JP6703817B2 - Vehicle air conditioner - Google Patents

Description

The present invention relates to an air conditioner used in a vehicle.

BACKGROUND ART Conventionally, Patent Document 1 describes a vehicle air conditioner that performs anti-fogging control according to a humidity value inside a vehicle. Specifically, the higher the humidity value in the vehicle compartment, the more easily the inner surface of the windshield winds up, so the antifogging performance of the vehicle air conditioner is increased.

Specifically, the anti-fogging performance is adjusted by controlling the air volume of the blower and the rotation speed of the compressor. That is, the antifogging performance is enhanced by increasing the air volume of the blower, and the antifogging performance is enhanced by increasing the rotation speed of the compressor.

In this conventional technique, the humidity in the vehicle compartment is detected by a humidity sensor. There are individual differences in the detection error of the humidity sensor. Therefore, if a humidity sensor with an error that the detected humidity value is lower than the actual humidity is used, adjusting the anti-fog performance based on the detected humidity value will result in insufficient anti-fog performance and the windshield It tends to become cloudy. As a result, it becomes necessary for the occupant to remove the fog on the windshield by manually operating the defroster mode on the air conditioning operation panel to set the defroster mode.

Therefore, in the above-described related art, the humidity value detected by the humidity sensor is corrected to be higher as the number of times the occupant operates the defroster switch increases. As a result, the corrected detected humidity value approaches the actual humidity and the detection error is reduced, so that it is possible to appropriately prevent fogging of the windshield with appropriate antifogging performance.

JP 2001-334820A

In the above conventional technique, the window may be easily fogged due to manual setting by the occupant. Specifically, if the air volume of the blower is manually set to be small or the rotation speed of the compressor is set to be low, fogging of the window is likely to occur.

Also, if the passenger operates the vehicle interior temperature setting switch on the air conditioning operation panel to set the vehicle interior target temperature low, the temperature of the air blown from the vehicle air conditioner will be low, and the window temperature will be low, resulting in fog. Easier to do.

In the above-mentioned conventional technique, even if the window is easily fogged due to the manual setting of the occupant, if the occupant operates the defroster switch to manually set the defroster mode, the humidity value detected by the humidity sensor is corrected to a high value.

Then, the detected humidity value of the humidity sensor is corrected regardless of the detection error of the humidity sensor, so that the detected humidity value is corrected to an unnecessarily high value. As a result, the anti-fog performance becomes excessive, which deteriorates fuel efficiency. That is, since the air volume of the blower and the rotation speed of the compressor become excessive, air conditioning power is consumed excessively.

In view of the above points, the present invention has an object to prevent the humidity value detected by the humidity sensor from being corrected more than necessary.

In order to achieve the above object, in the invention according to claim 1,
An air conditioning unit (30) for blowing out air conditioning air into the vehicle interior;
Control means (50) for automatically controlling the operation of the air conditioning unit (30),
Humidity detecting means (59) for detecting the humidity in the vehicle interior;
Anti-fogging operation means (60b, 60c) for outputting to the control means (50) a command operated by an occupant to improve the anti-fog property of the vehicle window by the air conditioning unit (30);
Is operated by an occupant, the air volume and the passenger compartment target temperature (Tset) of at least one manual actuating means for manually setting the (6 0d, 60e) of the air conditioning unit (30) and provided with,
The control means (50) automatically controls the operation of the air conditioning unit (30) based on the humidity detection value of the humidity detection means (59), so that the antifogging property is adjusted according to the possibility of the window becoming cloudy. Has become
The control means (50) is
As the number of operations of the anti-fogging operation means (60b, 60c) increases, the correction processing for correcting the humidity detection value is performed higher
Manual operating means (6 0d, 60e) when it is determined that the anti-fogging operation means cloudy windows for operating the air conditioning unit (30) is manually set by the (60b, 60c) is operated, antifogging operating means A feature is that the correction amount in the correction process is reduced by not adding the number of operations (60b, 60c) .

According to this, even when the anti-fogging operation means (60b, 60c) is operated by the occupant, the correction amount of the humidity detection value can be reduced when the necessity to correct the humidity detection value is low, so that the humidity detection can be performed. It is possible to prevent the value from being corrected more than necessary.

Note that the reference numerals in parentheses for each means described in this column and in the claims indicate the correspondence with the specific means described in the embodiments described later.

It is the whole air-conditioner lineblock diagram for vehicles in one embodiment. It is a block diagram which shows the electric control part of the vehicle air conditioner in one embodiment. It is a flowchart which shows the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows the principal part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment. It is a flowchart which shows another main part of the control processing of the vehicle air conditioner in one embodiment.

Hereinafter, embodiments will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 of the present embodiment, and FIG. 2 is a block diagram showing a configuration of an electric control unit of the vehicle air conditioner 1. In this embodiment, the vehicle air conditioner 1 is applied to a hybrid vehicle that obtains a driving force for vehicle traveling from an internal combustion engine EG (in other words, an engine) and an electric motor for traveling.

The hybrid vehicle of the present embodiment is configured as a plug-in hybrid vehicle in which electric power supplied from an external power source (in other words, commercial power source) when the vehicle is stopped can be charged into a battery 81 mounted on the vehicle.

In this plug-in hybrid vehicle, the battery 81 is charged with electric power supplied from an external power source when the vehicle is stopped before the vehicle starts running, so that the remaining SOC of the battery 81 is predetermined as when the vehicle starts running. When the running reference remaining amount is exceeded, the operation mode is set to run mainly by the driving force of the running electric motor. Hereinafter, this operation mode is referred to as an EV operation mode.

On the other hand, when the state of charge SOC of the battery 81 is lower than the reference remaining amount for traveling while the vehicle is traveling, the operating mode is in which the vehicle is traveling mainly by the driving force of the engine EG. Hereinafter, this operation mode is referred to as an HV operation mode.

More specifically, the EV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the traveling electric motor, but the engine EG is operated when the vehicle traveling load becomes high. Assist the electric motor for traveling. That is, this is an operation mode in which the driving force for traveling output from the traveling electric motor is larger than the driving force for traveling output from the engine EG.

In other words, it may be expressed as an operation mode in which the driving force ratio of the motor side driving force to the internal combustion engine side driving force (that is, motor side driving force/internal combustion engine side driving force) is at least larger than 0.5. it can.

On the other hand, the HV operation mode is an operation mode in which the vehicle is driven mainly by the driving force output from the engine EG, but when the vehicle traveling load becomes high, the traveling electric motor is operated to drive the engine EG. To assist. That is, this is an operation mode in which the internal combustion engine side driving force is larger than the motor side driving force. In other words, it can be expressed as an operation mode in which the driving force ratio is at least smaller than 0.5.

In the plug-in hybrid vehicle of the present embodiment, by switching between the EV operation mode and the HV operation mode as described above, the fuel consumption amount of the engine EG is different from that of an ordinary vehicle in which the driving force for running the vehicle is obtained only from the engine EG. Is suppressed to improve vehicle fuel efficiency. Further, the switching between the EV operation mode and the HV operation mode and the control of the driving force ratio are controlled by the driving force control device 70.

Further, the driving force output from the engine EG is used not only for running the vehicle but also for operating the generator 80. The electric power generated by the generator 80 and the electric power supplied from the external power source can be stored in the battery 81, and the electric power stored in the battery 81 can be used not only for the traveling electric motor but also for the vehicle air conditioner. It can be supplied to various in-vehicle devices including the electric component devices that compose No. 1.

Next, a detailed configuration of the vehicle air conditioner 1 of the present embodiment will be described. This vehicle air conditioner 1 performs air conditioning in the vehicle interior (for example, pre-air conditioning) by electric power supplied from an external power source when the vehicle is stopped before traveling of the vehicle, in addition to air conditioning in the vehicle interior by electric power supplied from the battery 81. It is configured to be executable.

The vehicle air conditioner 1 of the present embodiment includes a refrigeration cycle 10 shown in FIG. 1, an indoor air conditioning unit 30, an air conditioning controller 50 shown in FIG.

First, the indoor air conditioning unit 30 is arranged inside the instrument panel (in other words, an instrument panel) at the forefront of the vehicle compartment, and a blower 32, an evaporator 15, a heater core 36, inside a casing 31 forming an outer shell thereof. The PTC heater 37 and the like are housed.

The casing 31 forms an air passage for blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) that has a certain degree of elasticity and is excellent in strength. An air passage through which air flows is formed in the casing 31.

