U.S. patent application number 12/807621 was filed with the patent office on 2011-03-24 for air-conditioning device for vehicle.
This patent application is currently assigned to DENSO CORPORATION. Invention is credited to Yoshinori Ichishi, Masafumi Kawashima, Yasushi Kondo, Haruki Misumi, Yoshinori Yanagimachi.
Application Number | 20110067422 12/807621 |
Document ID | / |
Family ID | 43603675 |
Filed Date | 2011-03-24 |
United States Patent
Application |
20110067422 |
Kind Code |
A1 |
Ichishi; Yoshinori ; et
al. |
March 24, 2011 |
Air-conditioning device for vehicle
Abstract
An air-conditioning device for a vehicle includes a blower and
an estimating portion. The blower is disposed in an
air-conditioning case, and performs a dry control for a heat
exchanger arranged in a passenger compartment of the vehicle by
sending air. The blower uses one of power supplied from an external
power source, power supplied from the battery having residual
quantity equal to or larger than a predetermined quantity, or power
supplied from an in-vehicle solar cell, while the vehicle is
parked. The estimating portion estimates an approximate elimination
of odor generated from the heat exchanger by starting the sending
of air, and stops the blower based on the estimation.
Inventors: |
Ichishi; Yoshinori;
(Kariya-city, JP) ; Yanagimachi; Yoshinori;
(Takahama-city, JP) ; Kondo; Yasushi; (Aichi-gun,
JP) ; Kawashima; Masafumi; (Kariya-city, JP) ;
Misumi; Haruki; (Kariya-city, JP) |
Assignee: |
DENSO CORPORATION
Kariya-city
JP
|
Family ID: |
43603675 |
Appl. No.: |
12/807621 |
Filed: |
September 9, 2010 |
Current U.S.
Class: |
62/176.1 ;
62/132 |
Current CPC
Class: |
B60H 3/0085
20130101 |
Class at
Publication: |
62/176.1 ;
62/132 |
International
Class: |
F25B 49/00 20060101
F25B049/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 21, 2009 |
JP |
2009-218235 |
Sep 21, 2009 |
JP |
2009-218236 |
Sep 22, 2009 |
JP |
2009-218269 |
Claims
1. An air-conditioning device for a vehicle having a battery, the
vehicle being one of a vehicle having an external power source
introducing portion to introduce electric power from an external
power source, a vehicle having a battery residual quantity judging
portion to judge whether a residual quantity of electric power in
the battery is equal to or larger than a predetermined quantity
necessary for a dry control of indoor heat exchanger, or a vehicle
having an in-vehicle solar cell, the air-conditioning device
comprising: an indoor heat exchanger disposed in an
air-conditioning case, heat exchange medium flowing through the
heat exchanger so as to cool a passenger compartment of the
vehicle; a blower disposed in the air-conditioning case so as to
perform a dry control for the heat exchanger by sending air to the
heat exchanger such that the heat exchanger is dried without
flowing the heat exchange medium while the vehicle is parked, the
blower using one of power supplied from the external power source,
power supplied from the battery having residual quantity equal to
or larger than the predetermined quantity, or power supplied from
the in-vehicle solar cell; and an estimating portion to estimate an
approximate elimination of odor generated from the heat exchanger
by starting the sending of air, and to stop the blower based on the
estimation.
2. The air-conditioning device according to claim 1, wherein the
blower is driven by electric power supplied from a solar cell of
the external power source, or by electric power supplied from the
in-vehicle solar cell.
3. The air-conditioning device according to claim 1, wherein the
in-vehicle solar cell charges an original battery, and the blower
is driven by electric power of the in-vehicle solar cell through
the original battery.
4. The air-conditioning device according to claim 1, wherein the
estimating portion is a time setting portion to set a time, for
which air is sent to perform the drying of the heat exchanger,
based on a state of air flowing upstream of the heat exchanger.
5. The air-conditioning device according to claim 4, wherein the
state of air represents a humidity of the air detected by a
humidity sensor and a temperature of the air detected by a
temperature sensor.
6. The air-conditioning device according to claim 1, wherein the
estimating portion stops the blower by estimating the approximate
elimination of odor generated from the heat exchanger based on a
value detected by a sensor to detect a dryness degree of air
downstream of the heat exchanger.
7. The air-conditioning device according to claim 6, wherein the
value detected by the sensor is a humidity of the air downstream of
the heat exchanger.
8. The air-conditioning device according to claim 1, wherein the
dry control is performed when a condensation determining portion
determines that the heat exchanger has condensation water in a last
air-conditioning time.
9. The air-conditioning device according to claim 1, wherein the
dry control is performed when an occupant absence determining
portion determines that no occupant exists in the passenger
compartment.
10. The air-conditioning device according to claim 1, further
comprising: an air inlet switching portion located upstream of the
heat exchanger so as to switch an air inlet mode between an inside
air circulation mode to circulate air inside of the vehicle and an
outside air introduction mode to introduce air outside of the
vehicle; and a predicting portion to predict which mode is able to
finish the dry control earlier between the inside air circulation
mode and the outside air introduction mode, wherein the dry control
is performed with a mode predicted by the predicting portion.
11. The air-conditioning device according to claim 10, wherein the
predicting portion predicts the mode based on a humidity and a
temperature of air upstream of the heat exchanger.
12. The air-conditioning device according to claim 1, wherein the
blower is driven by the external power source so as to perform the
dry control when the battery is disabled to have a quick charge
from the external power source.
13. An air-conditioning device for a vehicle comprising: an
air-conditioning case defining an air passage, air passing through
the air passage to be sent into a passenger compartment of the
vehicle; a heat exchanger disposed in the air-conditioning case,
heat exchange being performed between refrigerant flowing inside of
the heat exchanger and the air passing through the air passage; an
air sending portion to send air into the passenger compartment; a
compressor to supply refrigerant to the heat exchanger; and a
control device to control the compressor and the air sending
portion, air being sent to the heat exchanger by the air sending
portion while the vehicle is parked, wherein the control device
determines a dryness degree of the heat exchanger using humidity of
air after passing through the heat exchanger, and the control
device stops refrigerant supply to the heat exchanger by
controlling the compressor during the parking, and controls the air
sending portion to send air to the heat exchanger until the heat
exchanger is determined to have a dryness state in which the heat
exchanger is disabled to generate odor.
14. The air-conditioning device according to claim 13, wherein the
control device continuously detects a humidity of air after passing
through the heat exchanger while drying operation is performed by
the air sending portion, and the control device determines the heat
exchanger to have the dryness state when a difference between a
highest humidity of air after the drying operation is started and a
present humidity is larger than a predetermined value.
15. The air-conditioning device according to claim 13, wherein the
control device detects a humidity of air after passing through the
heat exchanger using a humidity detector to detect a humidity
adjacent to a window of the vehicle, and the control device sets an
air outlet mode in which air is blown toward the humidity detector
while the vehicle is parked.
16. An air-conditioning device for a vehicle comprising: a vapor
compressing refrigerating cycle having a compressor to draw,
compress and discharge refrigerant, and an evaporator to evaporate
refrigerant by exchanging heat between the refrigerant and air to
be sent into a passenger compartment of the vehicle; a heater to
heat the air using cooling water of an internal combustion engine
as a heat source; a target blow-off temperature calculator to
compute a target blow-off temperature of air blown out of the
evaporator; a request signal output portion to output an operation
request signal to an engine controller to activate the engine; and
a speed detector to detect a speed of the vehicle, wherein the
target blow-off temperature calculator raises the target blow-off
temperature, and the request signal output portion lowers a
frequency for outputting the operation request signal to the engine
controller, as the speed is lowered.
17. The air-conditioning device according to claim 16, further
comprising: a rainfall, detector to detect a rainfall to the
vehicle, wherein the target blow-off temperature calculator causes
an increasing ratio of the target blow-off temperature to be
smaller when the rainfall detector detects a rainfall, compared
with a case where the rainfall detector is unable to detect a
rainfall.
18. The air-conditioning device according to claim 17, wherein the
rainfall detector is a wiper switch to operate a wiper of the
vehicle, and the target blow-off temperature calculator causes the
increasing ratio of the target blow-off temperature to be smaller
when the wiper is operated, compared with a case where the wiper is
disabled to be operated.
19. The air-conditioning device according to claim 17, wherein the
rainfall detector is a raindrop sensor to detect a raindrop
adhering to the vehicle.
20. An air-conditioning device for a vehicle comprising: a vapor
compressing refrigerating cycle having a compressor to draw,
compress and discharge refrigerant, and an evaporator to evaporate
refrigerant by exchanging heat between the refrigerant and air to
be sent into a passenger compartment of the vehicle; a heater to
heat the air using cooling water of an internal combustion engine
as a heat source; a target blow-off temperature calculator to
compute a target blow-off temperature of air blown out of the
evaporator; a request signal output portion to output an operation
request signal to an engine controller to activate the engine; and
a rainfall detector to detect a rainfall to the vehicle, wherein
the target blow-off temperature calculator raises the target
blow-off temperature, and the request signal output portion lowers
a frequency for outputting the operation request signal to the
engine controller, when the rainfall detector is unable to detect a
rainfall, compared with a case where the rainfall detector detects
a rainfall.
21. An air-conditioning device for a vehicle comprising: a vapor
compressing refrigerating cycle having a compressor to draw,
compress and discharge refrigerant, and an evaporator to evaporate
refrigerant by exchanging heat between the refrigerant and air to
be sent into a passenger compartment of the vehicle; a heater to
heat the air using heat medium heated by a heat-emitting element as
a heat source, the heat emitting element emitting heat by consuming
energy used for outputting driving power; a target blow-off
temperature calculator to compute a target blow-off temperature of
air blown out of the evaporator; a request signal output portion to
output an operation request signal to an engine controller to
activate the engine; and a speed detector to detect a speed of the
vehicle, wherein the target blow-off temperature calculator raises
the target blow-off temperature, and the request signal output
portion lowers a frequency for outputting the operation request
signal to the engine controller, as the speed is lowered.
22. An air-conditioning device for a vehicle comprising: a vapor
compressing refrigerating cycle having a compressor to draw,
compress and discharge refrigerant, and an evaporator to evaporate
refrigerant by exchanging heat between the refrigerant and air to
be sent into a passenger compartment of the vehicle; a heater to
heat the air using heat medium heated by a heat-emitting element as
a heat source, the heat emitting element emitting heat by consuming
energy used for outputting driving power; a target blow-off
temperature calculator to compute a target blow-off temperature of
air blown out of the evaporator; a request signal output portion to
output an operation request signal to an engine controller to
activate the engine; and a rainfall detector to detect a rainfall
to the vehicle, wherein the target blow-off temperature calculator
raises the target blow-off temperature, and the request signal
output portion lowers a frequency for outputting the operation
request signal to the engine controller, when the rainfall detector
is unable to detect a rainfall, compared with a case where the
rainfall detector detects a rainfall.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application is based on Japanese Patent Application No.
2009-218235 filed on Sep. 21, 2009, Japanese Patent Application No.
2009-218236 filed on Sep. 21, 2009, and Japanese Patent Application
No. 2009-218269 filed on Sep. 22, 2009, the disclosures of which
are incorporated herein by reference in their entirety.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to an air-conditioning device
for a vehicle.
[0003] JP-A-2001-130247 discloses an air-conditioning device for a
vehicle, in which a temperature of an evaporator is controlled in a
predetermined range so as to prevent odor generated by drying. Due
to the preventing of the odor generation, power can be saved for a
compressor driving source such as an engine of the vehicle, and
occupant comfortableness can be raised.
[0004] According to JP-A-2001-130247, the odor is generated in air
to be blown out of the evaporator. The odor generation is started
when adhering odor component is separated from a fin surface of the
evaporator immediately before condensation water finishes drying on
a surface of the evaporator. Odor intensity is increased gradually
with progress of time.
[0005] A timing of the odor generation is coincident with a timing
at which a temperature of air blown out of the evaporator is
temporally decreased. In JP-A-2001-130247, in a case where a
compressor is stopped, the compressor is reactivated when the
temporal temperature decreasing is detected while the temperature
of air blown out of the evaporator is raised to a high-temperature
side.
[0006] Specifically, in the case where the compressor is stopped,
the compressor is reactivated when the temperature is detected to
have a temporal decreasing while a coolness degree of the
evaporator is raised to a high-temperature side.
[0007] Due to the reactivation, a cooling operation is restarted by
latent heat of refrigerant of the evaporator. Therefore,
condensation water is again generated, and the fin surface of the
evaporator becomes wet, immediately after the temporal temperature
decreasing is started. As a result, the odor component can be
prevented from being separated from the fin surface of the
evaporator, thereby the odor generation can be prevented.
[0008] JP-A-H5-146094 discloses technology of using energy of
commercial power or solar cell for charging a battery of an
electric car. Specifically, the car has a solar cell, a battery
connected to the solar cell, and a bidirectional converter
connected to a point connecting the solar cell and the battery. A
direct-current side terminal of the converter is connected to the
point, and an alternating-current side terminal of the converter is
connected to a utility system. While the battery is charged, its
charging current is controlled to have a predetermined value.
Further, the converter is controlled in a manner that the solar
cell has its maximum output.
[0009] According to JP-A-2001-130247, when air-conditioning is
started after the vehicle starts to drive, odor accumulated in an
air-conditioning duct, in which the evaporator (indoor heat
exchanger) is arranged, is blown into a passenger compartment of
the vehicle.
[0010] That is, in the conventional air-conditioning device, the
regeneration of condensation water may not be completed even if the
compressor is reactivated, in a case where conditioned-air is sent
into the passenger compartment by a blower in response to an
air-conditioning start signal in a driving time. In this case, air
containing moisture with bad smell may be blown into the passenger
compartment in early stage of the air-conditioning.
[0011] Further, especially while the vehicle is parked, extra power
is remained in the battery or the solar cell located in the vehicle
or building, and the commercial power can be used. However, the
extra power and the commercial are not used for eliminating the
odor.
[0012] As an example of conventional air-conditioning device,
technology for preventing odor emission is known (for example,
refer to JP-A-2001-130247). Odor generated by condensation water on
a surface of an evaporator is prevented by paying attention to a
relationship between a blow-off temperature of the evaporator and
an odor intensity. In JP-A-2001-130247, a compressor is stopped if
the blow-off temperature of the evaporator is lowered to 11.degree.
C. (stop control temperature), and the compressor is restarted if
the blow-off temperature is raised to 23.degree. C. While this
intermittence control is performed for the compressor, a timing at
which odor is generated in air blown out of the evaporator is
checked based on a relationship between a variation pattern of the
temperature and the odor intensity. The odor generation can be
restricted by avoiding this timing.
[0013] Specifically, in the conventional air-conditioning device,
in a case where the compressor is stopped, when coolness degree of
the evaporator is raised to a high temperature side, the blow-off
temperature of the evaporator has a temporal decreasing immediately
before drying of condensation water is finished. The compressor is
reactivated based on the temporal temperature decreasing. Due to
the reactivation, a cooling operation is restarted using latent
heat of refrigerant of the evaporator. Immediately after the
temporal decreasing of the blow-off temperature is started,
condensation water is again generated, and a fin surface of the
evaporator becomes wet. As a result, odor component can be
prevented from being separated from the fin surface of the
evaporator, thereby odor emission can be prevented.
[0014] However, in the conventional air-conditioning device, in a
case where conditioned-air is sent into the passenger compartment
by a blower in response to an air-conditioning start signal in a
driving time, the regeneration of condensation water may not be
completed, even if the compressor is reactivated. In this case, air
containing moisture with bad smell may be blown into the passenger
compartment in early stage of the air-conditioning.
[0015] In the conventional air-conditioning device, the blow-off
temperature continues to be monitored while the vehicle is parked,
although the compressor is unnecessary to be operated in the park
time. If average of the blow-off temperature becomes lower than a
predetermined value, the compressor is activated in response to the
temporal temperature decreasing. The blow-off temperature continues
to be lowered by the activation of the compressor, and the
compressor is stopped when the blow-off temperature is lowered to a
predetermined temperature. Therefore, the compressor may be
operated intermittently with high frequency so as to restrict the
odor generation.
[0016] JP-A-2008-174042 discloses an air-conditioning device to be
applied to a hybrid car, which obtains driving force from an engine
and an electric motor. Air to be sent into a passenger compartment
of the car is heated by a heater core and a PTC heater to perform a
heating operation. Engine cooling water is used as a heat source of
the heater core, and the PTC heater emits heat by being supplied
with electricity.
[0017] In the hybrid car of JP-A-2008-174042, the engine is
activated to raise a temperature of the engine cooling water in EV
mode in which the car drives only with power of the electric motor,
if a temperature of the engine cooling water becomes lower than a
threshold. Further, in the air-conditioning device of
JP-A-2008-174042, operation frequency of the engine is lowered by
lowering the threshold, as heat amount generated by the PTC heater
is increased. Thus, fuel consumption generated by activating the
engine to raise the temperature of the engine cooling water is
reduced.
[0018] In the air-conditioning device of JP-A-2008-174042, air
cooled and dehumidified by an evaporator is reheated by the heater
core using the engine cooling water. Because a temperature of
conditioned-air is lowered by the evaporator even if there is no
necessity for dehumidification, the heater core needs a high
heating capacity. Further, effect of reducing fuel consumption may
not be obtained, since it is necessary to operate the engine.
[0019] When the vehicle drives with high speed at cold time such as
winter, heat inside of the passenger compartment is easily
transmitted to a front windshield of the vehicle. Since air flows
from front to rear in the passenger compartment, air cooled by the
front windshield will hit a face part of occupant, such that the
occupant may feel uncomfortable. For this reason, when the vehicle
drives with high speed, a blow-off temperature is required to be
raised in order to provide sufficient warmness to the occupant.
That is, it is necessary to raise the temperature of the cooling
water supplied to the heater core.
[0020] In contrast, when the vehicle drives with low speed, the
warmness is not needed so much, such that it is not necessary to
raise the temperature of the cooling water. Therefore, necessity of
operating the engine is lowered.
[0021] However, in the air-conditioning device of JP-A-2008-174042,
the engine may be activated even when there in no necessity for
activating the engine. In this case, the effect of reducing fuel
consumption may not be obtained.
SUMMARY OF THE INVENTION
[0022] In view of the foregoing and other problems, it is a first
object of the present invention to provide an air-conditioning
device to restrict odor generation and bacteria growth at
air-conditioning start time by drying an indoor heat exchanger with
preventing a battery death while a vehicle is parked.
[0023] It is a second object of the present invention to provide an
air-conditioning device to reduce bad smell contained in
conditioned air and operation of equipment used for preventing
generation of the bad smell at air-conditioning start time in a
driving time.
[0024] It is a third object of the present invention to provide an
air-conditioning device to perform heating operation for a
passenger compartment of a vehicle with restricting deterioration
of fuel mileage.
[0025] According to an example of the present invention, an
air-conditioning device for a vehicle having a battery includes an
indoor heat exchanger, a blower and an estimating portion. The
vehicle is one of a vehicle having an external power source
introducing portion to introduce electric power from an external
power source, a vehicle having a battery residual quantity judging
portion to judge whether a residual quantity of electric power in
the battery is equal to or larger than a predetermined quantity
necessary for a dry control of indoor heat exchanger, or a vehicle
having an in-vehicle solar cell. The indoor heat exchanger is
disposed in an air-conditioning case, and heat exchange medium
flows through the heat exchanger so as to cool a passenger
compartment of the vehicle. The blower is disposed in the
air-conditioning case so as to perform a dry control for the heat
exchanger by sending air to the heat exchanger such that the heat
exchanger is dried without flowing the heat exchange medium while
the vehicle is parked. The blower uses one of power supplied from
the external power source, power supplied from the battery having
residual quantity equal to or larger than the predetermined
quantity, or power supplied from the in-vehicle solar cell. The
estimating portion estimates an approximate elimination of odor
generated from the heat exchanger by starting the sending of air,
and stops the blower based on the estimation.
[0026] Accordingly, there is no worries for battery death because
the blower in the air-conditioning case is activated using the
power remained in the battery with the predetermined amount or the
power of the in-vehicle solar cell. The indoor heat exchanger is
sufficiently dried in the park time. Therefore, conditioned air
containing moisture with bad smell can be restricted from being
blown out at air-conditioning start time after the park time is
finished. Further, because the bacteria growth is inhibited, the
heat exchanger can be made clean, and odor source can be reduced.
