JPH07125531A - Air conditioner for vehicle - Google Patents

Abstract

PURPOSE:To decrease uncomfortableness of a passenger caused by start or stop by estimating the car inside humidity when the operation stop of a refrigerant compressor is commanded, and by continuing the operation without stopping it when the expected humidity fluctuating width to be found by the difference from the car inside humidity in operating is larger than the specific fluctuating width. CONSTITUTION:When the fact that a compressor is to be turned off is judged by S3, the car inside humidity RHi' IS estimated by S4a. Next, the expected humidity fluctuating width DELTARH' is calculated from the difference from the car inside humidity RHi by S4b, and whether a passenger can allow the humidity fluctuation or not is judged by the comparison with the allowable humidity fluctuating width DELTARH by S4c. When the judgement is NO, the humidity after evaporation TEOH' wherein the passenger can allow is found, so as to be taken as the target humidity after evaporation TEO. The judged result 15 YES, whether the estimated car inside humidity RHi' is not more than the allowable humidity value of 65% RH in stationary or not is judged by S4e. When the judgement is TES, the the process proceeds, while, when it is NO, the highest target humidity after evaporation EOH having the allowble humidity value not exceeding 65% is selected.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は、車両用空調装置に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner.

【０００２】[0002]

【従来の技術】従来より、車両用空調装置では、外気温
または車室内への目標吹出温度ＴＡＯより決定される目
標エバ後温度ＴＥＯ（冷媒蒸発器の目標吹出温度）に基
づいて、冷媒圧縮機の起動（ＯＮ）および停止（ＯＦ
Ｆ）を制御するエバ後温度制御（オートエコノミ制御）
が行なわれている。なお、目標エバ後温度ＴＥＯは、外
気温により決定される値と目標吹出温度ＴＡＯにより決
定される値の低い方が選択される。2. Description of the Related Art Conventionally, in a vehicle air conditioner, a refrigerant compressor is based on a target post-evaporator temperature TEO (a target outlet temperature of a refrigerant evaporator) which is determined from an outside air temperature or a target outlet temperature TAO into the passenger compartment. Start (ON) and stop (OF
F) post-evaporator temperature control (auto economy control)
Is being carried out. The target post-evaporator temperature TEO is selected to be the lower of the value determined by the outside air temperature and the value determined by the target outlet temperature TAO.

【０００３】外気温により決定される目標エバ後温度Ｔ
ＥＯは、図７に示すように、窓ガラスの防曇のために除
湿を必要とする冬期、および冷房負荷の大きい夏期には
低いＴＥＯ値が設定されて、冬期および夏期ほど低いＴ
ＥＯ値を必要としない中間期（春、秋）では、エアコン
からの異臭の発生を防止するために必要な最低ＴＥＯ値
が設定されている。Target post-evaporator temperature T determined by the outside temperature
As shown in FIG. 7, the EO has a low TEO value set in the winter season when dehumidification is required to prevent the window glass from defrosting and in the summer season when the cooling load is large.
In the middle period (spring, autumn) when the EO value is not required, the minimum TEO value required to prevent the generation of offensive odor from the air conditioner is set.

【０００４】また、目標吹出温度ＴＡＯにより決定され
る目標エバ後温度ＴＥＯは、図８に示すように、実際の
車室内温度を設定温度に保つために、目標吹出温度ＴＡ
Ｏが高くなるに従って目標エバ後温度ＴＥＯも高くなる
ように設定されている。Further, as shown in FIG. 8, the target post-evaporation temperature TEO determined by the target outlet temperature TAO is the target outlet temperature TA in order to maintain the actual vehicle interior temperature at the set temperature.
The target post-evaporation temperature TEO is set to increase as the O increases.

【０００５】[0005]

【発明が解決しようとする課題】ところが、ＴＥＯ値の
高い中間期では、雨降り時等で外気湿度が高い場合に冷
媒圧縮機がＯＦＦすると、外気温が高くなる程大きな湿
度変化を生じる（図１０参照）。なお、図１０は、車室
内湿度と外気温との関係を示すもので、図中の破線は、
窓ガラスに曇りが発生する境界線で、この境界線より車
室内湿度が高くなると窓ガラスに曇りが発生する。図中
の実線は、冷媒圧縮機がＯＦＦした時の車室内湿度のバ
ランス線で、外気湿度条件により変化する。また、図中
の一点鎖線は、上記の図７に示した目標エバ後温度ＴＥ
Ｏに基づいて冷媒圧縮機をＯＮ／ＯＦＦ制御した時の車
室内湿度のバランス線を示す。However, in the middle period when the TEO value is high, when the refrigerant compressor is turned off when the outside air humidity is high, such as during rain, the humidity changes greatly as the outside air temperature rises (Fig. 10). reference). Note that FIG. 10 shows the relationship between the vehicle interior humidity and the outside temperature, and the broken line in the figure indicates
At the boundary line where the window glass becomes cloudy, when the vehicle interior humidity becomes higher than this boundary line, the window glass becomes cloudy. The solid line in the figure is a balance line of the humidity inside the vehicle when the refrigerant compressor is turned off, and changes depending on the outside humidity condition. The alternate long and short dash line in the figure indicates the target post-evaporation temperature TE shown in FIG.
The balance line of the vehicle interior humidity when the refrigerant compressor is ON / OFF controlled based on O is shown.

【０００６】上述のように、冷媒圧縮機の停止あるいは
起動に伴う車室内湿度の変動幅が大きくなると、乗員が
不快感を感じる。また、湿度変動が小さくても（安定湿
度状態）、高湿度域あるいは低湿度域であれば、同様に
不快感を感じる。本発明は、上記事情に基づいて成され
たもので、その目的は、冷媒圧縮機の起動あるいは停止
によって生じる車室内湿度の変化に伴う乗員の不快感を
低減することにある。As described above, when the fluctuation range of the humidity in the vehicle compartment due to the stop or start of the refrigerant compressor becomes large, the passenger feels uncomfortable. Further, even if the humidity fluctuation is small (stable humidity state), if the humidity range is high or low, the user feels uncomfortable. The present invention has been made based on the above circumstances, and an object thereof is to reduce occupant's discomfort associated with a change in vehicle interior humidity caused by starting or stopping a refrigerant compressor.

【０００７】[0007]

【課題を解決するための手段】上記目的を達成するため
に、本願発明者は、湿度変化と乗員の快適性との関係を
検討した結果、図６に示すように、許容できる湿度変動
幅は、湿度が増える側より減る側の方が広くなるととも
に、温度変動幅（＋ΔＴ、−ΔＴ）の影響を受けて、湿
度変動幅がプラスの場合（＋ΔＲＨ）は＋ΔＴが大きく
なる程小さくなり、湿度変動幅がマイナスの場合（−Δ
ＲＨ）は−ΔＴが大きくなる程小さくなることが判っ
た。なお、図６に示すグラフは、湿度変動と温度変動に
よる環境変化を許容できるか不快と感じるかの境界線を
示すもので、図７の目標エバ後温度ＴＥＯに基づいて冷
媒圧縮機をＯＮ状態からＯＦＦした時の湿度変動幅（＋
ΔＲＨ）と、ＯＦＦ状態からＯＮした時の湿度変動幅
（−ΔＲＨ）とを、その時に生じた乗員部での温度変動
幅（＋ΔＴ、−ΔＴ）で整理したものである。In order to achieve the above object, the present inventor has studied the relationship between humidity change and passenger comfort, and as a result, as shown in FIG. When the humidity fluctuation range is positive (+ ΔRH), it becomes smaller as + ΔT increases, and the humidity decreases as the humidity fluctuation increases (+ ΔT, -ΔT). When the fluctuation range is negative (-Δ
It was found that RH) becomes smaller as -ΔT becomes larger. The graph shown in FIG. 6 is a boundary line indicating whether environmental changes due to humidity fluctuations and temperature fluctuations are permissible or uncomfortable, and the refrigerant compressor is turned on based on the target post-evaporator temperature TEO in FIG. Humidity fluctuation range (+)
ΔRH) and the humidity fluctuation range (-ΔRH) when the switch is turned on from the OFF state are arranged by the temperature fluctuation range (+ ΔT, -ΔT) in the passenger's part which occurred at that time.

