JP3446500B2 - Vehicle air conditioner - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention forms a first air passage and a second air passage in an air conditioning case, and can introduce inside air into the first air passage and outside air into the second air passage. The present invention relates to a vehicle air conditioner.

[0002]

2. Description of the Related Art As a conventional technique for the vehicle air conditioner as described above, there is one disclosed in Japanese Patent Laid-Open No. 62-29411. Briefly describing the configuration of this prior art, the air conditioning case of the vehicle air conditioner, the inside air intake port and the outside air intake port is formed at one end side thereof, the foot air outlet at the other end side,
A defroster outlet and a face outlet are formed respectively.

In the air-conditioning case, a first air passage extending from the inside air inlet to the face outlet and the foot outlet and a second air passage extending from the outside air inlet to the defroster outlet are defined. A partition plate to be formed is provided. Further, in both of the air passages, an evaporator for cooling the air by latent heat of vaporization of the refrigerant, a heater core, a bypass passage for bypassing the heater core, and an air mix door are provided. The air mix door adjusts the temperature of the conditioned air by adjusting the air flow rate ratio between the cool air passing through the bypass passage and the warm air passing through the heater core.

Further, the air mix doors are provided independently corresponding to the first air passage and the second air passage. Further, the two air mix doors are adjusted by two temperature control levers installed inside the vehicle. Then, when any one of the face mode, the bi-level mode, and the foot mode is selected as the blowing mode, if the inside / outside air mode at that time is the inside air circulation mode, the inside air is introduced into both the air passages, In the outside air introduction mode, outside air is introduced into both air passages. Further, when the defroster mode is selected as the blowout mode, the outside air is introduced into both the air passages.

When the foot mode is selected,
The two-layer mode is adopted in which the inside air is introduced into the first air passage and the outside air is introduced into the second air passage. By doing this,
Since the interior of the vehicle is already heated to heat the interior of the vehicle, the heating performance is improved, and since the outside air with low humidity is blown out to the window glass, the anti-fog performance of the window glass is improved.

[0006]

However, JP-A-62-62
In the Japanese Patent No. 29441, the first air passage and the second air passage
The occupant manually adjusts the temperature of the conditioned air in the air passage, and there is no description of a control method in an automatic air conditioner that automatically adjusts the temperature of the conditioned air.

Therefore, as a result of examining the temperature control method in the two-layer mode of the automatic air conditioner in which two air mix doors are independently controlled, the present inventors have found the following. That is, in a general vehicle air conditioner, the opening degree of the air mix door (mixing ratio of cold air and warm air) is determined by the temperature detected by the temperature sensor (hereinafter referred to as “after-evaporation sensor”) immediately after the evaporator and the hot water in the heater core. It is automatically controlled based on the temperature and. The opening degree of the air mix door is generally such that when the temperature detected by the post-evaporator sensor is high, the temperature of the conditioned air is low, and when the detected temperature of the post-evaporator sensor is low, the temperature of the conditioned air is high. Is controlled. Further, the evaporator is normally controlled so as to be turned off at a temperature detected by the post-evaporator sensor at 3 ° C. and turned on at 4 ° C. to prevent frost.

When the two air mix doors are independently controlled as described above, it is conceivable to install the temperature sensors respectively corresponding to the first air passage and the second air passage. However, it is not preferable to install the two post-evaporation sensors in this way because the cost increases. Therefore, the inventors of the present invention firstly describe one post-evaporation sensor 3
9 is arranged in one of the passages, and the post-evaporation sensor 3
As a result of examining what controls two air mix doors at the detected temperature of 9, the compressor is turned on (O
It has been found that the following problems occur depending on N) and OFF. This will be described with reference to FIG. It should be noted that turning on and off of the compressor here is performed at 3 ° C, 4 and above.
Unlike the on / off of ° C, for example, it is forcibly turned on / off manually by an occupant. Also, the first
25 ° C inside air in the air passage and 10 in the second air passage.
The case where the outside air of ° C is blown will be described.

A case where the post-evaporation sensor 39 is arranged in the first air passage 13 for the inside air. In this case, when the compressor is on and the refrigerant is supplied to the evaporator 7, the inside air and the outside air are cooled, and the temperature immediately after passing through the evaporator 7 does not change so much and becomes 4 ° C. and 2 ° C. As a result, even if the two air mix doors are controlled based on the temperature detected by the post-evaporation sensor 39, there is no problem.

After this, for example, the occupant forcibly turns off the compressor for a long time, and the evaporator 7
Considering that the cooling capacity at
The inside air that has passed through is 25 ° C, and the outside air is 10 ° C.
Therefore, the post-evaporation sensor 100 detects the inside air at 25 ° C. in the first air passage 13, and thus the air mix door 11 in the second air passage 14 based on the detected value as it is.
When b is controlled, the evaporator 7 is set in the second air passage 14.
The temperature immediately after passing through is erroneously determined to be 25 ° C., and the air mix door 11b is controlled so that the temperature of the conditioned air becomes low, far from the actual temperature.

