7 drying control.

  FIG. 5A is a flowchart showing details of the suction port mode determination processing in step S7 of FIG. Steps S50, S52, S53, and S54 in FIG. 5A are the same as steps S40, S42, S43, and S44 in FIG.

  When step S7 in FIG. 5A starts, it is determined in step S50 whether or not the IG switch has shifted from ON to OFF. At this time, if the IG switch has shifted from ON to OFF, it is determined that parking has started. At this time, when it is determined that the IG switch is in the ON state and the vehicle is not parked (NO), there is a high possibility that the occupant performs the air-conditioning operation (operation of the compressor 2 in FIG. 1) while on the vehicle.

  Therefore, at this time, as shown in step S51, it is determined whether or not the current control is in the auto mode. If the current mode is not the auto mode but the manual mode, the outside air introduction rate is zero in step S55 according to the input signal by the occupant operation. % Inside air circulation mode (REC) or outside air introduction mode (FRS) with an outside air introduction rate of 100%.

  If it is determined in step S51 that the mode is the auto mode, in step S56, the suction port mode is determined according to a map representing the relationship between the target outlet temperature TAO and the suction port mode stored in advance in the ROM.

  If it is determined in step S50 that the IG switch is OFF, a predetermined time (here, 5 minutes) has elapsed after the vehicle door is once opened and closed in step S52, which constitutes occupant absence determination means. It is determined whether or not. By this determination, it is possible to detect that there is a high possibility that there is no person in the vehicle due to the opening / closing operation of the door, and it is possible to reliably detect the absence of an occupant by confirming the elapse of 5 minutes after closing.

  If it is determined that the predetermined time has passed, the ON time (operating time) of the compressor 2 in FIG. 1 when the latest IG switch is ON is set to a predetermined time (here, in step S53 forming the dew condensation determination means). Then, it is determined whether or not it exceeds 5 minutes.

  This determination makes it possible to determine whether or not the evaporator 7 may have condensed before parking. If it is determined in step S53 that it is within 5 minutes, the determination is NO, and it is determined that the evaporator 7 is dry. Then, the process proceeds to step S591, and the intake air mode is determined by determining the outside air introduction rate to 100% outside air introduction mode. End control.

  If it is determined in step S53 that it has exceeded 5 minutes, whether or not there is power supply from an external power source such as an outlet in the next step S54 (for example, power supply by plug-in using the power supply coupler 105 of FIG. 1). Whether it is in a state) or not.

  If it is determined in step S54 that there is no external power supply, power shortage such as battery rising is taken into consideration, the process proceeds to step S591, the outside air introduction rate is determined to be the 100% outside air introduction mode, and the inlet mode determination control is performed. finish.

  In step S54, if it is found from the information from the battery ECU 103 that the vehicle is being rapidly charged, the evaporator 7 is likely to resume the driving operation in a short time. When the drying operation is performed, the odor generated from the evaporator 7 remains in the vehicle interior, or the temperature in the vehicle interior decreases due to the intake of outside air. Therefore, the drying operation of the evaporator 7 is not performed. Accordingly, the outside air introduction rate in this case is controlled at step S591 at an outside air introduction rate of 100%.

  If the vehicle is not rapidly charged in step S54 and power is supplied from an external power source such as the commercial power source 106 in FIG. 1 or the solar cell 107 on the building, the process proceeds to step S58.

  In this step S58, considering that the evaporator 7 dries faster when the outside air is introduced as the outside air temperature is higher and the outside air humidity is lower, the evaporator drying time is set to the inside air circulation mode side. It is determined whether it is shorter in terms of time or shorter in the outside air introduction mode side.

  That is, using the map described in step S58 of FIG. 5A, the outside air introduction rate is determined based on the relationship between the outside air temperature and the outside air humidity. As a result, the evaporator 7 can be dried at any outside air introduction rate in the inside air circulation mode (outside air introduction rate 0%), the intermediate mode (outside air introduction rate 1 to 99%), and the outside air introduction mode (outside air introduction rate 100%). It is calculated whether the evaporator 7 is dried.

  In this case, when the outside air temperature is low, the inside air introduction mode is easier to dry, so the inside air introduction mode is easily set. In addition, when the outside air humidity is high, the inside air introduction mode is easier to dry, so the inside air introduction mode is easily set. In addition, what is calculated in this step S58 is a temporary outside air introduction rate, and is not final.

  Next, the final outside air introduction rate (actual outside air introduction rate) is determined in step S5B. Details of step S5B are shown in FIG. 5B. In FIG. 5B, in step S5B1, it is determined whether or not the outside air introduction rate is currently less than 50%. If the outside air introduction rate is not less than 50%, the process proceeds to step S59 in FIG. 5A with the final outside air introduction rate in step S5B2 as the temporary outside air introduction rate calculated in step S58 in FIG. 5A.