An inside/outside air switching box 20 as an inside/outside air switching unit for switching and introducing inside air (in other words, vehicle interior air) and outside air (in other words, vehicle interior air) is arranged on the most upstream side of the blown air flow in the casing 31. Has been done.

More specifically, the inside/outside air switching box 20 is formed with an inside air introduction port 21 and an outside air introduction port 22. The inside air introduction port 21 introduces the inside air into the casing 31. The outside air introduction port 22 introduces outside air into the casing 31.

Further, inside the inside/outside air switching box 20, an inside/outside air switching door 23 for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air is arranged. The inside/outside air switching door 23 is a suction port mode switching unit that switches the suction port mode, and continuously adjusts the opening areas of the inside air introduction port 21 and the outside air introduction port 22.

Therefore, the inside/outside air switching door 23 constitutes an air volume ratio changing means (in other words, inside/outside air switching means) for changing the air volume ratio between the air volume of the inside air introduced into the casing 31 and the air volume of the outside air. In other words, the inside/outside air switching door 23 is an outside air ratio adjusting means for adjusting the ratio of the outside air to the inside air introduced into the air passage and the outside air (hereinafter referred to as the outside air ratio).

More specifically, the inside/outside air switching door 23 is driven by the electric actuator 62. The operation of the electric actuator 62 is controlled by a control signal output from the air conditioning controller 50.

Further, as the suction port mode, there are an all-inside air mode, an all-outside air mode, and an inside-outside air mixing mode.

In the inside air mode, the inside air introduction port 21 is fully opened and the outside air introduction port 22 is fully closed to introduce the inside air into the air passage in the casing 31. In the outside air mode, the inside air inlet 21 is fully closed and the outside air inlet 22 is fully opened to introduce outside air into the air passage in the casing 31.

In the inside/outside air mixing mode, by continuously adjusting the opening areas of the inside air inlet 21 and the outside air inlet 22 between the inside air mode and the outside air mode, the inside air and the outside air are introduced into the air passage in the casing 31. The ratio is continuously changed.

On the downstream side of the inside/outside air switching box 20 in the air flow direction, a blower 32 (in other words, a blower) that is a blowing unit that blows the air sucked through the inside/outside air switching box 20 toward the passenger compartment is arranged. The blower 32 is an electric blower in which a fan is driven by an electric motor, and the number of rotations (in other words, blowing ability) is controlled by a control voltage output from the air conditioning controller 50. Therefore, this electric motor constitutes a blower capacity changing means of the blower 32.

The fan of the blower 32 is a centrifugal multi-blade fan (for example, a sirocco fan). The fan is arranged in the air passage, and blows the inside air from the inside air introduction port 21 and the outside air from the outside air introduction port 22 to the air passage.

The evaporator 15 is disposed downstream of the blower 32 in the air flow. The evaporator 15 is arranged over the entire area of the air passage. The evaporator 15 serves as a cooling unit (in other words, a heat exchange unit) that cools the blown air by exchanging heat between the refrigerant (in other words, a heat medium) flowing inside the evaporator 15 and the blown air blown from the blower 32. Function. Specifically, the evaporator 15 constitutes a vapor compression refrigeration cycle 10 together with the compressor 11, the condenser 12, the gas-liquid separator 13, the expansion valve 14, and the like.

Here, the main configuration of the refrigeration cycle 10 according to the present embodiment will be described. The compressor 11 is arranged in the engine room, sucks the refrigerant in the refrigeration cycle 10, compresses it, and discharges it. It is configured as an electric compressor in which a fixed capacity type compression mechanism 11a having a fixed capacity is driven by an electric motor 11b. The electric motor 11b is an AC motor whose rotation speed is controlled by the AC voltage output from the inverter 61.

Further, the inverter 61 outputs an AC voltage having a frequency according to the control signal output from the air conditioning controller 50. Then, the refrigerant discharge capacity of the compressor 11 is changed by this rotation speed control. Therefore, the electric motor 11b constitutes a discharge capacity changing means of the compressor 11.

The condenser 12 is arranged in the engine room and exchanges heat between the refrigerant flowing inside and the outside air blown from the blower fan 12a as an outdoor blower, so that the refrigerant discharged from the compressor 11 is radiated. It is an outdoor heat exchanger (in other words, a radiator) that is made to condense. The blower fan 12a is an electric blower whose operating rate, that is, the number of revolutions (in other words, the amount of blown air) is controlled by the control voltage output from the air conditioning controller 50.

The gas-liquid separator 13 is a receiver that separates the refrigerant condensed in the condenser 12 into gas-liquid and stores the excess refrigerant, and flows only the liquid-phase refrigerant to the downstream side. The expansion valve 14 is a decompression unit that decompresses and expands the liquid-phase refrigerant flowing out from the gas-liquid separator 13. The evaporator 15 is an indoor heat exchanger that evaporates the refrigerant that has been decompressed and expanded by the expansion valve 14 to exert an endothermic effect on the refrigerant. As a result, the evaporator 15 functions as a cooling heat exchanger that cools and dehumidifies the blown air.

The above is the description of the main configuration of the refrigeration cycle 10 according to the present embodiment, and the description below returns to the indoor air conditioning unit 30. In the air passage in the casing 31, a heating cold air passage 33 and a cold air bypass passage 34 are formed in parallel on the downstream side of the evaporator 15 in the air flow direction for flowing the air that has passed through the evaporator 15. A heater core 36 for heating the air after passing through the evaporator 15 and a PTC heater 37 are arranged in the heating cold air passage 33 in this order in the flow direction of the blown air.

In the air passage, a mixing space 35 for mixing the air flowing out from the heating cold air passage 33 and the cold air bypass passage 34 is formed on the air flow downstream side of the heating cold air passage 33 and the cold air bypass passage 34.

The heater core 36 is a heating heat exchanger (in other words, air heating means) that heats the blast air after passing through the evaporator 15 by using engine cooling water (hereinafter, simply referred to as cooling water) that cools the engine EG as a heat medium. is there. The engine EG is a cooling water heating means (in other words, a heat medium heating means) that heats the cooling water.

Specifically, the heater core 36 and the engine EG are connected by a cooling water pipe to form a cooling water circuit 40 in which cooling water circulates between the heater core 36 and the engine EG. A cooling water pump 40a for circulating the cooling water is arranged in the cooling water circuit 40. The cooling water pump 40a is an electric water pump whose rotation speed (in other words, cooling water circulation flow rate) is controlled by a control voltage output from the air conditioning controller 50.

The PTC heater 37 has a PTC element (in other words, a positive temperature coefficient thermistor), and when electric power is supplied to the PTC element, the PTC heater 37 generates heat to heat the air after passing through the heater core 36. Is. Note that the power consumption required to operate the PTC heater 37 of this embodiment is less than the power consumption required to operate the compressor 11 of the refrigeration cycle 10.

More specifically, the PTC heater 37 is composed of a plurality (three in the present embodiment) of PTC elements 37a, 37b, 37c. The positive electrode side of each PTC element 37a, 37b, 37c is connected to the battery 81 side, and the negative electrode side is connected to the ground side via the switch element. The switch element switches each PTC element between an energized state (in other words, an ON state) and a non-energized state (in other words, an OFF state). The operation of the switch element is controlled by a control signal output from the air conditioning controller 50.

The air conditioning control device 50 controls the operation of the switch elements so as to independently switch the energized state and the non-energized state of each PTC element 37a, 37b, 37c, and thereby the number of PTC elements that are in the energized state and exert their heating ability. Can be switched to change the heating capacity of the PTC heater 37 as a whole.

The cold air bypass passage 34 is an air passage for guiding the air that has passed through the evaporator 15 to the mixing space 35 without passing through the heater core 36 and the PTC heater 37. Therefore, the temperature of the blast air mixed in the mixing space 35 changes depending on the air volume ratio of the air passing through the heating cold air passage 33 and the air passing through the cold air bypass passage 34.

Therefore, in the present embodiment, the heating cold air passage 33 and the cold air bypass passage 34 are made to flow into the air passage downstream side of the evaporator 15 in the air passage and at the inlet side of the heating cold air passage 33 and the cold air bypass passage 34. An air mix door 39 that continuously changes the air flow rate of the cold air is arranged.

The air mix door 39 constitutes temperature adjusting means for adjusting the air temperature in the mixing space 35 (in other words, the temperature of air blown into the vehicle interior).

