DE102010027141A1 - Vehicle air conditioning system - Google Patents

Abstract

A vehicle air conditioning system is disclosed. In a pre-air-conditioning operation, an air-conditioning ECU (50) determines an amount of change of a speed of a compressor (2) up or down according to a difference between the usable power and the power consumption of the compressor (2) in such a manner that the number of revolutions of the compressor (2) 2), the higher the difference between the usable power and the power consumption of the compressor (2), and vice versa.

Description

Background of the invention

1. Technical field of the invention

This invention relates to a vehicle air conditioning system for air conditioning a passenger compartment using an air conditioning system having a heat pump cycle or, more particularly, to a vehicle air conditioning system for performing an air conditioning operation before a prospective occupant gets into the vehicle.

2. Description of the Related Art

As an example of the conventional technique for the vehicle air conditioning system, the operation of the passenger compartment air conditioning using the heat pump cycle system before a prospective occupant enters the vehicle (hereinafter also referred to as "the pre-air-conditioning operation") is known (for example, US Pat Japanese Unexamined Patent Publication No. 2004-76544 ).

Specifically, in this conventional vehicle air-conditioning system, a rotational speed of a compressor corresponding to a parameter (target blowing temperature) with respect to an air-conditioning load and the rotational speed of the compressor corresponding to the remaining capacity of a battery are determined, and by comparing the two rotational speeds with each other, the lower of determined them as a speed for driving the compressor. As a result, the power consumption can be kept low while maintaining a certain degree of air conditioning capability, and therefore, the occupant's comfort can be ensured while keeping the battery power consumption low.

Summary of the invention

The energy consumption of the compressor depends on both the refrigerant flow rate and the speed of the compressor. On the one hand, the load of the compressor and hence the power consumption increase with the increase in the refrigerant flow rate, and the power consumption increases with the increase of the number of revolutions of the compressor.

In the in the Japanese Unexamined Patent Publication No. 2004-76544 described vehicle air conditioning system, the speed of the compressor, which corresponds to the remaining battery capacity, used in many cases in which the remaining battery capacity is small. However, as described above, the power consumption of the compressor actually depends on the flow rate of the refrigerant, and therefore can not be properly controlled only by the rotational speed of the compressor. Therefore, the power consumption of the compressor in the control operation sometimes becomes larger than the remaining battery capacity based on the rotational speed of the prior art compressor.

In the case where the air conditioning load is small, the number of revolutions of the compressor corresponding to the air conditioning load is often used. In this case, the speed of the compressor can not be sufficiently increased as compared with the remaining battery capacity, and therefore there is a problem that the power consumption of the compressor can not be started quickly.

This invention has been achieved in view of the above-mentioned problem, and its object is to provide a vehicle air conditioning system that can control the power consumption of the compressor in such a manner that the remaining battery capacity is not exceeded as compared with the allowable capacity for the air conditioning operation.

In order to achieve the object described above, this invention uses the technical means described below.

The reference numerals described in the parentheses in the claims and each apparatus below represent an example of compliance with specific features included in the embodiments described below as one aspect.

This invention relates to a vehicle air-conditioning system in which the pre-air-conditioning operation is performed to control a passenger compartment by controlling a refrigerant flow in a heat pump cycle system ( 1 ) to air conditioner before an anticipated occupant gets into the vehicle. This vehicle air conditioning system includes:
a compressor ( 2 ) for sucking and discharging the refrigerant circulating in the heat pump cycle system;
a heating heat exchanger ( 3 ) for radiating heat from the refrigerant discharged from the compressor ( 2 ) is ejected;
a cooling heat exchanger ( 8th ) for vaporizing the refrigerant circulating in the heat pump cycle system to thereby cool an air blown into the passenger compartment; and
a control unit ( 50 ) for controlling an operation of the compressor within a limit of the power required for the pre-air-conditioning operation is usable (hereinafter simply referred to as "usable power"), which is the power and / or power accumulated in the vehicle provided by an external source during the pre-air conditioning operation,
wherein, in the pre-air-conditioning operation, the control unit determines a change amount of a rotational speed of the compressor in accordance with a difference between the usable power and the power consumption of the compressor in such a manner as to increase or decrease the rotational speed of the compressor with the increase in the difference between the usable power and the power consumption of the compressor increases and vice versa.

According to this invention, the change amount of the rotational speed of the compressor in the preliminary air-conditioning operation as described above is determined according to the difference between the usable power and the power consumption of the compressor. Therefore, the speed of the compressor can be controlled while monitoring the ratio of the compressor power consumption to the usable power (the compressor power consumption with the same unit as that of the usable power). Compared to the prior art in which the compressor is controlled according to the calculated speed, the compressor can be controlled by properly controlling the power within the range of usable power. Further, since the change amount of the rotational speed of the compressor is determined in such a manner that the rotational speed of the compressor is increased with the increase in the difference between the usable power and the power consumption, the rotational speed of the compressor is controlled by making the best of the usable power so that the pre-air conditioning operation can be started at an early stage. In addition, the change amount of the rotational speed of the compressor is determined in such a manner that the rotational speed of the compressor is reduced with the reduction of the difference between the usable power and the power consumption. Therefore, in the case where the amount of the remaining usable power is small, the preliminary air-conditioning operation can be performed in which the speed of the compressor is kept low and the power consumption is prevented from exceeding the usable power while fully utilizing the usable power becomes.

According to this invention, the preliminary air-conditioning operation is performed by a refrigerant cycle operation and a heating cycle operation, wherein a refrigerant flow is controlled in the heat pump cycle system. In the preliminary air-conditioning operation by the refrigeration cycle operation, the control unit may respectively determine the smaller value of the change amount of the rotational speed determined according to a difference between a target temperature and an actual temperature of the cooling heat exchanger or the amount of change of the rotational speed corresponding to the difference between the usable power and the engine speed Power consumption of the compressor is determined, select.

During the refrigeration cycle operation, this invention uses the respective smaller value of the change amount of the rotation speed to promote the approach to the target temperature of the cooling heat exchanger, or the change amount of the rotation speed to be controlled within the range of usable power. Therefore, the pre-air-conditioning control operation is made possible, which prevents the usable power from being exceeded, and the cooling operation can be started quickly, and the frost formation is prevented at the same time.

According to this invention, the preliminary air-conditioning operation is performed by a refrigerant cycle operation and a heating cycle operation in which a refrigerant flow is controlled in the heat pump cycle system, and the control unit can, in the preliminary air-conditioning operation by the heating cycle operation, set the smaller value of the change amount of the rotational speed corresponding to a difference between a target pressure and a target pressure actual pressure of the refrigerant discharged from the compressor is determined, or the change amount of the rotational speed, which is determined according to the difference between the usable power and the power consumption of the compressor, select.

According to this invention, the respective smaller value of the change amount of the rotation speed to promote the approach to the target pressure of the high-pressure side refrigerant or the change amount of the rotation speed intended for the control within the range of usable power is used during the heating cycle operation , Therefore, the preliminary air-conditioning control operation in which the usable power is exceeded is prevented, and on the one hand, the heating operation can be started at an early stage, and at the same time, the heat pump system is prevented from rising to an abnormally high pressure.

According to this invention, the control unit may determine the amount of change of the rotational speed in the Case where the difference between the usable power and the power consumption of the compressor is not larger than a predetermined value, determine as a negative value. According to this invention, the change amount of the rotational speed in the case where the difference between the usable power and the power consumption of the compressor is not more than a predetermined value as described above is set as a negative value, and therefore, the rotational speed of the Compressor with the approximation of the power consumption of the compressor down to the usable power. As a result, the power consumption of the compressor is controlled with the power that is slightly smaller than the usable power. Consequently, the excessive power consumption over the usable power is surely suppressed while at the same time making it possible to suppress the excessive power consumption that might otherwise be caused by the delayed feedback or the power change.

According to this invention, the control unit may determine that the change amount of the rotational speed in the case where the pressure of the refrigerant discharged from the compressor reaches a predetermined pressure or higher is reduced or maintained.

According to this invention, the change amount of the rotational speed in the case where the refrigerant pressure rises to a predetermined pressure or higher during the high-pressure side pre-purifying operation is reduced or maintained, thereby keeping the rotational speed of the compressor low. Therefore, the increment of the power consumption due to the blower can be reduced even in the case where the refrigerant pressure increases so that the output of the blower for the heat radiation increases, and hence the power consumption of the devices with respect to the air conditioning operation as a whole can become low being held. As a result, the pre-air-conditioning operation, which helps prevent the usable power from being exceeded, can be carried out.

The invention includes an anti-fogging mode for removing the fog from the vehicle window during the pre-air-conditioning operation, and the controller may perform the anti-fogging mode during the pre-air-conditioning operation as long as the anti-fogging mode is set.

According to this invention, in addition to the operational effects described above, the anti-fogging mode can be set to perform the anti-fogging operation during the pre-air-conditioning operation. Consequently, a vehicle air conditioning system meeting the user's requirements is provided in which the user gives priority to the defogging of the window by setting the defog mode according to the situation prevailing at the time of the pre-air-conditioning operation.

According to this invention, the control unit may execute the anti-fogging mode so as to be, in the case where a predetermined time has not elapsed since the end of the pre-air-conditioning operation or a difference between a set inside temperature and an actual inside temperature is not greater than a predetermined temperature level Vehicle window deposited fitting to remove.

According to this invention, in addition to the above-described operation effects, the time required before the fogging of the window is removed and the vehicle is started can be shortened, in the case where no long time has passed after the end of the pre-air-conditioning operation the inside temperature is near a target temperature, the anti-fogging mode is executed.