  If the outside air introduction rate is less than 50% in step SB1 in FIG. 5B, whether or not the humidity in the vehicle interior (near the window) exceeds 98% in step S5B3 is determined whether the front window 49a in the vehicle interior in FIG. The determination is made based on the window glass surface relative humidity RHW determined by using the detection device 110 near the inner surface.

  If the window surface relative humidity RHW (vehicle interior humidity) exceeds 98%, the window fogging occurs and the window becomes more dusty or the seat on which the occupant sits gets wet and smells. In step S5B4, the outside air Ventilate the cabin with an introduction rate of 100%.

  Next, after ventilating for 5 minutes in step S5B5, in order to warm the passenger compartment again and make the evaporator 7 easier to dry, the inside air circulation mode (outside air introduction rate = 0%) is set in step S5B6, and 2 minutes in step S5B7. After counting, the process proceeds to step S59 in FIG. 5A.

  If the evaporator drying control is not completed in step S59 of FIG. 5A, the process returns to step S58. If it is confirmed in step S59 that the evaporator drying control has been completed, the outside air introduction rate is set to 100% (set to the outside air introduction mode) in step S591.

  As described above, by setting the outside air introduction mode after the end of the evaporator drying control, the moisture remaining in the passenger compartment is easily discharged to the outside air. At this time, even if the blower air volume is zero, it is difficult for the moisture to be accumulated by setting the outside air introduction mode. In step S59, whether or not the evaporator drying control is finished is determined by whether or not the evaporator drying control end flag in step S47 in FIG. 4 is set.

(Air outlet mode decision)
Next, in step S8 of FIG. 3, the air outlet mode corresponding to the target air outlet temperature TAO is determined from a map stored in the ROM as is well known. Specifically, when the target blowing temperature TAO is high, the foot differential is selected in the order of the foot mode, and the bi-level mode is further selected in the order of the face mode as the target blowing temperature TAO decreases. When manual operation is selected, the outlet mode is determined according to the passenger operation.

(Determination of compressor speed, etc.)
Next, determination of the rotation speed of the compressor 2 of FIG. 1 is performed at step S9 of FIG. As described above, when the evaporator 7 drying control with the IG switch OFF is executed, the compressor 2 is not rotating and the refrigerant serving as the heat exchange medium does not flow through the evaporator 7.

  The operating state of the compressor 2 is determined when the IG switch is ON and the air conditioner switch in the operation panel 51 of FIG. 2 is ON. The air conditioner ECU 50 in FIG. 2 determines the number of rotations of the compressor 2 as is well-known based on the evaporator temperature TE that is a detection value of the evaporator temperature sensor 44. Specifically, the rotational speed of the compressor 2 corresponding to the evaporator temperature TE is calculated and determined according to a map stored in advance in the ROM.

  Then, in step S11 of FIG. 3, the air conditioner ECU 50 transmits a control signal for controlling the compressor 2 to the determined rotational speed to the inverter 80 of FIG. The inverter 80 controls the rotational speed of the multiphase AC motor in the compressor 2 based on the transmitted control signal.

(Determination of water pump operation)
Next, the water pump operation determination process in step S10 of FIG. 3 is performed. This step S10 is specifically executed according to FIG. FIG. 6 is a flowchart showing details of the water pump operation determination process in step S10 of FIG.

  As shown in FIG. 6, when step S10 in FIG. 3 is started, it is determined whether or not the coolant temperature TW detected by the water temperature sensor 33 in FIG. 2 is higher than the evaporator temperature TE in step S60 in FIG. To do. If it is determined that the water temperature TW is equal to or lower than the evaporator temperature TE, the water pump 32 of FIG. 1 is determined to be OFF in step S61, and step S10 of FIG. 3 is terminated.

  If it is determined in step S60 of FIG. 6 that the water temperature TW is higher than the evaporator temperature TE, it is determined in step S62 whether or not the indoor blower 14 is ON (operated). If the indoor blower 14 is not ON, the process proceeds to step S61, where it is determined to turn off the water pump 32, and step S10 in FIG. 3 ends.

  If the indoor blower 14 is ON in step S62, the process proceeds to step S63, where the water pump 32 is determined to be ON, and step S10 is ended. As described above, the air conditioner ECU 50 determines the operation of the electric water pump 32 in FIG. 1 according to the coolant temperature TW, the evaporator temperature TE, and the operation and stop of the indoor blower 14.

  Thus, the heater core 34 is heated using the waste heat of the engine 30 of FIG. In step S62, the control may be performed depending on whether or not the room air blower 14 is in the inside air circulation mode and the indoor blower 14 is in the ON state. By doing so, the heater core 34 is heated in the inside air circulation mode, so the evaporator 7 is also heated, and the evaporator 7 drying control can be performed more efficiently.

(Control signal output)
Next, in step S11 of FIG. 3, control signals are sent to the indoor blower 14, inverter 80, various actuators, etc. so that the control states calculated or determined in steps S4 to S10 are obtained. Is output. Then, after the elapse of a predetermined time in step S12 of FIG. 3, the process returns to step S2, and the above steps S2 to S12 are executed continuously.