More specifically, the air mix door 39 is configured to have a common rotary shaft driven by a common electric actuator 63 and a plate-shaped door main body connected to the common rotary shaft. It consists of a so-called cantilever door. Further, the operation of the electric actuator 63 for the air mix door is controlled by a control signal output from the air conditioning control device 50.

Further, blower air outlets 24 to 26 for blowing the temperature-adjusted blown air from the mixing space 35 to the vehicle interior space, which is the space to be air-conditioned, are arranged at the most downstream portion of the blown air flow of the casing 31.

As the outlets 24 to 26, specifically, a face outlet 24, a foot outlet 25, and a defroster outlet 26 are provided.

The face outlet 24 is an upper body side outlet that blows conditioned air toward the upper body of an occupant in the passenger compartment. The foot outlet 25 is a foot-side outlet that blows out the conditioned air toward the feet of the occupant. The defroster outlet 26 is a window glass side outlet that blows out conditioned air toward the inner surface of the vehicle front window glass W.

Further, on the upstream side of the air flow of the face air outlet 24, the foot air outlet 25, and the defroster air outlet 26, the opening area of the face air outlet 24a and the opening area of the foot air outlet 25 are respectively adjusted. A defroster door 26a for adjusting the opening area of the foot door 25a and the defroster outlet 26 is provided.

The face door 24a, the foot door 25a, and the defroster door 26a constitute a blowout port mode door (in other words, a blowout port mode switching unit) for switching the blowout port mode, and are blown via a link mechanism (not shown). It is connected to an electric actuator 64 for driving the exit mode door and is rotated in conjunction therewith. The operation of the electric actuator 64 is also controlled by a control signal output from the air conditioning controller 50.

The outlet modes include face mode, bilevel mode, foot mode, and foot defroster mode. In the drawings, the face mode is abbreviated as FACE, the foot mode is abbreviated as FOOT, the bilevel mode is abbreviated as B/L, and the foot defroster mode is abbreviated as F/D.

In the face mode, the face outlet 24 is fully opened, and air is blown from the face outlet 24 toward the upper half of the body of the passenger in the vehicle. In the bi-level mode, both the face outlet 24 and the foot outlet 25 are opened to blow air toward the upper body and the feet of the passenger in the passenger compartment. In the foot mode, the foot outlet 25 is fully opened, the defroster outlet 26 is opened by a small opening degree, and air is mainly blown out from the foot outlet 25. In the foot defroster mode, the foot outlet 25 and the defroster outlet 26 are opened to the same extent, and air is blown out from both the foot outlet 25 and the defroster outlet 26.

The occupant can also set the defroster mode by manually operating the defroster switch 60c of the operation panel 60 shown in FIG. In the defroster mode, the defroster outlet 26 is fully opened to blow air from the defroster outlet 26 to the inner surface of the windshield of the vehicle. In the drawings, the defroster mode is abbreviated as DEF.

The vehicle air conditioner 1 of the present embodiment includes an electric heating defogger (not shown). The electric heating defogger is a heating wire arranged inside or on the surface of the window glass in the vehicle interior, and is a window glass heating means for performing anti-fogging or window defrosting by heating the window glass. The operation of this electric heating defogger can also be controlled by a control signal output from the air conditioning controller 50.

The vehicle air conditioner 1 includes a seat air conditioner 90 shown in FIG. The seat air conditioner 90 is an auxiliary heating unit that raises the surface temperature of the seat on which the occupant sits. Specifically, the seat air conditioner 90 is a seat heating unit that is composed of a heating wire embedded in the seat surface and that generates heat when supplied with electric power.

Then, when the air conditioning air blown from each of the air outlets 24 to 26 of the indoor air conditioning unit 10 may cause insufficient heating of the passenger compartment, the air conditioning unit operates to supplement the heating feeling of the occupant. The operation of the seat air conditioner 90 is controlled by a control signal output from the air conditioning controller 50, and when operated, the seat air conditioner 90 is controlled to raise the surface temperature of the seat to about 40°C.

The vehicle air conditioner 1 may include a seat blower, a steering heater, and a knee radiation heater. The seat blower is a blower that blows air toward the occupant from the inside of the seat. The steering heater is a steering heating means that heats the steering with an electric heater. The knee radiant heater is a heating unit that irradiates the occupant's knees with heat source light that is a heat source of radiant heat. The operation of the seat blower, the steering heater, and the knee radiation heater can be controlled by a control signal output from the air conditioning controller 50.

Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning controller 50 (in other words, air conditioning controller), the driving force controller 70 (in other words, driving force controller), and the power controller 71 (in other words, power controller) include a CPU, a ROM and a RAM. It is composed of a well-known microcomputer and its peripheral circuits, and performs various calculations and processes based on a control program stored in its ROM to control the operation of various devices connected to the output side.

On the output side of the driving force control device 70, various engine components that form the engine EG and a traveling inverter that supplies alternating current to the traveling electric motor are connected. As various engine components, specifically, a starter for starting the engine EG, a drive circuit for fuel injection valves (in other words, injectors) for supplying fuel to the engine EG (none of which are shown), etc. are connected. ..

Further, on the input side of the driving force control device 70, a voltmeter for detecting the inter-terminal voltage VB of the battery 81, an ammeter for detecting a current ABin flowing into the battery 81 or a current ABout flowing from the battery 81, and an accelerator opening Acc are provided. Various engine control sensor groups such as an accelerator opening sensor for detecting, an engine speed sensor for detecting an engine speed Ne, a vehicle speed sensor for detecting a vehicle speed Vv (all not shown) are connected.

On the output side of the air conditioning controller 50, a blower 32, an inverter 61 for the electric motor 11b of the compressor 11, a blower fan 12a, various electric actuators 62, 63, 64, a PTC heater 37, a cooling water pump 40a, a seat air conditioner. 90 and the like are connected.

On the input side of the air conditioning controller 50, an inside air sensor 51, an outside air sensor 52, a solar radiation sensor 53, a discharge temperature sensor 54, a discharge pressure sensor 55, an evaporator temperature sensor 56, a cooling water temperature sensor 58, and a window surface humidity sensor 59. A group of various sensors for air conditioning control such as is connected.

The inside air sensor 51 is an inside air temperature detection unit that detects the vehicle interior temperature Tr. The outside air sensor 52 is an outside air temperature detecting means for detecting the outside air temperature Tam. The solar radiation sensor 53 is a solar radiation amount detecting means for detecting the solar radiation amount Ts in the vehicle compartment.

The discharge temperature sensor 54 is a discharge temperature detection unit that detects the discharge refrigerant temperature Td of the compressor 11. The discharge pressure sensor 55 is a discharge pressure detection means that detects the discharge refrigerant pressure Pd of the compressor 11.

The evaporator temperature sensor 56 is an evaporator temperature detecting means for detecting the temperature TE of air blown from the evaporator 15 (hereinafter, referred to as evaporator temperature). The cooling water temperature sensor 58 is a cooling water temperature detecting means for detecting the cooling water temperature Tw of the cooling water flowing out from the engine EG.

The evaporator temperature sensor 56 of the present embodiment specifically detects the heat exchange fin temperature of the evaporator 15. Of course, as the evaporator temperature sensor 56, a temperature detecting means for detecting the temperature of other parts of the evaporator 15 may be adopted, or a temperature detecting means for directly detecting the temperature of the refrigerant itself flowing through the evaporator 15 may be used. May be adopted.

The window surface humidity sensor 59 is a humidity detecting unit that detects the relative humidity near the window. The window relative humidity is the relative humidity of the vehicle interior air near the window glass in the vehicle interior.

On the input side of the air conditioning control device 50, operation signals are input from various air conditioning operation switches provided on an operation panel 60 arranged near the instrument panel in the front part of the passenger compartment. The various air conditioning operation switches provided on the operation panel 60 are manual operation means for manually setting the operation of the air conditioning unit 30.

As various air conditioning operation switches provided on the operation panel 60, specifically, an air conditioner switch 60a, an automatic switch, an inlet mode changeover switch, an outlet mode changeover switch 60b, a defroster switch 60c, an air volume setting switch 60d, a vehicle An indoor temperature setting switch 60e, an economy switch, a display unit 60f for displaying the current operating state of the vehicle air conditioner 1, and the like are provided.

The air conditioner switch 60a is a compressor operation setting unit that switches start and stop of the compressor 11 according to an operation of an occupant. The air conditioner switch 60a is provided with an air conditioner indicator that is turned on/off according to the operation status of the air conditioner switch 60a.