When the post-evaporation sensor 39 is arranged in the second air passage 14 for the outside air. In this case, when the compressor is on and the refrigerant is supplied to the evaporator 7, the inside air and the outside air are cooled, and the temperature immediately after passing through the evaporator 7 does not change so much and becomes 6 ° C. and 4 ° C. As a result, even if the two air mix doors are controlled based on the temperature detected by the post-evaporation sensor 100, there is no problem.

After this, for example, the occupant forcibly turns off the compressor for a long time, and the evaporator 7
Considering that the cooling capacity at
The inside air that has passed through is 25 ° C, and the outside air is 10 ° C.
Therefore, the post-evaporation sensor 100 detects the outside air at 10 ° C. in the second air passage 14, and thus the air mix door 11 in the first air passage 13 based on the detected value as it is.
When a is controlled, the evaporator 7 is set in the first air passage 13.
The temperature immediately after passing through is erroneously determined to be 10 ° C., and the air mix door 11a is controlled so that the temperature of the conditioned air becomes higher than it actually is.

Therefore, the present invention has the first and second air passages, the post-evaporation sensor is arranged in one of the passages, and the fluctuation of the conditioned air in the other passage depending on whether the compressor is on or off. The purpose is to prevent.

[0014]

In order to achieve the above object, in the invention described in claims 1 to 4, the cooling temperature of the cooling heat exchanger (7c) provided on the first air passage (13) side is set. And a cooling temperature detecting means (39) for detecting the temperature and air conditioning in the first and second air passages (13, 14) by the cooling heat exchanger (7c) and the heating heat exchanger (8). First and second temperature adjusting means (11) for adjusting the temperature of the wind
a, 11b), the temperature control means (33) for controlling the first and second temperature adjusting means based on the cooling temperature (Te) detected by the cooling temperature detecting means (39), and the cooling heat. An interrupting means (7f, 33) for interrupting the supply of the cooling medium to the exchanger (7c), and the cooling medium is supplied to the cooling heat exchanger (7c) by the interrupting means (7f, 33). When the state is changed to the cutoff state, the temperature control means (33) controls the second temperature adjusting means (11b) so that the temperature of the conditioned air in the second air passage (14) becomes high. It has a feature.

As a result, when the cooling temperature detecting means is arranged only on the side of the first air passage, when the state in which the cooling medium is being supplied to the cooling heat exchanger is cut off, the temperature control means is 2 Control so that the temperature of the conditioned air in the air passage becomes high. Therefore, the cooling temperature detected by the cooling temperature detecting means arranged in the first air passage can prevent the temperature of the conditioned air from decreasing when controlling the second temperature adjusting means.

Further, particularly in the invention according to claim 4, it has an inside air temperature detecting means (35) for detecting the temperature inside the vehicle and an outside air temperature detecting means (36) for detecting the temperature outside the vehicle, and the temperature adjusting means. (33) is the second temperature adjusting means (11b) as the difference between the vehicle interior temperature (Tr) detected by the inside air temperature detecting means and the vehicle outside temperature (Tam) detected by the outside air temperature detecting means (36) increases. ) Is controlled so that the temperature of the conditioned air in the second air passage (14) becomes high.

As a result, when the cooling medium is cut off from the state in which the cooling medium is being supplied to the cooling heat exchanger, the temperature of the air passing through the cooling heat exchanger in the first and second air passages becomes Since the temperature of each air before passing through the heat exchanger is approached, the accuracy is controlled by controlling the temperature of the conditioned air in the second air passage to be higher as the difference between the vehicle interior temperature and the vehicle exterior temperature is larger. The temperature of the conditioned air in the second air passage can be controlled well.

In the invention according to claims 5 to 8, the cooling heat exchanger (7c) is provided on the second air passage (14) side.
A cooling temperature detecting means (39) for detecting the cooling temperature of the air conditioner, and an air conditioner in the cooling heat exchanger (7c) and the heating heat exchanger (8) in the first and second air passages (13, 14). First and second temperature adjusting means (1
1a, 11b) and the temperature control means (33) for controlling the first and second temperature adjusting means based on the cooling temperature (Te) detected by the cooling temperature detecting means (39), and heat exchange for cooling. An interrupting means (7f, 33) for interrupting the supply of the cooling medium to the vessel (7c), and by the disconnecting means (7f),
When the cooling medium is supplied to the cooling heat exchanger (7c) and then cut off, the temperature control means (3) is provided.
3) is characterized in that the first temperature adjusting means (11a) is controlled so that the temperature of the conditioned air in the first air passage (13) becomes low.

As a result, when the cooling temperature detecting means is arranged only on the side of the second air passage, when the state in which the cooling medium is being supplied to the cooling heat exchanger is cut off, the temperature control means (1) Control so that the temperature of the conditioned air in the air passage becomes low. Therefore, the cooling temperature detected by the cooling temperature detecting means arranged in the second air passage can prevent the temperature of the conditioned air from decreasing when controlling the first temperature adjusting means.