【０００８】また、湿度変動のない定常時（安定湿度状
態）における快適湿度域を測定（実車環境下での実験）
した結果、図９に示すように、約２５〜６５％ＲＨの湿
度レベルが快適湿度域であることが判った。従って、冷
媒圧縮機の起動あるいは停止によって生じる湿度変化の
変動幅が図６に示す許容域にあり、且つ冷媒圧縮機の起
動後あるいは停止後の湿度レベルが図９に示す快適湿度
域にあれば、湿度変化に対して乗員が不快感を感じるこ
とは少ないと言える。Further, the comfortable humidity range is measured in a steady state (stable humidity state) without humidity fluctuation (experiment under actual vehicle environment)
As a result, as shown in FIG. 9, it was found that the humidity level of about 25 to 65% RH is the comfortable humidity range. Therefore, if the fluctuation range of the humidity change caused by starting or stopping the refrigerant compressor is within the allowable range shown in FIG. 6 and the humidity level after starting or stopping the refrigerant compressor is within the comfortable humidity range shown in FIG. It can be said that passengers do not feel uncomfortable with changes in humidity.

【０００９】そこで、本発明は、請求項１では、車室内
へ空気を導くダクトと、吸引した冷媒を圧縮して吐出す
る冷媒圧縮機、前記ダクト内に配されて、前記冷媒圧縮
機の作動によって供給された低温低圧の冷媒と前記ダク
ト内の空気との熱交換を行なう冷媒蒸発器を備えた冷凍
サイクルと、前記冷媒圧縮機の作動停止を指示する圧縮
機停止指示手段と、前記冷媒圧縮機が作動している時の
車室内湿度を検出する車室内湿度検出手段と、前記圧縮
機停止指示手段によって前記冷媒圧縮機の作動停止が指
示された時に、前記冷媒圧縮機の作動停止後の車室内湿
度を推定する車室内湿度推定手段と、前記圧縮機停止指
示手段によって前記冷媒圧縮機の作動停止が指示された
時に、前記車室内湿度検出手段によって検出される車室
内湿度と前記車室内湿度推定手段によって推定される推
定車室内湿度との差から予想湿度変動幅を算出する予想
湿度変動幅算出手段と、この予想湿度変動幅算出手段で
算出された予想湿度変動幅が所定の湿度変動幅より大き
いか否かを判定する第１判定手段と、この第１判定手段
で前記予想湿度変動幅が前記所定の湿度変動幅より大き
いと判定された場合は、前記作動停止の指示にかかわら
ず、前記予想湿度変動幅が前記所定の湿度変動幅以下と
なるように前記冷媒圧縮機を作動させる圧縮機制御手段
とを備えたことを技術的手段とする。Therefore, according to the present invention, in claim 1, a duct for guiding air into the vehicle compartment, a refrigerant compressor for compressing and discharging the sucked refrigerant, and an operation of the refrigerant compressor arranged in the duct are provided. Refrigeration cycle including a refrigerant evaporator that performs heat exchange between the low-temperature low-pressure refrigerant supplied by the air and the air in the duct, compressor stop instruction means for instructing operation stop of the refrigerant compressor, and the refrigerant compression When the operation of the refrigerant compressor is instructed by the vehicle interior humidity detecting means for detecting the vehicle interior humidity when the machine is operating, and after the operation of the refrigerant compressor is stopped, A vehicle interior humidity estimating means for estimating a vehicle interior humidity, and a vehicle interior humidity and the vehicle interior detected by the vehicle interior humidity detecting means when the compressor stop instructing means gives an instruction to stop the operation of the refrigerant compressor. An expected humidity fluctuation range calculating means for calculating an expected humidity fluctuation range from a difference from the estimated vehicle interior humidity estimated by the humidity estimating means, and an expected humidity fluctuation range calculated by the expected humidity fluctuation range calculating means is a predetermined humidity fluctuation. First determining means for determining whether or not the width is larger than the width, and if the first determining means determines that the expected humidity fluctuation width is larger than the predetermined humidity fluctuation width, regardless of the instruction to stop the operation. The technical means is provided with a compressor control means for operating the refrigerant compressor so that the expected humidity fluctuation range is equal to or less than the predetermined humidity fluctuation range.

【００１０】請求項２では、車室内へ空気を導くダクト
と、吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、前記冷
媒圧縮機の作動停止を指示する圧縮機停止指示手段と、
この圧縮機停止指示手段によって前記冷媒圧縮機の作動
停止が指示された時に、前記冷媒圧縮機の作動停止後の
車室内湿度を推定する車室内湿度推定手段と、この車室
内湿度推定手段によって推定される推定車室内湿度が所
定値より大きいか否かを判定する第２判定手段と、この
第２判定手段で前記推定車室内湿度が前記所定値より大
きいと判定された場合は、前記作動停止の指示にかかわ
らず、前記推定車室内湿度が前記所定値以下となるよう
に前記冷媒圧縮機を作動させる圧縮機制御手段とを備え
たことを技術的手段とする。According to another aspect of the present invention, a duct for introducing air into the passenger compartment, a refrigerant compressor for compressing and discharging the sucked refrigerant, and a low temperature and low pressure provided by the operation of the refrigerant compressor are provided in the duct. A refrigeration cycle including a refrigerant evaporator that performs heat exchange between the refrigerant and the air in the duct, and compressor stop instructing means for instructing stop of operation of the refrigerant compressor,
When the operation stop of the refrigerant compressor is instructed by the compressor stop instruction means, the vehicle interior humidity estimation means for estimating the vehicle interior humidity after the operation of the refrigerant compressor is stopped, and the vehicle interior humidity estimation means Second determining means for determining whether or not the estimated vehicle interior humidity is larger than a predetermined value, and when the estimated vehicle interior humidity is larger than the predetermined value by the second determining means, the operation is stopped. Regardless of the instruction, the technical means includes a compressor control unit that operates the refrigerant compressor so that the estimated vehicle interior humidity becomes equal to or less than the predetermined value.

【００１１】請求項３では、車室内へ空気を導くダクト
と、吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、前記冷
媒圧縮機の作動開始を指示する圧縮機作動開始指示手段
と、前記冷媒圧縮機が停止している時の車室内湿度を検
出する車室内湿度検出手段と、前記圧縮機作動開始指示
手段によって前記冷媒圧縮機の作動開始が指示された時
に、前記冷媒圧縮機の作動開始後の車室内湿度を推定す
る車室内湿度推定手段と、前記圧縮機作動開始指示手段
によって前記冷媒圧縮機の作動開始が指示された時に、
前記車室内湿度検出手段によって検出される車室内湿度
と前記車室内湿度推定手段によって推定される推定車室
内湿度との差から予想湿度変動幅を算出する予想湿度変
動幅算出手段と、この予想湿度変動幅算出手段で算出さ
れた予想湿度変動幅が所定の湿度変動幅より大きいか否
かを判定する第１判定手段と、この第１判定手段で前記
予想湿度変動幅が前記所定の湿度変動幅より大きいと判
定された場合は、前記作動開始の指示にかかわらず、前
記予想湿度変動幅が前記所定の湿度変動幅以下となるよ
うに前記冷媒圧縮機を停止させる圧縮機制御手段とを備
えたことを技術的手段とする。According to a third aspect of the present invention, a duct for introducing air into the passenger compartment, a refrigerant compressor for compressing and discharging the sucked refrigerant, and a low-temperature low-pressure arranged in the duct and supplied by the operation of the refrigerant compressor. Refrigerating cycle including a refrigerant evaporator that performs heat exchange between the refrigerant and the air in the duct, compressor operation start instruction means for instructing operation start of the refrigerant compressor, and the refrigerant compressor is stopped. When the operation start of the refrigerant compressor is instructed by the vehicle interior humidity detecting means for detecting the vehicle interior humidity when the vehicle is operating, the vehicle interior humidity after the operation of the refrigerant compressor is instructed. In-vehicle humidity estimating means for estimating, when the operation start of the refrigerant compressor is instructed by the compressor operation start instruction means,
Predicted humidity fluctuation range calculation means for calculating a predicted humidity fluctuation range from the difference between the vehicle interior humidity detected by the vehicle interior humidity detection means and the estimated vehicle interior humidity estimated by the vehicle interior humidity estimation means; First determining means for determining whether or not the expected humidity variation range calculated by the variation range calculating means is larger than a predetermined humidity variation range; and the expected humidity variation range for the expected humidity variation range by the first determining means. If it is determined to be larger than the above, regardless of the instruction to start the operation, a compressor control unit that stops the refrigerant compressor so that the expected humidity fluctuation range is equal to or less than the predetermined humidity fluctuation range is provided. That is the technical means.