The auto switch is an automatic control setting unit that sets or cancels automatic control of the vehicle air conditioner 1 by an operation of an occupant.

The outlet mode switching switch 60b is an outlet mode switching unit that switches the face mode, the bi-level mode, the foot mode, and the foot defroster mode. The defroster switch 60c is a defroster mode setting means for setting the defroster mode by the operation of the passenger.

In the foot defroster mode and the defroster mode, the anti-fog property of the window is higher than that of the remaining outlet mode. The air outlet mode switch 60b and the defroster switch 60c are anti-fogging operation means for outputting to the air conditioning control device 50 a command for improving the anti-fog property of the window by the air conditioning unit 30.

The air volume setting switch 60d is an air volume setting means for manually setting the air volume of the blower 32. The vehicle interior temperature setting switch 60e is a target temperature setting means for setting the vehicle interior target temperature Tset by an operation of an occupant.

The economy switch is a switch that prioritizes reduction of environmental load. By turning on the economy switch, the operation mode of the vehicle air conditioner 1 is set to the economy mode in which power saving of air conditioning is prioritized. Therefore, the economy switch can also be expressed as a power saving priority mode setting means.

Further, by turning on the economy switch, in the EV operation mode, a signal for reducing the operation frequency of the engine EG that is operated to assist the traveling electric motor is output to the driving force control device 70.

Further, the air conditioning control device 50 and the driving force control device 70 are electrically connected and communicable. Accordingly, the other control device can control the operation of various devices connected to the output side based on the detection signal or the operation signal input to the one control device. For example, the air conditioning control device 50 outputs a request signal for the engine EG to the driving force control device 70 so that the operation of the engine EG can be requested. When the driving force control device 70 receives the request signal requesting the operation of the engine EG from the air conditioning control device 50, the driving force control device 70 determines whether or not the operation of the engine EG is necessary, and operates the engine EG in accordance with the determination result. Control.

Further, in the air conditioning control device 50, the power control device 71 that electrically determines the power to be distributed to various electric devices in the vehicle in accordance with the power supplied from the power source outside the vehicle and the power stored in the battery 81 is electrically controlled. It is connected to the. An output signal output from the power control device 71 (for example, data indicating an air conditioning use permission power for permitting use for air conditioning) is input to the air conditioning control device 50 of the present embodiment.

Here, the air-conditioning control device 50 and the driving force control device 70 are integrally configured with control means for controlling various control target devices connected to the output side thereof. The configuration for controlling (for example, hardware and software) constitutes a control means for controlling the operation of each controlled device.

For example, in the air conditioning control device 50, the configuration for controlling the operation of the blower 32, which is a blower, to control the blowing ability of the blower 32 constitutes the blowing ability control means 50a. In the air conditioning control device 50, the frequency of the AC voltage output from the inverter 61 connected to the electric motor 11b of the compressor 11 is controlled to control the refrigerant discharge capacity of the compressor 11 by the compressor control means 50b. Is composed of.

In the air conditioning control device 50, the configuration for controlling the switching of the suction port mode constitutes the suction port mode switching means 50c. In the air conditioning control device 50, the configuration for controlling the switching of the outlet mode constitutes the outlet mode switching means 50d.

The configuration for transmitting and receiving the control signal to and from the driving force control device 70 in the air conditioning control device 50 constitutes the request signal output means. A configuration for transmitting/receiving a control signal to/from the air conditioning control device 50 in the driving force control device 70, and determining whether or not the engine EG is required to operate according to an output signal from the request signal output means (in other words, determining whether or not the operation is required). Means) constitutes the signal communication means.

Next, the operation of the vehicle air conditioner 1 of the present embodiment having the above configuration will be described with reference to FIGS. 3 to 10. FIG. 3 is a flowchart showing a control process as a main routine of the vehicle air conditioner 1 of this embodiment. In this control process, the operation switch of the vehicle air conditioner 1 is turned on in a state where electric power is supplied from the battery 81, an external power source, or the like to various vehicle-mounted devices including the electric components that make up the vehicle air conditioner 1. It will start when it is done. Each control step in FIGS. 3 to 10 constitutes various function realizing means included in the air conditioning control device 50.

First, in step S1, initialization such as initialization of a flag, a timer, etc., and initial alignment of a stepping motor constituting the above-mentioned electric actuator is performed. It should be noted that in this initialization, among the flags and the calculated values, the values stored at the end of the previous operation of the vehicle air conditioner 1 may be maintained.

Next, in step S2, the operation signal or the like of the operation panel 60 is read, and the process proceeds to step S3. Specific operation signals include a vehicle interior target temperature Tset set by the vehicle interior temperature setting switch, a suction port mode switch setting signal, and the like.

Next, in step S3, a vehicle environmental condition signal used for air conditioning control, that is, a detection signal of the sensor groups 51 to 58, a power condition signal indicating a power supply condition from an external power source, and the like are read. When the power status signal indicates that power can be supplied from the external power supply to the vehicle (in other words, plug-in status), the external power supply flag is turned on and power cannot be supplied from the external power supply to the vehicle ( In other words, the external power supply flag is turned off to indicate the plug-out state).

In addition, in this step S3, a part of the detection signal of the sensor group connected to the input side of the driving force control device 70 and the control signal output from the driving force control device 70 are also read from the driving force control device 70. I'm out.

Next, in step S4, the target outlet temperature TAO of the air blown into the vehicle interior and the window vicinity humidity are calculated. Therefore, step S4 constitutes a target outlet temperature determining means and a window vicinity humidity determining means.

The target outlet temperature TAO is calculated by the following formula F1.
TAO=Kset*Tset-Kr*Tr-Kam*Tam-Ks*Ts+C... (F1)
Here, Tset is the vehicle interior temperature set by the vehicle interior temperature setting switch, Tr is the vehicle interior temperature detected by the inside air sensor 51 (in other words, the inside air temperature), and Tam is the outside air temperature detected by the outside air sensor 52. , Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are control gains, and C is a correction constant.

The target outlet temperature TAO corresponds to the amount of heat that the vehicle air conditioner 1 needs to generate in order to keep the vehicle interior at a desired temperature, and is the air conditioning load (air conditioning heat) required for the vehicle air conditioner 1. Load).

Details of the calculation of the humidity near the window will be described with reference to the flowchart of FIG. First, in step S401, it is determined whether or not the defroster switch 60c of the operation panel 60 has been operated or the outlet mode switching switch 60b of the operation panel 60 has been operated to set the foot defroster mode. That is, it is determined whether the defroster mode or the foot defroster mode has been set by the manual operation of the passenger. That is, it is determined whether the manual defroster mode or the manual foot defroster mode is set.

When it is determined that the manual defroster mode or the manual foot defroster mode is set, the process proceeds to step S402, and it is determined whether the manual defroster mode or the manual foot defroster mode has continued for 10 seconds or more.

When it is determined that the manual defroster mode or the manual foot defroster mode continues for 10 seconds or more, it can be determined that the operation of the defroster switch 60c or the outlet mode changeover switch 60b by the occupant is not an erroneous operation, and thus the process proceeds to step S403, and the blower It is determined whether the air volume 32 is in the automatic control state. In other words, it is determined whether or not the auto switch of the operation panel 60 is turned on (ON).

When it is determined that the air volume of the blower 32 is in the automatic control state, the process proceeds to step S404 and it is determined whether the air conditioner switch 60a of the operation panel 60 is turned on. That is, it is determined whether the rotation speed of the compressor 11 is in the automatic control state.

When it is determined that the air conditioner switch 60a of the operation panel 60 is turned on, the process proceeds to step S405, and the vehicle interior target temperature Tset set by the vehicle interior temperature setting switch 60e of the operation panel 60 is a central value (in other words, a predetermined temperature. ) It is determined whether or not the above. The central value of the vehicle interior target temperature Tset is a value at the center between the lower limit value and the upper limit value of the vehicle interior target temperature Tset that can be set by the vehicle interior temperature setting switch 60e.

When it is determined that the vehicle interior target temperature Tset is equal to or higher than the central value, the process proceeds to step S406, and it is determined whether or not the window vicinity humidity detected by the window surface humidity sensor 59 exceeds 85% (in other words, a predetermined value). To do.

When it is determined that the humidity near the window exceeds 85%, the process proceeds to step S407 and the DEF pressing number counter is incremented by one. The DEF pressing number counter is a counter that counts the number of times the defroster mode or the foot defroster mode is set by the manual operation of the passenger. It is desirable that the DEF press counter can be set/reset at a vehicle shop or the like.