  The effect which the vehicle air conditioner 100 of FIG. 1 in 1st Embodiment brings is described below. The vehicle air conditioner 100 includes an air conditioning case 10 including therein an air passage 10a through which air to be blown into a vehicle interior passes, and a refrigerant flowing inside the air passage 10a and air flowing through the air passage 10a. It controls the operation of the evaporator 7 that exchanges heat, the indoor blower 14 for blowing air into the passenger compartment, the compressor 2 that supplies the refrigerant to the evaporator 7, and the indoor blower 14. And an air conditioner ECU 50.

  While parking, the compressor 2 can be blown to the evaporator 7 by the indoor blower 14 while the operation of the compressor 2 is stopped. The air conditioner ECU 50 stops the operation of the compressor 2 and stops supplying the refrigerant to the evaporator 7 until it is determined that the evaporator 7 is in a dry state that no longer generates odor during parking. Thus, the operation of the indoor blower 14 is controlled to blow air to the evaporator 7 in the outside air introduction mode.

  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 driving | operation at the time of boarding after parking completion, the water | moisture content of the evaporator 7 containing an odor component can be skipped, and the evaporator 7 can be made into a dry state.

  Thereby, immediately after the start of the air-conditioning operation performed at the time of boarding, it is possible to prevent moisture containing odorous components from being mixed with the blown air and being supplied into the vehicle interior. Therefore, at the start of air conditioning after parking, it is possible to suppress the supply of conditioned air containing odors to the passenger compartment, thereby reducing passenger discomfort.

  Moreover, the evaporator 7 can be maintained in a dry state during parking, and bacterial growth in the evaporator 7 can be suppressed. Thereby, the contamination of the evaporator 7 and corrosion can be suppressed, and the durability of the evaporator 7 can be improved. Moreover, since the drying time of the evaporator 7 is determined as a function of the outside air temperature and the outside air humidity as shown in FIG. 4, excess and deficiency of the drying time is suppressed.

  Further, the switching control of the outside air introduction mode or the inside air circulation mode in the inside / outside air switching means during the evaporator drying control during parking is basically based on a function of the outside air temperature and the outside air humidity as shown in FIG. 5A. Therefore, the drying can be performed in the inside / outside air switching mode which is easy to dry.

(Second Embodiment)
In the evaporator 7 of FIG. 1, since the dew condensation water is evaporated in the air during drying, the heat of vaporization is lost, and the temperature of the evaporator 7 itself and the temperature of the air downstream of the evaporator 7 are lowered. When drying is finished, the temperature downstream of the evaporator rises to approximately the same temperature as the upstream temperature. This phenomenon is a judgment material for the completion of drying of the evaporator 7.

  The air conditioner ECU 50 of the second embodiment uses the evaporator temperature at a predetermined location in the evaporator 7 in order to determine the degree of drying of the evaporator 7. According to this, it is possible to determine the degree of drying of the evaporator 7 using a value obtained by directly detecting the temperature of the evaporator 7 or the temperature around the evaporator 7.

  Thereby, generation | occurrence | production of the odor which may occur at the time of the air conditioning start can be suppressed reliably. Hereinafter, the second embodiment will be described with reference to FIG. In addition, description of the part which is common in 1st Embodiment is abbreviate | omitted, and a different process is demonstrated.

  FIG. 7 is a flowchart showing details of blower voltage determination and evaporator drying control in the second embodiment. Steps S70, S72, S73, S74, S75, and S71 in FIG. 7 are the same as steps S40, S42, S43, S44, S45, and S41 in FIG.

  In step S75 in FIG. 7, the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and after drying of the evaporator 7 is started, the humidity in the passenger compartment of the air downstream from the evaporator 7 is determined in step S76. It is determined whether it is less than 80%.

  As described above, the air humidity utilizes the window surface relative humidity RHW obtained by calculating the sensor detection values from the humidity sensor 47, the air temperature sensor 48, and the window temperature sensor 49 in the detection device 110 of FIG. is doing.

  If it is determined in step S76 in FIG. 7 that the window surface relative humidity RHW is 80% or more, NO is determined, and the dew condensation water in the evaporator 7 is still evaporated in the air, and the evaporator 7 is still in the middle of drying. Since it can be determined that the drying is not complete, the process proceeds to step S78, and the drying operation is continued until a predetermined time (in this case, 1 hour) elapses. When the drying operation for a predetermined time is completed, the process proceeds to step S79 where the blower voltage is determined to be 0 V, and the blower voltage determination and the drying control of the evaporator 7 are terminated.

  On the other hand, if it is determined in step S76 that the window glass surface relative humidity RHW determined using the temperature sensor 47, the air temperature sensor 48, and the window temperature sensor 49 of FIG. 2 is less than 80%, the evaporator 7 is dried. It can be judged that it is in a state.