【００１２】請求項４では、車室内へ空気を導くダクト
と、吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、前記冷
媒圧縮機の作動開始を指示する圧縮機作動開始指示手段
と、この圧縮機作動開始指示手段によって前記冷媒圧縮
機の作動開始が指示された時に、前記冷媒圧縮機の作動
開始後の車室内湿度を推定する車室内湿度推定手段と、
この車室内湿度推定手段によって推定される推定車室内
湿度が所定値より小さいか否かを判定する第２判定手段
と、この第２判定手段で前記推定車室内湿度が前記所定
値より小さいと判定された場合は、前記作動開始の指示
にかかわらず、前記推定車室内湿度が前記所定値以上と
なるように前記冷媒圧縮機を停止させる圧縮機制御手段
とを備えたことを技術的手段とする。According to another aspect of the present invention, a duct for introducing air into the passenger compartment, a refrigerant compressor for compressing and discharging the sucked refrigerant, and a low temperature and low pressure provided in the duct by the operation of the refrigerant compressor are provided. The refrigeration cycle including a refrigerant evaporator that performs heat exchange between the refrigerant and the air in the duct, compressor operation start instruction means for instructing operation start of the refrigerant compressor, and the compressor operation start instruction means When the operation start of the refrigerant compressor is instructed, the vehicle interior humidity estimating means for estimating the vehicle interior humidity after the operation start of the refrigerant compressor,
Second determining means for determining whether the estimated vehicle interior humidity estimated by the vehicle interior humidity estimating means is less than a predetermined value, and the second determining means determines that the estimated vehicle interior humidity is less than the predetermined value. If it is, the technical means is provided with a compressor control means for stopping the refrigerant compressor so that the estimated vehicle interior humidity becomes the predetermined value or more regardless of the operation start instruction. .

【００１３】[0013]

【作用】請求項１に係わる本発明の車両用空調装置は、
冷媒圧縮機の作動停止が指示されると、冷媒圧縮機の作
動停止後の車室内湿度が推定され、その推定車室内湿度
と冷媒圧縮機が作動している時の車室内湿度との差によ
って求められる予想湿度変動幅が所定の湿度変動幅より
大きい時は、冷媒圧縮機の作動停止が指示されているに
もかかわらず、予想湿度変動幅が所定の湿度変動幅以下
となるように冷媒圧縮機を作動する。The vehicle air conditioner of the present invention according to claim 1 is
When an instruction to stop the operation of the refrigerant compressor is given, the vehicle interior humidity after the operation of the refrigerant compressor is estimated, and the difference between the estimated vehicle interior humidity and the vehicle interior humidity when the refrigerant compressor is operating is estimated. When the expected humidity fluctuation range required is greater than the specified humidity fluctuation range, the refrigerant compression is performed so that the predicted humidity fluctuation range is less than or equal to the specified humidity fluctuation range even though the operation of the refrigerant compressor is instructed to stop. Operate the machine.

【００１４】請求項２に係わる本発明の車両用空調装置
は、冷媒圧縮機の作動停止が指示されると、冷媒圧縮機
の作動停止後の車室内湿度が推定され、その推定車室内
湿度が所定値より大きい時は、冷媒圧縮機の作動停止が
指示されているにもかかわらず、推定車室内湿度が所定
値以下となるように冷媒圧縮機を作動する。In the vehicle air conditioner according to the second aspect of the present invention, when an instruction to stop the operation of the refrigerant compressor is given, the vehicle interior humidity after the operation of the refrigerant compressor is stopped is estimated. When it is larger than the predetermined value, the refrigerant compressor is operated so that the estimated vehicle interior humidity becomes equal to or lower than the predetermined value even though the stoppage of the operation of the refrigerant compressor is instructed.

【００１５】請求項３に係わる本発明の車両用空調装置
は、冷媒圧縮機の作動開始が指示されると、冷媒圧縮機
の作動開始後の車室内湿度が推定され、その推定車室内
湿度と冷媒圧縮機が停止している時の車室内湿度との差
によって求められる予想湿度変動幅が所定の湿度変動幅
より大きい時は、冷媒圧縮機の作動開始が指示されてい
るにもかかわらず、予想湿度変動幅が所定の湿度変動幅
以下となるように冷媒圧縮機を停止する。In the vehicle air conditioner according to the third aspect of the present invention, when the operation of the refrigerant compressor is instructed, the vehicle interior humidity after the operation of the refrigerant compressor is estimated, and the estimated vehicle interior humidity and When the expected humidity fluctuation range obtained by the difference between the humidity inside the vehicle when the refrigerant compressor is stopped is larger than the predetermined humidity fluctuation range, despite the fact that the operation of the refrigerant compressor has been instructed, The refrigerant compressor is stopped so that the expected humidity fluctuation range becomes equal to or less than the predetermined humidity fluctuation range.

【００１６】請求項４に係わる本発明の車両用空調装置
は、冷媒圧縮機の作動開始が指示されると、冷媒圧縮機
の作動開始後の車室内湿度が推定され、その推定車室内
湿度が所定値より小さい時は、冷媒圧縮機の作動開始が
指示されているにもかかわらず、推定車室内湿度が所定
値以上となるように冷媒圧縮機を停止する。In the vehicle air conditioner according to the fourth aspect of the present invention, when the operation of the refrigerant compressor is instructed, the vehicle interior humidity after the operation of the refrigerant compressor is estimated, and the estimated vehicle interior humidity is When the value is smaller than the predetermined value, the refrigerant compressor is stopped so that the estimated vehicle interior humidity becomes equal to or higher than the predetermined value even though the operation start of the refrigerant compressor is instructed.

【００１７】[0017]

【実施例】次に、本発明の車両用空調装置の一実施例を
図１ないし図９を基に説明する。図１は車両用空調装置
の全体模式図である。本実施例の車両用空調装置１は、
車室内に空気を導くダクト２、このダクト２内に空気を
導入して車室内へ送る送風機３、冷房手段を構成する冷
凍サイクル４、暖房手段を構成する温水回路５、および
エアコン制御装置６（図２参照）を備える。DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of a vehicle air conditioner of the present invention will be described with reference to FIGS. FIG. 1 is an overall schematic diagram of a vehicle air conditioner. The vehicle air conditioner 1 of the present embodiment is
A duct 2 that guides air into the vehicle interior, a blower 3 that introduces air into the duct 2 and sends the air into the vehicle interior, a refrigeration cycle 4 that constitutes cooling means, a hot water circuit 5 that constitutes heating means, and an air conditioner controller 6 ( (See FIG. 2).

【００１８】ダクト２は、その下流端に分岐ダクト２
ａ、２ｂ、２ｃが接続されて、各分岐ダクト２ａ〜２ｃ
の先端が、車室内に開口する吹出口７、８、９に連通さ
れている。吹出口７〜９は、車両の窓ガラス１０に向け
て空気を吹き出すデフロスタ吹出口７、乗員の上半身に
向けて空気を吹き出すフェイス吹出口８、乗員の足元に
向けて空気を吹き出すフット吹出口９から成る。この各
吹出口７〜９は、分岐ダクト２ａ〜２ｃの上流端開口部
に設けられた吹出口切替ダンパ１１、１２によって選択
的に開閉される。The duct 2 has a branch duct 2 at its downstream end.
a, 2b, 2c are connected to each of the branch ducts 2a to 2c
Is connected to the air outlets 7, 8 and 9 opening into the vehicle compartment. The outlets 7 to 9 are a defroster outlet 7 that blows air toward the window glass 10 of the vehicle, a face outlet 8 that blows air toward the upper half of the occupant, and a foot outlet 9 that blows air toward the feet of the occupant. Consists of. The outlets 7 to 9 are selectively opened and closed by outlet switching dampers 11 and 12 provided at the upstream end openings of the branch ducts 2a to 2c.

【００１９】送風機３は、ブロワケース３ａ、遠心式フ
ァン３ｂ、ブロワモータ３ｃより成り、このブロワモー
タ３ｃへの印加電圧に応じてブロワモータ３ｃの回転数
が決定される。ブロワケース３ａには、車室内空気（内
気）を導入する内気導入口１３と車室外空気（外気）を
導入する外気導入口１４とが形成されるとともに、内気
導入口１３と外気導入口１４とを選択的に開閉する内外
気切替ダンパ１５が設けられている。The blower 3 comprises a blower case 3a, a centrifugal fan 3b, and a blower motor 3c. The rotation speed of the blower motor 3c is determined according to the voltage applied to the blower motor 3c. The blower case 3a is formed with an inside air introduction port 13 for introducing the vehicle interior air (inside air) and an outside air introduction port 14 for introducing the vehicle outside air (outside air), and also has an inside air introduction port 13 and an outside air introduction port 14. An inside / outside air switching damper 15 that selectively opens and closes is provided.