In the following step S408, the humidity correction amount f(DEF) is calculated with reference to the control map stored in advance in the air conditioning controller 50 based on the value of the DEF pressing number counter. The humidity correction amount f(DEF) is a correction amount learned according to the set number of times of the manual defroster mode and the manual foot defroster mode.

Specifically, as shown in step S408 of FIG. 4, the value of the humidity correction amount f(DEF) is increased in the range of 0 to 10 as the value of the DEF pressing number counter increases.

In a succeeding step S409, the value of the humidity error correction is determined as the humidity correction amount f(DEF).

In the following step S410, the humidity increase correction coefficient f (humidity error correction) is calculated with reference to the control map stored in advance in the air conditioning controller 50 based on the humidity error correction value. The humidity rise correction coefficient f (humidity error correction) is a coefficient used to correct the window vicinity humidity according to the degree of increase in the humidity detection value of the window surface humidity sensor 59.

Specifically, as shown in step S410 of FIG. 4, the value of the humidity increase correction coefficient f (humidity error correction) is decreased in the range of 2 to 0 as the value of the humidity error correction is larger.

In the following step S411, the window vicinity humidity is calculated by the following formula F2.
Humidity near window=humidity sensor detection value+humidity error correction+{(current humidity sensor detection value−humidity sensor detection value 20 seconds before)×f(humidity error correction)} (F2)
The humidity sensor detection value in Expression F2 is the humidity detection value of the window surface humidity sensor 59. The window vicinity humidity is a value obtained by correcting the humidity detection value of the window surface humidity sensor 59.

Therefore, as the value of the DEF pressing number counter increases, the humidity near the window is corrected to be higher. That is, the correction amount of the window vicinity humidity is determined by learning the setting conditions of the manual defroster mode and the manual foot defroster mode.

Since the humidity sensor detection value is corrected with a value obtained by multiplying the difference between the humidity sensor detection value this time and the humidity sensor detection value 20 seconds before by the humidity increase correction coefficient f (humidity error correction), the humidity increase is rapid. The higher the humidity near the window is corrected.

The smaller the humidity error correction value is, the larger the humidity increase correction coefficient f (humidity error correction) is. Therefore, even if learning of the setting status of the manual defroster mode and the manual foot defroster mode is insufficient, the humidity If the rise is rapid, the humidity near the window is corrected to be high.

When it is determined in step S401 that the manual defroster mode or the manual foot defroster mode is not set, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. Accordingly, when the manual defroster mode or the manual foot defroster mode is not set, the correction amount of the window vicinity humidity is held without being learned.

When it is determined in step S402 that the manual defroster mode or the manual foot defroster mode has not continued for 10 seconds or more, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. Accordingly, when it is determined that the manual defroster mode or the manual foot defroster mode is set due to the erroneous operation of the defroster switch 60c and the outlet mode changeover switch 60b, the correction amount of the window vicinity humidity is held without being learned.

When it is determined in step S403 that the air volume of the blower 32 is not in the automatic control state, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. As a result, when it is determined that the manual defroster mode or the manual foot defroster mode has been set due to fogging of the window due to the air volume of the blower 32 being too small, the correction amount of the humidity near the window is held without being learned.

When it is determined in step S404 that the air conditioner switch 60a is not turned on, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. As a result, when it is determined that the manual defroster mode or the manual foot defroster mode has been set due to the fogging of the window due to the compressor 11 being stopped and dehumidification not being performed, the correction amount of the humidity near the window is learned. It is retained without being.

When it is determined in step S405 that the vehicle interior target temperature Tset is less than the central value, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. As a result, when it is determined that the window fogging has occurred and the manual defroster mode or manual foot defroster mode has been set because the temperature of the air blown into the passenger compartment is too low, the correction amount of the humidity near the window is not learned. Held in.

When it is determined in step S406 that the humidity near the window does not exceed 85%, the process proceeds to step S412, the DEF pressing number counter is held, and the process proceeds to step S408. As a result, when it is determined that the manual defroster mode or the manual foot defroster mode has been set due to the erroneous operation of the occupant or his preference even in an environment where the possibility of window fog is low, the correction amount of the humidity near the window is not learned. Retained.

The calculation of the window vicinity humidity in step S4 is not performed every control cycle τ in which the main routine of FIG. 4 is repeated, but is performed at every predetermined control interval (1 second in this embodiment).

In subsequent steps S5 to S13, control states of various devices connected to the air conditioning control device 50 are determined. First, in step S5, the target opening degree SW of the air mix door 39 is calculated based on the target outlet temperature TAO, the outlet air temperature TE detected by the evaporator temperature sensor 56, and the cooling water temperature Tw.

Specifically, first, the temporary air mix opening degree SWdd is calculated by the following formula F3.
SWdd=[{TAO-(TE+2)}/{MAX(10, Tw-(TE+2))}]×100(%)...(F3)
In addition, {MAX(10, Tw−(TE+2))} in the formula F3 means the larger value of 10 and Tw−(TE+2).

Next, based on the temporary air mix opening degree SWdd, the air mix opening degree SW is determined by referring to the control map stored in advance in the air conditioning control device 50. In this control map, the air mix opening SW is determined so as to be substantially proportional to the temporary air mix opening SWdd.

In the next step S6, the blowing capacity of the blower 32 (specifically, the voltage applied to the electric motor) is determined. Details of step S6 will be described with reference to the flowchart of FIG.

As shown in FIG. 5, first, in step S611, it is determined whether or not the auto switch of the operation panel 60 is turned on (ON). As a result, when it is determined that the auto switch is not turned on, in step S612, the blower voltage that is the manually set air volume desired by the occupant is determined by the air volume setting switch 60d of the operation panel 60, and the step S7 is performed. Proceed to.

Specifically, the air volume setting switch 60d of the present embodiment can set the air volume in five stages of Lo→M1→M2→M3→Hi, and the blower voltage is set in the order of 4V→6V→8V→10V→12V. Is determined to be high.

On the other hand, when it is determined in step S611 that the auto switch is turned on, in step S613, the control map stored in advance in the air conditioning controller 50 based on the TAO determined in step S4 is referred to. To determine the temporary blower voltage f(TAO). The temporary blower voltage f(TAO) is determined according to the air conditioning heat load.

The temporary blower voltage f(TAO) is used as a candidate value of the blower voltage finally determined in step S6. The blower voltage is a blower voltage applied to the electric motor of the blower 32.

The control map for determining the temporary blower voltage f(TAO) in the present embodiment is configured such that the value of the temporary blower voltage f(TAO) with respect to TAO draws a bathtub-shaped curve.

That is, as shown in step S613 of FIG. 5, the air volume of the blower 32 is maximum in the extremely low temperature range (−20° C. or lower in this embodiment) and the extremely high temperature range (80° C. or higher in this embodiment) of TAO. The temporary blower voltage f(TAO) is raised to a high level so that the air flow rate is near.

When TAO rises from the extremely low temperature region to the intermediate temperature region, the provisional blower voltage f(TAO) is decreased so that the amount of air blown by the blower 32 decreases in accordance with the increase in TAO. Further, when TAO decreases from the extremely high temperature region toward the intermediate temperature region, the temporary blower voltage f(TAO) is decreased so that the air volume of the blower 32 is decreased in accordance with the decrease of TAO.

Then, when TAO falls within a predetermined intermediate temperature range (10° C. to 38° C. in this embodiment), the temporary blower voltage f(TAO) is lowered to a low level so that the air flow of the blower 32 becomes low. Thereby, the basic blower voltage corresponding to the air conditioning heat load is calculated.

That is, the temporary blower voltage f(TAO) is a value determined based on TAO. In other words, the temporary blower voltage f(TAO) is determined based on a value determined based on the vehicle interior set temperature Tset, the inside air temperature Tr, the outside air temperature Tam, and the solar radiation amount Ts.

In the following step S614, it is determined whether or not the outlet mode determined in step S8 is the foot mode, the foot defroster mode, or the bilevel mode. If it is determined that the outlet mode is not the foot mode, the foot defroster mode, or the bilevel mode, that is, if the outlet mode is the face mode or the defroster mode, the process proceeds to step S615, and the blower voltage is set to the temporary blower voltage f(TAO). To decide.

On the other hand, when it is determined that the outlet mode is the foot mode, the foot defroster mode, or the bilevel mode, the process proceeds to step S616, and the warm-up upper limit blower voltage f (water temperature) and the blower voltage correction value f (window humidity) And decide.