Further, in the invention of claim 8 in particular, it has an inside air temperature detecting means (35) for detecting the temperature inside the vehicle compartment and an outside air temperature detecting means (36) for detecting the temperature outside the vehicle compartment, and the temperature adjusting means is provided. (33) is the first temperature adjusting means (11a) as the difference between the vehicle interior temperature (Tr) detected by the inside air temperature detecting means and the vehicle outside temperature (Tam) detected by the outside air temperature detecting means (36) increases. ) Is controlled so that the temperature of the conditioned air in the first air passage (13) becomes low.

As a result, when the cooling medium is cut off from the state in which the cooling medium is being supplied to the cooling heat exchanger, the temperature of the air that has passed through the cooling heat exchanger in the first and second air passages is the cooling temperature. Since each air temperature before passing through the heat exchanger is approached, the accuracy is controlled by controlling the temperature of the conditioned air in the first air passage to be lower as the difference between the vehicle interior temperature and the vehicle exterior temperature is larger. The temperature of the conditioned air in the first air passage can be controlled well.

[0022]

DETAILED DESCRIPTION OF THE INVENTION

(First Embodiment) Next, a first embodiment of the present invention will be described with reference to FIGS. In the present embodiment, each air conditioner in an air conditioning unit that air-conditions a vehicle interior space of a vehicle equipped with a diesel engine is configured to be controlled by an air conditioning controller 33 (hereinafter referred to as ECU).

First, the structure of the air conditioning unit will be described with reference to FIG. The air conditioning unit 1 is mounted in a vehicle such that the upper side of FIG. 1 is the vehicle front side (engine side), the lower side of FIG. 1 is the vehicle rear side (vehicle interior side), and the lateral direction of FIG. 1 is the vehicle width direction. The room is provided with an air conditioning case 2 that forms an air passage for guiding conditioned air. The air-conditioning case 2 is made of a resin material such as polypropylene, and in order from the air upstream side,
The inside / outside air blowing unit 3, the cooler unit 4, and the heater unit 5 are connected to each other. The broken lines X and Y in FIG. 1 indicate these binding sites.

The inside / outside air blowing unit 3 is for taking in at least one or both of the inside air and the outside air into the air-conditioning case 2, and a blower 6 for generating an air flow is arranged inside thereof. . The inside / outside air blowing unit 3 and the blower 6 will be described later with reference to FIG. In the cooler unit 4, an evaporator 7c, which is a cooling heat exchanger for cooling the passing air, is arranged so as to completely block the air passage in the air conditioning case 2. The evaporator 7c forms a part of the refrigeration cycle device 7 mounted on the vehicle. And
As shown in FIG. 1, the refrigeration cycle device 7 includes a compressor 7a that compresses a refrigerant by a driving force of an automobile engine and a condenser 7b that condenses and liquefies the compressed refrigerant.
A pressure reducing means 7d for reducing the pressure of the condensed and liquefied refrigerant, a receiver 7e for storing the liquid refrigerant, and the evaporator 7 described above.
It is a well-known thing with c and.

Further, the refrigeration cycle apparatus 7 is intermittently controlled by an electromagnetic clutch 7f which is an intermittent means for intermittently operating the compressor 7a, and when the electromagnetic clutch 7f is energized, the electromagnetic clutch 7f is operated. The driving force of the engine is transmitted to the compressor 7a, the refrigerant is compressed by the compressor 7a, and the refrigerant is supplied to the evaporator 7c (hereinafter, this state is referred to as the compressor being on).

Further, when the electromagnetic clutch 7f is de-energized, the compressor 7a is stopped and the refrigerant supply to the refrigerant evaporator 7c is cut off (hereinafter, this state will be referred to as the compressor 7b). Is called off). The energization control of the electromagnetic clutch 7f is performed by the ECU 3 described later.
It will be held at 3. Inside the heater unit 4, a heater core 8 that is a heat exchanger for heating that heats the cold air that has passed through the refrigerant evaporator 7c is provided. As shown in FIG. 2 which is a cross-sectional view taken along the line AA of FIG. 1, the heater core 8 is provided in the air conditioning case 2 so that a bypass passage 9 for bypassing the heater core 8 by the cold air is formed. The cooling water for the engine flows inside, and the cooling water is used as a heat source to heat the cold air.

On the air upstream side of the heater core 8, plate-like air mix doors (air volume ratio adjusting means) 11a, 11 are provided.
b is provided. And the air mix door 11
Rotations of a and 11b can be independently controlled, and are rotationally driven by servomotors 40 and 50 (see FIG. 4). The cooler unit 4 and the heater unit 5 are connected by, for example, a claw fitting or a screw member as a connecting means. In the cooler unit 4 and the heater unit 5, the first air passage 13 and the second air passage 13 are provided by the partition wall 12 extending in a substantially vertical direction as shown in FIG.
The air passage 14 is defined and formed. Further, the evaporator 7c, the heater core 8 and the rotary shaft 10 have the first
The air passage 13 and the second air passage 14 are arranged so as to straddle the air passage 13.