【００２０】冷凍サイクル４は、電磁クラッチ１６を介
して車両の走行用エンジン１７によって駆動される冷媒
圧縮機１８、この冷媒圧縮機１８で圧縮された高温高圧
の冷媒をクーリングファン１９の送風を受けて凝縮液化
する冷媒凝縮器２０、この冷媒凝縮器２０で凝縮された
冷媒を一時蓄えて液冷媒のみを流すレシーバ２１、この
レシーバ２１より導かれた液冷媒を減圧膨脹する減圧装
置２２、ダクト２内に配されて、減圧装置２２で減圧さ
れた低温低圧の冷媒を送風機３の送風を受けて蒸発させ
る冷媒蒸発器２３の各機能部品より構成され、それぞれ
冷媒配管２４によって環状に接続されている。The refrigeration cycle 4 receives a blower from a cooling fan 19 which drives a refrigerant compressor 18 driven by a vehicle running engine 17 via an electromagnetic clutch 16 and a high temperature and high pressure refrigerant compressed by the refrigerant compressor 18. Refrigerant condenser 20 that is condensed and liquefied as a result, receiver 21 that temporarily stores the refrigerant condensed by this refrigerant condenser 20 and flows only the liquid refrigerant, decompression device 22 that decompresses and expands the liquid refrigerant introduced from this receiver 21, duct 2 The functional components of the refrigerant evaporator 23, which is arranged inside and cools the low-temperature low-pressure refrigerant decompressed by the decompression device 22 to receive the air blown by the blower 3 and evaporates, are each connected in an annular shape by the refrigerant pipe 24. .

【００２１】温水回路５は、ダクト２内で冷媒蒸発器２
３の風下に配されて、エンジン１７の冷却水を熱源とし
て、ダクト２内を流れる空気を加熱するヒータコア２
５、このヒータコア２５をエンジン１７の冷却水回路
（図示しない）と環状に接続する温水配管２６より成
る。ヒータコア２５は、ダクト２内で、冷媒蒸発器２３
を通過した空気がヒータコア２５を迂回して流れるバイ
パス路２７を形成するように配されている。このヒータ
コア２５を通過する空気両とバイパス路２７を通過する
空気量との割合は、ヒータコア２５の風上側に配された
エアミックスダンパ２８によって調節される。The hot water circuit 5 includes a refrigerant evaporator 2 inside the duct 2.
A heater core 2 that is arranged in the leeward direction and heats the air flowing in the duct 2 by using the cooling water of the engine 17 as a heat source.
5. A hot water pipe 26 that connects the heater core 25 with a cooling water circuit (not shown) of the engine 17 in an annular shape. The heater core 25 is arranged in the duct 2 so that the refrigerant evaporator 23
Is arranged so as to form a bypass path 27 in which the air that has passed through flows around the heater core 25. The ratio of the amount of air passing through the heater core 25 to the amount of air passing through the bypass passage 27 is adjusted by the air mix damper 28 arranged on the windward side of the heater core 25.

【００２２】エアコン制御装置６は、ＲＯＭ６ａ、ＲＡ
Ｍ６ｂ、ＣＰＵ６ｃから構成されるマイクロコンピュー
タを内蔵するもので、図２に示すように、エアコン操作
パネル２９より出力される操作信号、および各センサ
（後述する）からの検出信号に基づいて、各ダンパ（吹
出口切替ダンパ１１、１２、内外気切替ダンパ１５、エ
アミックスダンパ２８）を駆動する各サーボモータ３
０、３１、３２、ブロワモータ３ｃを駆動するモータ駆
動回路３３、電磁クラッチ１６を駆動するクラッチ駆動
回路３４へ制御信号を出力する。The air conditioner control device 6 includes a ROM 6a, RA
As shown in FIG. 2, each of the dampers has a built-in microcomputer including an M6b and a CPU 6c and is based on an operation signal output from the air conditioner operation panel 29 and a detection signal from each sensor (described later). Each servo motor 3 for driving (blowout port switching dampers 11, 12, inside / outside air switching damper 15, air mix damper 28)
Control signals are output to 0, 31, 32, a motor drive circuit 33 that drives the blower motor 3c, and a clutch drive circuit 34 that drives the electromagnetic clutch 16.

【００２３】ＲＯＭ６ａは、読み出し専用のモメリで、
各演算式、各種データ、所定の制御プログラム等が記憶
保持されている。ＲＡＭ６ｂは、データの読み出し、書
き込みを自由に行なうことのできるメモリで、処理の途
中に現れる一時的なデータの保持に使用される。ＣＰＵ
６ｃは、ＲＯＭ６ａに記憶された制御プログラムに基づ
いて、各種の演算、処理を行なう中央処理装置である。The ROM 6a is a read-only memory,
Each arithmetic expression, various data, a predetermined control program, etc. are stored and held. The RAM 6b is a memory in which data can be read and written freely, and is used for temporarily holding data that appears during processing. CPU
Reference numeral 6c is a central processing unit that performs various calculations and processings based on a control program stored in the ROM 6a.

【００２４】上記の各センサは、車室内温度（内気温Ｔ
ｒ）を検出する内気センサ３５、車室外温度（外気温Ｔ
am）を検出する外気センサ３６、日射量（日射量Ｔｓ）
を検出する日射センサ３７、冷媒蒸発器２３の通過直後
の空気温度（エバ後温度Ｔｅ）を検出するエバ後温度セ
ンサ３８、エンジン冷却水の温度（冷却水温Ｔｗ）を検
出する水温センサ３９、および外気導入口１４より導入
される外気の湿度（吸込空気湿度ＲＨｏ）を検出する湿
度センサ４０等である。The above-mentioned sensors are used to measure the vehicle interior temperature (inside air temperature T
r), the inside air sensor 35, the vehicle outside temperature (outside air temperature T
ambient air sensor 36 for detecting the amount of solar radiation, solar radiation amount (solar radiation amount Ts)
A solar radiation sensor 37 that detects the temperature of the engine, a post-evaporation temperature sensor 38 that detects the air temperature immediately after passing through the refrigerant evaporator 23 (post-evaporation temperature Te), a water temperature sensor 39 that detects the temperature of the engine cooling water (cooling water temperature Tw), and The humidity sensor 40 and the like detect the humidity of the outside air introduced from the outside air introduction port 14 (suction air humidity RHo).

【００２５】次に、本実施例の作動について説明する。
図３はエアコン制御装置６の処理手順を示すフローチャ
ートである。まず、吸込空気湿度ＲＨｏとエバ後温度Ｔ
ｅより車室内湿度ＲＨｉを推定する（ステップＳ１・車
室内湿度検出手段）。続いて、許容湿度変動幅を示す図
６の特性図より、温度変動幅ΔＴ＝０の時の許容湿度変
動幅ΔＲＨ、−ΔＲＨを求める（ステップＳ２）。続い
て、図７および図８に示す特性図に基づいて、冷媒圧縮
機１８をＯＮする時の目標エバ後温度ＴＥＯを決定し、
その目標エバ後温度ＴＥＯより、冷媒圧縮機１８をＯＮ
するかＯＦＦするかの判定を行なう（ステップＳ３・圧
縮機停止指示手段および圧縮機作動開始指示手段）。Next, the operation of this embodiment will be described.
FIG. 3 is a flowchart showing a processing procedure of the air conditioner control device 6. First, suction air humidity RHo and post-evaporation temperature T
The vehicle interior humidity RHi is estimated from e (step S1, vehicle interior humidity detecting means). Subsequently, the allowable humidity fluctuation widths ΔRH and −ΔRH when the temperature fluctuation width ΔT = 0 is obtained from the characteristic diagram of FIG. 6 showing the allowable humidity fluctuation width (step S2). Subsequently, based on the characteristic diagrams shown in FIGS. 7 and 8, the target post-evaporator temperature TEO when turning on the refrigerant compressor 18 is determined,
From the target post-evaporator temperature TEO, turn on the refrigerant compressor 18.
It is determined whether to turn on or off (step S3: compressor stop instruction means and compressor operation start instruction means).