Further, corrosion of the heat exchanger can be reduced, such that
life time of the air-conditioning device can be made longer.
[0027] For example, the blower is driven by electric power supplied
from a solar cell of the external power source, or by electric
power supplied from the in-vehicle solar cell.
[0028] Accordingly, there is no worries for battery death in the
drying of the heat exchanger, because the blower is activated using
the power of the solar cell or the in-vehicle solar cell.
[0029] For example, the in-vehicle solar cell charges an original
battery, and the blower is driven by electric power of the
in-vehicle solar cell through the original battery.
[0030] Accordingly, the blower can be driven even when output of
the in-vehicle solar cell is small, because the power accumulated
in the original battery is used.
[0031] For example, the estimating portion is a time setting
portion to set a time, for which air is sent to perform the drying
of the heat exchanger, based on a state of air flowing upstream of
the heat exchanger.
[0032] Accordingly, the heat exchanger is dried for only the set
time, such that the heat exchanger can be properly dried with the
minimum power.
[0033] For example, the state of air represents a humidity of the
air detected by a humidity sensor and a temperature of the air
detected by a temperature sensor.
[0034] Accordingly, air-sending time necessary for the drying can
be accurately determined based on the humidity and the temperature
of air flowing upstream of the heat exchanger.
[0035] For example, the estimating portion stops the blower by
estimating the approximate elimination of odor generated from the
heat exchanger based on a value detected by a sensor to detect a
dryness degree of air downstream of the heat exchanger.
[0036] Accordingly, the drying can be more accurately performed
because the detection value indicates that a person cannot sense
the odor blown into the passenger compartment from the heat
exchanger.
[0037] For example, the value detected by the sensor is a humidity
of the air downstream of the heat exchanger.
[0038] Accordingly, the approximate elimination of the odor of the
heat exchanger can be estimated based on the detection value
representing the humidity of air.
[0039] For example, the dry control is performed when a
condensation determining portion determines that the heat exchanger
has condensation water in a last air-conditioning time.
[0040] Accordingly, the dry control is unnecessary when the
condensation determining portion determines that the heat exchanger
has no condensation water in the last air-conditioning time, such
that waste of power consumed for the blower can be reduced.
[0041] For example, the dry control is performed when an occupant
absence determining portion determines that no occupant exists in
the passenger compartment.
[0042] Accordingly, odor generated in the dry control cannot make,
occupant in the passenger compartment uncomfortable.
[0043] For example, the air-conditioning device includes an air
inlet switching portion located upstream of the heat exchanger so
as to switch an air inlet mode between an inside air circulation
mode to circulate air inside of the vehicle and an outside air
introduction mode to introduce air outside of the vehicle; and a
predicting portion to predict which mode is able to finish the dry
control earlier between the inside air circulation mode and the
outside air introduction mode. The dry control is performed with a
mode predicted by the predicting portion.
[0044] Accordingly, the dry control is performed with the mode
predicted to be finished earlier. Therefore, power used for the
drying can be reduced, and durability of the blower can be
secured.
[0045] For example, the predicting portion predicts the mode based
on a humidity and a temperature of air upstream of the heat
exchanger.
[0046] Accordingly, the mode to make the drying finished earlier
can be selected based on the humidity and temperature of air
upstream of the heat exchanger, for example, an outside air
temperature and an outside air humidity.
[0047] For example, the blower is driven by the external power
source so as to perform the dry control when the battery is
disabled to have a quick charge from the external power source.
[0048] Accordingly, the dry control is prohibited in the quick
charge time, because the vehicle has high possibility to start
driving in a short time. If the dry control is performed at this
time, odor may be remained in the passenger compartment.
[0049] According to an example of the present invention, an
air-conditioning device for a vehicle includes an air-conditioning
case defining an air passage inside, air to be sent into a
passenger compartment of the vehicle passing through the air
passage; a heat exchanger disposed in the air-conditioning case,
heat exchange being performed between refrigerant flowing inside of
the heat exchanger and the air passing through the air passage; an
air sending portion to send air into the passenger compartment; a
compressor to supply refrigerant to the heat exchanger; and a
control device to control the compressor and the air sending
portion, air being sent to the heat exchanger by the air sending
portion while the vehicle is parked. The control device determines
a dryness degree of the heat exchanger using humidity of air after
passing through the heat exchanger. The control device stops
refrigerant supply to the heat exchanger by controlling the
compressor during the parking, and controls the air sending portion
to send air to the heat exchanger before the heat exchanger is
determined to have a dryness state in which the heat exchanger is
disabled to generate odor.
[0050] Accordingly, refrigerant supply is stopper and air-sending
is performed for the heat exchanger in park time, if the heat
exchanger does not have the dryness state. Therefore, moisture
containing odor component can be dried before an air-conditioning
is performed in a driving time, such that the heat exchanger can be
maintained to have the dryness state. Thus, the odor can be
prevented from being blown into the passenger compartment. Further,
the determination of the dryness state is proper because the heat
exchanger is determined to have the dryness state or not based on
the humidity of air passing through the heat exchanger. Therefore,
operation time of the air-sending portion can be short. Thus,
blow-off of the odor can be restricted, and operation of equipment
for restricting the odor can be reduced. Further, bacteria growth
can be restricted, and corrosion of the heat exchanger can be
reduced. Accordingly, its durability can be improved.
[0051] For example, the control device continuously detects a
humidity of air after passing through the heat exchanger while
drying operation is performed by the air sending portion, and the
control device determines the dryness state when a difference
between a highest humidity of air after the drying operation is
started and a present humidity is larger than a predetermined
value.
[0052] Because moisture evaporation is proceeded in the drying
operation, the humidity downstream of the heat exchanger is
difficult to be lowered. The humidity downstream of the heat
exchanger starts to be lowered when the heat exchanger has the
dryness state. Therefore, the finishing of the drying operation is
determined when variation amount of the humidity becomes large.
Thus, the dryness state can be determined with high accuracy, and
the drying operation can be efficiently performed.
[0053] For example, the control device detects a humidity of air
after passing through the heat exchanger using a humidity detector
to detect a humidity adjacent to a window of the vehicle, and the
control device sets an air outlet mode in which air is blown toward
the humidity detector while the vehicle is parked. Accordingly, air
passing through the heat exchanger can be directly hit on the
humidity detector by the air-sending portion in park time, such
that the humidity of the air can be accurately detected. That is,
the determination of the dryness state can be accurately
performed.
[0054] According to an example of the present invention, an
air-conditioning device for a vehicle includes a vapor compressing
refrigerating cycle having a compressor to draw, compress and
discharge refrigerant, and an evaporator to evaporate refrigerant
by exchanging heat between the refrigerant and air to be sent into
a passenger compartment of the vehicle; a heater to heat the air
using cooling water of an internal combustion engine as a heat
source; a target blow-off temperature calculator to compute a
target blow-off temperature of air blown out of the evaporator; a
request signal output portion to output an operation request signal
to an engine controller to activate the engine; and a speed
detector to detect a speed of the vehicle. The target blow-off
temperature calculator raises the target blow-off temperature as
the speed is lowered, and the request signal output portion lowers
a frequency for outputting the operation request signal to the
engine controller as the speed is lowered.
[0055] When the vehicle has a low speed, heating operation is not
so much required. In this case, the target blow-off temperature of
the evaporator is raised, and the frequency for outputting the
operation request signal to the engine controller is lowered.
Therefore, fuel consumption of the vehicle can be sufficiently
reduced as a whole. At this time, the inlet air temperature of the
heater is raised by raising the target blow-off temperature of the
evaporator. Even if the temperature of the cooling water supplied
to the heater is lowered by lowering the operation frequency of the
engine, conditioned air having a predetermined temperature can be
produced. As a result, heating operation can be performed with
reducing mileage deterioration. Further, when it is not raining, a
temperature of window glass is difficult to be lowered. Therefore,
fogging resistance property can be secured for the window glass
even if the target blow-off temperature of the evaporator is
raised.
[0056] Similar to a case where the vehicle has high speed, the
window glass is easy to have fogging in the raining time, because
the temperature of the window glass is lowered.
[0057] For example, the air-conditioning device may include a
rainfall detector to detect a rainfall to the vehicle. The target
blow-off temperature calculator causes an increasing ratio of the
target blow-off temperature to be smaller when the rainfall
detector detects a rainfall, compared with a case where the
rainfall detector is unable to detect a rainfall.
[0058] Therefore, the target blow-off temperature at a raining time
can be set lower than that at a non-raining time, such that the
fogging resistance property of the window glass can be secured
more.
[0059] For example, the rainfall detector is a wiper switch to
operate a wiper of the vehicle, and the target blow-off temperature
calculator causes the increasing ratio of the target blow-off
temperature to be smaller when the wiper is operated, compared with
a case where the wiper is unable to, be operated.
[0060] For example. the rainfall detector is a raindrop sensor to
detect a raindrop adhering to the vehicle.
[0061] According to an example of the present invention, an
air-conditioning device for a vehicle includes a vapor compressing
refrigerating cycle having a compressor to draw, compress and
discharge refrigerant, and an evaporator to evaporate refrigerant
by exchanging heat between the refrigerant and air to be sent into
a passenger compartment of the vehicle; a heater to heat the air
using cooling water of an internal combustion engine as a heat
source; a target blow-off temperature calculator to compute a
target blow-off temperature of air blown out of the evaporator; a
request signal output portion to output an operation request signal
to an engine controller to activate the engine; and a rainfall
detector to detect a rainfall to the vehicle. The target blow-off
temperature calculator raises the target blow-off temperature, and
the request signal output portion lowers a frequency for outputting
the operation request signal to the engine controller, when the
rainfall detector is unable to detect a rainfall, compared with a
case where the rainfall detector detects a rainfall.
[0062] When it is not raining, the target blow-off temperature of
the evaporator is raised, and the frequency for outputting the
operation request signal to the engine controller is lowered.
Therefore, fuel consumption of the vehicle can be sufficiently
reduced as a whole. At this time, the inlet air temperature of the
heater is raised by raising the target blow-off temperature of the
evaporator. Even if the temperature of the cooling water supplied
to the heater is lowered by lowering the operation frequency of the
engine, conditioned air having a predetermined temperature can be
produced. As a result, heating operation can be performed with
reducing mileage deterioration. Further, when it is not raining, a
temperature of window glass is difficult to be lowered. Therefore,
fogging resistance property can be secured for the window glass
even if the target blow-off temperature of the evaporator is
raised.
[0063] According to an example of the present invention, an
air-conditioning device for a vehicle includes a vapor compressing
refrigerating cycle having a compressor to draw, compress and
discharge refrigerant, and an evaporator to evaporate refrigerant
by exchanging heat between the refrigerant and air to be sent into
a passenger compartment of the vehicle; a heater to heat the air
using heat medium heated by a heat-emitting element as a heat
source, the heat emitting element emitting heat by consuming energy
source used for outputting driving force; a target blow-off
temperature calculator to compute a target blow-off temperature of
air blown out of the evaporator; a request signal output portion to
output an operation request signal to an engine controller to
activate the engine; and a speed detector to detect a speed of the
vehicle. The target blow-off temperature calculator raises the
target blow-off temperature as the speed is lowered, and the
request signal output portion lowers a frequency for outputting the
operation request signal to the engine controller as the speed is
lowered.
[0064] When the vehicle has a low speed, heating operation is not
so much required. In this case, the target blow-off temperature of
the evaporator is raised, and the frequency for outputting the
operation request signal to the engine controller is lowered.
Therefore, fuel consumption of the vehicle can be sufficiently
reduced as a whole. At this time, the inlet air temperature of the
heater is raised by raising the target blow-off temperature of the
evaporator. Even if the temperature of the cooling water supplied
to the heater is lowered by lowering the operation frequency of the
engine, conditioned air having a predetermined temperature can be
produced. As a result, heating operation can be performed with
reducing mileage deterioration. Further, when it is not raining, a
temperature of window glass is difficult to be lowered. Therefore,
fogging resistance property can be secured for the window glass
even if the target blow-off temperature of the evaporator is
raised.
[0065] According to an example of the present invention, an
air-conditioning device for a vehicle includes a vapor compressing
refrigerating cycle having a compressor to draw, compress and
discharge refrigerant, and an evaporator to evaporate refrigerant
by exchanging heat between the refrigerant and air to be sent into
a passenger compartment of the vehicle; a heater to heat the air
using heat medium heated by a heat-emitting element as a heat
source, the heat emitting element emitting heat by consuming energy
source used for outputting driving force; a target blow-off
temperature calculator to compute a target blow-off temperature of
air blown out of the evaporator; a request signal output portion to
output an operation request signal to an engine controller to
activate the engine; and a rainfall detector to detect a rainfall
to the vehicle. The target blow-off temperature calculator raises
the target blow-off temperature, and the request signal output
portion lowers a frequency for outputting the operation request
signal to the engine controller, when the rainfall detector is
unable to detect a rainfall, compared with a case where the
rainfall detector detects a rainfall.
[0066] When it is not raining, the target blow-off temperature of
the evaporator is raised, and the frequency for outputting the
operation request signal to the engine controller is lowered.
Therefore, fuel consumption of the vehicle can be sufficiently
reduced as a whole. At this time, the inlet air temperature of the
heater is raised by raising the target blow-off temperature of the
evaporator. Even if the temperature of the cooling water supplied
to the heater is lowered by lowering the operation frequency of the
engine, conditioned air having a predetermined temperature can be
produced. As a result, heating operation can be performed with
reducing mileage deterioration. Further, when it is not raining, a
temperature of window glass is difficult to be lowered. Therefore,
fogging resistance property can be secured for the window glass
even if the target blow-off temperature of the evaporator is
raised.
BRIEF DESCRIPTION OF THE DRAWINGS
[0067] FIG. 1 is a schematic diagram illustrating an
air-conditioning device and its power-source system according to a
first embodiment;
[0068] FIG. 2 is a block diagram illustrating peripherals of
air-conditioning control device of the air-conditioning device;
[0069] FIG. 3 is a flow chart illustrating basic air-conditioning
control processing performed by the air-conditioning control
device;
[0070] FIG. 4 is a flow chart illustrating details of blower
voltage determination and dry control of evaporator;
[0071] FIG. 5 is a flow chart illustrating details of air inlet
mode determination;
[0072] FIG. 6 is a flow chart illustrating details of water pump
operation determination;
[0073] FIG. 7 is a flow chart illustrating details of blower
voltage, determination and dry control of evaporator according to a
second embodiment;
[0074] FIG. 8 is a flow chart illustrating details of blower
voltage determination and dry control of evaporator according to a
third embodiment;
[0075] FIG. 9 is a schematic diagram illustrating an
air-conditioning device according to a fourth embodiment;
[0076] FIG. 10 is a block diagram illustrating a control of the
air-conditioning device;
[0077] FIG. 11 is a flow chart illustrating basic air-conditioning
control processing performed by an air-conditioning ECU of the
air-conditioning device;
[0078] FIG. 12 is a flow chart illustrating blower voltage
determination and dry control of evaporator;
[0079] FIG. 13 is a flow chart illustrating air inlet mode
determination;
[0080] FIG. 14 is a flow chart illustrating air outlet mode
determination;
[0081] FIG. 15 is a flow chart illustrating water pump operation
determination;
[0082] FIG. 16 is a schematic diagram illustrating an
air-conditioning device according to a fifth embodiment;
[0083] FIG. 17 is a block diagram illustrating an electric control
portion of the air-conditioning device;
[0084] FIG. 18 is a circuit diagram illustrating a PTC heater;
[0085] FIG. 19 is a flow chart illustrating a control processing of
the air-conditioning device;
[0086] FIG. 20 is a flow chart illustrating a point of the control
processing of the air-conditioning device;
[0087] FIG. 21 is a flow chart illustrating another point of the
control processing of the air-conditioning device;
[0088] FIG. 22 is a flow chart illustrating another point of the
control processing of the air-conditioning device; and
[0089] FIG. 23 is a flow chart illustrating another point of the
control processing of the air-conditioning device.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
First Embodiment
[0090] A first embodiment will be described with reference to FIGS.
1-6. An air-conditioning device 100 of FIG. 1 is used for a hybrid
car in the first embodiment. FIG. 1 is a schematic diagram
illustrating the air-conditioning device 100 and its power-source
system. FIG. 2 is a block diagram illustrating peripherals of an
air-conditioning control device of the air-conditioning device
100.
[0091] The hybrid car has an engine 30, an in-vehicle load 101, an
engine electronic control device 60 (hereinafter referred as engine
ECU 60), and a battery 102. The engine 30 generates power by
combusting liquid fuel such as gasoline. The in-vehicle load 101
has motor function and generator function for assisting a driving
of the car, and includes a non-illustrated drive-assisting motor
generator. The engine ECU 60 controls fuel supply amount and
ignition timing for the engine 30, for example. The battery 102
supplies electric power for the motor generator of the in-vehicle
load 101, and the engine ECU 60, for example.
[0092] Moreover, the hybrid car has a hybrid electronic control
unit 70 (hereinafter referred as hybrid ECU 70) to output a control
signal to the engine ECU 60. The hybrid ECU 70 may select the motor
generator or the engine 30 to transmit a driving force to driving
wheels of the car.
[0093] Moreover, the hybrid car has a battery ECU 103 to control
charging or discharging of the battery 102, and the battery ECU 103
manages a remaining capacity of the battery 102. The battery ECU
103 has a charging apparatus for charging electric power consumed
by air-conditioning or driving.
[0094] The battery 102 may be a nickel hydride battery or a lithium
ion battery, for example. An in-vehicle electric power unit 104 is
constructed by the battery 102 and the battery ECU 103. In order to
connect with an electric power station or commercial power (power
source for home-use) corresponding to a power supply source, the
unit 104 has a power supply coupler 105 constructed by a
convenience outlet and plug, or a coupler using electromagnetic
induction. In the present invention, the power supply coupler means
a coupler constructed by the convenience outlet and plug, or/and
the electromagnetic induction type coupler.
[0095] The coupler 105 corresponds to an external power source
introducing portion in the present invention. The battery 102 can
be charged by connecting the coupler 105 with a commercial power
source 106 or a solar cell 107 corresponding to an electric power
supply source.
[0096] The solar cell 107 is installed on a roof of building such
as a car barn. Moreover, 108 represents a bidirectional converter
disclosed by JP-A-H05-146094. An in-vehicle solar cell 109 has an
original battery independently different from the in-vehicle
battery 102. Electric power is supplied to an indoor blower 14
corresponding to a blower from the original battery of the
in-vehicle solar cell 109 via non-illustrated switching portion and
converter portion (electromagnetic switch and DC-DC converter)
located in the in-vehicle electric power unit. The in-vehicle solar
cell 109 is installed on a ceiling top of the car. In the present
invention, a solar cell represents the solar cell 107 or/and the
in-vehicle solar cell 109.
[0097] Specifically, the following controls are performed in the
hybrid car.
(1) The engine 30 is basically stopped while the car is stopped.
(2) The driving force generated by the engine 30 is transmitted to
the driving wheels while the car is driving except for a slowdown
time. The engine 30 is suspended at the slowdown time, and power
generated by the motor generator charges the battery 102 (electric
driving mode). (3) When the car has a large load at a start time of
driving, acceleration time, going-up-hill time or high speed
driving time, the driving forces generated by the motor generator
and the engine 30 are transmitted to the driving wheels (hybrid
driving mode). (4) If the charge amount of the battery becomes
lower than a target value, the driving force of the engine 30 is
transmitted to the motor generator, and the power generated by the
motor generator charges the battery. (5) If the charge amount of
the battery becomes lower than the target value while the car is
stopped, the engine 30 is activated by a signal output to the
engine ECU 60, and the driving force of the engine 30 is
transmitted to the motor generator.
[0098] The air-conditioning device 100 of FIG. 1 performs
air-conditioning operation for a passenger compartment of the car.
The indoor blower (air-sending device) 14 can be driven to send air
by using electric power via the in-vehicle electric power unit 104
while the car is parked.
[0099] As shown in FIG. 1, the air-conditioning device 100 has an
air-conditioning case 10, the indoor blower 14, a refrigerating
cycle 1, a cooling water circuit 31, and an air-conditioning
electronic control unit 50 (hereinafter referred as
air-conditioning ECU 50). The air-conditioning case 10 defines an
air passage 10a to introduce conditioned-air into the passenger
compartment. The indoor blower 14 corresponding to an air sending
portion generates air flow in the air-conditioning case 10. The
refrigerating cycle 1 is used for cooling air flowing through the
air-conditioning case 10. The cooling water circuit 31 is used for
heating air flowing through the air-conditioning case 10.