Incidentally, the reference numerals which are described in parentheses in the claims and attached to each device exemplify the correspondence with specific devices included in the later-described embodiments.

The present invention may be more fully understood from the description of preferred embodiments of the invention as set forth below together with the accompanying drawings.

Brief description of the drawings

In the drawings:

1 Fig. 10 is a schematic diagram for explaining the structure of the vehicle air conditioning system 100 according to a first embodiment of the invention and a refrigerant flow in a refrigeration cycle operation (KALT cycle);

2 Fig. 10 is a schematic diagram for explaining the structure of the vehicle air conditioning system 100 and a refrigerant flow in a heating cycle operation (HOT cycle);

3 Fig. 10 is a schematic diagram for explaining the structure of the vehicle air conditioning system 100 and a refrigerant flow in a first dehumidification cycle operation (DRY_EVA cycle);

4 is a schematic diagram showing the structure of the vehicle air conditioning system 100 and a refrigerant flow in a second dehumidification cycle operation (DRY_ALL circuit) explained;

5 is a diagram showing the operation of each of the solenoid valves 11 to 14 and a three-way valve 4 in each cycle operation described above;

6 is a block diagram illustrating the control structure of the vehicle air conditioning system 100 shows;

7 FIG. 10 is a flowchart for the basic air conditioning control method performed by an air conditioning ECU 50 of the vehicle air conditioning system 100 is performed;

8th FIG. 4 is a flowchart showing the detail of a cycle mode / PTC (Positive Temperature Coefficient) selection process (Step 6 ) in the air conditioning control method described above;

9 FIG. 3 is a flowchart illustrating part of the method (step 10 ) for determining the rotational speed of a compressor, etc. in the air conditioning control method;

10 FIG. 11 is a map showing the relationship between a deviation En and a deviation variation rate Epunkt to be included in the in 9 shown step 1000 Determine ΔfC;

11 FIG. 13 is a map showing the relationship between a deviation Pn and a deviation change rate P point to be included in the in 9 shown step 1010 To determine ΔfH;

12 FIG. 3 is a flowchart illustrating part of the method (step 10 ) for determining the rotational speed of the compressor, etc. according to a second embodiment;

13 FIG. 3 is a flowchart illustrating part of the method (step 10 ) for determining the rotational speed of the compressor, etc. according to a third embodiment; and

14 FIG. 3 is a flowchart illustrating part of the method (step 10 ) for determining the rotational speed of the compressor, etc. according to a fourth embodiment.

Description of the Preferred Embodiments

A variety of aspects in which the invention is carried out will be explained below with reference to the drawings. In each aspect (embodiment), the constituents corresponding to the article explained in each of the preceding embodiments are denoted by the same reference numerals and can not be explained again. In the case where only a part of the construction is explained in a given aspect, other already explained aspects are applicable to the other parts of the construction. Not only the parts of the embodiments may, as specifically stated, be combined with each other but, unless otherwise specified, the embodiments may also be partially combined with one another without adversely affecting the particular combination.

First Embodiment

A first embodiment of the invention will be described below with reference to FIG 1 to 11 explained in detail. The first embodiment is an application of a vapor compression refrigerating machine to an air conditioning system of a hybrid vehicle.

The hybrid vehicle includes an internal combustion engine 30 engine generator that generates an engine for driving that generates the driving force by explosively burning a liquid fuel such as gasoline, an engine generator to assist driving having the functions of an auxiliary drive motor and a power generator, an electronic control unit for the internal combustion engine (hereinafter also referred to as a motor-ECU 60 Is referred to) to the internal combustion engine 30 To control the supplied fuel and its ignition timing, a battery for supplying power to the motor-generator and the engine-ECU 60 and a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 70 To control the motor-generator, a continuously variable transmission, and an electromagnetic clutch while simultaneously providing a control signal to the engine ECU 60 is issued. The hybrid ESG 70 has the function of controlling the drive switching operation, the driving force of the motor-generator or the internal combustion engine 30 to transfer to the drive wheels, and the function for controlling the charge / discharge operation of the battery.

The battery has a charger for recharging the electric power consumed by the air conditioning of a passenger compartment and the drive of the vehicle. The nickel-hydrogen storage battery or the lithium-ion battery are used as such a battery, for example. This charger has a terminal connected to an electric charging station or a commercial power supply (home power supply) as a power source, and by connecting the terminal to the power source, the battery can be charged.

• (1) Grundsätzlich wird der Verbrennungsmotor 30 ausgeschaltet, solange das Fahrzeug ortsfest bleibt.
• (2) Wenn das Fahrzeug sich bewegt, wird die von dem Verbrennungsmotor 30 erzeugte Antriebskraft während der Verlangsamung auf die Antriebsräder übertragen. Während der Verlangsamung wird der Verbrennungsmotor 30 ausgeschaltet und von dem Motor-Generator wird Leistung erzeugt und in die Batterie geladen (elektrische Antriebsart).
• (3) Wenn das Fahrzeug unter schwerer Last ist, wie etwa wenn es beginnt sich zu bewegen, beschleunigt, einen Anstieg hoch fährt oder mit hoher Geschwindigkeit fährt, funktioniert der Motor-Generator als ein Elektromotor, so dass neben der in dem Verbrennungsmotor 30 erzeugten Antriebskraft die in dem Motor-Generator erzeugte Antriebskraft auf die Antriebsräder übertragen wird (Hybridantriebsart).
• (4) Wenn die Restkapazität der Batterie auf oder unter den Ladebeginn-Zielwert abnimmt, wird die Triebkraft des Verbrennungsmotors 30 an den Motor-Generator übertragen, so dass der Motor-Generator als ein Stromgenerator bestrieben wird, um dadurch die Batterie zu laden.
• (5) In dem Fall, in dem die Restkapazität der Batterie auf oder unter den Ladebeginn-Zielwert sinkt, wird ein Befehl an das Motor-ESG 60 ausgegeben, um den Verbrennungsmotor 30 zu starten, wenn das Fahrzeug ortsfest ist, während gleichzeitig die Triebkraft des Verbrennungsmotors 30 an den Motor-Generator übertragen wird.

In particular, the following tax operations are carried out:

• (1) Basically, the internal combustion engine 30 switched off as long as the vehicle remains stationary.
• (2) When the vehicle is moving, that of the internal combustion engine 30 generated driving force during deceleration transmitted to the drive wheels. During the deceleration becomes the internal combustion engine 30 Power is turned off and charged by the motor generator and charged into the battery (electric drive mode).
• (3) When the vehicle is under heavy load, such as when it starts to move, accelerates, ramps up, or travels at a high speed, the motor-generator functions as an electric motor, besides that in the internal combustion engine 30 generated driving force, the driving force generated in the motor-generator is transmitted to the drive wheels (hybrid drive mode).
• (4) When the remaining capacity of the battery decreases to or below the charging start target value, the driving force of the internal combustion engine becomes 30 transmitted to the motor-generator, so that the motor-generator is driven as a power generator, thereby charging the battery.
• (5) In the case where the remaining capacity of the battery drops to or below the charging start target value, a command to the engine ECU becomes 60 spent to the internal combustion engine 30 to start when the vehicle is stationary, while at the same time the driving force of the internal combustion engine 30 is transmitted to the motor generator.

A vehicle air conditioning system 100 is an air conditioning system capable of performing the air conditioning operation before the passenger gets on the vehicle (referred to as "a pre-air-conditioning operation"). The vehicle user wishing to perform the pre-air conditioning operation operates a portable unit 52 , Then an air conditioning ESG receives 50 a pre-air conditioning command signal received from the portable unit 52 is transmitted, and performs the pre-air-conditioning operation by performing the arithmetic operation according to a predetermined program.

In order to maintain a pleasant air-conditioned environment in the passenger compartment before the user gets on the vehicle, he sends a pre-air-conditioning operation command to the vehicle air-conditioning system by a communication station operating as a control center, by the portable unit 52 served. The prerequisite for the pre-air-conditioning operation is that the vehicle ignition switch is in the off-state or that no signal indicating that an occupant is present in the vehicle is to the air-conditioning ECU 50 is sent.

1 is a schematic diagram showing the structure of the vehicle air conditioning system 100 and a refrigerant flow in a refrigeration cycle operation (which is also referred to as "cold cycle" in the drawings). 2 Fig. 12 is a schematic diagram for explaining a refrigerant flow in a heating cycle operation (also referred to as "HOT cycle" in the drawings). 3 Fig. 10 is a schematic diagram for explaining a refrigerant flow in a first dehumidification cycle operation (also referred to as "DRY_EVA cycle" in the drawings). 4 Fig. 10 is a schematic diagram for explaining a refrigerant flow in a second dehumidifying cycle operation (which is also referred to as a "DRY_ALL cycle" in the drawings). 5 is a diagram illustrating the operation of the solenoid valves 11 to 14 and a three-way valve 4 in each of the above-mentioned cycle operations. In 1 to 4 is the path of the refrigerant flow through a thick solid line and the other ways except the refrigerant are indicated by dashed lines.

The vehicle air conditioning system 100 uses a heat pump cycle system 1 , which provides an accumulator refrigeration cycle system, and includes an air conditioning case 20 to direct the blown air into the passenger compartment, an indoor fan 21 (Indoor blower device) for introducing the air into the air conditioning case 20 and further into the passenger compartment, and an electronic air-conditioning control unit (hereinafter also referred to as "an air-conditioning ECU 50 Reference is made) with the engine-ECU 60 connected is.