【００２６】ステップＳ３で冷媒圧縮機１８をＯＦＦす
ると判定された場合は、下述のステップＳ４を実行し、
冷媒圧縮機１８をＯＮすると判定された場合は、下述の
ステップＳ５を実行する。次に、冷媒圧縮機１８をＯＦ
Ｆすると判定された時のステップＳ４の処理を、図４に
示すサブフローチャートに基づいて説明する。まず、ス
テップＳ１と同様に、冷媒圧縮機１８がＯＦＦされた時
の車室内湿度ＲＨｉ′を推定する（ステップＳ４ａ・車
室内湿度推定手段）。続いて、ステップＳ１で求めた車
室内湿度ＲＨｉとステップＳ４ａで求めた車室内湿度Ｒ
Ｈｉ′との差から、予想湿度変動幅ΔＲＨ′を算出する
（ステップＳ４ｂ・予想湿度変動幅算出手段）。When it is determined in step S3 that the refrigerant compressor 18 is turned off, the following step S4 is executed,
When it is determined that the refrigerant compressor 18 is turned on, step S5 described below is executed. Next, the refrigerant compressor 18 is turned off.
The process of step S4 when it is determined to be F will be described based on the sub-flowchart shown in FIG. First, similarly to step S1, the vehicle interior humidity RHi 'when the refrigerant compressor 18 is turned off is estimated (step S4a, vehicle interior humidity estimating means). Then, the vehicle interior humidity RHi obtained in step S1 and the vehicle interior humidity R obtained in step S4a
An expected humidity fluctuation range ΔRH ′ is calculated from the difference from Hi ′ (step S4b, predicted humidity fluctuation range calculation means).

【００２７】続いて、ステップＳ２で求めた許容湿度変
動幅ΔＲＨとステップＳ４ｂで算出された予想湿度変動
幅ΔＲＨ′との比較により、冷媒圧縮機１８がＯＦＦす
ることによる湿度変動を乗員が許容できるか否かを判定
する（ステップＳ４ｃ・第１判定手段）。このステップ
Ｓ４ｃの判定結果がＮＯの場合（ΔＲＨ＜ΔＲＨ′）、
つまり乗員が湿度変動を許容できないと判定された場合
は、車室内の湿度バランスから、予想湿度変動幅ΔＲ
Ｈ′を許容できる限界のエバ後温度ＴＥＯＨ′を求め、
そのＴＥＯＨ′を目標エバ後温度ＴＥＯとする（ステッ
プＳ４ｄ）。Subsequently, by comparing the allowable humidity fluctuation range ΔRH obtained in step S2 with the expected humidity fluctuation range ΔRH 'calculated in step S4b, the occupant can allow the humidity fluctuation due to the refrigerant compressor 18 being turned off. It is determined whether or not (step S4c / first determination means). When the determination result of step S4c is NO (ΔRH <ΔRH ′),
That is, when it is determined that the occupant cannot tolerate the humidity fluctuation, the expected humidity fluctuation width ΔR is calculated from the humidity balance in the passenger compartment.
Calculate the post-evaporation temperature TEOH ', which is the allowable limit for H',
The TEOH 'is set as the target post-evaporation temperature TEO (step S4d).

【００２８】また、上記ステップＳ４ｃの判定結果がＹ
ＥＳの場合（ΔＲＨ≧ΔＲＨ′）、つまり乗員が湿度変
動を許容できると判定された場合は、図９に示す特性図
に基づいて、ステップＳ４ａで求めた推定車室内湿度Ｒ
Ｈｉ′が定常時の許容湿度値ＲＨsh（６５％ＲＨ）以下
であるか否かを判定する（ステップＳ４ｅ・第２判定手
段）。この判定結果がＹＥＳの場合、つまり車室内湿度
ＲＨｉ′が許容湿度値ＲＨsh以下（ＲＨｉ′≦ＲＨsh）
の場合は、ステップＳ６へ進む。ステップＳ４ｅの判定
結果がＮＯの場合、つまり車室内湿度ＲＨｉ′が許容湿
度値ＲＨshを越える（ＲＨｉ′＞ＲＨsh）場合は、車室
内の湿度バランスから、許容湿度値ＲＨshを越えない最
も高い目標エバ後温度ＴＥＯＨを選択して、そのＴＥＯ
Ｈを目標エバ後温度ＴＥＯとする（ステップＳ４ｆ）。Further, the judgment result of the step S4c is Y.
In the case of ES (ΔRH ≧ ΔRH ′), that is, when it is determined that the occupant can tolerate the humidity fluctuation, the estimated vehicle interior humidity R obtained in step S4a is calculated based on the characteristic diagram shown in FIG.
It is determined whether or not Hi 'is equal to or less than the permissible humidity value RHsh (65% RH) in the steady state (step S4e / second determination means). If this determination result is YES, that is, the vehicle interior humidity RHi 'is less than or equal to the allowable humidity value RHsh (RHi' ≤ RHsh).
In the case of, it progresses to step S6. If the determination result in step S4e is NO, that is, if the vehicle interior humidity RHi 'exceeds the permissible humidity value RHsh (RHi'> RHsh), the highest target evaporation that does not exceed the permissible humidity value RHsh from the humidity balance in the vehicle interior. Select the post-temperature TEOH and select its TEO
Let H be the target post-evaporation temperature TEO (step S4f).

【００２９】一方、上記ステップＳ３で冷媒圧縮機１８
をＯＮすると判定された時のステップＳ５の処理を、図
５に示すサブフローチャートに基づいて説明する。ま
ず、ステップＳ４ａおよびステップＳ４ｂと同様に、冷
媒圧縮機１８がＯＮされた時の車室内湿度ＲＨｉ′を推
定し（ステップＳ５ａ・車室内湿度推定手段）、その車
室内湿度ＲＨｉ′とステップＳ１で求めた車室内湿度Ｒ
Ｈｉとの差から、予想湿度変動幅−ΔＲＨ′を算出する
（ステップＳ５ｂ・予想湿度変動幅算出手段）。On the other hand, in step S3, the refrigerant compressor 18
The process of step S5 when it is determined to turn ON will be described based on the sub-flowchart shown in FIG. First, similarly to step S4a and step S4b, the vehicle interior humidity RHi 'when the refrigerant compressor 18 is turned on is estimated (step S5a / vehicle interior humidity estimating means), and the vehicle interior humidity RHi' and step S1 are calculated. Calculated vehicle interior humidity R
The expected humidity fluctuation range −ΔRH ′ is calculated from the difference from Hi (step S5b, predicted humidity fluctuation range calculation means).

【００３０】続いて、ステップＳ２で求めた許容湿度変
動幅−ΔＲＨとステップＳ５ｂで算出された予想湿度変
動幅−ΔＲＨ′との比較により、冷媒圧縮機１８がＯＮ
することによる湿度変動を乗員が許容できるか否かを判
定する（ステップＳ５ｃ・第１判定手段）。このステッ
プＳ５ｃの判定結果がＮＯの場合（ΔＲＨ＜ΔＲＨ′、
即ち−ΔＲＨ＞−ΔＲＨ′）、つまり乗員が湿度変動を
許容できないと判定された場合は、車室内の湿度バラン
スから、予想湿度変動幅−ΔＲＨ′を許容できる限界の
エバ後温度ＴＥＯＬ′を求め、そのＴＥＯＬ′を目標エ
バ後温度ＴＥＯとする（ステップＳ５ｄ）。Subsequently, by comparing the allowable humidity fluctuation range −ΔRH obtained in step S2 with the predicted humidity fluctuation range −ΔRH ′ calculated in step S5b, the refrigerant compressor 18 is turned on.
It is determined whether or not the occupant can tolerate the humidity fluctuation due to the above (step S5c / first determination means). When the determination result of step S5c is NO (ΔRH <ΔRH ′,
That is, -ΔRH> -ΔRH '), that is, when it is determined that the occupant cannot tolerate the humidity fluctuation, the post-evaporation temperature TEOL' at which the expected humidity fluctuation width -ΔRH 'can be allowed is calculated from the humidity balance in the passenger compartment. , That TEOL 'is set as the target post-evaporation temperature TEO (step S5d).