[0100] The air-conditioning case 10 is arranged adjacent to a front
side of the passenger compartment of the hybrid car. Most upstream
side of the air-conditioning case 10 is a portion constructing an
inside/outside air inlet changing box. The box has an inside air
inlet 11 to intake air inside of the passenger compartment
(hereinafter referred as inside air), and an outside air inlet 12
to intake air outside of the passenger compartment (hereinafter
referred as outside air).
[0101] An air inlet switching door 13 is rotatably disposed at
inner sides of the inlets 11, 12. The door 13 is driven by an
actuator such as servo motor. The door 13 is an air inlet switching
portion to switch an air inlet mode between inside air circulation
mode or outside air introduction mode, for example.
[0102] Most downstream side of the air-conditioning case 10 is a
portion constructing an air outlet, in which a defroster opening, a
face opening, and a foot opening are defined. A defroster duct 23
is connected to the defroster opening. A defroster outlet 18 is
open at the most downstream end of the defroster duct 23, and
mainly blows off warm air toward an inner surface of a front
windshield of the car.
[0103] A face duct 24 is connected to the face opening. A face
outlet 19 is open at the most downstream end of the face duct 24,
and mainly blows off cool air toward an upper body of occupant in
the car. A foot duct 25 is connected to the foot opening. A foot
outlet 20 is open at the most downstream end of the foot duct 25,
and mainly blows off warm air toward a foot of the occupant.
[0104] Two outlet switching doors 21, 22 are rotatably mounted on
inner sides of the outlets 18, 19, 20. Each of the doors 21, 22 is
driven by an actuator such as a servo motor, so as to change an air
outlet mode to any one of face mode, bilevel mode, foot mode, foot
defroster mode, and defroster mode.
[0105] The indoor blower 14 has a blower case, a fan 16 and a
direct-current motor (corresponding to a blower motor) 15. A
rotation speed of the direct-current motor 15 is set in response to
a voltage applied to the direct-current motor 15. That is, an
amount of air blown by the indoor blower 14 is controlled by
controlling the voltage applied to the direct-current motor 15
based on a control signal output from the air-conditioning ECU
50.
[0106] The refrigerating cycle 1 of FIG. 1 has a compressor 2, a
condenser 3, a gas liquid separator 5, an expansion valve 6, an
evaporator 7, and a refrigerant pipe to connect them into a loop.
The compressor 2 compresses refrigerant, and its rotation number is
controlled by an inverter 80. The condenser 3 condenses the
compressed refrigerant into liquid. The gas liquid separator 5
separates the condensed refrigerant into gas or liquid, and only
liquid refrigerant can flow downstream of the separator 5. The
expansion valve 6 decompresses and expands the liquid refrigerant.
The evaporator 7 evaporates the decompressed and expanded
refrigerant.
[0107] The evaporator 7 (an example of indoor heat exchanger for
cooling), an air mixing door 17, and a heater core 34 are arranged
in this order from upstream side to downstream side in the air
passage 10a of the case 10 located downstream of the indoor blower
14 in an air flow direction.
[0108] The compressor 2 is driven by an electric motor, and its
rotation number is controllable. An amount of refrigerant
discharged from the compressor 2 is variable in accordance with the
rotation number. Alternating current voltage is applied to the
compressor 2, and a frequency of the voltage is adjusted by the
inverter 80. Thus, rotation speed of the electric motor is
controlled. Direct current power is supplied to the inverter 80
from the in-vehicle battery 102, and the air-conditioning ECU 50
controls the inverter 80.
[0109] The condenser 3 is located in an engine compartment, for
example, which is a place easy to receive running wind generated
when the car drives. The condenser 3 is an outdoor heat exchanger.
Heat is exchanged between refrigerant flowing inside of the
condenser 3 and outside air sent by an outdoor fan 4. That is, heat
is exchanged between the running wind and the refrigerant.
[0110] The cooling water circuit 31 circulates cooling water warmed
by a water jacket of the engine 30 using an electric water pump 32,
and has a radiator (not shown), a thermostat (not shown), and the
heater core 34.
[0111] The cooling water (heat exchange medium) flows through the
heater core 34 after cooling the engine 30. Air flowing through the
air-conditioning case 10 is reheated by the cooling water as a heat
source for heating.
[0112] A water temperature sensor 33 is a temperature detector to
detect a water temperature TW (FIG. 2) of the cooling water flowing
through the cooling water circuit 31. Signal detected by the water
temperature sensor 33 is input into the air-conditioning ECU 50 of
FIG. 2.
[0113] The evaporator 7 of FIG. 1 is arranged to cross entire air
passage immediately after the indoor blower 14. Entire air blown
out of the indoor blower 14 passes through the evaporator 7. Heat
is exchanged between refrigerant (heat exchange medium) flowing
inside of the evaporator 7, and air flowing through the air passage
10a. The evaporator 7 cools the air, and dehumidifies air passing
through the evaporator 7.
[0114] An air mixing door 17 is located in air passage positioned
downstream of the evaporator 7 and positioned upstream of the
heater core 34. The air mixing door 17 adjusts ratio of air passing
through the heater core 34 to air bypassing the heater core 34.
[0115] A position of the air mixing door 17 is changed by an
actuator, for example, so as to block a part of passage downstream
of the evaporator 7 in the air-conditioning case 10. The air mixing
door 17 is a temperature adjusting portion to adjust a temperature
of air blown into the passenger compartment.
[0116] A refrigerant pressure sensor 43 is arranged in a
high-pressure side passage of the refrigerating cycle 1 of FIG. 1,
so as to detect a high pressure of refrigerant upstream of the
condenser 3, that is, a discharge pressure Pre (FIG. 2) of the
compressor 2.
[0117] An evaporator temperature sensor 44 is a temperature
detector to detect an evaporator temperature TE of FIG. 2 (one of
temperature information about the evaporator 7) corresponding to a
temperature of a predetermined position (fin temperature in this
embodiment) of the evaporator 7.
[0118] An evaporator upstream air temperature sensor 45 is a
temperature detector to detect an evaporator upstream temperature
TU of FIG. 2 (one of temperature information about the evaporator
7) corresponding to a temperature of air flowing through the air
passage 10a upstream of the evaporator 7.
[0119] An evaporator downstream air temperature sensor 46 is a
temperature detector to detect an evaporator downstream temperature
TL of FIG. 2 (one of temperature information about the evaporator
7) corresponding to a temperature of air flowing through the air
passage 10a downstream of the evaporator 7. Signals detected by the
evaporator temperature sensor 44, the evaporator upstream air
temperature sensor 45, and the evaporator downstream air
temperature sensor 46 are input into the air-conditioning ECU 50 of
FIG. 2.
[0120] A sensing device 110 is arranged adjacent to an inner
surface of a front windshield 49a in the passenger compartment of
FIG. 1. A humidity sensor 47, an air temperature sensor 48, and a
glass temperature sensor 49 (window temperature sensor 49) are
arranged in the sensing device 110. Typical humidity and
temperature of air adjacent to the inner surface of the front
windshield 49a can be detected. The humidity sensor 47 is a
capacity change type sensor. A dielectric constant of a humidity
sensing film is changed in accordance with a relative humidity of
air, thereby electrostatic capacitance is changed in accordance
with the relative humidity of air.
[0121] The air-conditioning ECU 50 calculates a relative humidity
RH of air in the passenger compartment adjacent to the front
windshield based on a value output from the humidity sensor 47. The
air-conditioning ECU 50 memorizes a predetermined computing
equation in advance for changing the output value of the humidity
sensor 47 into the relative humidity RH. The relative humidity RH
is calculated by applying the output value of the humidity sensor
47 into this computing equation. The following expression 1 is an
example of the humidity computing equation.
RH=.alpha.V+.beta. (Expression 1)
[0122] V indicates the output value of the humidity sensor 47.
.alpha. indicates a control coefficient, and .beta. indicates a
constant.
[0123] Next, the air-conditioning ECU 50 calculates a window glass
temperature by applying an output value of the window temperature
sensor 49 into a predetermined computing equation memorized in
advance. Further, a window surface relative humidity RHW is
calculated based on the relative humidity RH and the window glass
temperature.
[0124] That is, the window surface relative humidity RHW is
calculated based on the relative humidity RH, the air temperature,
and the window glass temperature by using a psychrometric chart.
About this, details are disclosed in JP-A-2007-8449.
[0125] The air-conditioning ECU 50 of FIG. 2 is a control device to
control air-conditioning of the passenger compartment, and includes
a non-illustrated microcomputer. The air-conditioning ECU 50 has an
input circuit and an output circuit. Sensor signals are input into
the input circuit from various switches on a console panel 51
arranged on a front face of the passenger compartment, an inside
air sensor 40, an outside air sensor 41, a solar sensor 42, the
refrigerant pressure sensor 43, the evaporator temperature sensor
44, the evaporator upstream air temperature sensor 45, the
evaporator downstream air temperature sensor 46, the water
temperature sensor 33, the humidity sensor 47, the air temperature
sensor 48, and the window temperature sensor 49. The output circuit
sends signals into actuators.
[0126] The non-illustrated microcomputer in the air-conditioning
ECU 50 has a memory such as ROM (reading only memory) or RAM
(reading and writing allowed memory) and a CPU (central processing
unit) etc. Calculations are performed using operation commands
transmitted from the console panel 51.
[0127] The air-conditioning ECU 50 computes a capacity of the
compressor 2, etc. The air-conditioning ECU 50 outputs a control
signal to the inverter 80 based on the calculated result, and a
discharge amount of the compressor 2 is controlled by the inverter
80.
[0128] Moreover, operation signal such as activation, stop, or
temperature is input into the air-conditioning ECU 50 by operating
the console panel 51, and detection signals are input from various
sensors. Moreover, the air-conditioning ECU 50 communicates with
the engine ECU 60 and the hybrid ECU 70 of FIG. 1.
[0129] The indoor blower 14, the outdoor fan 4, the air mixing door
17, the water pump 32, the air inlet switching door 13, and the air
outlet switching door 21, 22 are controlled based on the calculated
results.
[0130] FIG. 3 is a flow chart showing a fundamental control
processing performed by the air-conditioning ECU 50. When the
processing of FIG. 3 is started, the air-conditioning ECU 50
performs, processing concerning each subsequent step. In addition,
processing from S2 to S10 is performed once per 250 ms.
(Initialization)
[0131] Each parameter memorized in the RAM of the air-conditioning
ECU 50 is initialized at S1.
(Switch Signal Reading)
[0132] At S2, switch signals output from the consol panel 51 are
read.
(Sensor Signal Reading)
[0133] Next, sensor signals output from the sensors are read at
S3.
(TAO Calculation Basic Control)
[0134] At S4, a target blow-off temperature TAO is calculated by
using an expression 2 memorized in the ROM. The target temperature
TAO is used as a target temperature of air blown into the passenger
compartment.
TAO=Kset.times.Tset-Kr.times.Tr-Kam.times.Tam-Ks.times.Ts+C
(Expression 2)
[0135] A value of Tset is a temperature set through a temperature
setting switch. A, value of Tr is an inside air temperature
detected by the inside air sensor 40 of FIG. 2. A value of Tam is
an outside air temperature detected by the outside air sensor 41. A
value of Ts is a solar radiation amount detected by the solar
sensor 42.
[0136] Values of Kset, Kr, Kam and Ks are gains, and a value of, C
is a correcting constant for the whole of Expression 2. A control
value of the actuator of the air mixing door 17 and a control value
of the rotation number of the water pump 32 are computed using the
TAO value and the signal output from the sensor.
(Air Mixing Door Opening Determination)
[0137] At S5 of FIG. 3, an opening of the air mixing door 17 is
calculated by using an expression 3 memorized in the ROM.
opening=((TAO-TE)/(TW-TE)).times.100(%) (Expression 3)
[0138] In this expression 3, TE represents the evaporator
temperature (evaporator fin temperature) detected by the evaporator
temperature sensor 44 of FIG. 1, and TW represents the temperature
of the cooling water detected by the water temperature sensor
33.
(Blower Voltage Determination and Dry Control of Evaporator)
[0139] Next, at S6 of FIG. 3, a blower voltage is determined, and a
dry control is performed for the evaporator 7. Specifically, S6 is
performed based on FIG. 4. FIG. 4 is a flow chart showing details
of the blower voltage determination and the dry control of the
evaporator 7 at S6 of FIG. 3. The blower voltage is a voltage
applied to the indoor blower 14 driven with electric power supplied
from the in-vehicle electric power unit 104 of FIG. 1. In the first
embodiment, the electric power is supplied from the commercial
power 106 or the solar cell 107.
[0140] As shown in FIG. 4, when the processing is started, it is
judged whether an ignition switch (hereinafter referred as IG
switch) is shifted from ON to OFF at S40. That is, if the IG switch
is shifted from ON to OFF, the car is determined to have been
parked. If the IG switch is maintained as ON, the car is determined
not to be parked. In a case where the car is pure electric car to
run only by motor without engine, the IG switch may be a main
switch for starting, or a driving switch.
[0141] While the car is determined not to be parked, there is high
possibility that air-conditioning is started. At this time, as
shown in S41, the blower voltage is set in accordance with a known
map representing a relationship between the target temperature TAO
and the blower voltage memorized in the ROM in advance. Then, the
blower voltage determination of S6 is ended. According to this map,
the blower voltage can be properly determined based on the target
blow-off temperature TAO.
[0142] If the IG switch is determined to be OFF at S40, it is
determined whether a predetermined time (5 minutes, for example) is
elapsed after a door of the car is opened and closed at S42
corresponding to an occupant absence determining portion. In
addition, a seat switch to detect a weight of occupant may be used
together.
[0143] By this judgment, it is detectable that no person is in the
car with high possibility, because there is opening-and-closing
operation of the door. Furthermore, by checking progress of 5
minutes after the closing of the door, it is certainly detectable
that there is no occupant in the car.
[0144] Although the possibility that an occupant is in the car is
lowered when the door is detected to have opening-and-closing,
there provides a margin of 5 minutes just to make sure. Therefore,
even if odor is generated while the evaporator 7 of FIG. 1 is
dried, no occupant feels uncomfortable.
[0145] For this reason, displeasure is not given to a person even
if the odor generated from the evaporator 7 flows through the
passenger compartment. The occupant absence determination of S42 is
repeated before it is judged that the predetermined time (5
minutes) has passed.
[0146] When it is judged that the predetermined time has passed, it
is judged whether the evaporator 7 has condensation water before
the parking at S43 corresponding to a condensation determining
portion. Specifically, it is judged whether ON-time (operation
time) of the compressor 2 is longer than a predetermined time (5
minutes, for example) in a last time operation when the IG switch
is maintained as ON.
[0147] By this condensation determination, it can be judged whether
the evaporator 7 has dewed or not before the parking. If the
ON-time is determined to be equal to or less than 5 minutes at S43,
the evaporator 7 is determined to be dry, and S48 is performed. The
blower voltage is set as 0V at S48, and the blower voltage
determination and the dry control of the evaporator 7 are
ended.
[0148] That is, the indoor blower 14 is not activated, and the
evaporator 7 is not dried. Thus, when the evaporator 7 is judged to
already have got dry, electric power can be saved by not performing
the dry control.
[0149] If the ON-time is determined to be longer than 5 minutes at
S43, it is determined whether there is electric power supply from
an external power source such as outlet (for example, whether there
is a plug-in using the coupler 105 of FIG. 1) (S44).
[0150] If there is no power supply at S44, S48 is performed by
considering power shortage such as battery death. The blower
voltage is set as 0V at S48, and the blower voltage determination
and the dry control of the evaporator 7 are ended. That is, the
indoor blower 14 is not activated, and the evaporator 7 is not
dried.
[0151] If there is power supply at S44, S45 is performed, because
the battery death is not concerned. At S45, the blower voltage is
set as 6V, that is about half of battery voltage. The blower
voltage of 6V is applied to the direct-current motor 15 of the
indoor blower 14.
[0152] Thus, the indoor blower 14 sends air to the evaporator 7
with a middle level equivalent to 6V, thereby the dry control is
started. In addition, if the battery ECU 103 of FIG. 1 judges that
the car has a quick charge from the external power source (the
commercial power 106 or the solar cell 107 of FIG. 1), there is
high possibility that an occupant will restart driving in a short
time. In this case, the drying operation of the evaporator 7 is not
performed. If the drying operation of the evaporator 7 is
performed, odor generated from the evaporator 7 may remain in the
passenger compartment, or an air temperature in the passenger
compartment may be lowered by introducing outside air.
[0153] Next, at S46, a predetermined drying time is set using a
function of the outside air temperature Tam detected by the outside
air sensor 41 and an outside air humidity detected by an outside
air humidity sensor 461 of FIG. 2. The predetermined drying time is
presumed in a manner that the evaporator 7 is sufficiently dried if
only the indoor blower 14 is operated for this predetermined drying
time.
[0154] For example, when the present time outside air temperature
is -3.degree. C., and when the present time outside air humidity is
50%, the drying time is set as 20 minutes. For example, when the
present time outside air temperature is -3.degree. C., and when the
present time outside air humidity is 90%, the drying time is set as
30 minutes. That is, at S46, it is predicted how many minutes are
necessary for a person to become not to sense the odor generated
from the evaporator 7. The drying time is made shorter, as the
outside air temperature becomes higher, or as the outside air
humidity becomes lower.
[0155] Although the map of S46 shows only two characteristic curves
for the outside air humidity of 50% and 90%, actual map has many
characteristic curves covering from 50% to 90%. That is, the map of
S46 is illustrated by omitting between 50% and 90%.
[0156] When the outside air temperature is 3.degree. C., and when
the outside air humidity is 80%, the drying time is set as about 22
minutes. The number of characteristic curves may be reduced in
order to reduce memory quantity. In this case, the drying time may
be set using complement calculation.
[0157] Next, at S47, it is judged whether the predetermined drying
time (determined at S46, i.e., function=f(outside air temperature,
outside air humidity)) is elapsed or not after the drying operation
is started.
[0158] When the drying time is determined to have passed at S47, a
flag indicating an end of the drying operation is made to stand.
Then, at S48, the blower voltage is set as 0V, and the drying
operation is ended by stopping the sending of air. When the drying
time has not passed at S47, the processing is returned to S45.
(Inlet Mode Determination)
[0159] Next, at S7 of FIG. 3, the air inlet mode is determined.
Specifically, S7 is performed based on FIG. 5. The inlet mode is
set based on the target blow-off temperature TAO and
existence/absence of the dry control of the evaporator 7.
[0160] FIG. 5 is a flow chart showing details of the inlet mode
determination at S7 of FIG. 3. S50, S52, S53, and S54 of FIG. 5 are
similar to S40, S42, S43, and S44 of FIG. 4.
[0161] When S7 of FIG. 5 is started, it is judged whether the IG
switch is shifted from ON to OFF at S50. At this time, if the IG
switch is shifted from ON to OFF, the car is determined to be
parked. While the car is determined not to be parked (NO), there is
high possibility that air-conditioning (operation of the compressor
2 of FIG. 1) is performed.
[0162] At this time, as shown in S51, a state of the present
control mode is determined to be an automatic mode or not. When the
present control mode is a manual mode, an inside air circulation
mode (REC) with an outside air introduction rate of 0%, or an
outside air introduction mode (FRS) with an outside air
introduction rate of 100% is selected at S55 based on a signal
input from an occupant of the car.
[0163] When the present control mode is determined to be the
automatic mode at S51, the air inlet mode is set based on a map of
S56 representing a relationship between the target temperature TAO
and the air inlet mode memorized in the ROM in advance.
[0164] If the IG switch is determined to be OFF at S50, it is
determined whether a predetermined time (5 minutes, for example) is
elapsed after a door of the car is opened and closed at S52
corresponding to an occupant absence determining portion. A
possibility that no occupant is in the car is determined as high,
when there is opening-and-closing operation of the door. Further,
by checking progress of 5 minutes after the closing, it is
certainly detectable that there is no occupant in the car.
[0165] When the predetermined time is determined to be elapsed, S53
corresponding to a condensation determining portion is performed.
Specifically, it is judged whether ON-time (operation time) of the
compressor 2 is longer than a predetermined time (5 minutes, for
example) in a last time driving when the IG switch is maintained as
ON.