The indoor fan 21 includes a fan housing (not shown), a fan and a blower motor. The speed of the blower motor is determined according to the voltage applied to the blower motor. The voltage applied to the blower motor, in turn, is based on the control signal from the climate control ECU 50 controlled.

The blower housing of the internal blower 21 is an inside air inlet (not shown) for introducing the air from the interior of the passenger compartment (inside air), an outside air inlet (not shown) for introducing the air outside the passenger compartment (outside air), and an inside / outside air switching door (not shown); forming an inside / outside air switching means configured to adjust the opening ratio between the inside air inlet and the outside air inlet.

In the airway in the air conditioning case 20 on the downstream side of the internal fan 21 in the blown air, in the order from the upstream to the downstream side, an evaporator (cooling heat exchanger) 8th , an air mix door 22 , a heating core 23 , a condenser (heating exchanger) 3 and a PTC heater (auxiliary electric heat source) 24 arranged.

The downstream end (in 1 above) of the air conditioner housing 20 is connected to a defroster outlet (not shown) for discharging the blown air toward the windshield of the vehicle, a face air outlet (not shown) for discharging the blown air toward the upper half of the occupant and a foot air outlet for discharging the blown air toward the feet of the occupant ,

The evaporator 8th is right across the way to the internal fan 21 Following arranged to all the from the indoor fan 21 let blown air through. The evaporator 8th acts as a cooling heat exchanger for dehumidifying or cooling the blown air by the heat absorption operation of the internal refrigerant flow in the refrigerant cycle operation or the dehumidification cycle operation.

The heater core 23 is in the blowing air in such a manner on the downstream side of the evaporator 8th arranged that at least the heat transfer portion of the heater core 23 only on a warm air side of the internal path of the air conditioning housing 20 located. The heater core 23 acts in the heating cycle operation as a heat exchanger for heating the surrounding air using the heat of the cooling water for the internal combustion engine 30 that flows in it.

A capacitor 3 of which at least the heat transfer section is located only in the internal path on the warm air side of the air conditioner housing 20 is located in the blown air farther downstream of the heater core 23 arranged. The capacitor 3 acts as a heating heat exchanger for heating the blowing air flowing in the hot-air side path during the heating cycle operation, the dehumidifying cycle operation and the cooling cycle operation, due to the heat radiation of the internal refrigerant flow.

The PTC (positive temperature coefficient) heater 24 of which at least the heat transfer section is located on the hot air side path is further downstream in the blown air from the condenser 3 arranged. The PTC heater 24 is an auxiliary heater for heating the blown air, which flows in the hot air side path in the heating cycle operation and the cooling cycle operation. The PTC heater 24 has an electric heating element section which is suitable to be supplied with energy and to heat the ambient air.

The electric heating element section is formed by installing a plurality of PTC elements in a resin frame made of a heat-resistant resin material (for example, nylon 66 or polybutadiene terephthalate). Furthermore, the PTC heater 24 a heat exchange fin section to transfer the heat from the electric heating element section. The heat exchange fin portion is formed by brazing a corrugated fin of a thin aluminum sheet and an aluminum plate for holding the corrugated fin in-shape and securing the contact surface with the PTC element or the electrode plate to each other.

In the airway downstream of the evaporator 8th and upstream of the heater core 23 and the capacitor 3 is an air mix door 22 arranged in the air, which is the evaporator 8th has passed through, is divided into the air, which is the condenser 3 passes through, and the air that passes the condenser 3 bypasses, or is switched between them, thereby adjusting the ratio of the flow rate between the two types of air.

The air mix door 22 whose flap body position is changed by an actuator or the like, can each have the warm air side path and the cool air side path, in which the air conditioner housing 20 is separate, partially or completely close. The degree in which the hot air side path through the air mix door 22 is open, indicates the ratio in which the transverse opening of the hot air-way is opened, and is adjustable in the range of 0% to 100%. Similarly, the degree in which the cool air side path from the air mix door 22 is opened, the ratio in which the transverse opening of the cool air side path is opened, and is adjustable in the range of 0% to 100%.

The heat pump cycle system 1 includes a compressor 2 , a capacitor 3 , a three-way valve 4 , an outdoor heat exchanger 5 , a first expansion valve 10 , a second expansion valve 7 , an evaporator 8th , an accumulator 8th , an accumulator 9 and solenoid valves 11 to 14 , The heat pump cycle system 1 can perform the cooling, heating and dehumidifying operations, the cooling evaporator 8th and the heating condenser 3 take advantage of the state change of the refrigerant (for example, R134a or CO ₂ ) flowing in the refrigeration cycle system. The evaporator 8th and the capacitor 3 form in place of the outdoor heat exchanger 5 an indoor heat exchanger 5 ,

In the refrigeration cycle operation, the refrigerant flows in the direction of white arrows through the path indicated by the thick solid line in FIG 1 is designated. A refrigeration cycle system in the heat pump cycle system 1 has a great dehumidifying ability and includes, in a ring with piping, as in 1 shown connected the compressor 2 for sucking and discharging the refrigerant, the condenser 3 into the one from the compressor 2 discharged refrigerant flows, the outdoor heat exchanger 5 for radiating heat by the heat exchange between the air and the refrigerant, during the cooling cycle operation of the condenser 3 flows in, the three-way valve 4 for conducting the refrigerant from the condenser 3 in the direction of the outdoor heat exchanger 5 , the solenoid valve 11 , which is adapted to the flow of refrigerant from the outdoor heat exchanger 5 to the evaporator 8th to control the second expansion valve 7 for decompressing the refrigerant which has passed through the path, that of the solenoid valve 11 is opened, the evaporator 8th for cooling the blown air by vaporizing the in the second expansion valve 7 decompressed refrigerant and the accumulator 9 for separating the refrigerant into a gas and a liquid. The Kühlkreislaufbetriebsweg is from the compressor 2 , the capacitor 3 , the three-way valve 4 , the outdoor heat exchanger 5 , the solenoid valve 11 , the second expansion valve 7 , the evaporator 8th , the accumulator 9 and the compressor 2 , which are arranged in this order, constructed.

As described above, the path of the refrigerant cycle operation by the three-way valve 4 switched to be connected to the path leading to the outdoor heat exchanger 5 is directed. During the cooling cycle operation, therefore, this flows by exchanging heat with the blown air in the condenser 3 cooled refrigerant in the outdoor heat exchanger 5 without the first expansion valve 10 to go through and after it from the second expansion valve 7 was decompressed, by the way, by the solenoid valve 11 is opened, flows into the evaporator 8th and gets through the accumulator 9 in the compressor 2 sucked. In the refrigeration cycle operation, heat is transferred from the outdoor heat exchanger 5 acting as a condenser, discharged outside and from the evaporator 8th added. Although the capacitor 3 in the process is also heated, the amount of heat exchanged with the inside air can be reduced by adjusting the position of the air mix door 22 is controlled. A check valve 15 To prevent backflow is also in the path between the solenoid valve 11 and the expansion valve 7 arranged.

During the heating cycle operation, the refrigerant flows in the direction of the black arrows through the path indicated by the thick solid line in FIG 2 is displayed. A heating cycle system in the heat pump cycle system 1 , which has a large heating capacity and no dehumidifying capability, in a ring through the piping, as in 2 shown connected the compressor 2 , the condenser 3 for heating the air by exchanging heat between the air and the refrigerant flowing from the compressor 2 is discharged, during the heating cycle operation, the first expansion valve 10 comprising a decompressor for reducing the pressure of the refrigerant flowing from the condenser 3 during the heating cycle operation, forms a solenoid valve 14 , which is adapted to the flow of refrigerant from the first expansion valve 10 to the outdoor heat exchanger 5 to control the outdoor heat exchanger 5 for vaporizing the refrigerant from the first expansion valve 10 is decompressed, during the heating cycle operation, a solenoid valve 12 , which is adapted to the flow of refrigerant from the outdoor heat exchanger 5 to the compressor 2 and the accumulator 9 to control. The heating circuit operating path is from the compressor 2 , the capacitor 3 , the three-way valve 4 , the first expansion valve 10 , the solenoid valve 14 , the outdoor heat exchanger 5 , the solenoid valve 12 , the accumulator 9 and the compressor 2 , which are arranged in this order formed. A check valve 16 to prevent backflow is also in the path between the solenoid valve 12 and the accumulator 9 arranged. In the case where the outside air has a very low temperature, the efficiency of the heating cycle operation is so low that the internal combustion engine 30 is started in the cooling cycle operation, and in this way the temperature of the engine cooling water (hot water) is increased, the passenger compartment by the heat of the heater core 23 heated.

In the first dehumidifying cycle operation, the refrigerant flows in the direction of the thick dashed arrows through the path indicated by the thick solid line in FIG 3 is displayed. The first dehumidification cycle operation of the heat pump cycle system 1 which has a small heating power and a standard dehumidifying capability is controlled by a control panel 51 selected and executed to dehumidify the passenger compartment with a small heating ability. A first dehumidification circulation system comprises, through the pipelines, as in FIG 3 shown connected in a ring, the compressor 2 , the condenser 3 , the first expansion valve 10 , a solenoid valve 13 , which is adapted to the flow of refrigerant from the first expansion valve 10 to the evaporator 8th to control the evaporator 8th for vaporizing the from the first expansion valve 10 decompressed refrigerant and the accumulator 9 , The way of the first Dehumidification cycle operation is by the compressor 2 , the condenser 3 , the three-way valve 4 , the first expansion valve 10 , the solenoid valve 13 , the evaporator 8th , the accumulator 9 and the compressor 2 , which are arranged in this order formed. In this way of the first dehumidification cycle operation, this flows from the first expansion valve 10 decompressed refrigerant rather than in the outdoor heat exchanger 5 in the evaporator 8th and is after cooling the blown air through the accumulator 9 in the compressor 2 sucked.