【００３１】また、上記ステップＳ５ｃの判定結果がＹ
ＥＳの場合（ΔＲＨ≧ΔＲＨ′、即ち−ΔＲＨ≦−ΔＲ
Ｈ′）、つまり乗員が湿度変動を許容できると判定され
た場合は、図９に示す特性図に基づいて、ステップＳ５
ａで求めた推定車室内湿度ＲＨｉ′が定常時の許容湿度
値ＲＨsl（２５％ＲＨ）以上であるか否かを判定する
（ステップＳ５ｅ・第２判定手段）。この判定結果がＹ
ＥＳの場合、つまり車室内湿度ＲＨｉ′が許容湿度値Ｒ
Ｈsl以上（ＲＨｉ′≧ＲＨsl）の場合は、ステップＳ６
へ進む。ステップＳ５ｅの判定結果がＮＯの場合、つま
り車室内湿度ＲＨｉ′が許容湿度値ＲＨslより低い（Ｒ
Ｈｉ′＜ＲＨsl）場合は、車室内の湿度バランスから、
許容湿度値ＲＨslより低下しない最も低い目標エバ後温
度ＴＥＯＬを選択して、そのＴＥＯＬを目標エバ後温度
ＴＥＯとする（ステップＳ５ｆ）。Further, the judgment result of the step S5c is Y.
In case of ES (ΔRH ≧ ΔRH ′, that is, −ΔRH ≦ −ΔR
H '), that is, when it is determined that the occupant can tolerate the humidity fluctuation, step S5 is performed based on the characteristic diagram shown in FIG.
It is determined whether or not the estimated vehicle interior humidity RHi 'obtained in a is equal to or higher than the permissible humidity value RHsl (25% RH) in the steady state (step S5e / second determination means). This judgment result is Y
In the case of ES, that is, the vehicle interior humidity RHi 'is the allowable humidity value R
If Hsl or more (RHi '≧ RHsl), step S6
Go to. If the determination result in step S5e is NO, that is, the vehicle interior humidity RHi 'is lower than the allowable humidity value RHsl (R
If Hi '<RHsl), from the humidity balance in the passenger compartment,
The lowest target post-evaporation temperature TEOL that does not fall below the allowable humidity value RHsl is selected, and that TEOL is set as the target post-evaporation temperature TEO (step S5f).

【００３２】上記ステップＳ４あるいはステップＳ５を
実行した後、吹出温度一定化制御を行なう（ステップＳ
６）。これは、図６の特性図に示すように、湿度変動が
温度変動の影響を大きく受けることから、エアミックス
ダンパ２８の補正によって吹出温度を一定化するもので
ある。After performing the above step S4 or step S5, the blowout temperature constant control is performed (step S
6). As shown in the characteristic diagram of FIG. 6, this is because the humidity fluctuation is greatly affected by the temperature fluctuation, so that the blowout temperature is made constant by the correction of the air mix damper 28.

【００３３】続いて、冷媒圧縮機１８のＯＮ／ＯＦＦ制
御を行なう（ステップＳ７・圧縮機制御手段）。この場
合、ステップＳ４では、図３に示すように、ステップＳ
３の状態で冷媒圧縮機１８がＯＦＦである。従って、ス
テップＳ４ｃでは、冷媒圧縮機１８がＯＦＦ時の許容湿
度変動幅ΔＲＨよりも予想湿度変動幅ΔＲＨ′の方が大
きいと不快感が発生するため、ＮＯの判定となってステ
ップＳ４ｄへ進む。そしてステップＳ４ｄで、許容湿度
変動幅ΔＲＨを越えない目標エバ後温度ＴＥＯＨ′が決
定され、そのＴＥＯＨ′が目標エバ後温度ＴＥＯとなっ
て冷媒圧縮機１８をＯＮ制御する。Subsequently, ON / OFF control of the refrigerant compressor 18 is performed (step S7, compressor control means). In this case, in step S4, as shown in FIG.
In the state of 3, the refrigerant compressor 18 is OFF. Therefore, in step S4c, if the predicted humidity fluctuation range ΔRH 'is larger than the allowable humidity fluctuation range ΔRH when the refrigerant compressor 18 is OFF, discomfort occurs, and therefore the judgment is NO and the process proceeds to step S4d. Then, in step S4d, the target post-evaporator temperature TEOH 'that does not exceed the allowable humidity fluctuation range ΔRH is determined, and the TEOH' becomes the target post-evaporator temperature TEO, and the refrigerant compressor 18 is ON-controlled.

【００３４】また、ステップＳ４ｃで、ΔＲＨ≧ΔＲ
Ｈ′の場合、即ち予想湿度変動幅ΔＲＨ′が許容湿度変
動幅ΔＲＨ以下であるため、ＹＥＳの判定となってステ
ップＳ４ｅへ進む。このステップＳ４ｅでは、冷媒圧縮
機１８がＯＦＦ時の推定安定湿度ＲＨｉ′が、高湿度側
の安定時許容湿度ＲＨshより高いか低いかを判定する。
低い場合はＹＥＳと判定されて、冷媒圧縮機１８はＯＦ
Ｆ状態となり、ステップＳ６へ進む。また、高い場合は
ＮＯと判定され、ステップＳ４ｆで、高湿度側の安定時
許容湿度ＲＨshを越えない湿度となる目標エバ後湿度Ｔ
ＥＯＨを決定し、そのＴＥＯＨが目標エバ後温度ＴＥＯ
となって冷媒圧縮機をＯＮ制御する。In step S4c, ΔRH ≧ ΔR
In the case of H ', that is, since the expected humidity fluctuation width ΔRH' is equal to or less than the allowable humidity fluctuation width ΔRH, the determination is YES and the process proceeds to step S4e. In step S4e, it is determined whether the estimated stable humidity RHi 'when the refrigerant compressor 18 is OFF is higher or lower than the stable allowable humidity RHsh on the high humidity side.
When it is low, it is determined as YES and the refrigerant compressor 18 is OF
The F state is entered, and the flow advances to step S6. Further, if it is high, it is determined as NO, and in step S4f, the target post-evaporation humidity T at which the humidity does not exceed the stable allowable humidity RHsh on the high humidity side.
EOH is determined, and the TEOH is the target post-evaporation temperature TEO.
Then, the refrigerant compressor is ON-controlled.

【００３５】同様に、ステップＳ５では、図３に示すよ
うに、ステップＳ３の状態で冷媒圧縮機１８がＯＮであ
る。従って、ステップＳ５ｃでは、冷媒圧縮機１８がＯ
Ｎ時の許容湿度変動幅−ΔＲＨよりも予想湿度変動幅−
ΔＲＨ′の方が大きいと、湿度が急激に下がり過ぎて不
快感が発生するため、ＮＯの判定となってステップＳ５
ｄへ進む。そしてステップＳ５ｄで、許容湿度変動幅−
ΔＲＨを越えない目標エバ後温度ＴＥＯＬ′が決定さ
れ、そのＴＥＯＬ′が目標エバ後温度ＴＥＯとなって冷
媒圧縮機１８をＯＮ制御する。Similarly, in step S5, as shown in FIG. 3, the refrigerant compressor 18 is ON in the state of step S3. Therefore, in step S5c, the refrigerant compressor 18 is turned off.
Allowable humidity fluctuation range at N-Expected humidity fluctuation range rather than ΔRH-
If ΔRH ′ is larger, the humidity drops sharply too much and discomfort occurs. Therefore, it is determined as NO and step S5 is performed.
Go to d. Then, in step S5d, the allowable humidity fluctuation range −
A target post-evaporator temperature TEOL 'that does not exceed ΔRH is determined, and the TEOL' becomes the target post-evaporator temperature TEO, and the refrigerant compressor 18 is ON-controlled.

【００３６】また、ステップＳ５ｃで、ΔＲＨ≧ΔＲ
Ｈ′（−ΔＲＨ≦−ΔＲＨ′）の場合、即ち予想湿度変
動幅ΔＲＨ′が許容湿度変動幅ΔＲＨ以下であるため、
ＹＥＳの判定となってステップＳ５ｅへ進む。このステ
ップＳ５ｅでは、冷媒圧縮機１８がＯＮ時の推定安定湿
度ＲＨｉ′が、低湿度側の安定時許容湿度ＲＨslより高
いか低いかを判定する。高い場合はＹＥＳと判定され
て、そのままの目標エバ後温度ＴＥＯでステップＳ６へ
進む。また、低い場合はＮＯと判定されて、ステップＳ
５ｆで、低湿度側の安定時許容湿度ＲＨsLより下がらな
い湿度となる目標エバ後湿度ＴＥＯＬを決定し、そのＴ
ＥＯＬが目標エバ後温度ＴＥＯとなって冷媒圧縮機をＯ
Ｎ制御する。Further, in step S5c, ΔRH ≧ ΔR
In the case of H ′ (−ΔRH ≦ −ΔRH ′), that is, the expected humidity fluctuation width ΔRH ′ is equal to or less than the allowable humidity fluctuation width ΔRH,
The determination is YES, and the process proceeds to step S5e. In step S5e, it is determined whether the estimated stable humidity RHi 'when the refrigerant compressor 18 is ON is higher or lower than the stable allowable humidity RHsl on the low humidity side. If it is higher, YES is determined, and the target post-evaporation temperature TEO is kept as it is, and the process proceeds to step S6. If it is low, it is determined as NO, and step S
At 5f, the target post-evaporation humidity TEOL that does not drop below the stable allowable humidity RHsL on the low humidity side is determined.
EOL reaches the target post-evaporator temperature TEO and the refrigerant compressor is turned on.
N control.