[0166] By this condensation determination, it can be judged,
whether the evaporator 7 has dewed or not before the parking.
Result of S53 is NO when the ON-time of the compressor 2 is equal
to or shorter than 5 minutes. The evaporator 7 is determined to be
dry, and S591 is performed. The outside air introduction mode with
the outside air introduction rate 100% is selected at S591, and the
inlet mode determination is ended.
[0167] If the ON-time is determined to be longer than 5 minutes at
S53, it is determined whether there is electric power supply from
the external power source such as outlet (for example, whether
there is a plug-in using the coupler 105 of FIG. 1) at S54.
[0168] If there is no power supply at S54, S591 is performed by
considering power shortage such as battery death. The outside air
introduction mode with the outside air introduction rate 100% is
selected at S591, and the inlet mode, determination is ended.
[0169] In addition, at S54, if the battery ECU 103 judges that the
car has a quick charge, there is high possibility that an occupant
will restart driving in a short time. In this case, the drying
operation of the evaporator 7 is not performed. If the drying
operation of the evaporator 7 is performed, odor generated from the
evaporator 7 may remain in the passenger compartment, or air
temperature in the passenger compartment may be lowered by
introducing outside air. Therefore, the outside air introduction
rate is controlled to be 100% at S591.
[0170] When the car does not have the quick charge at S54, and when
there is electric power supply from the commercial power 106 or the
solar cell 107 of FIG. 1, S58 is performed.
[0171] The evaporator 7 can be rapidly dried by setting the outside
air introduction mode, as the outside air temperature is higher, or
as the outside air humidity is lower. Therefore, at S58, the inside
air circulation mode or the outside air introduction mode is
selected in order to make the evaporator drying time shorter.
[0172] That is, the outside air introduction rate is set based on a
relationship between the outside air temperature Tam and the
outside air humidity using a map of S58 in FIG. 5. Then, it is
judged whether the evaporator drying is completed or not at S59. If
the evaporator drying is determined to be completed, the outside
air introduction rate is controlled to be 100% (the outside air
introduction mode) at S591.
[0173] Thus, humidity left in the passenger compartment is easily
discharged to outside, by setting the outside air introduction mode
after the evaporator drying is completed. At this time, even if an
amount of air blown by the blower is zero, the humidity left in the
passenger compartment is easily discharged to outside by setting
the outside air introduction mode. The determination of S59 is
performed by judging the flag of S47 of FIG. 4 indicating the
completion of the evaporator drying.
(Outlet Mode Determination)
[0174] At S8 of FIG. 3, the air outlet mode is set to correspond to
the target temperature TAO based on a map memorized in the ROM.
Specifically, the foot mode is selected when the target temperature
TAO is high, and the bi-level mode or the face mode is selected in
this order as the target temperature TAO is lowered.
(Compressor Rotation Number Determination)
[0175] At S9 of FIG. 3, a rotation number of the compressor 2 is
determined. While the drying control of the evaporator 7 is
performed with the IG switch OFF, the compressor 2 is not rotated,
such that no refrigerant corresponding to heat exchange medium
flows in the evaporator 7.
[0176] When the IG switch is turned ON, and when an
air-conditioning switch in the console panel 51 of FIG. 2 is turned
ON, an operation status of the compressor 2 is determined. The
air-conditioning ECU 50 of FIG. 2 determines the rotation number of
the compressor 2 based on the evaporator temperature TE detected by
the evaporator temperature sensor 44.
[0177] Specifically, the rotation number of the compressor 2 is
calculated and determined so as to correspond to the evaporator
temperature TE based on a map beforehand memorized in the ROM. At
S11 of FIG. 3, the air-conditioning ECU 50 transmits a signal to
the inverter 80 so as to control the compressor 2 to have the
rotation number. The inverter 80 controls the rotation number of
multi-phase alternating-current motor of the compressor 2 based on
the signal.
(Water Pump Operation Determination)
[0178] At S10 of FIG. 3, an operation state of the water pump is
determined. Specifically, S10 is performed based on FIG. 6. FIG. 6
is a flow chart showing details of the water pump operation
determination at S10 of FIG. 3.
[0179] As shown in S60 of FIG. 6, when S10 of FIG. 3 is started, it
is determined whether the water temperature TW of the cooling water
detected by the water temperature sensor 33 of FIG. 2 is higher
than the evaporator temperature TE. When the water temperature TW
is determined to be equal to or lower than the evaporator
temperature TE, the water pump 32 is determined to be OFF at S61,
and S10 is ended.
[0180] When the water temperature TW is determined to be higher
than the evaporator temperature TE at S60, the indoor blower 14 is
determined to be ON (operating) or not at S62. If the indoor blower
14 is not ON, the water pump 32 is determined to be OFF at S61, and
S10 is ended.
[0181] If the indoor blower 14 is ON at S62, the water pump 32 is
turned ON at S63, and S10 is ended. That is, the air-conditioning
ECU 50 controls the electric water pump 32 of FIG. 1 based on the
water temperature TW of the cooling water, the evaporator
temperature TE, and the operation state of the indoor blower 14.
The heater core 34 is heated using waste heat of the engine 30. If
the inside air circulation mode (REC) is selected at this time, the
evaporator 7 will also be heated. Thus, the drying of the
evaporator 7 will be performed with high efficiency.
(Control Signal Output)
[0182] At S11 of FIG. 3, control signals are output into the indoor
blower 14, the inverter 80 and the actuators, such that each
control state computed or determined at S4-S10 can be acquired. At
S12 of FIG. 3, after a predetermined time is elapsed, the
processing is returned to S2, and S2-S12 are continuously
performed.
[0183] The first embodiment is summarized as following. The car has
the battery 102 and the external power introducing portion 105 to
receive electric power from the external power source 106 or 107.
The air-conditioning device 100 is mounted to the car, and the
indoor heat exchanger 7 through which heat exchange medium flows is
arranged inside of the air-conditioning case 10. The
air-conditioning device 100 includes the blower 14 located in the
air-conditioning case 10, and executes the drying control of the
heat exchanger 7 by sending air using power supplied from the
external power source 106 or 107. Thus, the heat exchanger 7 can be
dried without a flow of heat exchange medium while the car is
parked. The air-conditioning device 100 includes an estimating
portion (S46, S47, S76, S77, S86, S87) to estimate an approximate
elimination of odor generated from the heat exchanger 7 to be blown
into the passenger compartment when air-sending is started, and
stops the blower 14 based on the estimation.
[0184] Since the blower 14 in the air-conditioning case 10 is
operated using the external power source 106 or 107, there is no
worries for battery death. The heat exchanger 7 can be completely
dried while the car is parked. Therefore, there is no air
containing smelled moisture when air-conditioning is started after
the parking. Further, bacteria growth is suppressed during the
parking. Thus, the heat exchanger 7 can be restricted from soiling,
and a cause for the bad smell can be reduced. Further, the heat
exchanger 7 can be restricted from having corrosion.
Second Embodiment
[0185] Evaporation heat is emitted from the evaporator 7 of FIG. 1
while the condensation water is evaporated in the drying control of
the evaporator 7, such that temperatures of the evaporator 7 and
air downstream of the evaporator 7 are lowered. After the drying
control is finished, the temperature of the air downstream of the
evaporator 7 is raised to an approximately the same temperature as
that of air upstream of the evaporator 7. Therefore, the finishing
of the drying control of the evaporator 7 can be judged by this
phenomenon.
[0186] In a second embodiment, the air-conditioning ECU 50 uses a
temperature of a predetermined position of the evaporator 7 so as
to judge a dryness degree of the evaporator 7. The dryness degree
of the evaporator 7 is judged using a directly-detected temperature
value of the evaporator 7 or around the evaporator 7.
[0187] Therefore, odor generated at a start time of
air-conditioning can be properly prevented. The second embodiment
will be described with reference to FIG. 7. Explanations common in
the first embodiment are omitted, and portions different from the
first embodiment will be explained.
[0188] FIG. 7 is a flow chart showing details of blower voltage
determination and evaporator dry control of the second embodiment.
S70, S72, S73, S74, S75 and S71, of FIG. 7 are similar to S40, S42,
S43, S44, S45 and S41 of FIG. 4.
[0189] At S75 of FIG. 7, the blower voltage applied to the
direct-current motor 15 is set as 6V, and the drying operation of
the evaporator 7 is started. At S76, humidity of air downstream of
the evaporator 7 is determined to be smaller than 80% or not.
[0190] The humidity may correspond to the window surface relative
humidity RHW obtained by calculating sensor detection values output
from the humidity sensor 47, the air temperature sensor 48 and the
window temperature sensor 49 in the sensing device 110 of FIG.
1.
[0191] Result of S76 of FIG. 7 is NO when the window surface
relative humidity RHW is equal to or higher than 80%. At this time,
the condensation water of the evaporator 7 is still evaporated into
air, and the drying control of the evaporator 7 is still being
performed. That is, the drying operation is determined not to be
finished, and S78 is performed. At S78, the drying operation is
continued before a predetermined time (1 hour in this case) is
elapsed. When the drying operation is finished, the blower voltage
is set as 0V at S79, and the blower voltage determination and the
evaporator dry control are ended.
[0192] When the window surface relative humidity RHW is determined
to be lower than 80% at S76, the evaporator 7 is judged to have a
dry state.
[0193] The finishing of the drying control is judged by using
humidity of air downstream of the evaporator 7 in the passenger
compartment. When the evaporation of water in the evaporator 7 is
finished, and when the evaporator 7 is almost in the dry state, the
humidity of air downstream of the evaporator 7 is lowered to an
approximately the same humidity as that of air upstream of the
evaporator 7.
[0194] Further, at S77, a subtraction value corresponding to a
temperature difference is determined to be smaller than 3.degree.
C. or not. The subtraction value is defined by subtracting the
evaporator downstream temperature TL detected by the sensor 46 from
the evaporator upstream temperature TU detected by the sensor
45.
[0195] The processing of S77 is based on the following
characteristics. If there is much moisture while the drying of the
evaporator 7 is performed, the temperature of the evaporator 7 is
low, due to much evaporation heat. As the drying of the evaporator
7 is proceeded, an amount of the evaporation is reduced, such that
the temperature of the evaporator 7 becomes closer to the
temperature of air upstream of the evaporator 7.
[0196] The dryness degree becomes high when the drying operation is
proceeded to end, because moisture around the evaporator 7 becomes
less, and because evaporation heat becomes less. The temperature of
air downstream of the evaporator 7 becomes almost equal to the
temperature of air upstream of the evaporator 7. Therefore, when
the subtraction value corresponding to the temperature difference
between the evaporator upstream temperature TU and the evaporator
downstream temperature TL is determined to be smaller than the
predetermined value (3.degree. C. in this case) obtained from
experiment data in advance, the evaporator 7 can be determined to
have the dry state.
[0197] If the temperature difference is determined to be smaller
than 3.degree. C., the result of S77 is YES, and the blower voltage
is set as 0V at S79 so as to finish the drying operation of the
evaporator 7. That is, the blower voltage determination and the
evaporator dry control are ended.
[0198] If the temperature difference is determined to be smaller
than 3.degree. C., the operation of the indoor blower 14 may be
continued for about 5 minutes so as to ventilate the passenger
compartment before S79 is performed. In this case, moisture sent
into the passenger compartment with drying operation can be
discharged out of the passenger compartment. Odor in the passenger
compartment can be reduced, and uncomfortableness generated, by
humidity can be avoided, in consideration of occupant in the
car.
[0199] If the temperature difference is determined to be equal to
or higher than 3.degree. C., the result of S77 is NO, and the
drying operation is continued before a predetermined time (1 hour
in this case) is elapsed at S78. Then, the blower voltage is set as
0V at S79, and the dry operation is ended. Even if the dry state is
not obtained after the predetermined time is elapsed, it is
necessary to end the drying control of the evaporator 7 so as to
save electric power and to secure a life of the blower motor.
[0200] Advantages of the air-conditioning device 100 of the second
embodiment will be described below. The air-conditioning ECU 50 of
the device 100 determines the evaporator 7 to have the dry state,
when the temperature difference between the upstream temperature TU
and the downstream temperature TL is less than the predetermined
value. The upstream temperature TU represents a temperature of air
upstream of the evaporator 7, and the downstream temperature TL
represents a temperature of air at a predetermined position
downstream of the evaporator 7.
[0201] The temperature is lowered while evaporation heat is
generated, because condensation water evaporates to air during the
drying operation. After the drying operation is finished, the
temperature of air downstream of the evaporator 7 is raised to
approximately the same temperature as air upstream of evaporator 7.
By using this phenomena, the dry state can be secured, and high
efficiency operation can be performed.
Third Embodiment
[0202] In a third embodiment, the drying operation of the
evaporator 7 of FIG. 1 is performed in a case where there is
sufficient amount of electric power remained in the battery 102 or
the original battery of the in-vehicle solar cell 109. An
electronic control unit corresponding to the battery ECU 103 to
control the in-vehicle battery 102 of FIG. 1 is mounted to an
electric car or a hybrid car. The electronic control unit manages
charge and discharge of the battery 102 and the original battery.
In the third embodiment, information of battery residual quantity
provided from the battery ECU 103 is used.
[0203] FIG. 8 is a flow chart showing details of blower voltage
determination and evaporator dry control of the third embodiment.
S80, S82, S83, S85 and S81 of FIG. 8 are similar to S40, S42, S43,
S45 and S41 of FIG. 4.
[0204] At S84, the information of battery residual quantity is
input from, the battery ECU 103 of FIG. 1 into the air-conditioning
control device (air-conditioning ECU) 50 through multiplex
communication line in the car. The battery residual quantity is
judged to be equal to or larger than a predetermined residual
quantity based on the information.
[0205] When the battery residual quantity is determined not to be
enough for the dry control at S84, the blower voltage is set as 0V
at S89, such that the dry control is not performed during a parking
time. When the battery residual quantity is determined to be enough
at S84, the blower voltage applied to the direct-current motor 15
is set as 6V at S85, and the drying of the evaporator 7 is started.
In this case, priority is given for consuming power in the original
battery of the in-vehicle solar cell 109 than the battery 102:
Therefore, electric power of the battery 102 required for driving
can be easily secured.
[0206] At S86, humidity of air downstream of the evaporator 7 is
determined to be less than 80% or not. S86, S87, and S88 are
approximately the same as S76, S77, and S78. S87 is different from
S77 only in that the fin temperature TE of the evaporator 7
detected by the evaporator temperature sensor 44 (FIG. 2) is used
instead of the evaporator downstream temperature TL.
[0207] The third embodiment is summarized as following. The car has
the battery 102 and the battery ECU 103 corresponding to a battery
residual amount determining portion to determine whether electric
power amount remained in the battery 102 is at least equal to or
larger than a predetermined amount necessary for drying the heat
exchanger. The air-conditioning device 100 is mounted to the car,
and has the indoor heat exchanger 7 through which heat exchange
medium flows. The heat exchanger 7 is located inside of the
air-conditioning case 10. The blower 14 is located in the
air-conditioning case 10, and executes the drying control of the
heat exchanger by sending air to the heat exchanger 7 using power
of the battery 102 having at least the predetermined power in order
to dry the heat exchanger 7 without a flow of heat exchange medium
while the car is parked. The estimating portion (S46, S47, S76,
S77, S86, S87) estimates approximate elimination of odor generated
from the heat exchanger 7 to be blown into the passenger
compartment when air-sending is started, and stops the blower 14
based on the estimation.
[0208] The blower 14 in the air-conditioning case 10 is activated
by using the electric power of the battery 102 having equal to or
larger than the predetermined residual quantity. Therefore, there
is no worries for battery death, and the heat exchanger 7 can be
fully dried while the car is parked. Further, when electric power
stored in the original battery of the solar cell 109 has a
sufficient remaining amount, this power also may be used. In this
case, there is no worries for battery death, and the heat exchanger
7 can be completely dried while the car is parked.
[0209] The present invention is not limited to the above
embodiments, and the above embodiments may be modified within a
scope of the present invention.
[0210] The rotation number of the compressor 2 is not limited to be
controlled by the inverter 80. For example, the compressor 2 may be
belt-driven by the engine 30 so as to compress refrigerant.
[0211] In this case, an electromagnetic clutch corresponding to a
clutch portion is connected with the compressor 2, thereby rotation
power is intermittently transmitted from the engine 30 to the
compressor 2. This electromagnetic clutch is controlled by a clutch
drive circuit.
[0212] When electricity is supplied to the electromagnetic clutch,
the rotation power of the engine 30 is, transmitted to the
compressor 2, and air-cooling operation is performed by the
evaporator 7. When the electricity supplied to the electromagnetic
clutch is stopped, the engine 30 is separated from the compressor
2, and the air-cooling operation performed by the evaporator 7 is
stopped.
[0213] Moreover, a PTC heater (positive temperature coefficient)
may be arranged behind the heater core 34 (FIG. 1) of the above
embodiment as an electric auxiliary heat source to further heat the
air. The PTC heater 24 has a heat emitting element to emit heat by
being supplied with electricity so as to warm air located around
the element.
[0214] The heat emitting element is constructed by fitting plural
PTC elements into a resin frame molded by using resin material
having heat-withstanding property (for example, 66 nylon,
polybutadiene terephthalate, etc).
[0215] Moreover, when a seat-conditioner to heat a seat of the car
is arranged in the passenger compartment, the seat is heated by the
seat-conditioner, and the evaporator 7 is dried with the inside air
circulation mode. Thus, a time necessary for completing the drying
operation can be made short.
[0216] The air-conditioning device of the present invention is not
limited to be mounted to the electric car or the hybrid car, but
may be mounted to a normal gasoline engine car or diesel engine
car. The external power source and the car may be connected using a
convenience outlet and a plug in a contact state. Alternatively,
electric power may be supplied in a non-contact state using
electromagnetic induction.
[0217] The heat exchanger of the present invention is not limited
to the evaporator to evaporate refrigerant, but may be a cooling
heat exchanger through which heat exchange medium flows such as
brine. The heat exchanger of the present invention may be other
heat exchanger in a case where the heat exchanger has bad smell
with humidity. The air-conditioning device may use heat pump
cycle.
[0218] Electric power of the in-vehicle solar cell 109 charges the
original battery, and the charged power is used for drying the heat
exchanger while the car is parked. Alternatively, the blower may be
directly driven by the electric power of the in-vehicle solar cell
109 without the original battery. That is, when the
air-conditioning device 100 is mounted to a car having the battery
102 and the in-vehicle solar cell 109, and when the indoor heat
exchanger 7 through which heat exchange medium flows is arranged
inside of the air-conditioning case 10, the air-conditioning device
100 may have the following characteristics. The blower 14 is
located in the air-conditioning case 10, and executes the drying
control of the heat exchanger by sending air to the heat exchanger
7 using power supplied from the in-vehicle solar cell 109 in order
to dry the heat exchanger 7 without a flow of heat exchange medium
while the car is parked. The estimating portion (S46, S47, S76,
S77, S86, S87) estimates approximate elimination of odor generated
from the heat exchanger 7 to be blown into the passenger
compartment when the air-sending is started, and stops the blower
14 based on the estimation. In this case, a power source to be used
may be selected with a manual switch in advance, in a manner that
the drying operation is performed using the electric power of the
in-vehicle solar cell 109.
[0219] Because the blower 14 in the air-conditioning case 10 is
operated using power of the in-vehicle solar cell 109, there are no
worries for battery death. The heat exchanger 7 can be fully dried
while the car is parked.
[0220] Moreover, the heat exchanger 7 can be driven using the
electric power sufficiently remained in the in-vehicle solar cell
109 or the battery 102 when the car is parked at a place without
barn or roof. If a sensor or a voltage detector circuit detects
that the coupler 105 (FIG. 1) corresponding to the external power
source introducing portion is combined with the car, a priority may
be given in order of the solar cell 107 and the commercial power
106. The power source of the blower 14 may be changed in accordance
with the priority.
[0221] If electric power of the solar cell 107 or the battery 102
is not returned to a system of the commercial power 106, the
bidirectional converter 108 may be unnecessary and a mere converter
may be sufficient as it. If there is a sensor to detect window
fogging, the sensor may be used as a humidity sensor to measure the
dryness degree. Alternatively, an original humidity sensor may be
arranged in the passenger compartment or the air-conditioning
duct.