In the second dehumidification cycle operation, the refrigerant flows through the path that is in 4 indicated by the thick solid line, in the direction of the thick hatched arrows. The second dehumidification cycle operation of the heat pump cycle system 1 which has a standard heating performance and a small dehumidifying ability, for example, by the operation of the control panel 51 selected to dehumidify the passenger compartment with a standard heating capability. In addition to the first dehumidification cycle operation path, the second dehumidification cycle operation path has, as in 4 shown a refrigerant path leading from a point between the first expansion valve 10 and the solenoid valve 13 branched. This branch refrigerant path goes from one point on the way between the first expansion valve 10 and the solenoid valve 13 Continue and go through the solenoid valve 14 , the outdoor heat exchanger 5 and the solenoid valve 12 , joins the way between the evaporator 8th and the accumulator 9 , The second dehumidification cycle operation is thus carried out on the one hand by a path that the compressor 2 , the condenser 3 , the three-way valve 4 , the first expansion valve 10 , the solenoid valve 13 , the evaporator 8th and the accumulator 9 and, on the other hand, by a path connecting the first expansion valve 10 , the outdoor heat exchanger 5 , the solenoid valve 12 and the accumulator 9 includes. This second dehumidification cycle operation is thus carried out, on the one hand, by a path in which that of the first expansion valve 10 decompressed refrigerant after flowing into the evaporator 8th and cooling the blown air without entering the outdoor heat exchanger 5 to flow through the accumulator 9 in the compressor 2 is sucked in, and on the other hand by a way in which the refrigerant after flowing into the outdoor heat exchanger 5 and absorbing heat from the air through the accumulator 9 in the compressor 2 is sucked in.

The compressor 2 is powered by an electric motor built into it 2a driven and its speed is controllable, so that the refrigerant discharge rate is variable according to the speed. The speed of the electric motor 2a of the compressor 2 can be controlled by the frequency controlled AC voltage provided by an inverter 90 is applied to him. The inverter 90 is powered by a battery in the vehicle with a DC power and the air conditioning-ECU 50 controlled.

The outdoor heat exchanger 5 For example, located in the engine compartment outside the passenger compartment, exchanges heat between the ambient air and the refrigerant and takes it from an outdoor fan 6 blown air on. The outdoor heat exchanger 5 thus operates as an evaporator during the heating cycle operation and as a condenser during the refrigeration cycle operation.

The first expansion valve 10 may include a fixed expansion valve (for example, a capillary tube), such as a fixed restriction, a constant pressure expansion valve, or a mechanical expansion valve. The first expansion valve 10 this expands to the outdoor heat exchanger 5 Supplied refrigerant through its decompression during the heating cycle operation. The second expansion valve 7 comprising a temperature-sensitive cylinder uses a temperature-actuated process in which the outlet refrigerant temperature is fed back to control the refrigerant flow rate with the proper valve opening degree, so that the refrigerant in the vapor state at the outlet of the evaporator 8th has a moderate degree of overheating. During the heating cycle operation and each dehumidification cycle operation, that of the second expansion valve becomes 7 decompressed low pressure refrigerant by the heat absorption in the evaporator 8th decompresses, and the refrigerant that the evaporator 8th has gone through, is in the accumulator 9 fed. Then the refrigerant is at the outlet of the evaporator 8th from the accumulator 9 separated into gas and liquid, and the gas refrigerant in the accumulator 9 gets into the compressor 2 sucked.

The evaporator 8th is a cooling heat exchanger for cooling the blown air and operates as an evaporator during the cooling cycle operation. This evaporator 8th cools by exchanging heat between the air and the low-temperature low-pressure refrigerant, that of the second expansion valve 7 decompressed and expanded, the air that passes through the core section.

The capacitor 8th which is a heating heat exchanger for heating the blowing air and downstream of the evaporator 8th in the air conditioning case 20 is located, exchanges heat between the air and the high-temperature high-pressure refrigerant supplied by the compressor 2 is compressed, thereby to heat the air passing through the core section. A water pump 31 , in the is arranged in the circuit in which the engine cooling water is circulated, supplies the heater core 23 with the hot water, which makes up the engine cooling water. This heater core 23 acts as a heater to the blown air in cooperation with the condenser 3 to heat.

The air mix door 22 controls the mixing ratio between the cooling air from the evaporator 8th and the warm air from the condenser 3 , etc. (heating). The accumulator 9 On the one hand, temporarily collects the excess refrigerant in the refrigeration cycle and discharges only the gas-phase refrigerant and thus prevents the other hand, that the liquid refrigerant in the compressor 2 is sucked in.

The three-way valve 4 , the normally open solenoid valve 11 , the normally closed solenoid valve 12 , the normally closed solenoid valve 13 and the normally open solenoid valve 14 are flow path switching devices and work in any circuit, such as in 5 shown. A refrigerant pressure sensor 40 is in the flow path on the high pressure side of the heat pump cycle system 1 arranged and detects the high pressure of the refrigerant upstream of the condenser 3 , ie the discharge pressure Pre of the compressor 2 ,

The air conditioning ESG 50 is a control unit for controlling the air conditioning operation in the passenger compartment, and includes a microcomputer, an input circuit that operates with signals from various switches on the control panel 51 located on the front surface of the passenger compartment and sensor signals from the refrigerant pressure sensor 41 , an outdoor air sensor 42 , a sunlight sensor 43 and an evaporator temperature sensor 44 is supplied, and an output circuit for transmitting an output signal to various actuators. The microcomputer constructed of memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory) and a CPU (Central Processing Unit) includes various programs that are for the arithmetic operation based on one of the operation panel 51 , etc., are used.

The air conditioning ESG 50 receives the air conditioning environment information, air conditioning operation condition information, and vehicle environment information during each cycle operation, and calculates the capacity for the compressor by performing the arithmetic operation for them 2 should be set. The air conditioning ESG 50 Gives a control signal to the inverter based on the result of the arithmetic operation 90 out, reducing the output volume of the compressor 2 is controlled.

As described above, the operation signals in the on / off operation and the target temperature of the air conditioning system with the detection signals of the various sensors by the occupant operation of the control panel 51 or the portable unit 52 into the air conditioning ESG 50 entered. Then the air conditioning ESG communicates 50 with the engine-ECU 60 , the hybrid ESG 70 etc., and controls the operation of the various devices including the compressor based on the result of the various arithmetic operations 2 , the indoor fan 21 , the outdoor fan 6 , the PTC heater 24 , the three-way valve 4 , the solenoid valves 11 to 14 , an inside / outside air switching door 25 and an air outlet switching door 26 ,

7 FIG. 11 is a flowchart showing the basic control method performed by the air conditioning ECU 50 is performed. In 7 the control operation is started by turning on the ignition switch and the power to the air conditioning ECU 50 is supplied. The process of each step described below is performed by the air conditioning ECU 50 executed.

(Vorklimatisierungsbestimmung)

The pre-air conditioning ESG 50 is built around the passenger compartment based on the signals from the various sensors and the various controls on the control panel 51 are arranged, or the signals from the portable unit 52 providing a remote control device to air condition. As long as the vehicle remains stationary and no occupant is on board, the climate control ESG monitors 50 the presence or absence of a pre-air conditioning request operation command from the portable unit or a pre-set pre-air-conditioning operation command.

In the case where a pre-air conditioning request from the portable unit 52 or, based on the air-conditioning request time entered in advance, the time comes to start the pre-air-conditioning operation, the in 7 shown step 1 Whether the vehicle is stationary or not and whether or not the power source of the power supply is greater than the power required for the pre-air-conditioning operation. Once it is confirmed that the power source is greater than the power required for pre-air conditioning operation, a pre-air-conditioning flag is set for the stationary vehicle to allow execution of the pre-air-conditioning operation.

(Initialization)

Next, each of the parameters stored in the RAM, etc. of the in 6 shown air conditioning-ESG 50 in step 2 initialized.

(Reading the switch signal)

Next, in step 3 the switch signals, etc. from the control panel 51 , etc. read.

(Reading the sensor signal)

Then in step 4 read the signals from the various sensors described above.

(Basic tax operation for the TAO calculation)

Next, a target temperature TAO of the air blown into the passenger compartment is calculated using Expression 1 stored in the ROM and described below. TAO = Ksoll × Tsoll - Kr × Tr - Kam × Tam - Ks × Ts + C (Expression 1) wherein Tsoll is a temperature set by the temperature setting switch, Tr is an inside air temperature that is from the inside air sensor 41 is detected, Tam is an outside air temperature, that of the outside air sensor 42 is detected, and Ts a lot of that of the sunlight sensor 43 is detected sunlight. Ksoll, Kr, Kam and Ks are reinforcements, and C is a constant for correcting the entire operation. By using TAO and the signals from these various sensors, the control value for the actuator of the air mix door becomes 22 and the control value for the speed of the water pump 31 calculated.

(Kreislaufbetriebs- / PTC selection)

Next, a cycle operation to be performed and the PTC heater to be energized will be in step 6 selected. The step 6 is based in particular on 8th executed. 8th is a flow chart illustrating the detail of the cycle mode / PTC selection process in FIG 7 shown step 6 shows.