  In this way, the humidity in the passenger compartment downstream of the evaporator 7 is used as a judgment material for the completion of drying. When the condensed water from the evaporator 7 has finished evaporating and approaches the dry state, the passenger compartment downstream of the evaporator 7 is used. This is because the humidity drops to almost the same level as the upstream air humidity.

  Next, for further certainty, the temperature obtained by subtracting the evaporator downstream temperature TL determined by the evaporator downstream temperature sensor 46 from the evaporator upstream temperature TU determined by the evaporator upstream temperature sensor 45 of FIG. 2 in step S77. Determine if the difference is less than 3 ° C.

  The determination process in step S77 is based on the following characteristics. While the drying of the evaporator 7 is in the middle of a lot of moisture, the heat of vaporization is taken away, so the temperature of the evaporator 7 is lowered, and less moisture is evaporated as the drying of the evaporator 7 proceeds. Therefore, the temperature of the evaporator 7 becomes closer to the upstream air temperature.

  That is, when the drying end state is approached, the degree of drying is increased, the moisture is reduced, and the heat of vaporization is not lost. Therefore, the temperature downstream of the evaporator 7 becomes substantially equal to the air temperature upstream of the evaporator 7. Accordingly, when the temperature difference between the evaporator upstream temperature TU upstream of the evaporator 7 and the evaporator downstream temperature TL becomes smaller than a predetermined temperature difference (in this case, 3 ° C.) obtained from experimental data, the dry state is reached. It can be judged that it was.

  If it is determined in step S77 that the temperature difference is less than 3 ° C., it is determined YES, the process proceeds to step S79, the blower voltage is set to 0 V, the drying operation of the evaporator 7 is terminated, and the blower voltage is determined. And the evaporator 7 drying control is complete | finished.

  In step S77, after it is determined that the temperature difference is less than 3 ° C., the operation of the indoor blower 14 is continued for about 5 minutes while the outside air is introduced and the outside air is taken in. In step S79, the blower voltage may be set to 0 V, and the evaporator 7 drying control may be terminated. If it does in this way, the moisture sent to the vehicle interior with the dry operation can be discharged outside the vehicle interior, the odor in the vehicle interior can be reduced in consideration of the occupant, and the discomfort due to moisture can be avoided.

  On the other hand, if it is determined in step S77 that the temperature difference is 3 ° C. or more, the determination becomes NO, the process proceeds to step S78, and the drying operation is continued until the drying operation for a predetermined time (here, 1 hour) is completed. Thereafter, the blower voltage is determined to be 0 V in step S79, and the drying operation of the evaporator 7 is terminated. The reason why the predetermined time is 1 hour is that it is necessary to finish drying the evaporator 7 in order to save power and ensure the life of the blower motor even if it is not determined to be dry after 1 hour or more.

  The effect which the vehicle air conditioner 100 (FIG. 1) of the said 2nd Embodiment brings is described below. When the difference between the evaporator upstream temperature TU upstream of the evaporator 7 and the evaporator downstream temperature TL, which is the temperature at a predetermined location downstream of the evaporator 7, is less than a predetermined value, the air conditioner ECU 50 of the vehicle air conditioner 100 It is determined that the evaporator 7 is in a dry state.

  That is, during the drying of the evaporator 7, the condensed water is evaporated in the air, so the heat of vaporization is taken and the temperature is lowered, but when the drying is finished, the temperature downstream of the evaporator 7 rises to approximately the same as the upstream temperature. This phenomenon is used as a criterion for evaporator drying. According to this, it is possible to achieve both of ensuring a dry state and efficient operation with little waste.

(Third embodiment)
Next, the third embodiment performs drying of the evaporator 7 in FIG. 1 when there is a sufficient amount of power stored in the battery 102 in FIG. 1 or the dedicated battery for storing the power of the in-vehicle solar cell 109. Will be described. The vehicle of this embodiment is equipped with an electronic control unit called a battery ECU 103 that controls the in-vehicle battery 102 of FIG. 1 and manages charging and discharging of the battery 102 and the dedicated battery. In the third embodiment, information on the remaining battery level from the battery ECU 103 is used.

  FIG. 8 is a flowchart showing details of blower voltage determination and evaporator 7 drying control in the third embodiment of the present invention. Steps S80, S82, S83, S85, and S81 in FIG. 8 are the same as steps S40, S42, S43, S45, and S41 in FIG.

  In step S84, whether or not the remaining battery level is greater than or equal to a predetermined remaining level from the information regarding the remaining battery level taken into the air conditioning control device (air conditioner ECU) 50 from the battery ECU 103 in FIG. Is judged.