[0222] The blower may be an original axial fan installed in the
air-conditioning duct. In this case, air can be sent in a reverse
direction. Air is sent from the evaporator 7 toward an outside air
introduction port open in the outside air introduction mode by the
axial fan, so as to dry the evaporator 7 and to discharge air
containing moisture.
[0223] Moreover, the dry control may be performed using a remote
controller or timer before a person returns to the car after the
parking. In this case, the compressor 2 (FIG. 1) is maintained to
be stopped. Therefore, odor generation can be prevented without
using comparatively large power like a pre-conditioning.
Fourth Embodiment
[0224] A fourth embodiment will be described with reference to
FIGS. 9-15. An air-conditioning device 200 is used for a hybrid car
in the fourth embodiment. FIG. 9 is a schematic diagram
illustrating the air-conditioning device 200. FIG. 10 is a block
diagram illustrating a controlling construction of the
air-conditioning device 200.
[0225] The hybrid car has an engine 230, a drive-assisting motor
generator, an engine electronic control unit (hereinafter referred
as engine ECU 260), a battery and a hybrid electronic control unit
(hereinafter referred as hybrid ECU 270). The motor generator
operates as a motor and a generator for assisting the driving. The
engine ECU 260 controls fuel supply amount and ignition timing for
the engine 230, for example. The battery supplies power to the
motor generator and the engine ECU 260. The hybrid ECU 270 controls
the motor generator, a gearless drive mechanism and an
electromagnetic clutch, and outputs a control signal to the engine
ECU 260. The hybrid ECU 270 selects the engine 230 or the motor
generator to transmit driving force to driving wheels of the car.
Further, the hybrid ECU 70 controls charging and discharging of the
battery.
[0226] The battery has a charging apparatus for charging power
consumed by air-conditioning and driving. The charging apparatus is
made of a nickel hydride storage battery, or lithium ion battery,
for example. The charging apparatus has an outlet to be connected
to a power supply source such as a power station or utility power
source (home-use power source). The battery is charged by
connecting the power supply source to the outlet.
[0227] Specifically, the following controls are performed.
(1) The engine 230 is basically stopped while the car is stopped.
(2) The driving force generated by the engine 230 is transmitted to
the driving wheels while the car is driving except for a slowdown
time. The engine 230 is suspended at the slowdown time, and power
generated by the motor generator charges the battery (electric
driving mode). (3) The car has a large load at a time of starting,
acceleration, going up a hill or high speed driving. At this time,
the driving forces generated by the motor generator and the engine
230 are transmitted to the driving wheels (hybrid driving mode).
(4) If the charge amount of the battery becomes lower than a target
value, the driving force of the engine 230 is transmitted to the
motor generator, and the power generated by the motor generator
charges the battery. (5) If the charge amount of the battery
becomes lower than the target value while the car is stopped, the
engine 230 is activated by a signal output to the engine ECU 260,
and the driving force of the engine 230 is transmitted to the motor
generator.
[0228] The present invention is not limited to an air-conditioning
device mounted to the hybrid car. For example, the present
invention is applicable to an electric car, or an engine car driven
with a combustion engine using liquid fuel such as light oil or
gasoline to generate power.
[0229] The air-conditioning device 200 performs air-conditioning
for a passenger compartment of the car, and may drive an indoor
blower 214 to ventilate during a park time, for example, before a
person rides on the car. As shown in FIG. 9, the air-conditioning
device 200 has an air-conditioning case 210, the indoor blower 214,
a refrigerating cycle 201, a cooling water circuit 231, and an
air-conditioning electronic control unit (hereinafter referred as
air-conditioning ECU 250.) The air-conditioning case 210 defines an
air passage 210a to introduce conditioned-air into the passenger
compartment. The indoor blower 214 corresponds to an air sending
portion to generate air flow in the air-conditioning case 210. The
refrigerating cycle 201 is used for cooling air flowing through the
air-conditioning case 210. The cooling water circuit 231 is used
for heating air flowing through the air-conditioning case 210.
[0230] The air-conditioning case 210 is arranged adjacent to a
front side of the passenger compartment of the hybrid car. Most
upstream side of the air-conditioning case 210 is a portion
constructing an inside/outside air inlet changing box. The box has
an inside air inlet 211 to intake air inside of the passenger
compartment (hereinafter referred as inside air), and an outside
air inlet 212 to intake air outside of the passenger compartment
(hereinafter referred as outside air).
[0231] An air switching door 213 is rotatably disposed at inner
sides of the inlets 211, 212. The door 213 is driven by an actuator
such as servo motor. The door 213 is an inside/outside air
switching portion to switch an air inlet mode between inside air
circulation mode or outside air introduction mode, for example.
[0232] Most downstream side of the air-conditioning case 210 is a
portion constructing an air outlet, in which a defroster opening, a
face opening, and a foot opening are defined. A defroster duct 223
is connected to the defroster opening. A defroster outlet 218 is
open at the most downstream end of the defroster duct 223, and
mainly blows off warm air toward an inner surface of a front
windshield of the car. A face duct 224 is connected to the face
opening. A face outlet 219 is open at the most downstream end of
the face duct 224, and mainly blows off cool air toward an upper
body of occupant in the car. A foot duct 225 is connected to the
loot opening. A foot outlet 220 is open at the most downstream end
of the foot duct 225, and mainly blows off warm air toward a foot
of the occupant.
[0233] Two outlet switching doors 221, 222 are rotatably mounted on
inner sides of the outlets 218, 219, 220. Each of the doors 221,
222 is driven by an actuator such as a servo motor, so as to change
an air outlet mode to any one of face mode, bilevel mode, foot
mode, foot defroster mode, and defroster mode.
[0234] The indoor blower 214 has a blower case, a fan 216 and a
motor 215. A rotation speed of the motor 215 is set in accordance
with a voltage applied to the motor 215. That is, an amount of air
blown by the indoor blower 214 is controlled by controlling the
voltage applied to the motor 215 based on a control signal output
from the air-conditioning ECU 250.
[0235] The refrigerating cycle 201 has a compressor 202, a
condenser 203, a gas liquid separator 205, an expansion valve 206,
an evaporator 207, and a refrigerant pipe to connect them into a
loop. The compressor 202 compresses refrigerant, and its rotation
number is controlled by an inverter 280. The condenser 203
condenses the compressed refrigerant into liquid. The gas liquid
separator 205 separates the condensed refrigerant into gas or
liquid, and only liquid refrigerant can flow downstream of the
separator 205. The expansion valve 206 decompresses and expands the
liquid refrigerant. The evaporator 207 evaporates the decompressed
and expanded refrigerant.
[0236] The evaporator 207 (an example of an indoor heat exchanger
for cooling), an air mixing door 217, and a heater core 234 are
arranged in this order from upstream side to downstream side in the
air passage 210a of the case 210 located downstream of the indoor
blower 214 in an air flow direction.
[0237] The compressor 202 is driven by an electric motor, and its
rotation number is controllable. An amount of refrigerant
discharged from the compressor 202 is variable in accordance with
the rotation number. Alternating current voltage is applied to the
compressor 202, and a frequency of the voltage is adjusted by the
inverter 280. Thus, a rotation speed of the electric motor is
controlled. Direct current power is supplied to the inverter 280
from an in-vehicle battery, and the air-conditioning ECU 250
controls the inverter 280.
[0238] The condenser 203 is located at a place easy to receive
running wind generated when the car drives such as an engine
compartment. The condenser 203 is an outdoor heat exchanger. Heat
is exchanged between refrigerant flowing inside of the condenser
203 and outside air sent by an outdoor fan 204. That is, heat is
exchanged between running wind and refrigerant. The cooling water
circuit 231 circulates cooling water warmed by a water jacket of
the engine 230 using an electric water pump 232, and has a radiator
(not shown), a thermostat (not shown), and the heater core 234.
Cooling water flows through the heater core 234 after cooling the
engine 230. Air flowing through the air-conditioning case 210 is
reheated by this cooling water as a heat source for heating. A
water temperature sensor 233 is a temperature detector to detect a
water temperature TW of the cooling water flowing through the
cooling water circuit 231. Signal detected by the water temperature
sensor 233 is input into the air-conditioning ECU 250.
[0239] The evaporator 207 is arranged to cross the entire passage
immediately after the indoor blower 214. Entire air blown out from
the indoor blower 214 passes through the evaporator 207. Heat is
exchanged between refrigerant flowing inside of the evaporator 207,
and air flowing through the air passage 210a. The evaporator 207
cools the air, and dehumidifies air passing through the evaporator
207.
[0240] An air mixing door 217 is located in air passage positioned
downstream of the evaporator 207 and positioned upstream of the
heater core 234. The air mixing door 217 adjusts ratio of air
passing through the heater core 234 to air bypassing the heater
core 234, relative to air passing through the evaporator 207. A
position of the air mixing door 217 is changed by an actuator, for
example, so as to block a part of passage downstream of the
evaporator 207 in the air-conditioning case 210. The air mixing
door 217 is a temperature adjusting portion to adjust a temperature
of air to be blown into the passenger compartment.
[0241] A refrigerant pressure sensor 243 is arranged in a
high-pressure side passage of the heat pump cycle 201, and detects
a high pressure of refrigerant upstream of the condenser 203, that
is, a discharge pressure Pre of the compressor 202. An evaporator
temperature sensor 244 is a temperature detector to detect an
evaporator temperature TE (one of temperature information about the
evaporator 207) corresponding to a temperature of a predetermined
position (fin temperature in this embodiment) of the evaporator
207. An evaporator upstream air temperature sensor 245 is a
temperature detector to detect an evaporator upstream temperature
TU (one of temperature information about the evaporator 207)
corresponding to a temperature of air flowing through the air
passage 210a upstream of the evaporator 207. An evaporator
downstream air, temperature sensor 246 is a temperature detector to
detect an evaporator downstream temperature TL (one of temperature
information about the evaporator 207) corresponding to a
temperature of air flowing through the air passage 210a downstream
of the evaporator 207. Signal detected by the sensor 244, 245, 246
is input into the air-conditioning ECU 250.
[0242] A humidity sensor 247 and an air temperature sensor 248 to
detect typical humidity and temperature of air adjacent to an inner
surface of a front windshield of the car are, arranged adjacent to
the inner surface of the front windshield in the passenger
compartment. The humidity sensor 247 is a capacity-change type
humidity detector. A dielectric constant of a humidity sensing film
is changed in accordance with a relative humidity of air, thereby
electrostatic capacitance is changed in accordance with the
relative humidity of air. The temperature sensor 248 is a
thermistor, and a resistance of the thermistor changes according to
the temperature.
[0243] The air-conditioning ECU 250 calculates a relative, humidity
RH of air in the passenger compartment adjacent to the front
windshield based on a value output from the humidity sensor 247.
The air-conditioning ECU 250 memorizes a predetermined computing
equation in advance for changing the output value of the humidity
sensor 247 into the relative humidity RH. The relative humidity RH
is calculated by applying the output value of the humidity sensor
247 into this computing equation. The following expression 1 is an
example of the humidity computing equation.
RH=.alpha.V+.beta. (Expression 1)
[0244] .alpha. is a control coefficient, and .beta. is a constant
in the equation.
[0245] Next, the air-conditioning ECU 250 calculates an air
temperature adjacent to the front windshield in the passenger
compartment by applying an output value of the temperature sensor
248 into a predetermined computing equation memorized in advance.
The air-conditioning ECU 250 calculates a window temperature
(temperature on an inner surface of a window) by applying an output
value of the window temperature sensor 249 into a predetermined
computing equation memorized in advance. The air-conditioning ECU
250 calculates a window surface relative humidity (relative
humidity on the inner surface of the window) RHW based on the
relative humidity RH, the air temperature, and the window
temperature. That is, the window surface relative humidity RHW is
calculated based on the relative humidity RH, the air temperature,
and the window temperature by using a psychrometric chart.
[0246] The air-conditioning ECU 250 is a control device to control
air-conditioning of the passenger compartment, and includes a
microcomputer, an input circuit and an output circuit. Sensor
signals are input into the input circuit from various switches of a
console panel 251 arranged on a front face of the passenger
compartment, an inside air sensor 240, an outside air sensor 241, a
solar sensor 242, the refrigerant pressure sensor 243, the
evaporator temperature sensor 244, the evaporator upstream air
temperature sensor 245, the evaporator downstream air temperature
sensor 246, the water temperature sensor 233, the humidity sensor
247, the temperature sensor 248, and the window temperature sensor
249. The output circuit sends signals into actuators. The
microcomputer has a memory such as ROM (reading only memory) or RAM
(reading and writing allowed memory) and a CPU (central processing
unit), etc. A variety of programs are stored in the microcomputer
for performing calculations based on a command sent from the
console panel 251.
[0247] An air-conditioner indicator 251a is arranged in the console
panel 251, and corresponds to a display to be turned on while the
air-conditioning device 200 is operating. The air-conditioning
indicator 251a is controlled by a command signal output from the
air-conditioning ECU 250 so as to have a displaying state (for
example, lighting state) or a non-displaying state (for example,
non-lighting state).
[0248] In each operation cycle, the air-conditioning ECU 250
receives and calculates air-conditioning environment information,
air-conditioning operating condition information, and car
environment information. Thus, a capacity of the compressor 202 to
be set is calculated. The air-conditioning ECU 250 outputs a
control signal to an inverter 280 based on the calculated result,
and an output amount of the compressor 202 is controlled by the
inverter 280. Moreover, operation signal such as activation, stop,
or temperature is input into the air-conditioning ECU 250 by
operating the console panel 251, and detection signals of sensors
are input. Moreover, the air-conditioning ECU 250 communicates with
the engine ECU 260 and the hybrid ECU 270. The compressor 202, the
indoor blower 214, the outdoor fan 204, the air mixing door 217,
the water pump 232, the air inlet switching door 213, and the air
outlet switching door 221, 222 are controlled based on the
calculated results.
[0249] FIG. 11 is a flow chart showing a fundamental control
processing performed by the air-conditioning ECU 250. If the
processing of FIG. 11 is started, the air-conditioning ECU 250
performs processing concerning each subsequent step. In addition,
the processing from S202 to S209 is performed once per 250 ms.
(Initialization)
[0250] Each parameter memorized in the RAM in the air-conditioning
ECU 250 is initialized at S201.
(Switch Signal Reading)
[0251] At S202, a switch signal output from the consol panel 251 is
read.
(Sensor Signal Reading)
[0252] Next, a sensor signal output from the sensor is read at
S203.
(Tao Calculation Basic Control)
[0253] At S204, a target blow-off temperature TAO is calculated by
using Expression 2 memorized in the ROM. The target temperature TAO
is used as a target temperature of air to be blown into the
passenger compartment.
TAO=Kset.times.Tset-Kr.times.Tr-Kam.times.Tam-Ks.times.Ts+C
(Expression 2)
[0254] A value of Tset is a temperature set through a temperature
setting switch. A value of Tr is an inside air temperature detected
by the inside air sensor 240. A value of Tam is an outside air
temperature detected by the outside air sensor 241. A value of Ts
is a solar radiation amount detected by the solar sensor 242.
Values of Kset, Kr, Kam and Ks are gains, and a value of C is a
correcting constant for the whole of Expression 2. A control value
of the actuator of the air mixing door 217 and a control value of
the rotation speed of the water pump 232 are computed by using the
TAO value and the signal output from the sensor.
(Air Mixing Door Opening Determination)
[0255] At S205, an opening of the air mixing door 217 is calculated
by using Expression 3 memorized in the ROM.
opening=((TAO-TE)/(TW-TE)).times.100(%) (Expression 3)
[0256] In Expression 3, TE represents the evaporator temperature
(evaporator fin temperature) detected by the evaporator temperature
sensor 244, and TW represents the cooling water temperature
detected by the water temperature sensor 233.
(Blower Voltage Determination and Dry Control of Evaporator)
[0257] Next, at S206, a blower voltage is determined, and a dry
control is performed for the evaporator. Specifically, S206 is
performed based on FIG. 12. At S206, the blower voltage is
determined based on necessity of the dry control of the evaporator
207. FIG. 12 is a flow chart showing details of the blower voltage
determination and the evaporator dry control at S206 of FIG. 11.
The blower voltage is a voltage applied to the indoor blower 214
driven with power supplied from the battery.
[0258] As shown in FIG. 12, when the processing of S206 is started,
it is judged whether an ignition switch (hereinafter referred as IG
switch) is OFF or not at S260. The IG switch is a car switch for
allowing the car to drive. This car switch is a switch to permit a
drive portion (engine, electric motor, etc) which drives the car to
start. At S260, the car is determined to have been parked when the
IG switch is OFF, and the car is determined not to be parked when
the IG switch is ON. While the car is determined not to be parked,
there is high possibility that air-conditioning is performed. At
this time, as shown in S261, the blower voltage is set in
accordance with a known map representing a relationship between the
target temperature TAO and the blower voltage memorized in the ROM
in advance. Then, the blower voltage determination of S206 is
ended. According to this map, the blower voltage can be properly
determined based on the target blow-off temperature TAO.
[0259] If the IG switch is determined to be OFF at S260, it is
determined whether a predetermined time (5 minutes, for example) is
elapsed after a door of the vehicle is closed at S262 corresponding
to an occupant absence determining portion. By this judgment, it is
detected that no occupant is in the car with high possibility,
because there is opening-and-closing operation of the door.
Furthermore, by checking progress for 5 minutes after the closing,
it is certainly detectable that there is no occupant. Therefore,
even if odor generated in the drying of the evaporator 207 flows
into the passenger compartment, no occupant feels uncomfortable.
This judgment is repeated until before it is judged that the
predetermined time has passed.
[0260] When the predetermined time is determined to be elapsed,
S263 is performed. Specifically, it is judged whether ON-time
(operation time) of the compressor is longer than a predetermined
operation time (5 minutes, for example) in a last time when the IG
switch is maintained as ON. By this judging, it can be judged
whether the evaporator 207 has dewed before a park time or not. If
the ON-time is determined to be equal to or less than 5 minutes at
S263, the evaporator 207 is determined to be dry, and S269 is
performed. The blower voltage is set as 0V at S269, and the blower
voltage determination and the evaporator dry control are ended.
That is, the indoor blower 214 is not activated, and the evaporator
207 is not dried. Power for operating the compressor 202 can be
saved.
[0261] If the ON-time is determined to be longer than 5 minutes at
S263, it is determined whether there is power supply from the
external power source such as outlet (for example, charging by a
plug-in) (S264). If there is no power supply at S264, S269 is
performed by considering power shortage such as battery death. The
blower voltage is set as 0V at S269, and the blower voltage
determination and the evaporator dry control are ended. In this
case, the indoor blower 214 is not activated, and the evaporator
207 is not dried. Therefore, power for operating the compressor 202
can be saved.
[0262] In contrast, when it is determined that there is power
supply from outside at S264, the blower voltage is set as 6V at
S265 so as to impress 6V to the motor 215 of the indoor blower 214
without considering power shortage. The indoor blower 214 sends air
to the evaporator 207 with a middle level equivalent to 6V, thereby
the dry control is started. In addition, the blower voltage set at
S265 is 12V at the maximum. The evaporator 207 can be dried with a
short time, as the voltage value is made larger. A possibility that
an occupant will resume driving in a short time is high when a
quick charge is performed for the car. In this case, the drying
operation of the evaporator 207 is not performed. If the drying
operation of the evaporator 207 is performed, odor generated from
the evaporator 207 may remain in the passenger compartment, or a
temperature of air in the passenger compartment may be lowered by
introducing outside air.
[0263] At S266, it is judged whether a predetermined time (ex. 5
minutes) is elapsed from the start of the drying operation of the
evaporator 207. When the drying operation of the evaporator 207 is
determined to be continued for 5 minutes or more, S267 is
performed. At S267, it is determined whether the drying operation
is to be stopped or not, and this determination has a first
threshold and a second threshold. A humidity difference defined by
subtracting the present humidity from the highest humidity in the
drying operation of the evaporator 207 (which corresponds to the
first threshold) is determined to be larger than 20% (predetermined
humidity difference in dry state). The present humidity (which
corresponds to the second threshold) is determined to be less than
70% (predetermined humidity in dry state). Alternatively,
determination of S267 may be performed by both of the thresholds.
If one of the thresholds satisfies "YES", the drying operation will
be ended.