Then, the air mix door 11a described above.
Is provided in the first air passage 13, and by rotating between the solid line position and the alternate long and short dash line position in FIG. 2, the cool air amount passing through the heater core 8 and the cool air amount passing through the bypass passage 9a (FIG. 1) It functions as temperature adjusting means for adjusting the temperature of the conditioned air blown from the first air passage 13 into the vehicle compartment by adjusting the ratio of

The above-mentioned air mix door 11b is provided in the second air passage 14, and by rotating from the solid line position to the alternate long and short dash line position in FIG. It functions as a temperature adjusting unit that adjusts the ratio of the amount of cool air passing through the bypass passage 9b (FIG. 1) to adjust the temperature of the conditioned air blown into the vehicle compartment from the second air passage 14.

A foot opening 15, a defroster opening 16 and a face opening 17 are formed at the most downstream end of the air conditioning case 2. A foot duct (not shown) is connected to the foot opening 15, and the conditioned air introduced into the foot duct is discharged from the foot outlet, which is the downstream end of the foot duct, to the feet of the passenger in the vehicle compartment. Is blown out toward.

Further, a defroster duct (not shown) is connected to the defroster opening 16, and the conditioned air introduced into the defroster duct is discharged from the defroster outlet, which is the downstream end of the defroster duct, to the vehicle front. It is blown toward the inner surface of the glass. A center face duct and a side face duct (not shown) are connected to the face opening 17. Of these, the air-conditioning air introduced into the center face duct is blown out toward the upper body of the passenger in the passenger compartment from the center face outlet which is the downstream end of the center face duct, and introduced into the side face duct. The conditioned air is blown toward the vehicle side glass from the side face outlet which is the downstream end of the side face duct.

A foot door 18, a defroster door 19 and a face door 20 are provided on the upstream side of the openings 15 to 17. The foot door 18 is a door that opens and closes an air inflow passage to the foot duct, the defroster door 19 is a door that opens and closes an air inflow passage to the defroster duct, and the face door 20 is the center face duct. The doors that open and close the air inflow passage to the
〜20 are connected by a link mechanism (not shown),
This link mechanism is driven by a servo motor 41 (see FIG. 4) as its driving means. In other words, the servo motor 41 moves the link mechanism so that each of the doors 18 is controlled so that each blowout mode described later can be obtained.
~ 20 rotates.

The air inflow passage to the side face duct is not opened or closed by the doors 18 to 20. A blowout grill (not shown) for manually opening and closing the sideface outlet is provided near the sideface outlet, and an air inlet passage to the sideface duct is opened and closed by the blowout grill. Further, the partition wall 12 is interrupted at the upstream side of each of the openings 15 to 17 and at the downstream side portion of the heater core 8, and at the interrupted portion, the first air passage 13 and the second air passage 14 are formed. A communication hole 21 that communicates with and is formed.
The communication hole 21 is opened and closed by the foot door 18.

Next, the inside / outside air blowing unit 3 and the blower 6 will be described with reference to FIG. Note that FIG. 3 is a schematic perspective view seen from the direction of arrow B in FIG. 1. As shown in FIG. 3, the inside / outside air blowing unit 3 is composed of an inside / outside air case 3a forming the most upstream side of the air conditioning case 2 and the blower 6 housed in the inside / outside air case 3a. .

The blower 6 is disposed substantially in the center of the inside / outside air case 3a, and comprises a first fan 6a, a second fan 6b, and a blower motor 6c for rotationally driving these fans 6a, 6b. Here, the first fan 6
a and the second fan 6b are integrally formed, and the diameter of the second fan 6b is larger than the diameter of the first fan 6a.

The first fan 6a and the second fan 6b are housed in scroll casing portions 22 and 23, the suction sides of which are bell-mouth shaped, respectively. The respective end portions (air blowing side) of the scroll casing portions 22 and 23 are in communication with the first air passage 13 and the second air passage 14, respectively. Further, the scroll casing portions 22 and 23 share the partition portion 24.

On the other hand, the inside / outside air case 3a is provided with a first inside air suction port 26 corresponding to the suction port 25 of the first fan 6a, and corresponding to the suction port 27 of the second fan 6b.
A second inside air intake port 28 and an outside air intake port 29 are formed. In the inside / outside air case 3a, a first inlet opening / closing door 30 for opening / closing the first inside air inlet 26, and a second intake for selectively opening / closing the second inside air inlet 28 and the outside air inlet 29 are provided. A mouth opening / closing door 31 is provided.

The first inside air intake port 26 is formed closer to the intake port 25 than the second inside air intake port 28. Servo motors 42 and 43 (see FIG. 4) as driving means are connected to the first inlet opening / closing door 30 and the second inlet opening / closing door 31, respectively. Are rotated between the solid line position and the alternate long and short dash line position in the figure, respectively.

A communication passage 32 is formed in the inside / outside air case 3a to connect the second inside air suction port 28 or the outside air suction port 29 to the suction port 25. The first inlet opening / closing door 30 fully closes the communication passage 32 when the first inside air inlet 26 is fully opened (solid line position in FIG. 3),
When the first inside air intake port 26 is fully closed (the position indicated by the alternate long and short dash line in FIG. 3), the communication passage 32 is fully opened.