Specifically, based on the cooling water temperature Tw detected by the cooling water temperature sensor 58, a warm-up upper limit blower voltage f (water temperature) is determined by referring to a control map stored in advance in the air conditioning controller 50, and the step A blower voltage correction value f (near window humidity) is determined by referring to a control map stored in advance in the air conditioning controller 50 based on the near window humidity calculated in S4.

The warm-up upper limit blower voltage f (water temperature) is an upper limit value of the blower voltage when the engine EG is warming up (that is, when the cooling water temperature Tw is low). The blower voltage correction value f (humidity near the window) is a correction value of the blower voltage according to the possibility of fogging of the window glass.

Specifically, as shown in step S614 of FIG. 5, as the cooling water temperature Tw increases from the low temperature region to the high temperature region, the warm-up upper limit blower voltage f (water temperature) is increased in the range of 0 or more and 11 or less. ..

As a result, when the cooling water temperature Tw has not risen sufficiently and the heater core 36 cannot sufficiently heat the air, it is possible to prevent the occupant from feeling cold air due to a high blown air volume.

As shown in step S614 of FIG. 5, the blower voltage correction value f (window vicinity humidity) is increased as the window vicinity humidity is increased. In the control map of the blower voltage correction value f (window vicinity humidity) shown in step S614 of FIG. 5, a hysteresis width for preventing control hunting is set.

As a result, when the window glass has a high possibility of being fogged, the amount of air blown out is high and it is possible to suppress the fogging of the window glass.

In the following step S617, the blower voltage is calculated by the following formula F4.
Blower voltage=MIN(f(TAO), f(water temperature))+f(humidity near window)... (F4)
In addition, MIN (f(TAO), f (water temperature)) of Formula F4 means a smaller value of f (TAO) and f (water temperature).

As a result, the blowing capacity of the blower 32 is appropriately adjusted according to the target outlet temperature TAO, the cooling water temperature Tw, and the window vicinity humidity.

In the next step S7, the suction port mode, that is, the switching state of the inside/outside air switching box 20 is determined. Details of step S7 will be described with reference to the flowchart of FIG. As shown in FIG. 6, first, in step S701, it is determined whether the auto switch of the operation panel 60 is turned on (ON). As a result, if it is determined that the auto switch is not turned on, the outside air introduction rate according to the manual mode is determined in steps S702 to S704, and the process proceeds to step S8.

Specifically, when the manual suction port mode is the all-inside air mode (in other words, the REC mode), the outside air ratio is set to 0% (step S703), and the manual suction port mode is set in the all-outside air mode (in other words, the FRS mode). In the case of), the outside air ratio is determined to be 100% (step S704). The outside air ratio is a ratio of outside air to the introduced air (that is, outside air and inside air) introduced into the casing 31 from the inside/outside air switching box 20.

On the other hand, if it is determined in step S701 that the auto switch is turned on, the process proceeds to step S705 to determine whether the air conditioning operation state is the cooling operation or the heating operation based on the target outlet temperature TAO calculated in step S4. judge. In the example of FIG. 6, when the target outlet temperature TAO is higher than 25° C., the heating operation is determined, and in other cases, the cooling operation is determined.

When it is determined to be the cooling operation, the process proceeds to step S706, the outside air ratio is determined based on the target outlet temperature TAO with reference to the control map stored in advance in the air conditioning control device 50, and the process proceeds to step S8.

Specifically, when TAO is low, the outside air ratio is decreased, and when TAO is high, the outside air ratio is increased. In the example of FIG. 6, if TAO≦0° C., the outside air ratio is 0%, if TAO≧15° C., the outside air ratio is 100%, and if 0° C.<TAO<15° C., the higher the TAO, the outside air ratio. Is increased in the range of 0 to 100%.

The opening degree of the inside/outside air switching door 23 is changed according to the determined outside air rate. Specifically, when the outside air ratio is set to 0%, the opening degree of the inside/outside air switching door 23 is controlled so that the suction port mode becomes the all inside air mode. When the outside air ratio is set to 100%, the opening degree of the inside/outside air switching door 23 is controlled so that the suction port mode becomes the all outside air mode. When the outside air ratio is set to more than 0% and less than 100%, the opening degree of the inside/outside air switching door 23 is controlled so that the suction port mode becomes the inside/outside air mixing mode.

As a result, the higher the cooling load, the higher the introduction rate of the inside air and the higher the cooling efficiency.

On the other hand, when it is determined in step S705 that the heating operation is performed, the process proceeds to step S707, and based on the window vicinity humidity calculated in step S4, a control map stored in advance in the air conditioning control device 50 is referred to, and the outside air ratio is calculated. Is determined and the process proceeds to step S8.

Specifically, the outside air ratio is decreased when the humidity near the window is low, and the outside air ratio is increased when the humidity near the window is high. In the example of FIG. 6, if the humidity in the vicinity of the window is ≦70%, the outside air ratio is 50%, if the humidity in the vicinity of the window is ≧85%, the outside air ratio is 100%, and if 50%<the vicinity humidity of the window<85%. The higher the humidity near the window, the larger the outside air ratio in the range of 50 to 100%.

As a result, the higher the humidity in the vicinity of the window is, the higher the rate of introduction of outside air is to reduce the humidity in the vehicle interior space, and thus suppress the window fogging.

In the next step S8, the outlet mode, that is, the switching state of the face door 24a, the foot door 25a, and the defroster door 26a is determined. Details of step S8 will be described with reference to the flowchart of FIG.

As shown in FIG. 7, first, in step S81, it is determined whether or not the auto switch of the operation panel 60 is turned on (ON). As a result, when it is determined that the auto switch is not turned on, in step S82, the outlet mode corresponding to the manual mode is determined, and the process proceeds to step S9.

Specifically, if the manual outlet mode is the face mode, the face mode is determined, if the manual inlet mode is the bi-level mode, the bi-level mode is determined, and if the manual inlet mode is the foot mode, the foot mode is selected. If the manual suction port mode is the foot defroster mode, the foot defroster mode is determined, and if the manual suction port mode is the defroster mode, the defroster mode is determined.

On the other hand, when it is determined in step S81 that the auto switch is turned on, the process proceeds to step S83, and the control map stored in advance in the air conditioning control device 50 is set based on the target outlet temperature TAO calculated in step S4. The temporary outlet mode is determined by referring to it.

In the present embodiment, as shown in step S83 of FIG. 7, as the TAO rises from the low temperature region to the high temperature region, the temporary outlet mode f1 (TAO) is sequentially switched to the face mode→bilevel mode→foot mode. Therefore, it becomes easy to select the face mode mainly in the summer, the bi-level mode mainly in the spring and autumn, and the foot mode mainly in the winter. In the control map shown in step S83 of FIG. 7, a hysteresis width for preventing control hunting is set.

In a succeeding step S84, it is determined whether or not the temporary air outlet mode is the foot mode. When it is determined that the temporary outlet mode is not the foot mode, the process proceeds to step S85, and the outlet mode is set to the temporary outlet mode determined in step S83.

On the other hand, when it is determined that the temporary outlet mode is the foot mode in step S84, the process proceeds to step S86, and the outlet mode is set with reference to the control map stored in advance in the air conditioning control device 50 based on the window vicinity humidity. decide.

Specifically, when the humidity near the window is lower than a predetermined value, the outlet mode is set to the foot mode, and when the humidity near the window is higher than the predetermined value, the outlet mode is set to the foot defroster mode. In the control map shown in step S86 of FIG. 7, a hysteresis width for preventing control hunting is set.

This makes it possible to select the foot defroster mode and increase the proportion of the amount of air blown out from the defroster outlet 26 when the humidity near the window is high and there is a high possibility that the window glass will fog.

In the next step S9, the refrigerant discharge capacity of the compressor 11 (specifically, the rotation speed of the compressor 11) is determined. It should be noted that the determination of the compressor rotation speed in step S9 is not performed every control cycle τ in which the main routine of FIG. 3 is repeated, but is performed at every predetermined control interval (1 second in this embodiment).

Details of step S9 will be described with reference to the flowchart of FIG. As shown in FIG. 8, first, in step S91, the target outlet temperature TEO of the outlet air temperature TE from the indoor evaporator 26 is determined.

Details of step S91 will be described with reference to the flowchart of FIG. First, in step S911, a temporary target outlet temperature f(TAO) is calculated based on the TAO determined in step S4 with reference to a control map stored in advance in the air conditioning controller 50.