[0264] For example, the window surface relative humidity RHW is
used for detecting the humidity. The window surface relative
humidity RHW is calculated based on a relative humidity RH, a
passenger compartment air temperature and a window inner surface
temperature. The relative humidity RH of air in the passenger
compartment adjacent to the front windshield is computed using the
output value of the humidity sensor 247 and Expression 1. The
passenger compartment air temperature is a temperature of air in
the passenger compartment adjacent to the front windshield computed
using the output value of the temperature sensor 248 and a
predetermined calculation formula. The window inner surface
temperature is a temperature of inner surface of the window
computed using the output value of the window temperature sensor
249 and a predetermined calculation formula. After the drying
operation is started, the calculation of the window surface
relative humidity RHW is continuously performed with a
predetermined sampling interval, and the highest RHW is obtained.
Further, the humidity difference is calculated by subtracting the
present RHW from the highest RHW. Then, the humidity difference is
determined to be larger than 20% corresponding to the first
threshold, or not. Further, the present RHW is calculated, and is
judged to be less than 70% corresponding to the second threshold,
or not.
[0265] The processing of S267 is based on the following
characteristics. The humidity of air downstream of the evaporator
207 is difficult to be lowered while the drying operation of the
evaporator 207 is performed. Since moisture generation is stopped
after the drying of the evaporator 207 is completed, the humidity
of the downstream air starts to be lowered. Due to the lowering of
the humidity, the drying operation can be determined to be finished
when the humidity difference becomes larger than 20% corresponding
to the first threshold. Further, due to the lowering of the present
humidity, the drying operation can be determined to be finished
when the present humidity becomes lower than 70% corresponding to
the second threshold.
[0266] When the determination result of S267 is "NO", the
evaporation is still generated, and the drying of the evaporator
207 can be determined not to be finished, such that S268 is
performed. At S268, the drying operation is continued before a
predetermined time (ex. 1 hour) is elapsed after the drying
operation is started. When the predetermined time is elapsed, the
blower voltage is set as 0V, and the blower voltage determination
and the evaporator dry control are compulsively ended at S269.
Thus, power consumption can be reduced, and durability of the motor
215 of the blower 214 can be secured.
[0267] When the determination result of S267 is "YES", the
evaporator is determined to have dry state. The humidity of air
downstream of the evaporator 207 is used for determining the
finishing of the drying operation, because the humidity of air
downstream of the evaporator 207 is lowered when the evaporation is
finished. When the evaporator 207 is determined to have the dry
state, the blower voltage is set as 0V at S269 so as to finish the
drying operation of the evaporator 207, and the blower voltage
determination and the evaporator dry control are ended.
[0268] When the evaporator 207 does not have the dry state (when
the drying is insufficient such that an occupant may sense odor) in
park time, the air-conditioning ECU 250 controls the blower 214 to
ventilate the evaporator 207. The finishing of the drying operation
can be judged with high accuracy by detecting the humidity of air
downstream of the evaporator 207.
(Inlet Mode Determination)
[0269] Next, the air inlet mode is determined at S207.
Specifically, S207 is performed based on FIG. 13. FIG. 13 is a flow
chart showing details of the inlet mode determination at S207 of
FIG. 11.
[0270] It is judged whether the IG switch is OFF or not, when S207
of FIG. 13 is started. If the IG switch is OFF, the car is
determined to have been parked, and the inlet mode is set as the
outside air introduction mode having outside air introduction rate
of 100% at S271. Then, S207 is ended. Humidity left in the
passenger compartment is easily discharged out of the car by
setting the outside air introduction mode in the park time. For
example, humidity can be restricted from being left in the
passenger compartment by setting the outside air introduction mode
even when the drying of the evaporator 207 is stopped by stopping
the operation of the indoor blower 214.
[0271] If the IG switch is determined to be ON at S270, it is
determined whether an automatic operation mode is set or not at
S272. If a manual operation mode is set contrast to the automatic
operation mode at S272, S273 is performed based on settings for the
manual operation mode. At S273, the outside air introduction rate
is set as 0% for the inside air circulation mode REC, or as 100%
for the outside air introduction mode FRS. Then, S207 is ended.
[0272] If the automatic operation mode is determined to be set at
S272, the air inlet mode is set based on a map memorized in the ROM
so as to correspond to the target temperature TAO at S274. In
accordance with the map, as the target temperature TAO is raised
from low to high, the air inlet mode is set in order of the inside
air circulation mode, the inside and outside airs introduction
mode, and the outside air introduction mode. Both of the inside air
and the outside air are drawn in the inside and outside airs
introduction mode, and the outside air is drawn in the outside air
introduction mode.
(Outlet Mode Determination)
[0273] Next, the air outlet mode is determined at S208.
Specifically, S208 is performed based on FIG. 14. FIG. 14 is a flow
chart showing details of the outlet mode determination at S208 of
FIG. 11.
[0274] As shown in FIG. 14, when S208 is started, it is judged
whether the IG switch is OFF or not at S280. If the IG switch is
OFF, the car is determined to have been parked, and the air outlet
mode is set as the defroster mode at S281. Then, S208 is ended.
While the car is parked, the air outlet mode is set as the
defroster mode, and air is sent by the blower 214 out of the
defroster outlet 218 toward an inner face of the front windshield
in the passenger compartment. If the IG switch is determined to be
ON, the automatic operation mode is determined to be set or not at
S282. If the automatic operation mode is determined not to be set
but the manual operation mode is set at S282, the air outlet mode
is set based on settings for the manual operation mode at S283, and
S208 is ended.
[0275] If the automatic operation mode is determined to be set at
S282, the air outlet mode is set based on a map memorized in the
ROM so as to correspond to the target temperature TAO at S284, and
S208 is finished. In accordance with the map, as the target
temperature TAO is raised from low to high, the air outlet mode is
set in order of the face mode, bilevel mode, foot mode, and
foot/defroster mode.
(Compressor Rotation Number Determination)
[0276] At S209 of FIG. 11, a compressor rotation number is
determined. When an air-conditioning switch is ON, operational
status of the compressor 202 is determined. The air-conditioning
ECU 250 determines the rotation number of the compressor 202 based
on the evaporator temperature TE. Specifically, the rotation number
of the compressor is calculated and determined so as to correspond
to the evaporator temperature TE according to a map beforehand
memorized in the ROM. At S211, the air-conditioning ECU 250
transmits a signal to the inverter 280 so as to control the
compressor 202 to have the determined rotation number. The inverter
280 controls the motor of the compressor 202 based on the
transmitted control signal.
[0277] At S209, the air-conditioning ECU 250 stops the compressor
202 by setting the rotation number of the compressor 202 as 0 (rpm)
while the car is parked with the IG switch OFF. Thus, refrigerant
supply to the evaporator 207 is stopped.
(Water Pump Operation Determination)
[0278] Next, at S210 of FIG. 11, a water pump operation is
determined. Specifically, S210 is performed based on FIG. 15. FIG.
15 is a flow chart showing details of the water pump operation
determination at S210 of FIG. 11.
[0279] As shown in FIG. 15, when S210 is started, the water
temperature TW of the cooling water detected by the water
temperature sensor 233 is determined to be higher than the
evaporator temperature TE at S290. When the water temperature TW is
determined to be equal to or lower than the evaporator temperature
TE, the water pump 232 is set OFF at S291, and S210 is ended.
[0280] When the water temperature TW is determined to be higher
than the evaporator temperature TE at S290, the indoor blower 214
is determined to be ON (operating) or not at S292. If the indoor
blower 214 is not ON, the water pump 232 is set OFF at S291, and
S210 is ended. If the indoor blower 214 is ON at S292, the water
pump 232 is set ON at S293, and S210 is ended. Thus, the
air-conditioning ECU 250 controls the operation of the electric
water pump 232 according to the water temperature of the cooling
water and the operation state of the indoor blower 214.
(Control Signal Output)
[0281] At S211 of FIG. 11, a control signal is output to the
inverter 280 and the actuators, such that each control state
computed or determined at S202-S209 is acquired. At S212 of FIG.
11, when a predetermined time elapses, S202 is restarted.
[0282] Advantages of the air-conditioning device 200 of this
embodiment will be described below. The device 200 includes the
air-conditioning case 210 defining the air passage 210a, the
evaporator 207, the indoor blower 214, the compressor 202 and the
air-conditioning ECU 250. Heat is exchanged refrigerant flowing
through the evaporator 207 and air flowing through the air passage
210a. The blower 214 sends air toward the passenger compartment.
The compressor 202 supplies refrigerant to the evaporator 207. The
air-conditioning ECU 25 controls the blower 214. Air is sent into
the evaporator 207 while the car is parked. The air-conditioning
ECU 250 determines a dryness degree of the evaporator 207 using
humidity of air passing through the evaporator 207. The
air-conditioning ECU 250 stops refrigerant supply to the evaporator
207 by controlling the compressor 202 during the park time. The
air-conditioning ECU 250 controls the blower 214 to send air into
the evaporator 207 before the evaporator 207 is determined to have
a dryness state in which odor is disabled to be generated (S267,
S268, S265).
[0283] If the evaporator 207 does not have the dry state,
refrigerant is stopped to be supplied to the evaporator 207, and
air is sent into the evaporator 207 during the park time.
Therefore, the evaporator 207 can be maintained to have the dry
state by evaporating moisture containing odor component before
air-conditioning is performed in a driving time. Thus, odor can be
prevented from being supplied to the passenger compartment, even
when air is sent immediately after air-conditioning operation is
started. Accordingly, an occupant of the car can be made
comfortable. Further, the dryness state of the evaporator 207 can
be accurately determined by using the humidity of air passing
through the evaporator 207. Therefore, operation time of the blower
214 used for the drying can be reduced. Further, because the
dryness state of the evaporator 207 can be maintained while the car
is parked, bacteria growth in the evaporator 207 can be restricted.
Therefore, soil and corrosion of the evaporator 207 can be reduced,
such that the evaporator 207 can have long-life durability.
[0284] The compressor 202 is compulsorily stopped by not operating
the compressor 202 during the park time. Operation rate of the
compressor 202 is suppressed, and energy consumption by the
operation of the compressor 202 can be reduced. Further, in a case
where a heat exchanger (for example, heater core) to heat air using
heat of the cooling water is arranged downstream the evaporator
207, the evaporator 207 is restricted from absorbing heat from air,
because the operation of the compressor 202 is regulated during the
parking. Therefore, the temperature of air is not lowered at an
inlet of the heater core, and the temperature of the cooling water
can be restricted from being lowered. Thus, a frequency for
activating the engine is lowered, and fuel consumption can be
reduced. Accordingly, energy efficiency can be improved as a whole
of the car by the reduction in the fuel consumption.
[0285] The air-conditioning ECU 250 continuously detects the
humidity of air downstream of the evaporator 207 after the dry
control is started. The drying operation is determined to be
finished or not (S267) based on the first threshold in which the
humidity difference defined by subtracting the present humidity
from the highest humidity is determined to be larger than a
predetermined value (such as 20%), or the second threshold in which
the present humidity is determined to be less than a predetermined
value (such as 70%).
[0286] Therefore, the completion of the drying operation is judged
by paying attention to the lowering of the humidity of air
downstream of the evaporator 207 when the evaporator 207 approaches
the dry state. Accordingly, the dry state can be accurately
determined, and the drying operation can be performed with high
efficiency.
[0287] The air-conditioning ECU 250 detects humidity of air passing
through the evaporator 207 using the humidity detector 247 to
detect a humidity adjacent to a window of the car, and sets the
defroster mode in which air is blown toward the humidity sensor 247
during the park time (S281). Therefore, air passing through the
evaporator 207 can be directly applied to the humidity sensor 247
by the blower 214 during the park time by setting the defroster
mode. For this reason, the humidity, of air is detectable with high
accuracy, and the dry state of the evaporator 207 can be determined
with high accuracy.
[0288] The present invention is not limited to the above
embodiment, and the above embodiment may be modified within a scope
of the present invention.
[0289] The humidity of air downstream of the evaporator 207 of S267
is not limited to the window surface relative humidity RHW obtained
by the humidity sensor 247 located adjacent to the inner surface of
the front windshield. Other sensor can detect a humidity in the
passenger compartment, such that tendency of humidity change is
detectable. If the car has a temperature sensor in the passenger
compartment, a humidity detected by the temperature sensor may be
used at S267. In this case, the dry control can be offered at low
cost.
[0290] The rotation number of the compressor 202 is not limited to
be controlled by the inverter 280. For example, the compressor 202
may be belt-driven by the engine 230 so as to compress refrigerant.
In this case, an electromagnetic clutch corresponding to a clutch
portion is connected with the compressor 202, thereby rotation
power is intermittently transmitted from the engine 230 to the
compressor 202. The electromagnetic clutch is controlled by a
clutch drive circuit, for example. When electricity is supplied to
the electromagnetic clutch, the rotation power of the engine 230 is
transmitted to the compressor 202, and air-cooling operation is
performed by the evaporator 207. When the electricity supplied to
the electromagnetic clutch is stopped, the engine 230 is separated
from the compressor 202, and the air-cooling operation performed by
the evaporator 207 is stopped.
[0291] The processing of S264 may be replaced with "Is a charge
amount of the in-vehicle battery equal to or larger than a
predetermined value?" When the charge amount of the battery is
equal to or larger than the predetermined value, S265 is performed.
When the charge amount of the battery is smaller than the
predetermined value, S269 is performed. This processing is
applicable to a car other than a plug-in charge type hybrid
car.
[0292] Moreover, a PTC heater (positive temperature coefficient)
may be arranged behind the heater core 234 as an electric auxiliary
heat source to further heat air. The PTC heater has a heat emitting
element to emit heat by being supplied with electricity so as to
warm air around the element. The heat emitting element is
constructed by fitting plural PTC elements into a resin frame
molded by using resin material having heat-withstanding property
(for example, 66 nylon, polybutadiene terephthalate, etc).
Fifth Embodiment
[0293] FIG. 16 is a schematic view illustrating an air-conditioning
device according to a present embodiment. FIG. 17 is a schematic
view illustrating electric part of the air-conditioning device. The
air-conditioning device of this embodiment is mounted to a hybrid
car which obtains driving force from an engine (combustion engine)
EG and an electric motor.
[0294] The hybrid car of the present embodiment can change its
driving mode by operating or stopping the engine EG in accordance
with a driving load of the car. Driving force is obtained from both
of the engine EG and the electric motor in one driving mode, and
driving force is obtained from only the electric motor by stopping
the engine EG in another driving mode. Fuel consumption can be
reduced compared with a usual car to obtain driving force from only
engine EG.
[0295] Moreover, the operation of the engine EG such as activation
or stop is controlled by an engine control device 370 to be
described below. The driving force output from the engine EG of
this embodiment is used not only for driving the car but also
activating non-illustrated electric generator.
[0296] Power generated by the generator can be stored in a
non-illustrated battery. The electric power stored in the battery
can be supplied not only to the electric motor but also to various
in-vehicle instruments constituting an air-conditioning device
300.
[0297] The air-conditioning device 300 of the present embodiment
will be specifically described. The air-conditioning 300 of this
embodiment has an indoor air-conditioning unit 310 shown in FIG.
16, and an air-conditioning control device 350 shown in FIG. 17.
The indoor air-conditioning unit 310 is arranged inside of a dash
(instrument panel), which is located at the most front part of the
passenger compartment. A blower 312, an evaporator 313, a heater
core 314, and a PTC heater 315 are arranged in an air-conditioning
case 311 corresponding to an outer shell of the unit.
[0298] The casing 311 defines an air passage for air to be sent
into the passenger compartment. The casing 311 is made of resin
(such as polypropylene) having a certain elasticity and outstanding
strength. An inside-and-outside air inlet changing box 320 is
arranged at the most upstream of the case 311 in the air flow
direction so as to switch and introduce inside air (air in the
passenger compartment) and outside air (air outside of the
passenger compartment).
[0299] The box 320 has an inside air introduction inlet 321 through
which the inside air is introduced into the case 311, and an
outside air introduction inlet 322 through which the outside air is
introduced into the case 311. Further, an air switching door 323 is
arranged in the box 320 so as to continuously control open areas of
the inlets 321, 322. A ratio of the inside air and the outside air
is changed.
[0300] The door 323 corresponds to an air amount ratio changing
portion to change an air inlet mode. The inlet mode is changed to
change the ratio of the inside air and the outside air. The door
323 is activated by an electric actuator 362 for the door 323, and
the actuator 362 is controlled by a control signal output from the
air-conditioning control device 350.
[0301] The inlet mode is selected from an inside air mode, an
outside air mode and a mixture mode defined between the inside mode
and the outside mode. The inside air inlet 321 is totally opened,
and the outside air inlet 322 is totally closed, in the inside air
mode. The inside air inlet 321 is totally closed, and the outside
air inlet 322 is totally opened, in the outside air mode. The ratio
of the inside air and the outside air is continuously changed by
continuously controlling the open areas of the inlets 321, 322, in
the mixture mode.
[0302] An indoor blower 312 is arranged downstream of the box 320
in the air flow direction so as to send air drawn through the box
320 toward the passenger compartment. The blower 312 corresponding
to centrifugal multi-blade fan (sirocco fan) is driven by an
electric motor. A rotation number (amount of air) of the blower 312
is controlled by a control voltage output from the air-conditioning
control device 350.
[0303] An evaporator 313 is arranged downstream of the blower 312
in the air flowing direction. The evaporator 313 is a heat
exchanger for cooling air to be sent by exchanging heat between
refrigerant flowing inside and the air to be sent. The evaporator
313, a compressor 331, a condenser 332, a gas-liquid separator 333,
and an expansion-valve 334 define a refrigerating cycle 330.
[0304] The compressor 331 is arranged in an engine compartment of
the car, and performs suction, compression and discharge of
refrigerant in the refrigerating cycle 330. The compressor 331 is
an electric compressor in which a capacity-fixed type compressing
mechanism 331a is driven by an electric motor 331b. A discharge
capacity of the compressor is fixed. The electric motor 331b is an
alternating-current motor, and its operation (rotation number) is
controlled by alternating-current voltage output from an inverter
361.
[0305] Moreover, the inverter 361 outputs alternating-current
voltage with frequency in accordance with the control signal output
from the air-conditioning control device 350 to be described below.
A refrigerant discharge capacity of the compressor 331 is changed
by this rotation number control. Therefore, the electric motor 331b
corresponds to a discharge capacity changing portion of the
compressor 331.
[0306] The condenser 332 is arranged in the engine compartment.
Outside air sent from an outdoor fan 335 exchanges heat with
refrigerant. Thus, the compressed refrigerant is condensed, and has
liquid phase. The fan 335 is an electric air-sending device, and an
operation ratio, that is rotation number (amount of air to be sent)
of the fan 335 is controlled by a control voltage output from the
air-conditioning control device 350.
[0307] The gas-liquid separator 333 separates the condensed liquid
refrigerant into gas phase and liquid phase. The gas-liquid
separator 333 stores extra liquid refrigerant, and makes only the
liquid refrigerant to flow in the downstream direction. The
expansion valve 334 is a decompressing portion to decompress and
expand the liquid refrigerant. The evaporator 313 makes the
expanded refrigerant to evaporate through heat exchange between
refrigerant and air to be sent.
[0308] The case 311 has an air passage such as a heating passage
316 and a bypass passage 317, and a mixture space 318. The air
passage is arranged downstream of the evaporator 313 in the air
flow direction, and air passing through the evaporator 313 passes
through the air passage. Air passing through the heating passage
316 and air passing through the bypass passage 317 are mixed in the
mixture space 318.
[0309] The heater core 314 and the PTC heater 315 are arranged in
the heating passage 316' in this order. The heater core 314 heats
air passing through the evaporator 313. The PTC heater 315
corresponding to an auxiliary heater heats air passing through the
heater core 314.
[0310] Heat is exchanged in the heater core 314 between cooling
water of the engine EG to output car driving force and the air
passing through the evaporator 313.
[0311] A coolant passage is defined between the heater core 314 and
the engine EG, such that a coolant circuit 340 is defined for
circulating the cooling water between the heater core 314 and the
engine EG. An electric water pump 342 is arranged in the coolant
circuit 340 so as to circulate the cooling water. A rotation number
of the water pump 342 (circulation amount of the cooling water) is
controlled by a control voltage output from the air-conditioning
control device 350.
[0312] The PTC heater 315 is an electric heater having a PTC
element (positive temperature coefficient thermistor). The PTC
element generates heat by being supplied with electric power, so as
to heat the air passing through the heater core 314.