  If it is determined in step S84 that the remaining battery capacity is not sufficient for the evaporator 7 drying control, the blower voltage is set to 0 volts in step S89, and the vehicle interior heat exchanger drying control during parking is not executed. If it is determined that the remaining battery level is sufficient, the process proceeds to step S85, where the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and drying of the evaporator 7 is started. In this case, power of the dedicated battery of the in-vehicle solar cell 109 is consumed with priority. Thereby, it is easy to ensure the electric power of the battery 102 required for vehicle travel.

  In step S86, it is determined whether or not the humidity in the passenger compartment of the air downstream from the evaporator 7 is less than 80%. Steps S86, S87, and S88 in this flowchart are substantially the same as steps S76, S77, and S78 of FIG. The only difference is that the fin temperature TE of the evaporator 7 is detected and utilized by the evaporator temperature sensor 44 (FIG. 2) instead of the evaporator downstream temperature TL in step S87.

  The above third embodiment is summarized as follows. The battery 102 and / or the vehicle-mounted solar cell 109 is mounted, and at least the remaining amount of power of the battery 102 and / or the vehicle-mounted solar cell 109 is greater than or equal to a predetermined remaining amount determined in advance for vehicle interior heat exchanger drying control. The vehicle air conditioner 100 includes a vehicle interior heat exchanger 7 that is mounted on a vehicle including a battery ECU 103 serving as a battery remaining amount determination unit that determines whether or not the heat exchange medium flows.

  In this vehicle air conditioner 100, at least a predetermined amount or more of the battery 102 and / or the in-vehicle solar cell is used to dry the vehicle interior heat exchanger 7 without flowing a heat exchange medium while the vehicle is parked. A vehicle 14 that is blown into the vehicle interior heat exchanger 7 using the electric power 109 and that is provided in the air conditioning case 10 for executing the vehicle interior heat exchanger drying control, and a vehicle that is blown into the vehicle interior by the start of air blowing. Estimating means (steps S86 and S87) for stopping the blower 14 by estimating that the odor of the indoor heat exchanger has substantially disappeared is provided.

  As a result, the blower 14 in the air conditioning case 10 is operated using the electric power of the battery 102 and / or the in-vehicle solar cell 109 exceeding a predetermined remaining amount. The indoor heat exchanger 7 can be sufficiently dried.

  Further, when there is a sufficient amount of power stored in the dedicated battery for storing the power of the in-vehicle solar cell 109, the vehicle interior heat exchanger 7 is sufficiently dried during parking even if this amount of power is used. be able to.

(Fourth embodiment)
Next, a description will be given of a fourth embodiment in which the evaporator 7 in FIG. 1 is dried with the electric power of the external power source 106 or 107 in FIG. FIG. 9 is a flowchart showing details of the blower voltage determination and the evaporator 7 drying control in the fourth embodiment of the present invention.

  Steps S90, S92, S93, S95, and S91 in FIG. 9 are the same as steps S40, S42, S43, S45, and S41 in FIG. In step S94, it is determined whether or not there is power supply from the external power source 106 or 107.

  If power is not supplied from the external power source 106 or 107 in step S94, the blower voltage is set to 0 volts in step S99, and the vehicle interior heat exchanger drying control is not executed during parking.

  If it is determined that power is supplied from the external power source 106 or 107, the process proceeds to step S95, where the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and drying of the evaporator 7 is started.

  Next, in step S96, it is determined whether or not the evaporator 7 is dried for 5 minutes or more. If it has been dried for 5 minutes or more, is the difference between the current evaporator fin temperature TE (Fig. 2) and the evaporator fin temperature TE 5 minutes ago (5 minutes ago) within 1 ° C in step S97? Determine whether or not.

  While the evaporator 7 is dry, when the amount of moisture is high, it takes away a lot of heat of vaporization, so the evaporator temperature TE is low, and the amount of water that evaporates decreases as the drying of the evaporator 7 proceeds. Get higher.

  That is, while the evaporator 7 is drying, the evaporator temperature TE continues to change, so there is a difference in the evaporator temperature TE from 5 minutes ago. Therefore, in this case, since the difference between the current evaporator fin temperature TE and the evaporator fin temperature 5 minutes ago is 1 ° C. or more, the determination in step S97 is NO, and the process proceeds to step S98 to continue drying.

  On the other hand, when the evaporator 7 dries, the moisture is lost and the heat of vaporization is not lost, so the temperature of the evaporator 7 does not change over time. Therefore, in this case, the difference between the current evaporator fin temperature TE and the evaporator fin temperature 5 minutes ago is less than 1 ° C., the determination in step S97 is YES, and the drying of the evaporator 7 is terminated. In step S99, the indoor blower 14 (FIG. 1) is stopped.

In addition, in order to discharge the moisture remaining in the passenger compartment, the odor in the passenger compartment is further reduced by rotating and ventilating the indoor blower 14 with the introduction of outside air for another 5 minutes immediately before stopping the indoor blower 14. May be.