As in 8th shown, determines the step 60 once the control operation has been started, determine whether the pre-airlift marker as a result of performing the method of step 1 is set or not. In the case where the pre-air-conditioning flag is set, the step determines 61 whether the ambient air temperature is lower than -3 ° C or not.

In the case where the ambient air temperature is lower than -3 ° C, the heating efficiency of the heat pump cycle system becomes 1 decreases, and there is a tendency to easily frost on the outdoor heat exchanger 5 starts, and therefore the PTC heater is in the step 63a energized to perform the pre-air conditioning operation.

In the case where the ambient air temperature is not lower than -3 ° C, the step determines 62 whether or not the air outlet is the face mode in the automatic mode. In the case where the face mode prevails, the heating by the heat pump cycle system 1 is determined to be unnecessary, and the pre-air conditioning operation is performed by the refrigerant cycle operation in step 63b carried out.

In the case where the step 62 determines that the other mode than the face mode prevails, becomes in step 63c the preliminary air conditioning operation is performed for heating by the heating cycle operation. In the method, the first or second dehumidifying cycle operation may be performed as the associated preliminary air conditioning operation. In the case where the step 60 determines that the pre-air-conditioning flag is not set and the pre-air-conditioning mode does not prevail, the step determines 64 whether the ambient air temperature is lower than -3 ° C or not.

In the case where the ambient air temperature is lower than -3 ° C, the heating efficiency of the heating cycle operation is reduced, and frost on the outdoor heat exchanger tends to be liable to occur 5 attaches, and therefore will in step 66a the air conditioning operation is performed by the refrigeration cycle operation. In the method, the internal combustion engine 30 started to the temperature of the hot water and the heating core 23 to increase.

After the determination in step 64 in that the ambient air temperature is not lower than -3 ° C, the step determines 65 whether or not the air outlet is the face mode in the automatic mode. In the case where the face mode prevails, it is determined that heating by the heat pump cycle system 1 is not required, and in step 66b the air conditioning operation is performed in the refrigeration cycle operation. In the case where the step 65 determines that the face mode is not prevailing, it is determined that the heating by the heat pump cycle system 1 is required, and the Air conditioning operation in the heating cycle operation is in step 66c executed.

The in 3 shown first dehumidification cycle operation or in 4 The second dehumidifying cycle operation shown can be automatically performed for the heating cycle operation in the steps according to the degree of necessity for the heating and dehumidifying 63c and 66c to be selected.

(Determination of the fan voltage)

Next, the blower voltage corresponding to the target outlet air temperature in the in 7 shown step 7 determined using the map stored in the ROM. This blower voltage is applied to the indoor blower 21 which is powered by battery power. The map represents a characteristic diagram showing the relationship between the target outlet air temperature TAO and the blower voltage for the current charge amount of the battery. According to this map, the correct blower voltage can be determined for the target outlet air temperature TAO taking into account the charge amount of the battery.

In the case of a vehicle that can be supplied with commercial power (100V or 200V) according to the terminal specification, the blower voltage is calculated using the map that the relationship between the target outlet air temperature TAO and the blower voltage for the charge amount of the battery and the the commercial power supply indicated determined.

(Determination of the air intake mode)

Next, the air intake mode corresponding to the target exhaust air temperature TAO in the in 7 shown step 8th determined from the map stored in the ROM. Specifically, the inside air circulation mode is selected in the case where the target outlet air temperature TAO is high, and the ambient air inlet mode is selected in the case where the target outlet air temperature TAO is low.

(Determination of the air outlet mode)

The air outlet mode, which corresponds to the target outlet air temperature TAO, becomes in step 9 from 7 determined from the map stored in the ROM. Specifically, in the case where the target outlet air temperature TAO is high, the foot mode is selected, and the bi-level mode and the face mode are selected with the decrease in the target outlet air temperature TAO progressively in this order.

(Determination of the speed of the compressor, etc.)

Next, the speed of the compressor, etc. in the in 7 shown step 10 certainly. In this step, the amount of increase or decrease in the rotational speed (the amount of change of the rotational speed) of the compressor is based on the difference between the usable power that can be used for the air conditioning operation and the power consumption of the compressor 2 determined, while at the same time the speed of the compressor 2 is determined, which corresponds to the respective cooling cycle operation and the heating circuit operation. The usable power referred to herein is defined as a value that is determined from the wattage of the commercial power provided to the vehicle according to the terminal specification and / or the charge amount of the battery, and sets the limit for the the air conditioning operation usable power. As an alternative, the useful power may be the power provided by the battery or commercial power supply (100V or 200V) through the port that may be associated with the air conditioning operation. The charge amount of the battery included in the usable power can be determined by supplying a current between the short-circuited battery terminals and measuring the internal resistance, or by the arithmetic operation using the charge and discharge current values and the time.

The power consumption of the compressor 2 is in conjunction with the in step 10 specific speed of the compressor, the ratio of the compressor 2 in its current state, which is an actual power consumption, by the measurement by an inverter 90 or a predetermined arithmetic operation is determined.

In this way, the climate control ESG controls 50 the operation of the compressor 2 within the range of the power usable for the pre-air-conditioning operation, which is available from the battery power as an example of power accumulated in the vehicle, and / or power supplied from an external source at the time of the pre-air-conditioning operation.

9 FIG. 12 is a flowchart explaining a part of the steps to control the number of revolutions of the compressor, etc. in the in 7 shown step 10 to explain. This part of steps shows the steps for determining the speed of the compressor during the refrigeration cycle operation or the heating cycle operation. In other cycle operations, the speed of the compressor is determined by a well-known method that will not be described here.

First, the climate control ESG calculates 50 according to expression 2 described below in step 1000 a temperature deviation En between a target evaporator temperature TEO calculated using the detection signals of the various sensors and an actual evaporator temperature TE (the temperature detected by the evaporator temperature sensor 44 ). En = TEO - TE (expression 2)

Further, using the following expression 3, a deviation change rate E point is calculated. E point = En - En ^-1 (expression 3) where En is updated once every second and En ^{-1 is} a value at the time one second before En.

Furthermore, the climate control ESG calculates 50 using En and Epunkt calculated and in 10 map shown a "speed change amount .DELTA.fC for the cooling circuit operation" of the electric motor 2a one second before. The speed change amount ΔfC during the cooling cycle operation is a value contributing to the prevention of the frosting of the heat exchanger during the cooling cycle operation. This in 10 The map shown indicates the relationship between the deviation En and the deviation change rate E point, and is stored in advance in a ROM. The speed change amount ΔfC for the temperature deviation En and the deviation change rate E point may alternatively be determined by fuzzy control based on a predetermined membership function or rule stored in the ROM.

Next will be in step 1010 the amount of change in the number of revolutions of the compressor using a target pressure PDO, a high pressure Pre (the high pressure detected by the refrigerant pressure sensor 40 is measured), a deviation Pn and a deviation change rate PDO. Pn ^-1 is a value preceding the deviation Pn, where n is a natural number.

First, during the heating cycle operation in the heat pump cycle system 1 the Zielauslasslufttemperatur TAO, in the in 7 shown step 5 is determined in the in 9 shown step 1010 is converted into the target pressure PDO (hereinafter simply referred to as PDO) of the refrigerant flowing on the high-pressure side of the refrigeration cycle system. This conversion may use a well-known method, and the target outlet air temperature TAO may be converted to the PDO using a conversion map.

Alternatively, a refrigerant saturation temperature Tc may be obtained from the target outlet air temperature TAO, a temperature efficiency 4 , which deals with an air capacity V of the internal fan 21 and the air temperature on the suction side of the condenser 3 is determined, and based on the relationship between this refrigerant saturation temperature Tc and a saturation pressure Pc (a condensing pressure of the condenser 3 ), the saturation pressure Pc corresponding to the refrigerant saturation temperature Tc may be determined as the target pressure PDO.

Next, the pressure deviation Pn between the target pressure PDO and that of the refrigerant pressure sensor becomes 40 high pressure pre calculated according to the following expression 4. Pn = PDO - Pre (Expression 4)

A deviation change rate P point is also calculated according to Expression 5 below. P-point = Pn-Pn- ¹ (Expression 5)

As described above, Pn ^{-1 is} a value preceding the deviation Pn.

11 FIG. 15 is a map showing the relationship between the pressure deviation Pn, the deviation change rate Ppoint, and the speed change amount ΔfH. Next, the speed change amount ΔfH to be increased or decreased with respect to the compressor rotational speed fn ^-1 one second before, using the in 11 map shown in the ROM of the climate control ESG 50 is stored, calculated from Pn and Ppunkt. The speed change amount ΔfH for the pressure deviation Pn and the deviation change rate P point may alternatively be determined by a fuzzy control based on a predetermined membership function and a predetermined rule stored in the ROM.

Next, the step determines 1020 Whether the pre-air conditioning operation is performed or not. In the case where the pre-air-conditioning operation does not prevail, the rotational speed of the compressor is calculated by the normal arithmetic method described below. The step 1040 determines if the in step 6 Selected cycle operation is the refrigeration cycle operation or not. In the case where the refrigeration cycle operation is involved, the speed change amount Δf of the compressor becomes smaller than that in step 1000 calculated " Speed change amount .DELTA.fC for the refrigeration cycle operation "determines and is in step 1041 written in the RAM. Further, in step 1041 certain Δf (= ΔfC) is added to the previous speed of the compressor to thereby calculate the "actual speed of the compressor" (step 1060 ), which makes it possible to determine the number of revolutions of the compressor for the refrigeration cycle operation instead of the pre-air conditioning operation.