Next, the configuration of the control system of this embodiment will be described with reference to FIG. The ECU 33 that controls each air conditioning unit of the air conditioning unit 1 includes switches on an operation panel 34 provided on the front surface of the vehicle compartment, specifically, a temperature setter 34a for a passenger to set a temperature set in the vehicle compartment, a compressor. Each signal from an air conditioner switch 34b (A / C SW) for turning on / off 7a by a passenger's manual operation is input.

Further, the ECU 33 includes an inside air temperature sensor 3 for detecting an inside temperature of the vehicle (air temperature inside the vehicle, hereinafter referred to as inside temperature).
5. Outside temperature sensor 36 for detecting the outside temperature of the vehicle (air temperature outside the vehicle, hereinafter referred to as outside temperature), insolation sensor 37 for detecting the amount of insolation applied to the inside of the vehicle, and engine cooling water temperature flowing into the heater core 8. Each signal from the water temperature sensor 38 and the after-evaporation sensor 39 that detects the cooling temperature of the evaporator 7c (specifically, the air temperature immediately after passing through the evaporator) is input.

A well-known microcomputer including a CPU, a ROM, a RAM, and the like (not shown) is provided inside the ECU 33, and signals from the above-mentioned sensors 35 to 39 are input by an input circuit (not shown) in the ECU 33.
After the D / D conversion, the data is input to the microcomputer. The ECU 33 is supplied with power from a battery (not shown) when an ignition switch (not shown) of the engine of the automobile is turned on.

When the air conditioner switch 34b is on, the ECU 33 turns off the compressor 7a when the detected temperature of the post-evaporation sensor 39 is 3 ° C or lower, and 4 ° c.
In the above case, the electromagnetic clutch 7f is energized and controlled so that the compressor 7a is turned on. Next, the control processing of the microcomputer of the present embodiment will be described with reference to FIG. The case where the post-evaporation sensor 39 is arranged in the first air passage 13 will be described here.

First, when the ignition switch is turned on and power is supplied to the ECU 33, the routine of FIG. 5 is started, each initialization and initial setting are performed in step 100, and the temperature setting is performed in the next step 110. The set temperature set by the vessel 34a is input. Then, in the next step 120, each of the sensors 35 to 39 described above.
The signal obtained by A / D converting the value of is read. It also reads whether the air conditioner switch 51 is on or off.

Then, in the next step 130, R
The target outlet temperature (TAO) of the conditioned air blown into the vehicle interior is calculated based on the following mathematical formula 1 stored in the OM.

[0046]

## EQU1 ## TAO = Kset × Tset−Kr × Tr−Kam ×
Tam-Ks * Ts + C where Tset is the temperature set by the temperature setter, Tr is the detected value of the inside air temperature sensor 35, Tam is the detected value of the outside air temperature sensor 36, and Ts is the detected value of the solar radiation sensor 37.
Further, Kset, Kr, Kam, and Ks are gains, and C is a correction constant.

Next, at step 140, a blower voltage (voltage applied to the blower motor 6c) corresponding to the above TAO is calculated from a map (not shown) stored in advance in the ROM. Then, in the next step 150, the ROM is stored in advance.
The blowout mode corresponding to the above TAO is determined from the map (not shown) stored in. Here, in the determination of the blowout mode, the face mode, the bi-level mode, the foot mode, and the foot differential mode are determined from the lower TAO to the higher TAO.

The face mode is a mode in which the air conditioner wind is blown toward the upper half of the body of the passenger in the passenger compartment with the foot door 18 in the one-dot chain line position in FIG. 1, the defroster door 19 in the solid line position, and the face door 20 in the one-dot chain line position. Is. The bi-level mode is a mode in which the foot door 18 and the defroster door 19 are in the solid line position and the face door 20 is in the alternate long and short dash line position, and the conditioned air is blown toward the upper body and the feet of the occupant.

The foot mode is the foot door 1
8. With the face door 20 set to the solid line position, the defroster door 19 to the position where the defroster opening 16 is slightly opened, about 80% of the conditioned air is blown toward the feet of the occupant, and about 20% is directed to the inner surface of the windshield. It is a mode that blows out. The foot diff mode is a mode in which the foot door 18 is in the solid line position, the defroster door 19 is in the alternate long and short dash line position, and the face door 20 is in the solid line position, and the same amount of air-conditioning air is blown to the occupant's feet and the windshield inner surface. .

In this embodiment, the operation panel 3 is used.
When a defroster switch (not shown) provided on the No. 4 is operated, the mode in which the conditioned air is blown toward the inner surface of the windshield is set by setting the foot door 18 and the defroster door 19 to the position indicated by the alternate long and short dash line and the face door 20 to the position indicated by the solid line. Further, in any of the blowing modes, the side face outlet can be opened and closed by the outlet grill.

Then, in step 160, the target opening (SW1, SW2) of the air mix doors 11a, 11b.
Is calculated. The contents of step 160 will be described below with reference to FIG.
It will be described based on the flowchart shown in FIG. First, in step 161, the provisional target opening degree SW of the air mix doors 11a and 11b is calculated by the following mathematical expression 2 stored in the ROM.
It is calculated based on. In this case, the provisional target openings of the air mix doors 11a and 11b are both SW.