  In step S97, when it is determined whether or not the difference between the current evaporator fin temperature TE and the evaporator fin temperature 5 minutes ago is within 1 ° C, it is determined NO, and in step S98, one hour or more has elapsed. If it is not possible to determine whether the drying has been completed, the process proceeds from step S98 to step S99 to complete the evaporator 7 drying control in order to save power and ensure the life of the DC motor 15 for driving the blower.

(Fifth embodiment)
Next, a fifth embodiment in which the evaporator 7 in FIG. 1 is dried with the electric power of the external power source 106 or 107 in FIG. 1 will be described. FIG. 10 is a flowchart showing details of blower voltage determination and evaporator 7 drying control in the fifth embodiment of the present invention. Steps S100, S102, S103, S105, and S101 in FIG. 10 are the same as steps S40, S42, S43, S45, and S41 in FIG.

  In step S104, it is determined whether or not there is power supply from the external power source 106 or 107. If power is not supplied from the external power source 106 or 107 in step S104, the blower voltage is set to 0 volts in step S109, and the vehicle interior heat exchanger 7 drying control is not executed during parking.

  If it is determined that power is supplied from the external power source 106 or 107, the process proceeds to step S105, where the blower voltage applied to the DC motor 15 for driving the blower is set to 6 volts, and drying of the evaporator 7 is started.

  In step S106, it is determined whether or not the evaporator 7 is dried for 5 minutes or more. If it has been dried for 5 minutes or more, it is determined in step S107 whether or not there has been a change that the current humidity in the vehicle interior is more than 20% lower than the maximum humidity after the start of evaporator drying, or the current vehicle It is determined whether or not the indoor humidity has changed below 70%.

  As described above, the vehicle interior humidity is obtained by calculating the window surface relative humidity RHW obtained by calculating the sensor detection values from the humidity sensor 47, the air temperature sensor 48, and the window temperature sensor 49 in the detection device 110 of FIG. Although the measurement is performed by utilizing, the detection value of the humidity sensor 47 may be used directly.

  In step S107, when the evaporator 7 starts to dry, the humidity in the passenger compartment downstream of the evaporator 7 is high. However, when the drying of the evaporator 7 is completed and the moisture is exhausted, the humidity in the passenger compartment downstream of the evaporator 7 decreases. Therefore, when there is the change, it is possible to detect the dry state of the evaporator 7 with high accuracy by determining that the evaporator is dry. In step S107, an OR condition is used, but an AND condition may be used.

  That is, in step S107, when the current humidity in the vehicle compartment is more than 20% lower than the maximum humidity after the start of drying of the evaporator, the moisture is lost, the humidity in the passenger compartment downstream of the evaporator 7 is lowered, and the evaporator is dried. And / or when the current humidity in the passenger compartment is lower than 70%, it is determined that the moisture has disappeared, the humidity in the downstream of the evaporator 7 has decreased and the evaporator 7 has been dried, and the blower voltage is set in step S109. Exit as zero.

  If it is determined in step S107 that the evaporator 7 is not dried, the process proceeds to step S108, and if the drying cannot be determined for one hour or more, the evaporator drying is terminated to save power and secure the blower motor life.

(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 air outlet mode determination control in step S8 of FIG. 3 in each of the above embodiments, the air outlet mode corresponding to the target air outlet temperature TAO is determined in a well-known manner from the map stored in the ROM. Specifically, when the target blowing temperature TAO is high, the foot differential is selected in the order of the foot mode, and the bi-level mode is selected in the order of the face mode as the target blowing temperature TAO decreases. When manual operation is selected, the outlet mode is determined according to the passenger operation. However, it can also be controlled as shown in FIG.

  FIG. 11 is a flowchart illustrating details of the air outlet mode determination control according to another embodiment. In FIG. 11, when the control in step S8 is started, it is determined in step S110 whether or not the IG switch is switched from ON to OFF.

  If it is not switched and remains ON, it is determined in step S111 whether the current control is auto control or manual control. In manual control, in step S112, face mode (FACE) based on occupant operation, The level mode (B / L), foot mode (FOOT), and foot differential mode (F / D) are switched and controlled.

  In the case of auto control, the air outlet mode according to the target air temperature TAO is automatically selected in step S113. When the IG switch is turned from ON to OFF in step S110, the blower outlet mode is fixed to the defroster mode (DEF), and the drying air of the indoor blower 14 is blown out toward the front window glass. According to this, the detection value of the humidity sensor 47 of the detection device 110 of FIG. 1 or the window glass surface relative humidity RHW can be effectively used as the detection value of the vehicle interior humidity sensor.

  In particular, it is useful when using the detected value of the humidity sensor 47 or the relative humidity RHW of the window glass surface to switch to the outside air introduction mode to ventilate the window during the drying control of the evaporator 7 or after the control is completed. It is.

  Next, although the rotation speed of the compressor 2 of the said embodiment is a 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, you may make it provide the PTC heater (positive temperature coefficient) as an electric auxiliary heat source which can heat air further behind the heater core 34 (FIG. 1) of the said embodiment. 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.).