【００３７】続いて、上記の制御による湿度変動が安定
するまでの時間ｔをタイマーによりカウントさせて、一
定時間ｘだけ制御を維持（ステップＳ８）させた後、再
びステップＳ１へ戻って上述の制御を繰り返す。なお、
一定時間とは、実験結果より３〜４分間の時間である。Subsequently, a timer is used to count the time t until the humidity fluctuation is stabilized by the above control, and the control is maintained for a fixed time x (step S8), and then the process returns to step S1 again and the above-mentioned control is performed. repeat. In addition,
The fixed time is a time of 3 to 4 minutes according to the experimental result.

【００３８】このように、ステップＳ３で、図７あるい
は図８の特性図に基づいて冷媒圧縮機１８をＯＦＦ（ま
たはＯＮ）すると判定された場合でも、冷媒圧縮機１８
をＯＦＦ（またはＯＮ）することによる湿度変動によっ
て乗員が不快感を感じる時には、図７あるいは図８で得
られる目標エバ後温度ＴＥＯに基づいて冷媒圧縮機１８
をＯＦＦ（またはＯＮ）するのではなく、変更後の目標
エバ後温度ＴＥＯで冷媒圧縮機１８をＯＮすることがで
きる。この結果、冷媒圧縮機１８のＯＮ／ＯＦＦに伴う
湿度変動幅と定常時の湿度レベルとが常に乗員の許容値
内となるように目標エバ後温度ＴＥＯが決定されるた
め、中間期のように冷媒圧縮機１８のＯＮ／ＯＦＦによ
り大きく湿度レベルが変化する時でも、車室内湿度が段
階的に変動することから、乗員に不快感を与えることを
防止することができる。As described above, even when it is determined in step S3 that the refrigerant compressor 18 is turned off (or turned on) based on the characteristic diagram of FIG. 7 or 8, the refrigerant compressor 18
When the occupant feels uncomfortable due to humidity fluctuations caused by turning off (or turning on) the refrigerant compressor 18 based on the target post-evaporator temperature TEO obtained in FIG. 7 or 8.
Instead of turning off (or turning on), the refrigerant compressor 18 can be turned on at the changed target post-evaporator temperature TEO. As a result, the target post-evaporator temperature TEO is determined so that the humidity fluctuation range due to ON / OFF of the refrigerant compressor 18 and the steady-state humidity level are always within the occupant allowable value. Even when the humidity level is greatly changed by turning the refrigerant compressor 18 ON / OFF, the passenger compartment humidity can be prevented from changing stepwise, so that it is possible to prevent the passenger from feeling uncomfortable.

【００３９】なお、本実施例では、冷媒圧縮機１８をＯ
ＦＦ（またはＯＮ）することによる湿度変動によって乗
員が不快感を感じる時には、目標エバ後温度ＴＥＯを変
更して制御したが、目標エバ後温度ＴＥＯを変更する代
わりに、可変容量型冷媒圧縮機の容量制御、または冷媒
圧縮機の回転数制御で行なっても良い。In this embodiment, the refrigerant compressor 18 is set to O
When the occupant feels uncomfortable due to humidity fluctuations caused by FF (or ON), the target post-evaporator temperature TEO was changed and controlled. However, instead of changing the target post-evaporator temperature TEO, the variable capacity refrigerant compressor It may be performed by capacity control or rotation speed control of the refrigerant compressor.

【００４０】[0040]

【発明の効果】本発明の車両用空調装置は、冷媒圧縮機
の作動停止あるいは作動開始が指示された時でも、その
冷媒圧縮機の作動停止あるいは作動開始によって乗員が
不快感を感じる時には、作動停止あるいは作動開始の指
示にかかわらず冷媒圧縮機を作動あるいは停止させるこ
とにより、乗員の不快感を防止することができる。The vehicle air conditioner of the present invention operates when the operation of the refrigerant compressor is instructed to be stopped or started and when the passenger feels uncomfortable due to the stop or operation of the refrigerant compressor. By operating or stopping the refrigerant compressor regardless of the instruction to stop or start the operation, it is possible to prevent the passenger's discomfort.

【図面の簡単な説明】[Brief description of drawings]

【図１】車両用空調装置の全体模式図である。FIG. 1 is an overall schematic diagram of a vehicle air conditioner.

【図２】本実施例の制御系に係わるブロック図である。FIG. 2 is a block diagram relating to the control system of the present embodiment.

【図３】本実施例の作動を示すフローチャートである。FIG. 3 is a flowchart showing the operation of this embodiment.

【図４】本実施例の作動を示すサブフローチャートであ
る。FIG. 4 is a sub-flowchart showing the operation of this embodiment.

【図５】本実施例の作動を示すサブフローチャートであ
る。FIG. 5 is a sub-flowchart showing the operation of the present embodiment.

【図６】湿度変動幅と快適性との関係を示す特性図であ
る。FIG. 6 is a characteristic diagram showing a relationship between a humidity fluctuation range and comfort.

【図７】目標エバ後温度を決定する特性図である。FIG. 7 is a characteristic diagram for determining a target post-evaporator temperature.

【図８】目標エバ後温度を決定する特性図である。FIG. 8 is a characteristic diagram for determining a target post-evaporator temperature.

【図９】湿度レベルと快適性との関係を示す特性図であ
る。FIG. 9 is a characteristic diagram showing a relationship between humidity level and comfort.

【図１０】外気温と車室内湿度との関係を示すグラフで
ある。FIG. 10 is a graph showing a relationship between outside temperature and vehicle interior humidity.

【符号の説明】[Explanation of symbols]

１ 車両用空調装置 ２ ダクト ４ 冷凍サイクル ６ エアコン制御装置（圧縮機停止指示手段、圧縮機作
動開始指示手段、車室内湿度検出手段、車室内湿度推定
手段、予想湿度変動幅算出手段、第１判定手段、第２判
定手段、圧縮機制御手段） １８ 冷媒圧縮機 ２３ 冷媒蒸発器1 Vehicle Air Conditioner 2 Duct 4 Refrigeration Cycle 6 Air Conditioner Control Device (Compressor Stop Instructing Means, Compressor Operation Starting Instructing Means, Vehicle Interior Humidity Detecting Means, Vehicle Interior Humidity Estimating Means, Expected Humidity Fluctuation Width Calculating Means, First Determination Means, second determination means, compressor control means) 18 refrigerant compressor 23 refrigerant evaporator

Claims (4)