[0313] FIG. 18 shows electric composition of the PTC heater 315 of
this embodiment. In the present embodiment, the PTC heater 315 has
plural, for example three, heaters 315a, 315b, and 315c. Activation
of the first PTC heater 315a, second PTC heater 315b, or third PTC
heater 315c is controlled by controlling a switch element SW1, SW2,
SW3 of PTC element h1, h2, h3 the heater 315a, 315b, 315c by the
air-conditioning control device 350. When the air-conditioning
control device 350 changes operation number of the PTC heater 315,
a heating capacity of the PTC heater 315 is controlled as a
whole.
[0314] Due to the bypass passage 317, air passing through the
evaporator 313 is introduced into the mixture space 318 without
passing through the heater core 314 and the PTC heater 315.
Therefore, a temperature of air in the mixture space 318 is changed
by a ratio of air passing through the heating passage 316 and air
passing through the bypass passage 317.
[0315] An air mixing door 319 is arranged between the evaporator
313 and the passage 316, 317 so as to continuously change the ratio
of airs.
[0316] Therefore, the door 319 represents a temperature controlling
portion to control a temperature of air in the mixture space 318 (a
temperature of air to be sent into the passenger compartment). The
door 319 is driven by an actuator 363, and the actuator 363 is
controlled by a control signal output from the air-conditioning
control device 350.
[0317] Air outlets 324-326 are defined most downstream end of the
case 311 in the air flow direction. Air is sent from the mixture
space 318 into the passenger compartment through the outlet
324-326. The air outlets 324-326 may be constructed by face outlet
324, foot outlet 325 and defroster outlet 326. Conditioned-air is
blown out toward an upper body of an occupant through the face
outlet 324. Conditioned-air is blown out toward a foot of an
occupant through the foot outlet 325. Conditioned-air is blown out
toward an inner face of a windshield of the car through the
defroster outlet 326.
[0318] A face door 324a is arranged upstream of the face outlet 324
so as to control an open area of the face outlet 324. A foot door
325a is arranged upstream of the foot outlet 325 so as to control
an open area of the foot outlet 325. A defroster door 326a is
arranged upstream of the defroster outlet 326 so as to control an
open area of the defroster outlet 326.
[0319] The door 324a, 325a, 326a represents an outlet mode changing
portion to change air outlet mode. The door 324a, 325a, 326a is
operated by an electric actuator 364 through a non-illustrated link
mechanism. The actuator 364 is controlled by a control signal
output from the air-conditioning control device 350.
[0320] The air outlet mode has a face mode, a bilevel mode, a foot
mode and a foot defroster mode. The face outlet 324 is totally
opened in the face mode, such that air is blown out of the face
outlet 324 toward an upper body of an occupant. The face outlet 324
and the foot outlet 325 are totally opened in the bilevel mode,
such that air is blown out of the outlets 324, 325 toward an upper
body and a foot of an occupant. The foot outlet 325 is totally
opened, and the defroster outlet 326 is opened with a small
opening, in the foot mode, such that air is mainly blown out of the
foot outlet 325. The foot outlet 325 and the defroster outlet 326
are opened with the same degree in the foot defroster mode, such
that air is blown out of the foot outlet 325 and the defroster mode
326.
[0321] Electric control parts of the present embodiment will be
described with reference to FIG. 17. The air-conditioning control
device 350 includes a microcomputer and a circumference circuit.
The microcomputer has CPU, ROM, RAM, etc. Calculations and
processes are performed based on air-conditioning control program
memorized in the ROM. The air-conditioning control device 350
controls the blower 312, the inverter 361 for the electric motor
331b of the compressor 331, the air sending fan 335, the various
electric actuators 362, 363, 364, the first PTC heater 315a, the
second PTC heater 315b, the third PTC heater 315c, and the electric
water pump 342, which ere connected to an output side of the
air-conditioning control device 350.
[0322] Sensors are connected to an input side of the
air-conditioning control device 350. An inside air sensor 315
detects a temperature Tr in the passenger compartment. An outside
air temperature sensor 352 (outside air detector) detects an
outside air temperature Tam. A solar sensor 353 detects a solar
radiation amount Ts in the passenger compartment. A discharge
temperature sensor 354 (discharge temperature detector) detects a
temperature Td of refrigerant discharged out of the compressor 331.
A discharge pressure sensor 355 (discharge pressure detector)
detects a pressure Pd of refrigerant discharged out of the
compressor 331. An evaporator temperature sensor 356 (evaporator
temperature detector) detects a temperature (evaporator
temperature) TE of air blown from the evaporator 313. A suction
temperature sensor 357 detects a temperature Tsi of refrigerant
suctioned by the compressor 331. A cooling water temperature sensor
358 detects a temperature TW of the engine cooling water.
[0323] The evaporator temperature sensor 356 of this embodiment
detects a heat-exchange fin temperature of the evaporator 313
specifically. The evaporator temperature sensor 356 may be other
temperature detector to detect a temperature of other part of the
evaporator 313, or other temperature detector to directly detect a
temperature of refrigerant itself circulating in the evaporator
313.
[0324] Further, operation signals are input into the
air-conditioning control device 350 from air-conditioning operation
switch arranged on a consol panel 360 and a wiper switch 360e to
activate a non-illustrated wiper. The console panel 360 is located
adjacent to an instrument panel on a front part of the passenger
compartment. The wiper switch 360e corresponds to a rainfall
detector of the present invention.
[0325] The air-conditioning operation switch includes an activation
switch (not shown) to activate the air-conditioning device 300, an
air-conditioning switch 360a to turn on/off air-conditioning
operation (specifically compressor 331), an automatic mode switch
360b to set or cancel an automatic mode of the device 300, a switch
(not shown) to switch operation mode, an inlet mode switch (not
shown) to switch the air inlet mode, an outlet mode switch (not
shown) to switch the air outlet mode, a switch (not shown) to set
an amount of air blown by the blower 312, a temperature switch 360c
to set a temperature of air in the passenger compartment, and an
economy switch 360d to output a signal to give priority to a power
saving of the refrigerating cycle 330.
[0326] The temperature switch 360c of this embodiment corresponds
to a target temperature setting portion to set a target temperature
(preset temperature for the passenger compartment) Tset for the
passenger compartment. The economy switch 360d corresponds to a
power saving instructing portion to output a signal requiring the
saving of power needed for air-conditioning by an occupant's
operation.
[0327] The air-conditioning control device 350 is electrically
connected to the engine, control device 370 which controls the
operation of the engine EG. The air-conditioning control device 350
and the engine control device 370 are electrically connected with
each other to communicate. When a signal is input into one of the
control devices, the other of the control devices can control
equipments connected to the output side based on the signal. For
example, the engine EG is operated when the air-conditioning
control device 350 outputs an operation request signal of the
engine EG to the engine control device 370.
[0328] While the air-conditioning control device 350 integrally
controls the above air-conditioning instruments, an instruction
signal output portion 350a is defined to output a signal to require
an activation of the engine EG, or a signal to stop the engine EG
relative to the engine control device 370. The instruction signal
output portion 350a may be separated from the air-conditioning
control device 350.
[0329] Various engine equipments defining the engine EG are
connected to an output side of the engine control device 370.
Sensors for engine control such as speed sensor 359 corresponding
to a speed detector to detect a speed of the car is connected to
input side of the engine control device 370.
[0330] Operation in this embodiment will be explained. Fundamental
operation of the engine control device 370 will be explained. When
a start switch of the car is turned on to activate the car, the
engine control device 370 detects a driving load of the car based
on detection signal of the engine control sensors, and activates or
stops the engine EG in accordance with the driving load.
[0331] Further, the engine control device 370 activates or stops
the engine EG based on a signal output from the signal output
portion 350a of the air-conditioning control device 350. This
operation based on the signal output from the signal output portion
350a will be described below.
[0332] Operations in this embodiment will be specifically described
with reference to FIGS. 19-23. FIG. 19 is a flow chart illustrating
a control of the air-conditioning device 300. Each step in FIGS.
19-23 constitutes a function realizing portion for realizing a
function of the air-conditioning control device 350.
[0333] At S301 of FIG. 19, initializations are performed for flag,
timer or positioning of a stepping motor defining the electric
actuator, for example. Alternatively, in this initialization, the
value of the flag or calculation memorized at an end time of the
last operation of the air-conditioning device 300 may be
maintained.
[0334] At S302, manipulate signal of the console panel 360 is read,
and S303 is performed. The manipulate signal may be a temperature
Tset of the passenger compartment set by operating the switch 360c,
a selection signal, of the air outlet mode, a selection signal of
the air inlet mode, or a signal of amount of air blown by the
blower 312.
[0335] At S303, sensor signal output from sensor 351-358 and
control signal output from the engine control device 370 are read.
The sensor signal used for controlling air-conditioning represents
a state of car environment. At S304, a target blow-off temperature
TAO of air blown into the passenger compartment is computed. The
target blow-off temperature TAO is computed by the following
expression F1.
TAO=Kset.times.Tset-Kr.times.Tr-Kam.times.Tam-Ks.times.Ts+C
(F1)
[0336] A value of Tset is a temperature set through the temperature
switch 360c. A value of Tr is a temperature inside of the passenger
compartment (inside air temperature) detected by the inside air
sensor 351. A value of Tam is an outside air temperature detected
by the outside air sensor 352. A value of Ts is a solar radiation
amount detected by the solar sensor 353. Values of Kset, Kr, Kma
and Ks are gains, and a value of C is a constant for a
correction.
[0337] At S305-S312, control states of the various instruments
connected to the air-conditioning control device 350 are
determined.
[0338] At S305, a target opening SW of the air mixing door 319 is
computed based on the TAO value, a temperature TE of air blown from
the evaporator 313 detected by the evaporator temperature sensor
356, and a temperature TWD of air warmed before having
air-mixing.
[0339] Specifically, the target opening SW is computable with the
following expression F2.
SW=[{TAO-(TE+2)}/{TWD-(TE+2)}].times.100(%) (F2)
[0340] The warmed air temperature TVVD before having air-mixing is
a value determined in accordance with a heating capacity of a
heating portion (the heater core 314 and the PTC heater 315)
arranged in the heating passage 316. Specifically, it is computable
with the following expression F3.
TWD=TW.times.0.8+TEx0.2+.DELTA.Tptc (F3)
[0341] TW represents a temperature of the cooling water of the
engine, and is detected by the cooling water temperature sensor
358. TE represents a temperature of air blown out of the evaporator
313, and is detected by the evaporator temperature sensor 356.
.DELTA.Tptc represents a temperature increasing amount of air
generated by the operation of the PTC heater 315. 0.8 is an example
of heat exchanging efficiency a of the heater core 314, and 0.2 is
an example of contribution factor .beta. of the evaporator
temperature TE of air blown out of the evaporator 313 relative to a
temperature of air blown out of the heater core 314.
[0342] The temperature increasing amount .DELTA.Tptc represents an
increasing amount of blow-off temperature generated by the PTC
heater 315, when conditioned-air is blown out of the air outlet
into the passenger compartment with that temperature (blow-off
temperature). This temperature increasing amount .DELTA.Tptc can be
calculated with expression F4 using power consumption W(Kw) of the
PTC heater 315, air density .rho.(kg/m3), air specific heat Cp, and
amount of air Va(m3/h) passing through the PTC heater 315.
.DELTA.Tptc=W/.rho./Cp/Va.times.3600 (F4)
[0343] The consumption power W of the PTC heater 315 can be
calculated by correcting rated consumption power of the PTC heater
315 using a temperature of air flowing into the PTC heater 315, and
temperature characteristics of the PTC element.
[0344] The air amount Va is not a simple blower air amount, but is
calculated using the following expression F5. That is, the blower
air amount is calculated considering an air mix opening SW_OLD(%)
computed at S305 of last time.
Va(m.sup.3/h)=blower air amount (m.sup.3/h).times.f(SW_OLD/100)
(F5)
[0345] Calculation result of SW_OLD/100 is used as f(SW_OLD/100),
when SW_OLD(%) is equal to or larger than 10, and when SW_OLD(%) is
equal to or smaller than 100. f(SW_OLD/100) is defined as 0.1 when
SW_OLD(%) is smaller than 10. f(SW_OLD/100) is defined as 1 when
SW_OLD(%) is larger than 100. (See relation map between f(SW/100)
and SW in S332 to be mentioned later.)
[0346] Thus, the temperature increasing amount .DELTA.Tptc can be
calculated not to be deviated from an actual temperature increasing
amount generated by the operation of the PTC heater 315.
.DELTA.Tptc is updated for every second with a time constant of 30
seconds. When S305 is performed for the first time, calculation of
expression F5 is performed by defining the last air mix opening
SW_OLD=100%.
[0347] SW=0(%) represents the maximum air-cooling position of the
air mixing door 319. At this time, the bypass passage 317 is fully
opened, and the heating passage 316 is fully closed. SW=100(%)
represents the maximum air-heating position of the air mixing door
319. At this time, the bypass passage 317 is fully closed, and the
heating passage 316 is fully opened.
[0348] At S306, a target value set for amount of air blown by the
blower 312 is determined. Specifically, voltage applied to the
blower motor is set based on the TAO determined at S304 by
referring to a control map memorized in the air-conditioning
control device 350.
[0349] The voltage is raised into approximately the maximum value
when a value of TAO is in a very-low-temperature region (maximum
cooling region) and a very-high-temperature region (maximum heating
region). Thus, the air amount of the blower 312 is increased into
the maximum value. Moreover, when TAO is raised toward a
middle-temperature region from the very-low-temperature region, the
blower motor voltage is lowered based on the raising of TAO, so as
to reduce the air amount of the blower 312.
[0350] In contrast, when TAO is lowered toward the
middle-temperature region from the very-high-temperature region,
the blower motor voltage is lowered based on the lowering of TAO,
so as to reduce the air amount of the blower 312. Moreover, when
TAO is in a predetermined middle-temperature region, the blower
motor voltage is made into the minimum, such that the air amount of
the blower 312 is made into the minimum.
[0351] At S307, a state of the air inlet box 320 is determined so
as to set the air inlet mode. The air inlet mode is set based on
TAO by referring to a control map memorized in the air-conditioning
control device 350. Although priority is fundamentally given to an
outside mode which introduces the outside air, an inside mode which
introduces the inside air is selected when TAO is set in the
very-low-temperature region so as to obtain high cooling
performance. Furthermore, when an exhaust gas concentration
detector to detect concentration of exhaust gas in outside air is
arranged, the inside mode may be selected if the exhaust gas
concentration is equal to or higher than a threshold concentration
defined beforehand.
[0352] At S308, the air outlet mode is determined. The air outlet
mode is set based on TAO by referring to a control map memorized in
the air-conditioning control device 350. In this embodiment, the
air outlet mode is changed in order of foot mode, bilevel mode and
face mode, as TAO is raised from a low-temperature region to a
high-temperature region.
[0353] Therefore, the face mode is selected mainly for summer, the
bilevel mode is selected mainly for spring and autumn, and the foot
mode is selected mainly for winter. Furthermore, when there is high
possibility that fogging will occur on a window based on detection
value of the humidity sensor, the foot defroster mode or defroster
mode may be selected.
[0354] At S309, a target value TEO is set for the blow-off
temperature TE of air blown from the evaporator 313 based on the
outside air temperature and the TAO value determined at S304, for
example. S309 of the present embodiment corresponds to a target
blow-off temperature calculating portion. Details of S309 are
explained using flow chart of FIG. 20.
[0355] At S321, a temporary target blow-off temperature f(outside
air temperature) is set based on the outside air temperature
detected by the sensor 352 by referring to a control map memorized
in the air-conditioning control deviee 350. In this example, as
shown in a map of S321, f(outside air temperature) is set to become
lower as the outside air temperature is lowered. The minimum value
of f(outside air temperature) may be set as 1.degree. C., and the
maximum value of f(outside air temperature) may be set as 8.degree.
C.
[0356] At S322, a temporary target blow-off temperature f(TAO) is
set based on TAO by referring to a control map memorized in the
air-conditioning control device 350. In this example, as shown in a
map of S322, f(TAO) is set to becomes lower as TAO is lowered. The
minimum value of f(TAO) may be set as 1.degree. C., and the maximum
value of f(TAO) may be set as 8.degree. C.
[0357] At S323, it is judged whether a windshield wiper is under
operation or not. The operation of the windshield wiper means that
it is raining.
[0358] When the windshield wiper is determined not to being
operated at S323, it is determined that it is not raining, and S324
is performed. At S324, a speed coefficient is set based on a speed
of the car detected by the speed sensor 359 by referring to a
control map memorized in the air-conditioning control device 350.
In this example, as shown in a map of S324, the speed coefficient
is set to become lower as the speed becomes higher. The minimum
value of the speed coefficient may be set as 1, and the maximum
value of the speed coefficient may be set as 1.3.
[0359] When the windshield wiper is determined to being operated at
S323, it is determined that it is raining, and S325 is performed.
At S325, the speed coefficient is set based on the speed of the car
by referring to a control map memorized in the air-conditioning
control device 350. In this example, as shown in a map of S325, the
speed coefficient is set to become lower as the speed becomes
higher.
[0360] When the speed of the car is equal to or lower than a
predetermined speed (100 km/h in this embodiment), a speed
coefficient at a wiper operating time is set smaller than that at a
wiper non-operating time, if the car has the same speed. That is,
when the speed of the car is the same, the speed coefficient at the
wiper operating time is set smaller than the speed coefficient at
the wiper non-operating time. The minimum value of the speed
coefficient may be set as 1, and the maximum value of the speed
coefficient may be set as 1.1.
[0361] At S326, the temporary target blow-off temperature f(outside
air temperature) set at S321 based on the outside air temperature
is multiplied by the speed coefficient set at S324 or S325.
Further, smaller one is selected as the target blow-off temperature
TEO between the multiplied value and the temporary target blow-off
temperature f(TAO) set at S322 based on TAO. Then, S310 is
performed.
[0362] Because the speed coefficient is set lower as the speed of
the car becomes higher at S324, S325, the target blow-off
temperature TEO is set lower as the speed of the car becomes
higher. Further, the speed coefficient at the wiper operating time
is set smaller than that at the wiper non-operating time if the car
has the same speed. Therefore, the target blow-off temperature TEO
is set lower in a raining time in which the wiper is operated than
in a non-raining time in which the wiper is not operated.
[0363] At S310, the refrigerant discharge capacity (specifically,
rotation number) of the compressor 331 is determined. Fundamental
determination method of the rotation number of the compressor 331
in this embodiment is as follows.
[0364] For example, a deviation En(TEO-TE) is computed between the
target blow-off temperature TEO determined at S309 and the actual
blow-off temperature TE of air blown out of the evaporator. A
rotation number variation .DELTA.fC is calculated relative to a
last time rotation number fCn-1 by using this deviation En and a
deviation change rate Edot(En-(En-1)), based on a fuzzy reasoning
using membership function and rule beforehand memorized in the
air-conditioning control device 350. The deviation change rate
Edot(En-(En-1)) is calculated by subtracting the last time
deviation En-1 from the present time deviation En. The present time
compressor rotation number fCn is defined by adding the rotation
number variation .DELTA.fC to the last time compressor rotation
number fCn-1.
[0365] At S311, the operation number of the PTC heater 315 is
determined based on the outside air temperature, the air mix
opening, and the water temperature of the cooling water. Details of
S311 are explained using flow chart of FIG. 21. At S331, the PTC
heater 315 is determined to be operated or not based on the outside
air temperature. Specifically, the outside air temperature detected
by the sensor 352 is determined to be higher than 26.degree. C. or
not, in this example.
[0366] When the outside air temperature is determined to be higher
than 26.degree. C. at S331, the operation of the PTC heater 315 is
unnecessary, and the operation number of the PTC heater 315 is set
as 0 at S335. When the outside air temperature is determined to be
equal to or lower than 26.degree. C. at S331, S332 is
performed.
[0367] At S332 and S333, the PTC heater 315 is determined to be
operated or not based on the air mix opening SW. When the air mix
opening SW becomes smaller, necessity of heating air in the heating
passage 316 is decreased. Necessity of operating the PTC heater 315
is also decreased, as the air mix opening SW becomes smaller.
[0368] At S332, the air mix opening SW determined at S305 is
compared with a predetermined threshold. When the air mix opening
SW is equal to or smaller than a first threshold opening (30% in
this embodiment), the PTC heater has operation flag f(SW)=OFF,
because there is no necessity for operating the PTC heater 315.