In a succeeding step S912, the anti-fog target blowout temperature f (near window humidity) is calculated based on the window near humidity determined in step S4 with reference to a control map stored in advance in the air conditioning controller 50.

In the following step S913, the smaller of the provisional target outlet temperature f(TAO) and the anti-fog target outlet temperature f (humidity near the window) is determined as the target outlet temperature TEO. Thereby, when the humidity near the window is high, the target outlet temperature TEO is set to a small value. Therefore, the dehumidifying ability of the indoor evaporator 26 can be improved.

In a succeeding step S92, the rotation speed change amount Δf with respect to the previous compressor rotation speed fn−1 is obtained. Specifically, a deviation change rate Edot(En is calculated by calculating a deviation En (TEO-TE) between the target outlet temperature TEO and the outlet air temperature TE, and subtracting the previously calculated deviation En-1 from the currently calculated deviation En. -(En-1)), and using the deviation En and the deviation change rate Edot, based on fuzzy inference based on the membership function and the rules stored in advance in the air conditioning controller 50, the previous compression is performed. A rotation speed change amount Δf with respect to the machine rotation speed fn−1 is obtained.

In the following step S93, the present compressor rotation speed is calculated by the following formula F5.
Current compressor rotation speed=MIN{(previous compressor rotation speed+Δf), MAX rotation speed}...(F5)
It should be noted that MIN {(previous compressor rotation speed+Δf), MAX rotation speed} in Formula F5 means the smaller value of the previous compressor rotation speed+Δf and MAX rotation speed. In this example, the MAX rotation speed is 10,000 rpm.

Thereby, when the humidity in the vicinity of the window is high, it is possible to increase the decompression capacity of the indoor evaporator 26 by increasing the rotation speed of the compressor.

In the next step S10, the number of operating PTC heaters 37 and the operating state of the electric heating defogger are determined. First, the determination of the number of operating PTC heaters 37 will be described. In step S10, the number of operating PTC heaters 37 is determined according to the outside air temperature Tam, the temporary air mix opening SWdd determined in step S51, and the cooling water temperature Tw. To decide.

Specifically, when it is determined that the outside air temperature is higher than 26° C., it is determined that the blowout temperature assist by the PTC heater 37 is not necessary, and the number of PTC heaters 37 to be operated is set to 0. On the other hand, when it is determined that the outside air temperature is lower than 26° C., it is determined whether or not the PTC heater 37 should be operated based on the temporary air mix opening degree SWdd.

That is, the reduction of the provisional air mix opening SWdd means that the need to heat the blown air in the heating cold air passage 33 is reduced, and thus the air mix opening SW is reduced. Accordingly, the need to operate the PTC heater 37 also decreases.

Therefore, the temporary air mix opening SWdd is compared with a predetermined reference opening, and if the temporary air mix opening SWdd is equal to or less than the first reference opening (100% in the present embodiment), the PTC heater. Assuming that it is not necessary to operate 37, the number of PTC heaters 37 to be operated is determined to be zero.

On the other hand, if the temporary air mix opening degree SWdd is equal to or larger than the second reference opening degree (110% in the present embodiment), it is necessary to operate the PTC heater 37, and the PTC heater is determined according to the cooling water temperature Tw. Determine the number of actuations for 37.

Specifically, when the cooling water temperature Tw is high enough to heat the air sufficiently by the heater core 36, the number of operating PTC heaters 37 is set to 0, and the lower the cooling water temperature Tw is, the number of operating PTC heaters 37 is decreased. To increase.

With respect to the electric heat defogger, the electric heat defogger is operated when there is a high possibility that the window glass will be fogged due to humidity and temperature in the vehicle interior, or when the window glass is fogged.

In step S11, a request signal output from the air conditioning controller 50 to the driving force controller 70 is determined. The request signal includes an operation request signal for the engine EG (in other words, an engine ON request signal), a request signal for EV/HV operation mode, and the like.

Here, in a normal vehicle in which the driving force for running the vehicle is obtained only from the engine EG, the engine is constantly operated during running, and therefore the cooling water is always at a high temperature. Therefore, in an ordinary vehicle, sufficient heating capacity can be exhibited by circulating the cooling water through the heater core 36.

On the other hand, in the plug-in hybrid vehicle of the present embodiment, the driving force for traveling the vehicle can be obtained from the traveling electric motor, so that the operation of the engine EG may be stopped, and the vehicle air conditioner 1 There is a case where the temperature of the cooling water has not risen to a sufficient temperature as a heat source for heating when heating the vehicle interior at.

Therefore, the vehicle air conditioner 1 of the present embodiment does not operate the engine EG when the predetermined condition is satisfied even under the traveling condition in which the engine EG does not need to be operated in order to output the driving force for traveling. A request signal for requesting the operation of the engine EG is output to the driving force control device 70 that controls the driving force to raise the cooling water temperature to a sufficient temperature as a heat source for heating.

Next, in step S12, it is determined whether or not to operate the cooling water pump 40a that circulates the cooling water between the heater core 36 and the engine EG in the cooling water circuit 40. Details of step S12 will be described with reference to the flowchart of FIG. First, in step S121, it is determined whether the cooling water temperature Tw is higher than the blown air temperature TE.

When the cooling water temperature Tw is lower than or equal to the blown air temperature TE in step S121, the process proceeds to step S124, and it is determined to stop the cooling water pump 40a. The reason is that if the cooling water flows into the heater core 36 when the cooling water temperature Tw is equal to or lower than the blown air temperature TE, the cooling water flowing through the heater core 36 will cool the air after passing through the evaporator 15. Therefore, the temperature of the air blown from the air outlet is lowered.

On the other hand, when the cooling water temperature Tw is higher than the blown air temperature TE in step S121, the process proceeds to step S122. In step S122, it is determined whether the blower 32 is operating. When it is determined in step S122 that the blower 32 is not operating, the process proceeds to step S124, and it is determined to stop the cooling water pump 40a for power saving.

On the other hand, when it is determined in step S122 that the blower 32 is operating, the process proceeds to step S123, and it is determined to operate the cooling water pump 40a. As a result, the cooling water pump 40a operates and the cooling water circulates in the refrigerant circuit, so that the cooling water flowing through the heater core 36 and the air passing through the heater core 36 can be heat-exchanged to heat the blown air. ..

Next, in step S13, it is determined whether or not the seat air conditioner 90 needs to be operated. The operating state of the seat air conditioner 90 is a control stored in advance in the air conditioning controller 50 based on the target outlet temperature TAO determined in step S5, the temporary air mix opening Sdd, and the outside air temperature Tam read in step S2. Determined by referring to the map.

Next, in step S14, the various devices 12a, 32, 37, 40a, 61, 62, 63, 64, 90 are supplied from the air conditioning controller 50 to the control states determined in steps S5 to S13 described above. A control signal and a control voltage are output to it. Further, the request signal output means 50c transmits the request signal determined in step S11 to the driving force control device 70.

Next, in step S15, the process waits for the control period τ, and when the elapse of the control period τ is determined, the process returns to step S2. In this embodiment, the control cycle τ is 250 ms. This is because the air conditioning control in the passenger compartment does not adversely affect the controllability even if the control cycle is slower than the engine control or the like. As a result, the amount of communication for air conditioning control in the vehicle can be suppressed, and the amount of communication of the control system that needs to perform high-speed control such as engine control can be sufficiently secured.

Since the vehicle air conditioner 1 of the present embodiment operates as described above, the air blown from the blower 32 is cooled by the evaporator 15. Then, the cold air cooled by the evaporator 15 flows into the heating cold air passage 33 and the cold air bypass passage 34 according to the opening degree of the air mix door 39.

The cold air flowing into the heating cold air passage 33 is heated when passing through the heater core 36 and the PTC heater 37, and is mixed with the cold air having passed through the cold air bypass passage 34 in the mixing space 35. Then, the conditioned air whose temperature is adjusted in the mixing space 35 is blown out from the mixing space 35 into the vehicle compartment through each outlet.

When the inside air temperature Tr in the passenger compartment is cooled to a temperature lower than the outside air temperature Tam by the air-conditioning air blown into the passenger compartment, the inside air temperature Tr is cooled, while the inside air temperature Tr is heated to a temperature higher than the outside air temperature Tam. In that case, heating of the vehicle interior is realized.