[0052]

## EQU00002 ## SW = ((TAO-Te) / (Tw-Te)). Times.100 (%) When calculated as SW.ltoreq.0 (%), the air mix doors 11a and 11b are moved from the evaporator 7c. Is controlled to a position where all of the cold air of (1) is passed to the bypass passages 9a, 9a (FIG. 1). Further, when calculated as SW ≧ 100 (%), the air mix doors 11a and 11b are controlled to positions where all of the cold air is passed to the heater core 8.
When calculated as 0 (%) <SW <100 (%), the cold air is controlled to a position where it passes through both the heater core 8 and the bypass passages 9a and 9b. Also, Tw
Is the detection value of the water temperature sensor.

Next, in step 162, the above step 1
The blowout mode determined in 50 is the foot mode (FOO
T) or foot differential mode (F / D). Then, if YES is determined in step 162, that is, it is determined that the mode is the foot mode or the foot differential mode, the process proceeds to step 163, and the positions of the first intake opening / closing door 30 and the second intake opening / closing door 31 are changed. , And are determined as the solid line positions in FIG. 3, respectively. That is,
The inside air is introduced into the first air passage 13 and the second air passage 14
It is determined to be a two-layer mode in which outside air is introduced.

On the other hand, if NO in step S162, that is, if it is determined that the mode is the face mode or the bi-level mode, the process proceeds to step 163 and step 1
At 63, the inside / outside air mode is determined from the relationship diagram shown in FIG. 7. Further, the process proceeds to step S165, and the target opening degree SW
1 and SW2 are finally determined as the target opening degree SW calculated in step 161, and the process proceeds to step 170 to output the control target value determined in the above step so as to be the control target value.
Then, in step 190, the control cycle time τ is awaited and the process returns to step 110.

When the two-layer mode is determined in step 163, the process proceeds to step 166, and it is determined whether or not the compressor 7a is switched from on to off. Further, in the present embodiment, the air conditioner switch (A / C S /
W) 51 is operated to determine whether the compressor 7a is switched from on to off. Further, in the present embodiment, normally, when the flowchart shown in FIG. 5 is executed,
The on / off of the compressor 7a is controlled so that the compressor 7a is turned off when the detected temperature Te of the post-evaporation sensor 39 is lower than 3 ° C, and is turned on when the detected temperature Te is higher than 4 ° C. The set value 3 ° C is set so that the refrigerant evaporator 7a does not frost and the cooling capacity of the refrigerant evaporator 7a does not decrease.

In order to turn on / off the compressor 7a at 3 ° C. and 4 ° C., once the air conditioner switch 51 is turned off by the passenger, the air conditioner switch 34a (or the flowchart of FIG. 5 is executed again). The compressor 7a is not turned on unless the start switch) is turned on. Then, it is determined to be NO in step 166, that is, the compressor 7a is not turned off and the compressor 7a is turned on (when the compressor 7a is turned on / off at 3 ° C. and 4 ° C.). If determined, the process proceeds to step S165. In this case, as shown in FIG. 8, the inside air and the outside air in the first and second air passages 13 and 14 are
Since it is sufficiently cooled by the evaporator 7c, the temperature of the air immediately after passing through the evaporator 7c does not differ much. Therefore, the air mix door 1 of the second air passage 14
The opening degree of 1b is S based on the detection value of the post-evaporation sensor 39.
Even if W is calculated and SW2 is set to SW as it is, there is not much problem.

On the other hand, if YES is determined in step 166, that is, if the compressor 7a is off, the process proceeds to step 167 to recalculate SW2 without setting SW2 to SW as it is. That is, in the present embodiment, since the post-evaporator sensor 39 is installed in the first air passage 13, the air mix door 11b of the second air passage 14 is controlled based on the temperature detected by the post-evaporator sensor 39. It is not possible.

That is, the inside temperature is 25 ° C and the outside temperature is 10 ° C.
Assuming that, if the compressor 7a is turned off from on as shown in FIG. 8 and is kept off for a long time, the cooling capacity of the evaporator 7c is reduced because the refrigerant is not supplied to the evaporator 7c, and the cooling capacity is decreased. Assuming that there is no such phenomenon, the temperature detected by the post-evaporation sensor 39 becomes 25 ° C.

Therefore, the air mix door 11b is the second
This means that the temperature immediately after passing through the evaporator 7c in the air passage 14 is determined to be 25 ° C even though it is actually 10 ° C. As a result, the air mix door 11
When the opening of b is calculated based on the temperature detected by the post-evaporation sensor 7c as it is, the second air passage 14 with respect to the target outlet temperature is calculated.
The temperature of the conditioned air inside is controlled to be low.

Therefore, in step 167, the post-evaporation sensor 39 causes the air mix door 11b to move to the second air passage 14
The opening is calculated based on the detected temperature when it is within the range. In step 167, the correction amount ΔSW2 of the opening degree of the air mix door 11b is determined. Then, in this step 167, as shown in the figure, the inside temperature T
As the difference between r and the outside air temperature Tam is larger, the temperature of the conditioned air in the second air passage 14 is lower than the target outlet temperature.
The correction amount ΔSW2 is determined to be large.