[0369] When the air mix opening SW is equal to or smaller than a
second threshold opening (40% in this embodiment), the PTC heater
has operation flag f(SW)=ON, because there is necessity for
operating the PTC heater 315. A difference between the first,
threshold and the second threshold is set as a hysteresis width for
preventing hunting.
[0370] When the PTC heater operation flag f(SW) determined at S332
is OFF at S333, the operation number of the PTC heater is set as 0
at S335. When the PTC heater operation flag f(SW) is ON, the
operation number of the PTC heater is set at S334.
[0371] At S334, the operation number of the PTC heater 315 is
determined based on the cooling water temperature TW. Specifically,
in a case where the cooling water temperature TW is in a raising
process, if the cooling water temperature. TW is equal to or higher
than a first predetermined temperature T1, the operation number is
set as 0. If the cooling water temperature TW is lower than the
first predetermined temperature T1, and if the cooling water
temperature TW is equal to or higher than a second predetermined
temperature T2, the operation number is set as 1. If the cooling
water temperature TW is lower than the second predetermined
temperature T2, and if the cooling water temperature TW is equal to
or higher than a third predetermined temperature T3, the operation
number is set as 2. If the cooling water temperature TW is lower
than the third predetermined temperature T3, and if the cooling
water temperature TW is equal to or higher than a fourth
predetermined temperature T4, the operation number is set as 3.
[0372] In contrast, in a case where the cooling water temperature
TW is in a lowering process, if the cooling water temperature TW is
equal to or lower than the fourth predetermined temperature T4, the
operation number is set as 3. If the cooling water temperature TW
is higher than the fourth predetermined temperature T4, and if the
cooling water temperature TW is equal to or lower than the third
predetermined temperature T3, the operation number is set as 2. If
the cooling water temperature TW is higher than the third
predetermined temperature T3, and if the cooling water temperature
TW is equal to or lower than the second predetermined temperature
T2, the operation number is set as 1. If the cooling water
temperature TW is higher than the second predetermined temperature
T2, the operation number is set as 0. Then, S312 is performed.
[0373] There is a relationship T1>T2>T3>T4, and,
specifically, T1=67.5.degree. C., T2=65.degree. C., T3=62.5.degree.
C., and T4=60.degree. C., for example, in this embodiment. A
temperature difference is set as a hysteresis width for preventing
hunting.
[0374] At S312, a signal output to the engine control device 370
from the air-conditioning control device 350 is determined. That
is, the engine EG is determined to be operated or not at S312
(engine-on request is determined). At S312, the engine EG is
determined to be operated or stopped for air-conditioning, when the
engine EG is stopped by a condition of the battery residual
quantity and driving condition. Details of S312 are explained using
flow chart of FIG. 22.
[0375] In an engine car to obtain driving force only from the
engine EG, the engine cooling water always has high temperature,
since the engine EG is always operated. Therefore, in the engine
car, sufficient heating performance can be provided by circulating
the engine cooling water to the heater core 314.
[0376] In contrast, in the hybrid car like this embodiment, if the
battery has extra residual quantity, the driving force can be
obtained only from the electric motor. For this reason, even if a
high heating performance is required, the temperature of the engine
cooling water is raised only up to about 40.degree. C. while the
engine EG is stopped. In this case, sufficient heating performance
cannot be provided by the heater core 314.
[0377] Therefore, in this embodiment, the cooling water temperature
TW is maintained to be equal to or higher than a predetermined
temperature, when the cooling water temperature TW is lower than a
threshold (engine-on water temperature of S343 to be mentioned
later), in a case where the high heating performance is required.
Therefore, an activation signal (engine-on request signal) is
output to activate the engine EG from the air-conditioning control
device 350 into the engine control device 370 for controlling the
engine EG. Thus, the high heating performance can be obtained by
raising the cooling water temperature TW.
[0378] However, if the engine-on request signal is output in a case
where it is unnecessary to activate the engine EG, fuel consumption
of the car will be increased. For this reason, it is desirable to
make a frequency for outputting the engine-on request signal to be
reduced as much as possible.
[0379] In this embodiment, at S341, a total amount of air blown
from the blower 312 (hereinafter referred as blower air amount) is
calculated based on the blower motor voltage determined at S306 and
the air outlet mode determined at S308. Specifically, as shown in
S341 of FIG. 22, a map representing a relationship between the
blower motor voltage and the blower air amount prepared for every
air outlet mode is memorized in ECU in advance. Based on this map,
the amount of air blown from the blower 312 is increased as the
blower voltage V is raised.
[0380] The air outlet mode is taken into consideration in the
setting of the air amount of S341, because a pressure loss of air
circulating inside of the casing 311 is different based on the air
outlet mode, for example, even if a blowing capacity of the blower
312 is the same. In this embodiment, the pressure loss of the
casing 311 is set in a manner that the air amount becomes larger in
the face mode than in the foot mode.
[0381] Next, at S342, the blow-off temperature increasing amount
.DELTA.Tptc generated by the operation of the PTC heater 315 is
calculated. The calculation of the temperature increasing amount
.DELTA.Tptc is performed using the expression F4 explained at
S305.
[0382] Here, a calculation of PTC-passing air amount Va used for
the expression F4 is explained. The PTC-passing air amount Va is
computed with the following expression F6 in consideration of the
air mix opening SW(%) relative to the air amount determined at
S341.
Va=(air amount from the blower 312).times.f(SW/100) (F6)
[0383] f(SW/100) is a simple value calculated by dividing the
percentage value of SW by 100. An upper limit and a lower limit are
provided for the function of f(SW/100) in a range of
0.1.ltoreq.f(SW/100).ltoreq.1.
[0384] Further, an upper limit and a lower limit are provided for
the calculation result of expression F4 in a range of
0.ltoreq..DELTA.Tptc.ltoreq.15. Due to the upper and lower limits,
the temperature increasing amount .DELTA.Tptc calculated at S342
can be restricted from being separated from an actual temperature
increasing amount generated by activating the PTC heater 315.
Furthermore, .DELTA.Tptc is updated for every second with a time
constant of 30 seconds.
[0385] The air mix opening SW is taken into consideration when the
PTC-passing air amount Va is set at S342, because an amount of air
passing through the PTC heater 315 is different based on the air
mix opening SW, even if the blowing capacity of the blower 312 is
the same.
[0386] At S343, an engine-on water temperature (TW1) and an
engine-off water temperature (TW2) are calculated as threshold used
for judging whether the engine EG is to be activated or stopped
based on the cooling water temperature TW.
[0387] An operation request signal of the engine EG is output into
the engine control device 370 based on the engine-on water
temperature (TW1) representing a threshold for the cooling water
temperature. An operation stop signal of the engine EG is output
into the engine control device 370 based on the engine-off water
temperature (TW2) representing a threshold for the cooling water
temperature.
[0388] The engine-off water temperature (TW2) is defined by
selecting smaller one between a temporal engine-off water
temperature (TWO) and 70.degree. C. The temporal engine-off water
temperature (TWO) is calculated using the expression F7 in a manner
that the actual blow-off temperature becomes approximately equal to
the target temperature TAO. The engine-on water temperature (TW1)
is set lower than the engine-off water temperature (TW2) by a
predetermined value such as 5.degree. C. in this embodiment in
order to prevent the engine from turning on and off frequently.
That is, this predetermined value is set as a hysteresis width for
preventing hunting.
TWO={(TAO-.DELTA.Tptc)-(TE.times.0.2)}/0.8 (F7)
[0389] The temporal engine-off water temperature TWO is a cooling
water temperature necessary when it is assumed that the warm air
temperature TWD before having air-mixing is equal to the target
temperature TAO. TE represents the blow-off temperature of air
blown from the evaporator 313, and is detected by the evaporator
temperature sensor 356.
[0390] Here, the expression F7 is introduced from the two following
expressions F8, F9 about a blow-off temperature Ta of air blown
from the heater core 314. That is, right-hand side of the
expression F9 is incorporated into left-hand side of the expression
F8, and the incorporation formula is solved about TWO in order to
obtain the expression F7.
Ta=TWO.times..alpha.+TE.times..beta. (F8)
Ta=TAO-.DELTA.Tptc (F9)
[0391] .alpha. of the expression F8 is a heat exchanging efficiency
of the heater core 314. .beta. is a contribution factor of the air
temperature TE of air blown from the evaporator 313 relative to the
air temperature Ta of air blown from the heater core 314. In this
example, .alpha. is set as 0.8, and .beta. is set as 0.2, for
example.
[0392] At S344, a temporary request signal flag f(TW) is set in
accordance with the cooling water temperature TW. The temporary
request signal flag f(TW) represents whether an operation request
signal or operation stop signal of the engine EG is to be output.
Specifically, if the cooling water temperature TW is lower than the
engine-on water temperature (TW1) determined at S343, the operation
request signal of the engine EG is preliminary determined to be
output as the temporary request signal flag f(TW)=ON. If the
cooling water temperature TW is higher than the engine-off water
temperature (TW2), the operation stop signal of the engine EG is
preliminary determined to be output as the temporary request signal
flag f(TW)=OFF.
[0393] At S345, an actual signal to be output into the engine
control device 370 is determined based on the air outlet mode set
at S308, the operation number of the PTC heater 315 set at S311,
the target blow-off temperature TAO calculated at S304, and the
temporary request signal flag f(TW) set at S344.
[0394] Specifically, at S345, if the air outlet mode is set other
than the FACE mode, the signal actually output into the engine
control device 370 will be determined based on the temporary
request signal flag f(TW).
[0395] Usually, the air outlet mode is set as the FOOT mode or B/L
mode in a heating period. Therefore, the air outlet mode in the
heating period is other than the FACE mode. In this case, if the
cooling water temperature TW is lower than the engine-on water
temperature computed at S343, cold air will be blown toward a foot
of occupant such that the occupant may feel uncomfortable.
[0396] When the air outlet mode is the FOOT mode or B/L mode, and
when the cooling water temperature TW is lower than the engine-on
water temperature calculated at S343, the temporary request signal
flag f(TW) is ON at S344. In this case, the engine EG is activated
by outputting an activation signal into the engine control device
370.
[0397] When the air outlet mode is the FOOT mode or B/L mode, and
when the cooling water temperature TW is higher than the engine-off
water temperature calculated at S343, the temporary request signal
flag f(TW) is OFF at S344. In this case, the engine EG is stopped
by outputting a stop signal.
[0398] In contrast, if the air outlet mode is the FACE mode, the
signal actually output into the engine control device 370 will be
determined based on the operation number of the PTC heater 315 set
at S310, the target blow-off temperature TAO calculated at S304,
and the temporary request signal flag f(TW) set at S344.
[0399] Specifically, when the operation number of the PTC heater
315 is equal to or larger than a predetermined number (1 in this
example), the stop signal of the engine EG is output in spite of
the temporary request signal flag f(TW).
[0400] When the air outlet mode is set other than the FACE mode,
the engine EG is activated if the cooling water temperature TVV is
lower than the engine-off water temperature. In contrast, the
engine EG is stopped in spite of the cooling water temperature TW
in the FACE mode, because comfortableness of occupant is less
affected even if the cooling water temperature TW is lower than a
temperature necessary for obtaining the target temperature TAO.
Compared with the FOOT mode and B/L mode, a temperature of
conditioned-air blown out of the face outlet 324 is low in the FACE
mode. Even if air with a temperature lower than the target blow-off
temperature TAO is blown out of the face outlet 324 toward upper
body of occupant in the FACE mode, a possibility that the occupant,
feels uncomfortable is small.
[0401] However, if a difference between the actual temperature and
the target temperature TAO is too large relative to the air blown
out of the face outlet 324, a temperature of the passenger
compartment will be too much lowered. As a result, the target
blow-off temperature TAO will be changed, and the air outlet Mode
will be changed into the B/L mode from the FACE mode. Therefore, in
the air-conditioning device 300 of the present embodiment, the
engine EG is not activated when the air outlet mode is the FACE
mode and when the PTC heater 315 is operated, so as to restrict the
temperature of the passenger compartment from being lowered too
much if the cooling water temperature TW is lowered by stopping the
engine EG.
[0402] Further, when the PTC heater 315 is stopped by setting the
operation number as 0, and when the target temperature. TAO is
lower than a predetermined temperature (20.degree. C. in this
example), the operation stop signal of the engine EG is output,
because it is unnecessary to heat air using the heater core
314.
[0403] When the operation number of the PTC heater 315 is set as 0,
and when the target temperature TAO is equal to or higher than a
predetermined temperature (20.degree. C. in this example), the
activation request signal is output into the engine control device
370 based on the temporary request signal flag f(TW), similarly to
a case where other than the FACE mode is set. Thereby, if the
cooling water temperature TW is lower than the engine-on water
temperature, the operation request signal of the engine EG is
determined to be output. If the cooling water temperature TW is
low, the temperature of the passenger compartment is gradually
lowered as time passes when the operation number of the PTC heater
315 is set as 0, and when the target temperature TAO is equal to or
higher than the predetermined temperature.
[0404] Therefore, the engine EG is activated to prevent the
temperature of the passenger compartment from being lowered.
[0405] At S343, the engine-off water temperature and the engine-on
water temperature are computed in consideration of the blow-off air
temperature TE of air blown out of the evaporator 313.
Specifically, as the blow-off air temperature TE becomes higher,
the engine-off water temperature and the engine-on water
temperature are lowered. Therefore, the engine-on water temperature
becomes low when the target blow-off temperature TEO of the
evaporator 313 computed at S309 becomes high. Thus, compared with a
case where the target blow-off temperature TEO is low, a frequency
for outputting the engine-on request signal is lowered, such that
fuel consumption of the car can be reduced.
[0406] At S313, the water pump 342 to circulate the cooling water
between the heater core 314 and the engine EG is determined to be
operated or not. Details of S313 are explained using flow chart of
FIG. 23. At S351, the cooling water temperature TW is determined to
be higher than the blow-off air temperature TE.
[0407] When the cooling water temperature TW is equal to or lower
than the blow-off air temperature TE at S351, the water pump 342 is
stopped at S354. In a case where the cooling water temperature TW
is equal to or lower than the blow-off air temperature TE, if the
cooling water is made to flow into the heater core 314, the cooling
water flowing through the heater core 314 cools air passing through
the evaporator 313. In this case, a temperature of air blown out of
the outlet 324-326 may be lowered.
[0408] When the cooling water temperature TW is higher than the
blow-off air temperature TE at S351, the blower 312 is determined
to be operated or not at S352. When the blower 312 is determined
not to being operated at S352, the water pump 342 is stopped (OFF)
at S354 so as to save power.
[0409] When the blower 312 is determined to being operated at S352,
the water pump 342 is activated (ON) at S353. The cooling water
circulates in refrigerant circuit by operating the water pump 342.
Heat is exchanged between the cooling water flowing through the
heater core 314 and air passing through the heater core 314. Thus,
air to be conditioned can be heated.
[0410] At S314, control signal and control voltage are output from
the air-conditioning control device 350 to the various instruments
312, 361, 335, 362, 363, 364, 315a, 315b, 315c and 342; and the
engine control device 370 so as to obtain control state determined
at the S305-S313.
[0411] If the engine operation request signal is output from the
request signal output portion 350a to the engine control device
370, the engine EG is activated even if the engine EG is stopped
based on driving condition. Moreover, if the stop request signal of
the engine EG is output from the request signal output portion 350a
to the engine control device 370, the engine EG can be stopped,
even if the engine EG is operated in order to secure heat source
for the heater core 314.
[0412] At S315, a control period .pi. is determined to be elapsed
or not. After the control period .pi. is elapsed, S302 is
restarted. The control period .pi. may be set as 250 ms in this
embodiment. Even if the control period is set long, controllability
of air-conditioning is not affected, compared with engine control,
for example. Thereby, an amount of communications for the
air-conditioning control can be reduced, and an amount of
communications for control system which needs to perform high-speed
control like engine control is fully securable.
[0413] According to the air-conditioning device 300 of the present
embodiment, air sent from the blower 312 is cooled by the
evaporator 313. The cooled air flows into the heating passage 316
and the bypass passage 317 based on the opening of the air mixing
door 319.
[0414] The cooled air flowing into the heating passage 316 is
heated while passing through the heater core 314 and the PTC heater
315, and the heated air is mixed with the cooled air passing
through the bypass passage 317 in the mixing space 318. A
temperature of conditioned-air is adjusted in the mixing space 318,
and the conditioned-air is blown into the passenger compartment
through each air outlet from the mixing space 318.
[0415] Cooling operation can be realized if the inside air
temperature Tr becomes lower than the outside air temperature Tam
by the conditioned-air. Heating operation can be realized if the
inside air temperature Tr becomes higher than the outside air
temperature Tam by the conditioned-air.
[0416] By the way, a temperature of the window is difficult to be
lowered when the speed of the car is slow. In this case, because
the inner temperature of the passenger compartment is difficult to
be lowered, a heating operation is not needed so much. As described
in S309, the target temperature TEO of air blown from the
evaporator 313 is raised if the speed of the car is slow. Further,
as described in S343, the engine-on water temperature is calculated
to become lower as the temperature TE of air blown from the
evaporator 313 becomes higher. Thus, as the temperature TE becomes
higher, that is as the target temperature TEO set at S309 becomes
higher, operation frequency of the engine EG is lowered, such that
fuel consumption can be reduced as a whole of the car.
[0417] The temperature of air at the inlet of the heater core 314
is raised by increasing the target temperature TEO of air blown
from the evaporator 313. Therefore, conditioned-air with a
predetermined temperature can be provided even if the cooling water
temperature supplied to the heater core 314 is lowered. Thus, fuel
consumption can be reduced while the heating operation is
performed.
[0418] The temperature of the window is difficult to be lowered if
the speed of the car is slow. Therefore, even if the target
temperature TEO of air blown from the evaporator 313 is raised, the
window can be restricted from having fogging.
[0419] Further, as described at S309, the target temperature TEO at
a wiper operating time is set lower than the target temperature TEO
at a wiper non-operating time. Therefore, the target temperature
TEO of air blown from the evaporator 313 at a rainfall time, for
which the window easily has fogging, is lowered compared with a
non-rainfall time. As a result, the window can have
fogging-resisting property.
[0420] The present invention can be changed variously as follows
within a scope of the present invention, without being limited to
the embodiment.
[0421] At S323, the determination of rainfall is not limited to be
performed by determining the operation of wiper. Alternatively, a
rain sensor may be mounted to the car, and the determination of
rainfall may be performed using a signal output from the rain
sensor.
[0422] At S324 and S325, the speed coefficient is set based on the
speed of the car. This setting of the speed coefficient may be
performed with a predetermined time constant. In this case, if the
temperature of the window is rapidly changed by a rapid change of
the speed, the target temperature TEO of air blown from the
evaporator 316 can be set to correspond to the actual temperature
of the window. Thus, the fogging-resisting property of the window
can be enhanced.
[0423] The air-conditioning device is not limited to be used for
the hybrid car. Alternatively, the air-conditioning device may be
mounted to an idling-stop car which stops the engine automatically
at a stop time, a fuel-cell car, an electric car, etc.
[0424] If the air-conditioning device is mounted to the fuel-cell
car, the engine EG of FIG. 16 is changed into a fuel-cell. Further,
the heater core heats air using cooling water of the fuel-cell as a
heat source. The engine control device is changed into a fuel-cell
control device. In this case, the fuel-cell corresponds to a heat
emitting device. The cooling water of the fuel-cell corresponds to
heat medium. The fuel-cell control device corresponds to a device
to control the heat emitting device.
[0425] If the air-conditioning device is mounted to the electric
car, the engine EG of FIG. 16 is changed into a water-heating
electric heater. Further, the heater core heats air using hot
water, heated by the heater as a heat source. The engine control
device is changed into a device to control operation of the heater.
In this case, the heater corresponds to a heat emitting device, and
the hot water heated by the heater corresponds to heat medium. The
heater control device corresponds to a device to control the heat
emitting device.
[0426] The air-conditioning device is not limited to be used for a
parallel-type hybrid car to drive by directly obtaining driving
force from the engine EG and the electric motor. Alternatively, the
air-conditioning device may be mounted to a serial-type hybrid car,
in which the engine EG is used as a drive source of the electric
motor. The generated power charges a battery, and the electric
motor is activated by the power of the battery. The serial-type
hybrid car drives by obtaining driving force from the electric
motor.
* * * * *