When the automatic air conditioning control is set, the vehicle air conditioner 1 adjusts the antifogging property according to the possibility of fogging of the vehicle front window glass W. Specifically, the amount of air blown by the blower 32 (in other words, the amount of air blown into the vehicle interior), the suction mode (in other words, the outside air introduction rate), and the outlet mode (in other words, according to the detected value of the humidity in the vehicle interior). The proportion of air blown to the vehicle front window glass W) and the rotation speed of the compressor 11 (in other words, dehumidifying capacity) are adjusted.

When the manual outlet defroster mode or the manual defroster mode is set by operating the outlet mode changeover switch 60b or the defroster switch 60c, the vehicle air conditioner 1 releases the automatic control of the air conditioning to improve the anti-fogging property.

The vehicle air conditioner 1 corrects the humidity detection value higher as the number of times the manual foot defroster mode or the manual defroster mode is set by operating the outlet mode changeover switch 60b or the defroster switch 60c.

As a result, even if there is an error such that the humidity detection value of the window surface humidity sensor 59 becomes lower than the actual humidity, the anti-fogging property is appropriately set according to the possibility of fogging of the vehicle front window glass W. Can be adjusted to.

The vehicle air conditioner 1 has a manual foot defroster mode or a manual defroster mode when the manual foot defroster mode or the manual defroster mode is set due to an erroneous operation of the occupant, or when the occupant manually operates the air conditioner to cause window fog to occur. When set, the humidity detection value correction amount is held without being increased.

As a result, it is possible to prevent the humidity detection value from being excessively corrected, and thus it is possible to suppress excessive consumption of the air conditioning power.

When the occupant sets the vehicle interior target temperature Tset lower than the center value, the vehicular air conditioner 1 determines that the window defrosting occurs and the manual defroster mode or the manual foot defroster mode is set, and the detected humidity value is set. The correction amount of is held without being increased.

As a result, it is possible to prevent the humidity detection value from being excessively corrected, and thus it is possible to suppress excessive consumption of the air conditioning power.

The vehicle air conditioner 1 corrects the humidity detection value higher as the correction amount of the humidity detection value is smaller, when the humidity in the vehicle compartment is rapidly increased. Therefore, even if learning the setting status of the manual defroster mode and the manual foot defroster mode is still insufficient, if the vehicle interior humidity rises rapidly, the anti-fog performance can be enhanced to suppress sudden window fogging. ..

In the present embodiment, as described in step S4, the air conditioning controller 50 operates the window surface humidity sensor 59 when the blowout mode changeover switch 60b or the defroster switch 60c is operated to improve the antifogging property of the window. Correction processing for correcting the humidity detection value to a high value is performed (steps S401, S407, S408, and S411).

When the air conditioning control device 50 determines that the operation of the air conditioning unit 30 is manually set by the air conditioner switch 60a, the air volume setting switch 60d, or the vehicle interior temperature setting switch 60e, or the humidity detection value of the window surface humidity sensor 59 is predetermined. If it is determined to be lower than the value, the correction amount of the humidity detection value in the above correction process is reduced (steps S403 to S406, S412). In the example of FIG. 4, the predetermined humidity detection value of the window surface humidity sensor 59 is 85%, as shown in step S406.

According to this, even if the occupant operates the air outlet mode changeover switch 60b or the defroster switch 60c to improve the anti-fog property, the correction amount of the humidity detection value is reduced if the necessity of correcting the humidity detection value is low. Therefore, it is possible to prevent the humidity detection value from being corrected more than necessary.

Specifically, the air conditioning control device 50 uses the air volume setting switch 60d to reduce the amount of air blown from the blower 32, the air conditioner switch 60a to stop the compressor 11, and the vehicle interior temperature setting switch 60e to set the vehicle interior. When the target temperature Tset is at least one of the states in which the target temperature Tset is lower than the predetermined temperature, it is determined that the operation of the air conditioning unit 30 is manually set (steps S403 to S406).

As a result, even if the changeover switch 60b or the defroster switch 60c is operated to improve the antifogging property, the correction amount of the humidity detection value can be reduced when the antifogging property is lowered by the manual setting by the occupant. it can. Therefore, it is possible to reliably suppress the humidity detection value from being corrected more than necessary.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

(1) In the above embodiment, the air conditioning control device 50 corrects the humidity detection value of the window surface humidity sensor 59 when the foot defroster mode or the defroster mode is manually set by the occupant, but the foot defroster mode is manually set. However, the humidity detection value of the window surface humidity sensor 59 may not be corrected.

According to this, even if there is an occupant who prefers the foot defroster mode and manually sets it even in an environment where anti-fog is not required, it is possible to prevent the humidity detection value from being corrected more than necessary.

(2) In the above embodiment, the driving force for driving the hybrid vehicle is not described in detail, but the so-called parallel type hybrid capable of driving by directly obtaining the driving force from both the engine EG and the electric motor for traveling. The vehicle air conditioner 1 may be applied to the vehicle, the engine EG is used as a drive source of the generator 80, the generated electric power is stored in the battery 81, and the electric power stored in the battery 81 is supplied. The vehicle air conditioner 1 may be applied to a so-called serial type hybrid vehicle that travels by obtaining a driving force from a traveling electric motor that operates in this way.

Further, the vehicle air conditioner 1 may be applied to an electric vehicle that does not include the engine EG and obtains the driving force for traveling the vehicle only from the traveling electric motor. In this case, an electric heater such as a PTC heater can be used as the cooling water heating means for heating the cooling water.

In addition, the vehicle air conditioner 1 may be applied to an automobile that obtains a driving force for vehicle traveling only from the engine EG without including a traveling electric motor. In this case, the compressor 11 may be a belt drive type compressor driven by the engine belt by the driving force of the engine EG.

11 compressor 12 condenser (radiator)
14 Expansion valve (pressure reducing means)
15 Evaporator (cooling heat exchanger)
30 Indoor air conditioning unit (air conditioning unit)
31 casing 32 blower (blower means)
50 Air conditioning control device (control means)
59 Window surface humidity sensor (humidity detection means)
60a Air conditioner switch (compressor operation setting means, manual operation means)
60b Air outlet mode selector switch (anti-fog operation means)
60c Defroster switch (anti-fog operation means)
60d Air volume setting switch (air volume setting means, manual operation means)
60e Vehicle interior temperature setting switch (target temperature setting means, manual operation means)

Claims (2)

An air conditioning unit (30) for blowing out air conditioning air into the vehicle interior;
Control means (50) for automatically controlling the operation of the air conditioning unit (30),
Humidity detecting means (59) for detecting the humidity in the vehicle compartment;
Anti-fogging operation means (60b, 60c) operated by an occupant to output to the control means (50) a command to improve the anti-fog property of the vehicle window by the air conditioning unit (30);
Is operated by an occupant, the air conditioning unit (30) of the air volume and the cabin manual operation means for manually setting the at least one of the target temperature (Tset) (6 0d, 60e) and provided with,
The control means (50) automatically controls the operation of the air conditioning unit (30) on the basis of the humidity detection value of the humidity detection means (59), so that the anti-fogging property depends on the possibility of fogging of the window. Is adjusted,
The control means (50) is
Performs correction processing for correcting the antifogging operating means (60b, 60c) increases the humidity detection value larger the number of operations,
Before SL manual actuating means (6 0d, 60e) by the air conditioning unit (30) of the air volume and the passenger compartment target temperature (Tset) at least one of manually set the fogging operation means cloudy windows for among (60b, When it is determined that 60c) has been operated, the correction amount in the correction process is reduced by not adding the number of operations of the antifogging operation means (60b, 60c) . A compressor (11) for drawing in and discharging the refrigerant,
A radiator (12) for radiating the heat of the refrigerant discharged from the compressor (11);
Pressure reducing means (14) for reducing the pressure of the refrigerant radiated by the radiator (12),
A compressor operation setting means (60a) for manually switching the start and stop of the compressor (11),
The air conditioning unit (30)
A casing (31) forming an air passage through which air flows;
An air blower (32) for blowing the air into the air passage,
It has a cooling heat exchanger (15) for cooling and dehumidifying the air by heat-exchanging the refrigerant decompressed by the decompression means (14) and the air flowing through the air passage ,
The control means (50) judges that the window is fogged and the anti-fogging operation means (60b, 60c) is operated because the compressor (11) is stopped by the compressor operation setting means (60a). In this case, the vehicle air conditioner according to claim 1, wherein the correction amount in the correction process is reduced by not adding the number of operations of the anti-fogging operation means (60b, 60c).

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