  When there is a seat air conditioner for heating the seat in the passenger compartment, the drying time can be shortened by drying the evaporator 7 in the inside air circulation mode while heating the seat with the seat air conditioner.

  The vehicle on which the vehicle air conditioner of the present invention can be mounted is not limited to an electric vehicle or a hybrid vehicle, and may be a vehicle that runs on a normal gasoline engine or diesel engine. Further, the connection between the external electricity and the vehicle may be a contact type power supply using an outlet and a plug, or may be a non-contact type power supply using electromagnetic induction.

  The vehicle interior heat exchanger is not limited to an evaporator that evaporates the refrigerant, and the present invention can also be applied to a cooling heat exchanger in which a heat exchange medium such as brine flows. Further, other heat exchangers can be dried as long as they contain moisture and give off an odor. The vehicle air conditioner may use a heat pump cycle.

  In addition, the electric power of the in-vehicle solar cell 109 is charged in a dedicated battery and used as electric power for drying the vehicle interior heat exchanger at the time of parking, but directly with the voltage of the in-vehicle solar cell 109 without the dedicated battery. Alternatively, the blower may be driven.

  That is, in the vehicle air conditioner 100 which is mounted on the vehicle including the battery 102 and is mounted on the vehicle including the in-vehicle solar cell 109 and through which the heat exchange medium flows is provided in the air conditioning case 10, the following configuration is provided. Should be adopted.

  While the vehicle is parked, in order to dry the vehicle interior heat exchanger 7 without flowing the heat exchange medium, the vehicle interior heat exchanger 7 is blown using the power from the in-vehicle solar cell 109 to Estimating that the odor of the vehicle interior heat exchanger, which is provided with the blower 14 provided in the air conditioning case 10 for executing the indoor heat exchanger drying control and is blown into the vehicle interior by the start of air blowing, has substantially disappeared. Estimating means for stopping the blower 14 (steps S46 and S47, S76 and S77, S86 and S87, S96 and S97, and S106 and S107) are provided. In this case, the power source to be used may be selected by a manual switch so that the evaporator 7 drying control is performed in advance using the electric power of the in-vehicle solar cell 109.

  According to this, since the blower 14 in the air conditioning case 10 is operated using the electric power of the in-vehicle solar cell 109, there is no concern about the battery 102 running out of battery, and the vehicle interior heat exchanger 7 is dried during parking. Can be made.

  In addition, when parking outdoors in the blue sky, electric power that dries the vehicle interior heat exchanger 7 is obtained using electric power remaining in the solar cell 109 or the battery 102 that is mounted on the vehicle. When it is detected by the sensor or the voltage detection circuit that the power feeding coupler 105 (FIG. 1) is coupled, priority is given to the solar battery 107 serving as an external power source and the commercial power source 106 in this order to switch the power source of the blower 14. Also good.

  Further, when the power of the solar battery 107 or the battery 102 is not returned to the system of the commercial power source 106, the bidirectional converter 108 is not necessary and a simple converter may be used. In order to measure the degree of drying, the output of an existing sensor for detecting window fogging is used as a humidity sensor. However, a dedicated humidity sensor may be provided in the vehicle interior or in the air conditioning duct.

  Moreover, although the existing blower was utilized for the air conditioner for vehicles, the air blower which consists of a dedicated axial fan may be installed in an air conditioning duct, and the vehicle interior heat exchanger 7 may be dried.

  In addition, the drying control can be executed before the occupant returns to the parked vehicle by using a remote control or timer that can be remotely operated. In this case, since the compressor 2 (FIG. 1) remains stopped, the generation of odor can be prevented without using a relatively large amount of power as in the pre-air conditioning.

7 ... Evaporator (in-vehicle heat exchanger)
13 ... Inside / outside air switching door constituting inside / outside air switching means 14 ... Indoor blower (blower)
44 ... Evaporator temperature sensor 45 ... Evaporator upstream air temperature sensor 46 ... Evaporator downstream air temperature sensor 50 ... Air conditioner ECU (air conditioning control device)
TE ... Evaporator temperature (heat exchanger temperature)
TU ... Evaporator upstream temperature TL ... Evaporator downstream temperature 102 ... Battery 103 ... Battery ECU
DESCRIPTION OF SYMBOLS 106 ... Commercial power source 107 ... Solar cell 108 ... Converter 109 ... In-vehicle solar cell Step S46 and S47, S76 and S77, S86 and S87, S96 and S97 and S106 and S107 ... Estimation means

Claims (9)