Thereafter, the process proceeds to step 168, and the above S
The above ΔSW2 is added to W to obtain the target opening SW2 of the air mix door 11b. Then, the process proceeds to step 171, and SW1 is set to the above SW. Also, the compressor 7a
When the power is turned on, the evaporator 7c
Since the cooling capacity of the
The detected temperature of is approaching 25 ° C. Therefore, in step 168, ΔSW2 is set as described above, and the opening is gradually corrected by ΔSW2 within a predetermined time t seconds so as to cancel the decrease in the temperature of the conditioned air.

As a result, when the compressor 7a is switched from ON to OFF, the temperature of the conditioned air in the second air passage 14 is set to the value when the after-evaporation sensor 39 is actually arranged in the second air passage 14, The same control can be performed, and a decrease in the temperature of the conditioned air can be prevented as compared with the case where the opening degree is calculated by the above-mentioned mathematical expression 2 based on the detection value of the post-evaporation sensor 39.

(Second Embodiment) In the first embodiment described above, the post-evaporation sensor 39 is arranged in the first air passage 13, but in the present embodiment, the post-evaporation sensor 39 is arranged in the second air passage 14. It was done. Further, in the present embodiment, the control in steps 167 and 168 is different, and this is shown in steps 169 and 171 in FIG.

The post-evaporation sensor 39 is arranged in the second air passage 14, and SW1 is set to S based on the detection value of the post-evaporation sensor 39.
When set to W, the post-evaporation sensor 39 is provided in the first air passage 13.
The air mix door 11a is controlled so that the temperature of the conditioned air in the first air passage 13 becomes higher than that in the case of arranging. In addition, as described above, the compressor 7a
Is ON (when the temperature detected by the post-evaporation sensor 39 is ON / OFF at 3 ° C. and 4 ° C.), the air temperature immediately after passing through the evaporator 7c in the first and second air passages 13 and 14 is Since there is not much difference, there is no problem even if SW1 is set to SW.

However, when the compressor 7a is switched from ON to OFF, the cooling capacity of the evaporator 7c gradually becomes small, and the temperature detected by the post-evaporation sensor 39 approaches 10 ° C. Therefore, in this case, if SW1 is set to SW based on the temperature detected by the post-evaporation sensor 39, the temperature of the conditioned air in the first air passage 13 becomes higher than the target outlet temperature TAO.

Therefore, in step S169, the correction amount ΔSW1 of the opening degree of the air mix door 11a is determined. Then, in step S169, the air mix door 11a.
The correction amount ΔSW1 of the opening degree of is determined. Then, in step S169, as the difference between the inside air temperature Tr and the outside air temperature Tam becomes larger as shown in the figure, the first blowout temperature with respect to the target outlet temperature is increased.
Since the temperature of the conditioned air in the air passage 13 becomes high, the correction amount ΔS
Determine so that W1 becomes large.

Thereafter, the process proceeds to step 171, and the above S
The above SW1 is subtracted from W to obtain the target opening degree SW1 of the air mix door 11a. Then, the process proceeds to step 171, and SW1 is set to the above SW. Also, the compressor 7a
When the power is turned on, the evaporator 7c
Since the cooling capacity of the
Detected temperature approaches 10 ° C. Therefore, in step 171, ΔSW1 is set as described above, and the opening is gradually corrected by ΔSW1 within a predetermined time t seconds so as to cancel the increase in the temperature of the conditioned air.

As a result, when the compressor 7a is switched from ON to OFF, the temperature of the conditioned air in the first air passage 13 is set to the value when the after-evaporation sensor 39 is actually arranged in the first air passage 13. The same control can be performed, and the temperature of the conditioned air in the first air passage 13 can be prevented from becoming higher than that in the case where the opening degree is calculated by the above mathematical formula 2 based on the detection value of the post-evaporation sensor 39. can do.

(Other Embodiments) In the above embodiment, it is determined in step 166 whether or not the compressor 7a is turned on by the occupant's manual operation with the air conditioner switch 51. 7
In the vehicle air conditioner configured such that a is forcibly turned off, it may be determined that the time during which the compressor 7a during acceleration is off continues for a predetermined time or longer.

In the above embodiment, the air mix door 11a, the foot mode or the foot differential mode,
Although the opening degree of 11b is corrected, in the bi-level mode, for example, the inside air is introduced into the first air passage 13 and the outside air is introduced into the second air passage 14, and the air mix door 11a,
You may correct so that the opening degree of 11b may differ. In the above embodiment, the air-conditioning air temperature is adjusted by the air mix doors 11a and 11b, but the present invention adjusts the temperature of the air-conditioning air by adjusting the amount of hot water flowing in the heater core 8. It can also be applied to items that have been set.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a ventilation system according to a first embodiment of the present invention.

FIG. 2 is a sectional view taken along the line AA of FIG.

FIG. 3 is a schematic perspective view seen from the direction of arrow B in FIG.

FIG. 4 is a block diagram of a control system of the first embodiment.

FIG. 5 is a flowchart showing a control process by the microcomputer of the first embodiment.

FIG. 6 is a flowchart showing a process in step 160 of FIG.