In the case where the heating cycle operation, but not the refrigeration cycle operation, prevails, the change amount Δf of the rotational speed of the compressor in step 1042 as " the speed change amount ΔfH for the heating cycle operation " 1010 is calculated, and the thus determined amount of change ΔfH is written in the RAM. Further, in step 1042 certain .DELTA.f (= .DELTA.fH) is added to the previous number of revolutions of the compressor to thereby change the "actual speed of the compressor" (step 1060 ), whereby the rotational speed of the compressor is calculated during the heating cycle operation but not in the pre-air-conditioning operation.

Next, the arithmetic method unique to the rotational speed of the compressor in the pre-air-conditioning operation will be explained. In the case where the step 1020 When it is determined that the pre-air-conditioning mode prevails, an amount of change ΔfPre (rpm) of the compressor speed becomes the difference between the usable power and the power consumption of the compressor 2 (sometimes referred to simply as "a first residual power" hereinafter). This amount of change ΔfPre of the compressor speed is a parameter that is determined to utilize the usable power of the vehicle in a manner that will not be exceeded.

The amount of change ΔfPre of the rotational speed of the compressor 2 is determined using a ΔfPre map (a map shown in step 1030 from 9 which is expressed as a function corresponding to the first remaining power is calculated. The first residual power and ΔfPre are proportional to each other, and the smaller the first remaining power, the smaller the value ΔfPre. Consequently, in the case where the first remaining power is not higher than a predetermined value, ΔfPre takes a negative value, and therefore, the rotational speed of the compressor becomes 2 further down controlled than in the previous session. In particular, when the first remaining power is once reduced to the predetermined value or lower, ΔfPre assumes a negative value, and the rotational speed of the compressor 2 is controlled down. According to this embodiment, this predetermined value is set in the range of 200W to 300W.

That in step 1030 The map shown in FIG. 4 is stored in advance in the ROM, and the ΔfPre calculated from this map is stored in the RAM. The calculation method in step 1030 is updated once every second.

Next, the step determines 1050 whether in step 6 Selected cycle operation is the refrigeration cycle operation or not. In the case where the cooling circuit is selected, the in step 1000 calculated ΔfC with that in step 1030 calculated .DELTA.fPre, and the smaller of them is calculated as the amount of change .DELTA.f the speed of the compressor 2 determined (step 1051 ). This value .DELTA.f and the previous speed of the compressor 2 are added to each other to calculate "the current speed of the compressor" (step 1060 ), thereby reducing the speed of the compressor 2 for the pre-air conditioning operation and the refrigeration cycle operation.

In the case where the heating cycle operation, but not the cooling cycle operation, is selected, the in step 1010 calculated ΔfH with that in step 1030 calculated .DELTA.fPre, and the smaller of them is calculated as the amount of change .DELTA.f the speed of the compressor 2 certainly. This value .DELTA.f and the previous speed of the compressor 2 are added to each other to calculate "the current speed of the compressor" (step 1060 ), thereby reducing the speed of the compressor 2 for pre-air conditioning operation and heating circuit operation.

As described above, in step 1051 during the refrigeration cycle operation, the smaller of .DELTA.fPre and .DELTA.fC is selected, and therefore the step 10 (Determining the speed of the compressor) perform the control operation, which simultaneously prevents both the exceeding of the usable power and the formation of frost. Further, during the heating cycle operation in step 1052 the smaller of .DELTA.fPre and .DELTA.fH selected, and therefore the control operation can be performed to simultaneously prevent both the exceeding of the usable power and the abnormal voltage increase in the heat pump cycle system.

(Determination of PTC / anti-fog operation)

Next, in the in 7 shown step 11 PTC anti-fog operation is determined. The step 11 Definitely like the step 103 for determining the speed of the compressor (step 10 ) based on the difference (first residual power) between the power usable for the air conditioning operation and the power consumption of the compressor 2 whether the PTC heater 24 or the Antifogging device to be supplied with power or not.

The defogger, which is an example of an electrical resistance, is a hot wire window arrestor having a hot wire resistor mounted on the windshield of the vehicle. The defogger is heated according to its power supply with power supplied from the battery or the like according to the amount of current and the applied voltage, thereby contributing to the removal of the window fitting. The operation of the anti-fog device is from the air conditioning-ECU 50 controlled.

As long as the first remaining power is still available in this step, the air conditioning operation can be controlled to control the window fitting by supplying the PTC heater 24 or the defogger, within the limit of usable power. As a result, the time that the occupant might otherwise use to remove the window fitting may be saved, thereby shortening the time to remove the window fitting after the occupant gets into the vehicle, and consequently, the time during which the vehicle is being inflated Before starting the vehicle, noises occur in the surrounding environment, shortened.

(Determination of valve on / off operation)

Next, the step determines 12 in 7 the on or off operation of the three-way valve 4 and the solenoid valves 11 to 14 in any given cycle operation to enable the control operation. In this control mode, the output signal for turning on or turning off the operation of each valve is determined to be the in 5 To achieve shown operation of each valve according to each cycle operation.

(Control signal output)

Then in the in 7 shown step 13 Control signals to the motor-ECU 60 , the inverter 90 , the PTC heater 24 , the various actuators, the three-way valve 4 and the solenoid valves 11 to 14 output to achieve each control operation in the steps 1 to 12 calculated or determined. After waiting for the expiration of a predetermined time in step 14 , the method returns to the in 7 shown to step 3 back, from which each step continues to run.

The advantages of the vehicle air conditioning system 100 according to this embodiment will be explained below. The vehicle air conditioning system 100 air-conditioning the passenger compartment before the occupant gets on the vehicle through the refrigerant cycle operation and the heating cycle operation by controlling the refrigerant flow in the heat pump cycle system 1 be performed. In the pre-air conditioning system, the climate control ECU determines 50 the amount of change in the speed of the compressor 2 up or down according to the difference (first remaining power) between the usable power and the power consumption of the compressor 2 (Steps 1030 . 1051 . 1052 . 1060 ). The amount of change of the rotational speed is determined in such a manner that the rotational speed of the compressor 2 increases with the increase in the difference between the usable power and the power consumption of the compressor and that the speed of the compressor 2 with the decrease in the difference between the usable power and the power consumption of the compressor 2 sinks (step 1030 ).

In this way, the pre-air-conditioning operation is performed by adjusting the amount of change in the number of revolutions of the compressor 2 is determined according to the remaining power, and therefore, the speed of the compressor 2 be precisely controlled while the ratio of the power consumption of the compressor 2 is monitored for the usable power (the power consumption having the same unit as the usable power).

As a result, the compressor can 2 compared to the conventional method for controlling the compressor 2 are properly controlled according to its speed while the power is used within the limit of usable power.

Further, the change amount of the rotational speed of the compressor becomes 2 determined in such a way that the speed of the compressor 2 the higher the difference between the usable power and the power consumption, the higher. Therefore, the usable power can be fully utilized, so that the pre-air-conditioning operation can advantageously be started early for the user. On the other hand, the change amount of the rotational speed of the compressor 2 determined in such a way that the speed of the compressor 2 the lower the difference between the usable power and the power consumption, the lower is the result that the speed of the compressor 2 is kept low as long as the remaining part of the usable power is small, to thereby prevent exceeding the power consumption in terms of the usable power or due to a power response delay.

In the pre-air-conditioning operation by the refrigeration cycle operation, the air-conditioning ECU selects 50 respectively, the smaller value of the change amount of the rotational speed corresponding to the difference between the target temperature TEO and the actual temperature TE of the evaporator 8th is determined, or the change amount of the rotational speed corresponding to the difference (first residual power) between the usable power and the power consumption of the compressor 2 is determined from (step 1051 ).

In this case, during the cooling cycle operation, the smaller value of the change amount of the rotation speed, which is the approximation to the target temperature TEO of the evaporator 8th promotes, and the change amount of the rotational speed for controlling the power consumption within the limit of useful power used, and therefore can be prevented that the usable power limit is exceeded, and the Kühlklimatisierungsbetrieb can be started early, while preventing the formation of frost.

In the pre-air-conditioning operation by the heating cycle operation, the air-conditioning ECU selects 50 the respective lower value of the change amount of the rotational speed corresponding to the difference between the target pressure PDO and the actual pressure Pre des from the compressor 2 discharged refrigerant, or the change amount of the rotational speed corresponding to the difference (first remaining power) between the usable power and the power consumption of the compressor 2 is determined (step 1052 ).

In this case, during the heating cycle operation, the respective smaller value of the change amount of the rotational speed promoting the approach to the target pressure PDO of the high-pressure-side refrigerant and the change amount of the rotational speed for controlling the power consumption are used within the limit of usable power, and therefore both preventing the usable power limit from being exceeded and starting the air conditioning operation early, while at the same time preventing the heat pump cycle system from rising to an abnormally high pressure.

The air conditioning ESG 50 determines the change amount of the rotational speed in the case where the difference (first residual power) between the usable power and the power consumption of the compressor 2 is not greater than a predetermined value, as a negative value (step 1030 ). As a result, the change amount of the rotational speed in the case where the difference between the usable power and the power consumption of the compressor decreases 2 is not greater than the predetermined value, a negative value, and therefore, the rotational speed of the compressor 2 with the approximation of the power consumption of the compressor 2 controlled down to the usable power value. Consequently, the power consumption of the compressor becomes 2 controlled to a level slightly lower than the usable power, with the result that on the one hand it can be safely prevented that the power consumption exceeds the usable power, and on the other hand the excessive power consumption, which might otherwise be caused by the power response delay or the power change, extremely effective can be suppressed.