In the vehicle air conditioner (100) provided with a cooling vehicle interior heat exchanger (7) in the air conditioning case (10) through which the heat exchange medium flows,
On the upstream side of the vehicle interior heat exchanger, there is an inside / outside air switching means (13) for switching between an inside air circulation mode for taking in and circulating air inside the vehicle and an outside air introduction mode for introducing air outside the vehicle,
While the vehicle is parked, the inside / outside air switching means (13) is set to at least the inside air circulation mode, and the vehicle interior heat exchanger (7) is dried without flowing the heat exchange medium. A blower (14) provided in the air-conditioning case (10) that blows air to the indoor heat exchanger (7) and executes drying control of the vehicle interior heat exchanger, and the vehicle interior heat exchanger by the start of air blowing It has estimation means (steps S46 and S47, S76 and S77, S86 and S87, S96 and S97, and S106 and S107) for estimating that the odor of the air has substantially disappeared. A vehicle air conditioner. Means for detecting an outside air temperature outside the vehicle, and controls the inside / outside air switching means (13) based on the outside air temperature. The lower the outside air temperature, the more the inside / outside air switching means ( 13) is controlled based on the characteristics set so as to easily become the inside air circulation mode side, and in order to dry the vehicle interior heat exchanger (7) without flowing the heat exchange medium, the vehicle interior Air is blown to the heat exchanger (7) to execute the vehicle interior heat exchanger drying control,
The higher the outside air temperature is, the more the inside / outside air switching means (13) is controlled based on the characteristics set so as to easily become the outside air introduction mode side while the vehicle is parked, and the heat exchange medium is controlled. In order to dry the vehicle interior heat exchanger (7) without flowing, the vehicle interior heat exchanger (7) is blown to execute the vehicle interior heat exchanger drying control. Item 2. The vehicle air conditioner according to Item 1. Means for detecting outside air temperature and outside air humidity outside the vehicle, wherein the inside / outside air switching means (13) is controlled by at least the outside air temperature and the outside air humidity, and when the outside air temperature is the same, the outside air humidity is The lower the value, the more the inside / outside air switching means (13) is controlled to be in the outside air introduction mode while the vehicle is parked, and the inside heat exchanger (7) is dried without flowing the heat exchange medium. In order to do so, the vehicle interior heat exchanger (7) is blown to execute the vehicle interior heat exchanger drying control,
When the outside air temperature is the same, as the outside air humidity is higher, the inside / outside air switching means (13) is controlled to easily enter the inside air circulation mode and the heat exchange medium flows while the vehicle is parked. 2. In order to dry the vehicle interior heat exchanger (7), the vehicle interior heat exchanger (7) is blown to execute the vehicle interior heat exchanger drying control. The vehicle air conditioner described in 1.   The outside air introduction rate that determines the outside air introduction mode and the inside air circulation mode is obtained by a characteristic that defines the relationship between the outside air temperature and the outside air humidity. When the outside air humidity is the same, the lower the outside air temperature is, The characteristic is defined so that the inside air circulation mode is more likely to be achieved when the outside air humidity is higher when the outside air temperature is the same. The vehicle air conditioner described. Humidity detecting means for detecting the inside humidity of the vehicle interior is provided, the inside / outside air switching means (13) is controlled by the inside humidity of the vehicle interior, and when the inside humidity of the vehicle is lower than a predetermined value, the vehicle is parked The internal / external air switching means (13) is set to the internal air circulation mode or the external air introduction mode, and the vehicle interior heat exchanger (7) is dried without flowing the heat exchange medium. Air is blown to the exchanger (7) to execute the interior heat exchanger drying control,
When the vehicle interior humidity is higher than a predetermined value, the vehicle interior heat exchanger is set without setting the inside / outside air switching means (13) to the outside air introduction mode and flowing the heat exchange medium while the vehicle is parked. 5. The vehicle interior heat exchanger (7) is blown to dry (7), and the vehicle interior heat exchanger drying control is executed. The vehicle air conditioner described.   When the vehicle interior humidity is lower than the predetermined value, the inside / outside air switching means (13) is switched between the inside air circulation mode or the outside air introduction mode according to the outside air introduction rate determined by the outside air temperature and the outside air humidity. The vehicular air conditioning apparatus according to claim 5. The vehicle air conditioner (100) further includes a heater core (34) through which cooling water of the vehicle engine flows.
The said heater core (34) is heated by flowing cooling water of the said engine through the said heater core (34) when performing the said vehicle interior heat exchanger drying control during the parking of the said vehicle, The said heater core (34) is heated. The vehicle air conditioner according to any one of 1 to 6.   The vehicle air conditioner according to claim 7, wherein heating of the heater core (34) is performed in the inside air circulation mode using a water pump.   The vehicle interior heat exchanger drying control is performed when the occupant absence determination means (S42, S52, S72, S82, S92, and S102) determines that no occupant is present in the vehicle interior, and the occupant absence determination means (S42). , S52, S72, S82, S92, and S102), the operation switch of the vehicle is switched from the on state to the off state, the door is opened and then closed, and the passenger is absent when a predetermined time elapses after closing. It is determined that there is a vehicle air conditioner according to any one of claims 1 to 8.

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