【特許請求の範囲】[Claims] 【請求項１】 ａ）車室内へ空気を導くダクトと、 ｂ）吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、 ｃ）前記冷媒圧縮機の作動停止を指示する圧縮機停止指
示手段と、 ｄ）前記冷媒圧縮機が作動している時の車室内湿度を検
出する車室内湿度検出手段と、 ｅ）前記圧縮機停止指示手段によって前記冷媒圧縮機の
作動停止が指示された時に、前記冷媒圧縮機の作動停止
後の車室内湿度を推定する車室内湿度推定手段と、 ｆ）前記圧縮機停止指示手段によって前記冷媒圧縮機の
作動停止が指示された時に、前記車室内湿度検出手段に
よって検出される車室内湿度と前記車室内湿度推定手段
によって推定される推定車室内湿度との差から予想湿度
変動幅を算出する予想湿度変動幅算出手段と、 ｇ）この予想湿度変動幅算出手段で算出された予想湿度
変動幅が所定の湿度変動幅より大きいか否かを判定する
第１判定手段と、 ｈ）この第１判定手段で前記予想湿度変動幅が前記所定
の湿度変動幅より大きいと判定された場合は、前記作動
停止の指示にかかわらず、前記予想湿度変動幅が前記所
定の湿度変動幅以下となるように前記冷媒圧縮機を作動
させる圧縮機制御手段とを備えた車両用空調装置。1. A duct for introducing air into a vehicle compartment; b) a refrigerant compressor for compressing and discharging sucked refrigerant; and a low temperature provided in the duct and supplied by the operation of the refrigerant compressor. A refrigeration cycle including a refrigerant evaporator that performs heat exchange between low-pressure refrigerant and air in the duct; c) compressor stop instruction means for instructing operation stop of the refrigerant compressor; and d) the refrigerant compressor. A vehicle interior humidity detecting means for detecting a vehicle interior humidity when the refrigerant compressor is operating, and e) after stopping the operation of the refrigerant compressor when the compressor stop instruction means instructs the refrigerant compressor to stop operating. Vehicle interior humidity estimating means for estimating the vehicle interior humidity, and f) vehicle interior humidity detected by the vehicle interior humidity detecting means when the compressor stop instructing means gives an instruction to stop the operation of the refrigerant compressor. The vehicle interior humidity An expected humidity fluctuation range calculating means for calculating an expected humidity fluctuation range from a difference between the estimated vehicle interior humidity estimated by the estimating means; and g) an expected humidity fluctuation range calculated by the expected humidity fluctuation range calculating means is a predetermined humidity. A first judging means for judging whether or not the fluctuation range is larger than the fluctuation range; and h) if the first judgment means judges that the expected humidity fluctuation range is larger than the predetermined humidity fluctuation range, an instruction to stop the operation. Regardless of the above, a vehicle air conditioner comprising: compressor control means for operating the refrigerant compressor such that the expected humidity fluctuation range is equal to or less than the predetermined humidity fluctuation range. 【請求項２】 ａ）車室内へ空気を導くダクトと、 ｂ）吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、 ｃ）前記冷媒圧縮機の作動停止を指示する圧縮機停止指
示手段と、 ｄ）この圧縮機停止指示手段によって前記冷媒圧縮機の
作動停止が指示された時に、前記冷媒圧縮機の作動停止
後の車室内湿度を推定する車室内湿度推定手段と、 ｅ）この車室内湿度推定手段によって推定される推定車
室内湿度が所定値より大きいか否かを判定する第２判定
手段と、 ｆ）この第２判定手段で前記推定車室内湿度が前記所定
値より大きいと判定された場合は、前記作動停止の指示
にかかわらず、前記推定車室内湿度が前記所定値以下と
なるように前記冷媒圧縮機を作動させる圧縮機制御手段
とを備えた車両用空調装置。2. A duct for introducing air into a vehicle compartment; b) a refrigerant compressor for compressing and discharging sucked refrigerant; and a low temperature provided in the duct and supplied by the operation of the refrigerant compressor. A refrigeration cycle provided with a refrigerant evaporator for exchanging heat between low-pressure refrigerant and air in the duct; c) compressor stop instruction means for instructing stop of operation of the refrigerant compressor; and d) stop of the compressor. A vehicle interior humidity estimating means for estimating the vehicle interior humidity after the operation of the refrigerant compressor is instructed by the instructing means, and e) the vehicle interior humidity estimating means. Second determining means for determining whether the estimated vehicle interior humidity is greater than a predetermined value, and f) stopping the operation when the estimated vehicle interior humidity is determined to be greater than the predetermined value by the second determining means. Regardless of the instructions , Air conditioning system and a compressor control means for the estimated vehicle interior humidity actuates the refrigerant compressor to be equal to or less than the predetermined value. 【請求項３】 ａ）車室内へ空気を導くダクトと、 ｂ）吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、 ｃ）前記冷媒圧縮機の作動開始を指示する圧縮機作動開
始指示手段と、 ｄ）前記冷媒圧縮機が停止している時の車室内湿度を検
出する車室内湿度検出手段と、 ｅ）前記圧縮機作動開始指示手段によって前記冷媒圧縮
機の作動開始が指示された時に、前記冷媒圧縮機の作動
開始後の車室内湿度を推定する車室内湿度推定手段と、 ｆ）前記圧縮機作動開始指示手段によって前記冷媒圧縮
機の作動開始が指示された時に、前記車室内湿度検出手
段によって検出される車室内湿度と前記車室内湿度推定
手段によって推定される推定車室内湿度との差から予想
湿度変動幅を算出する予想湿度変動幅算出手段と、 ｇ）この予想湿度変動幅算出手段で算出された予想湿度
変動幅が所定の湿度変動幅より大きいか否かを判定する
第１判定手段と、 ｈ）この第１判定手段で前記予想湿度変動幅が前記所定
の湿度変動幅より大きいと判定された場合は、前記作動
開始の指示にかかわらず、前記予想湿度変動幅が前記所
定の湿度変動幅以下となるように前記冷媒圧縮機を停止
させる圧縮機制御手段とを備えた車両用空調装置。3. A duct for introducing air into a vehicle compartment; b) a refrigerant compressor for compressing and discharging a sucked refrigerant; and a low temperature provided in the duct and supplied by the operation of the refrigerant compressor. A refrigeration cycle including a refrigerant evaporator for exchanging heat between low-pressure refrigerant and air in the duct; c) compressor operation start instruction means for instructing operation start of the refrigerant compressor; and d) refrigerant compression. Vehicle interior humidity detecting means for detecting vehicle interior humidity when the compressor is stopped; and e) operation of the refrigerant compressor when the operation start instruction of the compressor is instructed by the compressor operation start instruction means. A vehicle interior humidity estimating means for estimating the vehicle interior humidity after the start; and f) a vehicle detected by the vehicle interior humidity detecting means when the compressor operation start instructing means instructs the operation start of the refrigerant compressor. Indoor humidity and An expected humidity fluctuation range calculating means for calculating an expected humidity fluctuation range from the difference between the estimated vehicle interior humidity estimated by the vehicle interior humidity estimating means, and g) an expected humidity fluctuation range calculated by the expected humidity fluctuation range calculating means. Is greater than a predetermined humidity fluctuation range, and h) If the predicted humidity fluctuation range is judged to be larger than the predetermined humidity fluctuation range by the first judging means, A vehicle air conditioner comprising: compressor control means for stopping the refrigerant compressor so that the expected humidity fluctuation range is equal to or less than the predetermined humidity fluctuation range regardless of an operation start instruction. 【請求項４】 ａ）車室内へ空気を導くダクトと、 ｂ）吸引した冷媒を圧縮して吐出する冷媒圧縮機、前記
ダクト内に配されて、前記冷媒圧縮機の作動によって供
給された低温低圧の冷媒と前記ダクト内の空気との熱交
換を行なう冷媒蒸発器を備えた冷凍サイクルと、 ｃ）前記冷媒圧縮機の作動開始を指示する圧縮機作動開
始指示手段と、 ｄ）この圧縮機作動開始指示手段によって前記冷媒圧縮
機の作動開始が指示された時に、前記冷媒圧縮機の作動
開始後の車室内湿度を推定する車室内湿度推定手段と、 ｅ）この車室内湿度推定手段によって推定される推定車
室内湿度が所定値より小さいか否かを判定する第２判定
手段と、 ｆ）この第２判定手段で前記推定車室内湿度が前記所定
値より小さいと判定された場合は、前記作動開始の指示
にかかわらず、前記推定車室内湿度が前記所定値以上と
なるように前記冷媒圧縮機を停止させる圧縮機制御手段
とを備えた車両用空調装置。4. A duct for introducing air into a vehicle compartment; b) a refrigerant compressor for compressing and discharging sucked refrigerant; and a low temperature provided in the duct and supplied by the operation of the refrigerant compressor. A refrigeration cycle including a refrigerant evaporator that performs heat exchange between low-pressure refrigerant and air in the duct; c) compressor operation start instruction means for instructing operation start of the refrigerant compressor; and d) this compressor. Vehicle interior humidity estimating means for estimating the vehicle interior humidity after the operation of the refrigerant compressor is instructed by the operation start instructing means, and e) estimating by the vehicle interior humidity estimating means Second determining means for determining whether the estimated vehicle interior humidity is smaller than a predetermined value, and f) if the estimated vehicle interior humidity is smaller than the predetermined value by the second determining means, To start operation Unchanged, air conditioning system and a compressor control means for the estimated vehicle interior humidity to stop the refrigerant compressor so that the predetermined value or more.