Second Embodiment

A modification of the first embodiment will be explained below as a second embodiment in which the rotational speed of the compressor 2 in the main air conditioning procedure. In this step, as in the first embodiment, the amount of increase / decrease in the rotational speed of the compressor (the amount of change of the rotational speed) is based on the difference between the usable power and the power consumption of the compressor 2 determined, while at the same time the speed of the compressor 2 is determined according to the cooling cycle operation and the heating cycle operation, respectively.

12 is a flowchart for explaining a part of the in 7 shown step 10 to determine the speed of the compressor. This part of the step should be understood as representing the step of determining the speed of the compressor during the refrigeration cycle operation and the heating cycle operation, and the speed of the compressor in the other cycle operations will be determined by a well-known method which is not described here.

In the control process flow according to this embodiment, ΔfP is discriminated in contrast to the control process flow according to the first embodiment described above with reference to FIG 9 after determining ΔfPre in step 1030 in the 12 shown step 1031 determined, and further, .DELTA.f is as in step 1051A certainly. The other steps are similar to the corresponding steps of the first embodiment. The other components, their operation and the other control methods are similar to those of the first embodiment.

As in 12 shown, calculates the climate control ESG 50 after determining ΔfPre in step 1030 as described above, in step 1031 the amount of change ΔfP (rpm) of the rotational speed of the compressor corresponding to Refrigerant pressure Pre on the high pressure side. This change amount ΔfP of the rotational speed of the compressor is a parameter that is determined to be the increase in the output of the outdoor fan 6 to suppress. Normally, as the refrigerant pressure increases, the air amount of the outdoor valve becomes 6 increased to improve the heat dissipation. In the process is in step 1031 ΔfP determined with a smaller value to thereby in step 1060A the speed of the compressor 2 to steer down. Consequently, the increase in the refrigerant pressure and also the increase in the discharge amount of the outdoor fan 6 suppresses, thereby preventing the limit of usable power is suddenly exceeded.

The amount of change .DELTA.fP of the rotational speed of the compressor is calculated using a map of .DELTA.fP (shown in FIG 1031 from 12 map) expressed as a function corresponding to the refrigerant pressure. Once the refrigerant pressure reaches a first predetermined pressure (for example, 1.4 (MPa)), the value ΔfP is determined down, and ΔfP in the case where the refrigerant pressure is a second predetermined pressure (for example, 1.7 (MPa )), is determined to a specific value and held on this. Within the range of 1.4 to 1.7 (MPa) of the refrigerant pressure, ΔfP is reduced with the pressure increase, and in the case where a third predetermined pressure is reached, ΔfP takes a negative value, so that the rotational speed of the compressor is controlled further down than in the previous control session. Specifically, when the refrigerant pressure reaches the third predetermined pressure or higher once, ΔfP assumes a negative value, so that the rotational speed of the compressor is controlled downwards. According to this embodiment, the third predetermined pressure value is set in the range of 1.6 to 1.7 (MPa).

Incidentally, in step 1031 is stored in advance in a ROM, and the ΔfP calculated from this map is stored in a RAM. The calculation method of this step 1031 is updated every second.

After the determination in step 1050 that in step 6 selected cycle operation is the cooling circuit operation, the in step 1000 calculated ΔfC, which in step 1030 calculated ΔfPre and those in step 1031 calculated .DELTA.fP compared with each other, and the smallest of them is determined as the change amount .DELTA.f of the rotational speed of the compressor (step 1051A ).

The value .DELTA.f is added to the previous speed of the compressor to thereby calculate "the actual speed of the compressor" (step 1060 ), and the rotational speed of the compressor during the pre-air-conditioning operation and the refrigerant cycle operation is determined.

The advantages of the vehicle air conditioning system 100 according to this embodiment will be described below. The air conditioning ESG 50 of the vehicle air conditioning system 100 determines the change amount of the rotational speed in the case where the pressure Pre of the compressor 2 discharged refrigerant reaches a predetermined level or higher, to reduce or maintain.

As described above, in the case where the pressure Pre of the high-pressure side refrigerant reaches a predetermined level or higher during the pre-air-conditioning operation, the amount of change in the number of revolutions is reduced or maintained by the number of revolutions of the compressor 2 keep low. Therefore, the increment of the power consumption by the outdoor fan becomes 6 even in the case where the output of the outdoor fan 6 for the heat radiation increases with the increase of the refrigerant pressure, and the power consumption of the devices with respect to the air conditioning operation as a whole can be kept low. As a result, the usable power is prevented from becoming excessive while at the same time achieving the operational advantages described in the first embodiment, thereby ensuring the double safety.

Third Embodiment

The third embodiment will be described below with reference to FIG 13 as a modification of the first embodiment in which the rotational speed of the compressor is determined in the main air conditioning control procedure. In this sequence of steps, as in the first embodiment, the increase / decrease amount of the rotational speed of the compressor (the amount of change of the rotational speed) is based on the difference (first residual power) between the usable power and the power consumption of the compressor 2 determined, while at the same time the speed of the compressor 2 , which respectively corresponds to the refrigeration cycle operation and the heating cycle operation. However, in the case where, as in the later described step 1022 the defogger is used in step 1030A the first remaining power less the power consumption of the defogger uses as a second residual power.

Further, the vehicle air conditioning system according to this embodiment includes an anti-fogging mode to allow the frost on the vehicle window during the pre-air-conditioning operation remove. This anti-fogging mode can be set by the user having a given control panel on the control panel 51 handles or preprogrammed. In the anti-fog mode, the windows, such as the windshield, are warmed to remove the fog by operating the defogger or setting the outside air to a defrosting mode.

13 is a flow chart for explaining substeps to the speed of the compressor in the in 7 shown step 10 to determine. The substeps represent the steps for determining the speed of the compressor during the refrigeration cycle operation and the heating cycle operation. In the other cycle operations, the speed of the compressor is determined by a well-known method which will not be explained here.

In the control process flow according to this embodiment, the pre-air-conditioning determination process determines in step 1020 in contrast to the preclimatization determination method described above with reference to 9 In the first embodiment, it is explained that the pre-air-conditioning operation prevails after each of the methods of the steps 1021 . 1022 . 1023 , in the 13 shown was executed. The other steps are similar to those of the first embodiment. Each of the other components, their operation and method are also similar to those of the first embodiment.

As in 13 shown determines the climate control ESG 50 in step 1021 after the determination in step 1020 in that the pre-air-conditioning operation prevails, as in the first embodiment, whether the anti-fogging mode is set or not.

After the determination in step 1021 in that the anti-fogging device is fixed, the fogging distance of the window is set by the user as prior, so that the method for supplying power to the anti-fogging device (step 1022 ) and the method for setting the purging mode in the defrosting mode are executed in this order (step 1023 ), whereupon proceeding to step 1030A follows. After the determination in step 1021 on the other hand, that the anti-fogging mode is not set, on the other hand, the air-conditioning operation is selected by the user prior to the window fitting removal, then at step 1030A is carried on without performing the anti-fog operation.

Next will be in step 1030A the amount of change ΔfPre (rpm) of the rotational speed of the compressor corresponding to the value of the usable power minus the power consumption of the compressor 2 and the power consumption of the defogger. In this way, the amount of change ΔfPre is the speed of the compressor in step 1030A a function representing the second residual power as a value of remaining power in step 1030 the first embodiment minus the power consumption of the defogger corresponds. The value ΔfPre is calculated using the step 1030 from 13 calculated map shown. The second residual power and ΔfPre are proportional to each other, and the smaller the value of the second residual power, the smaller the value ΔfPre. In the case where the second residual power has a value which is not larger than a predetermined value, ΔfPre assumes a negative value, and therefore, the rotational speed of the compressor becomes 2 further down controlled than in the previous session. Specifically, when the second remaining power decreases to or below a predetermined value, ΔfPre assumes a negative value, and the speed of the compressor is controlled down. According to this embodiment, the predetermined value is set in the range of 200 to 300W.

That in step 1030A is displayed in advance in a ROM, and the value ΔfPre calculated from this map is written in a RAM.

The other methods are similar to the corresponding methods in the first or second embodiment, and "the actual speed of the compressor" finally becomes in step 1060 calculated. As described above, in the case where the antifogging mode is set during the preliminary air-conditioning operation, the amount of change ΔfPre of the rotational speed of the compressor is determined taking into consideration the power consumption of the antifogging device and the rotational speed of the compressor 2 is calculated taking into account this topic.

The advantages of the vehicle air conditioning system 100 according to this embodiment will be described below. The vehicle air conditioning system 100 has the anti-fog mode for removing the fog on the vehicle windows during the pre-air conditioning operation. The air conditioning ESG 50 executes the anti-fogging mode during the pre-air-conditioning operation set to the anti-fogging mode.

In this case, in addition to the operation results described in each above embodiment, the anti-fog mode for the pre-air-conditioning operation is set and executed during the pre-air-conditioning operation. Therefore, according to the situation at the time of the user Pre-air conditioning prevails, determine whether the anti-fog operation or the air conditioning operation is performed prior. Thus, a vehicle air conditioning system capable of satisfying the user request within the limit of usable power is provided.

During the pre-air-conditioning operation, the amount of change of the rotational speed of the compressor becomes 2 determined according to the second residual power, taking into account the power consumption of the defogger, and therefore, the speed of the compressor 2 be precisely controlled by the ratio of the power consumption of the compressor 2 to the usable power (the power consumption has the same unit as the usable power) is monitored. Even in the case where the anti-fogging operation is carried out, therefore, the compressor can 2 be suitably controlled using the electric power within the limit of usable power

Further, the change amount of the rotational speed of the compressor becomes 2 determined in such a way that the speed of the compressor 2 the higher the second residual power becomes, the higher it gets. Therefore, even in the case where the anti-fogging mode is executed, the usable power can be fully utilized. Thus, the pre-air conditioning operation can be started early and executed in a manner useful to the user.

In addition, the change amount of the rotational speed of the compressor 2 determined in such a way that the speed of the compressor 2 the lower the second residual power, the lower it becomes. Therefore, the speed of the compressor 2 even in the case where the defogger is executed with a small remaining capacity of usable power, kept low, thereby making it possible to prevent the excessive power consumption beyond the usable power or the excessive power consumption due to the power response delay.

Fourth Embodiment

The fourth embodiment will be described below as a modification of the first embodiment in which the rotational speed of the compressor is determined in the main procedure of the air conditioning control operation. In these steps of the method, as in the first embodiment, the increase / decrease amount of the rotational speed of the compressor (the change amount of the rotational speed) based on the difference (first residual power) between the usable power and the power consumption of the compressor 2 determined, while at the same time the speed of the compressor 2 is determined, which corresponds to the cooling circuit operation and the heating circuit operation. In the case where in the step described later 1026 the defogger is activated, however, in step 1030A as in the third embodiment, the first remaining power minus the power consumption of the defogger is used as the second remaining power.

14 FIG. 10 is a flowchart illustrating a part of the steps for determining the number of revolutions of the compressor, etc. in the FIG 7 shown step 10 explained. This part of steps represents the steps for determining the speed of the compressor during the refrigeration cycle operation and the heating cycle operation. In the other cycle operations, the speed of the compressor is determined by a well-known method which will not be described here.

In the control process flow according to this embodiment, as compared with the air conditioning control method described in the first embodiment above with reference to FIG 9 explains the process of steps 1024 . 1025 . 1026 . 1027 , this in 14 shown after running in step 1020 it is determined that the pre-air-conditioning operation is not performed according to "the pre-air-conditioning determination method". The other steps are similar to the corresponding steps of the first embodiment. The other components and their operation and other process control operation are similar to the first embodiment.

As in 14 shown determines the climate control ESG 50 after determining the first embodiment in step 1020 in that the preliminary air conditioning operation is not performed, that is, determined in the case where the normal air conditioning operation is performed in step 1024 in that the time elapsed since the end of the pre-air-conditioning operation does not exceed a predetermined time (in the case under consideration 10 Minutes). The procedure in step 1024 may be replaced by the determination as to whether a difference between a target internal temperature and an actual vehicle compartment temperature is not greater than a predetermined value.

In the case where the determination in step 1024 NO, the process proceeds to the above-described step 1040 , In the case where the determination in step 1024 YES, the step determines 1025 whether in step 6 Selected cycle operation is the refrigeration cycle operation or not. In the case where the heating cycle operation is involved instead of the refrigeration cycle operation, the process proceeds to step 1041 , In the case where As in the third embodiment, the cooling cycle operation prevails, the defogger is energized and operated (step 1026 ), whereupon setting the exhaust air to the defrosting mode (step 1027 ) follows. Then, the process proceeds to step as in the third embodiment 1030A , The other procedures are, in addition to being "the current speed of the compressor" in step 1060 is finally calculated, similar to those of the first and third embodiments.

As described above, in the case where the refrigeration air conditioning operation is performed within a predetermined time (for example, ten minutes) after the end of the pre-air-conditioning operation, the change amount ΔfPre of the rotational speed of the compressor is determined, taking into account the power consumption of the defogger, and Speed of the compressor 2 is calculated taking into account the resulting fact.

The results from the vehicle air conditioning system 100 according to this embodiment will be described below. Within a predetermined time after the pre-air-conditioning operation or in the case where the difference between the target vehicle room temperature and the actual vehicle compartment interior temperature is not greater than a predetermined temperature, the air-conditioning ECU performs 50 of the vehicle air conditioning system 100 the anti-fog mode (steps 1026 . 1027 ) for removing the fitting on the vehicle window.

As described above, in the case where a long time has not elapsed since the pre-air-conditioning operation or the actual vehicle compartment temperature is close to the target vehicle compartment temperature, the effect of the pre-air-conditioning operation is considered to remain still, and the anti-fogging mode which gives priority to the window fitting removal is executed , As a result, in addition to the operational effect of each embodiment described above, in which the power can be utilized within the limit of usable power, the window fitting removal operation can be surely performed, thereby shortening the time before starting the driving of the vehicle.

Other Embodiments

Although preferred embodiments of the invention have been described above, this invention is not limited to these embodiments and can be embodied in various modifications without departing from its spirit and scope.

This invention may be embodied as a combination of at least two of the first, second and third embodiments described above. In the case where a plurality of embodiments are combined in this way, the discharge amount (rotational speed) of the compressor can be made 2 in each of the combined embodiments.

The above-described fourth embodiment may be combined with the first and / or second embodiment. In this combination of the several embodiments, the output quantity (rotational speed) of the compressor can also be determined 2 in each of the combined embodiments.

The window fitting removing device used in the anti-fogging mode in the third embodiment is not limited to the defogging device or the device used in the defrosting mode, but any other form of the device capable of window anti-fogging operation may be used.

Although in the embodiments described above, the PTC heater 24 is used as an auxiliary electric heat source, the invention is not limited to such a heater, but it may use any device other than an auxiliary electric heat source, which can generate heat from a heating element after the supply of energy to heat the surrounding air or objects ,

Also, the PTC heater can 24 in the blown air according to the embodiments described above, downstream of the condenser 3 alternatively, in the blown air upstream of the condenser 3 to be ordered.

While the invention has been described for purposes of illustration with reference to specific embodiments, it should be apparent that numerous modifications could be made thereto by those skilled in the art without departing from the basic concept and scope of the invention.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2004-76544 [0002, 0005]

Claims (7)

A vehicle air-conditioning system for performing a pre-air-conditioning operation for air-conditioning a passenger compartment of a motor vehicle by controlling a refrigerant flow in a heat pump cycle system ( 1 ) before a prospective occupant enters the vehicle, comprising: a compressor ( 2 ) for sucking and discharging the refrigerant circulating in the heat pump cycle system; a heating heat exchanger ( 3 ) for radiating heat from the refrigerant discharged from the compressor ( 2 ) is ejected; a cooling heat exchanger ( 8th ) for vaporizing the refrigerant circulating in the heat pump cycle system to thereby cool an air blown into the passenger compartment; and a control unit ( 50 ) for controlling an operation of the compressor within a limit of the power usable for the pre-air-conditioning operation (hereinafter simply referred to as "usable power"), the usable power being a power and / or power accumulated in the vehicle which is supplied from an external source during the pre-air-conditioning operation, the control unit in the pre-air-conditioning operation determines a change amount of a rotational speed of the compressor for increasing or decreasing the rotational speed according to a difference between the usable power and the power consumption of the compressor in such a manner that the The higher the difference between the usable power and the power consumption of the compressor, and vice versa, the higher the speed of the compressor becomes. A vehicle air conditioning system according to claim 1, wherein the preliminary air conditioning operation is performed by a refrigerant cycle operation and a heating cycle operation, wherein a refrigerant flow is controlled in the heat pump cycle system, and wherein the control unit in the preliminary air-conditioning operation by the refrigeration cycle operation respectively determines the smaller value of the change amount of the rotational speed determined according to a difference between a target temperature and an actual temperature of the cooling heat exchanger or the change amount of the rotational speed corresponding to the difference between the usable power and the Power consumption of the compressor is determined selects. A vehicle air conditioning system according to claim 1, wherein the preliminary air conditioning operation is performed by a refrigerant cycle operation and a heating cycle operation, wherein a refrigerant flow is controlled in the heat pump cycle system, and wherein the control unit in the preliminary air-conditioning operation by the heating cycle operation determines the smaller value of the change amount of the rotational speed determined according to a difference between a target pressure and an actual pressure of the refrigerant discharged from the compressor, or the change amount of the rotational speed corresponding to the difference between the usable one Performance and power consumption of the compressor is selected. A vehicle air conditioning system according to any one of claims 1 to 3, wherein in the case where the difference between the usable power and the power consumption of the compressor is not greater than a predetermined value, the control unit determines the change amount of the rotational speed as a negative value. A vehicle air-conditioning system according to any one of claims 1 to 4, wherein in the case where the pressure of the refrigerant discharged from the compressor reaches a predetermined pressure or higher, the control unit determines that the change amount of the rotational speed is reduced or maintained. The vehicle air conditioning system according to any one of claims 1 to 5, further comprising an anti-fogging mode for removing the fog from a vehicle window during the pre-air-conditioning operation, the control unit executing the anti-fogging mode during the pre-air-conditioning operation as far as the anti-fogging mode is set. The vehicle air conditioning system according to any one of claims 1 to 5, further comprising the anti-fog mode to remove the fog from a vehicle window, the controller executing the anti-fog mode in a selected one of the cases where no predetermined time has passed after the end of the pre-air conditioner operation, and wherein a difference between a target internal temperature and an actual internal temperature is not greater than a predetermined temperature.

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