FIG. 7 is a diagram illustrating an inside / outside air mode of the embodiment.

FIG. 8 is a correlation diagram between ON / OFF of the compressor 7a and conditioned air temperature in the above embodiment.

[Explanation of symbols]

6 ... Blower (blower means), 7a ... Compressor, 7c ...
Evaporator (cooling heat exchanger), 7f ... intermitting means, 8
... heater core (heating heat exchanger), 11 ... air mix door (temperature adjusting means), 13 ... first air passage, 14 ... second air passage, 15 ... foot opening, 16 ... defroster opening, 26 ... 1 Inside air inlet, 29 ... Outside air inlet, 33
... ECU (temperature control means, intermittent means)

Continuation of the front page (56) References JP 62-29411 (JP, A) JP 7-266838 (JP, A) JP 59-156814 (JP, A) JP 63-305018 (JP , A) JP-A-4-310417 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60H 1/00-3/06

Claims (8)

(57) [Claims] 1. A first air passage (13) having an inside air inlet (26) formed at one end and a lower opening (15) formed at the other end for blowing conditioned air at the feet of an occupant.
And an outside air inlet (29) is formed on one end side, and an upper opening (16) is formed on the other end side for blowing conditioned air from above the lower opening (15) in the vehicle compartment. A vehicle air conditioner having a second air passage (14), wherein an air flow is generated in the first and second air passages (13, 14) from the one end side toward the other end side. A blower means (6), a cooling heat exchanger (7c) provided in the first and second air passages (13, 14) for cooling the air in these air passages, and the first and second The heating heat exchanger (8), which is provided in the second air passage (13, 14) on the air downstream side of the cooling heat exchanger (7c) and heats the air in these air passages, and The cooling temperature of the cooling heat exchanger (7c) provided on the side of the first air passage (13) And a cooling temperature detecting means (39) for detecting the temperature, and in the first and second air passages (13, 14) are air-conditioned by the cooling heat exchanger (7c) and the heating heat exchanger (8). The first and second temperature adjusting means (11a, 11b) for adjusting the temperature of the conditioned air, and the first and second temperature adjusting means (39) based on the cooling temperature (Te) detected by the cooling temperature detecting means (39). 2 has a temperature control means (33) for controlling the temperature adjustment means and an interrupting means (7f, 33) for interrupting the supply of the cooling medium to the cooling heat exchanger (7c), and the interrupting means (7f , 33), when the cooling medium is supplied from the cooling heat exchanger (7c) to the cutoff state, the temperature control means (33) causes the second temperature adjusting means (11b). The temperature of the conditioned air in the second air passage (14) is high. An air conditioner for a vehicle, which is controlled so as to be controlled. 2. The first and second temperature adjusting means (11a,
11b) adjusts the air flow rate ratio between the hot air passing through the heating heat exchanger (8) and the cold air bypassing the heating heat exchanger (8) in the first and second air passages. The vehicle air conditioner according to claim 1, wherein the air conditioner comprises first and second air volume ratio adjusting means (11a, 11b). 3. An interior air temperature detecting means (35) for detecting an interior temperature of the vehicle interior, and a temperature setting means (34a) for setting a set temperature of the interior of the vehicle interior, wherein the interior air temperature detecting means detects the interior air temperature. Temperature (Tr) and the temperature setting means (34
Based on the set temperature (Tset) set in a), the target outlet temperature (TAO) of the conditioned air blown into the passenger compartment
Based on at least the target outlet temperature (TAO) and the cooling temperature (Te), the same target air volume ratio (SW) of the same first and second air volume ratio adjusting means is calculated, and the temperature control is performed. The means (33) adjusts the second air volume ratio adjusting means (11b) in the second air passage (14) so that the temperature of the conditioned air becomes high and the target air volume ratio (SW).
The vehicle air conditioner according to claim 2, wherein: 4. An inside air temperature detecting means (35) for detecting a vehicle interior temperature and an outside air temperature detecting means (36) for detecting a vehicle outside temperature, wherein the temperature adjusting means (33) is the inside air temperature. As the difference between the vehicle interior temperature (Tr) detected by the detection means and the vehicle exterior temperature (Tam) detected by the outside air temperature detection means (36) increases, the second temperature adjustment means (11b) is set to the The vehicle air conditioner according to any one of claims 1 to 3, wherein the temperature of the conditioned air in the two air passages (14) is controlled to be high. 5. A first air passage (13) having an inside air inlet (26) formed at one end and a lower opening (15) formed at the other end for blowing conditioned air at the feet of an occupant.
And an outside air inlet (29) is formed on one end side, and an upper opening (16) is formed on the other end side for blowing conditioned air from above the lower opening (15) in the vehicle compartment. A vehicle air conditioner having a second air passage (14), wherein an air flow is generated in the first and second air passages (13, 14) from the one end side toward the other end side. A blower means (6), a cooling heat exchanger (7c) provided in the first and second air passages (13, 14) for cooling the air in these air passages, and the first and second The heating heat exchanger (8), which is provided in the second air passage (13, 14) on the air downstream side of the cooling heat exchanger (7c) and heats the air in these air passages, and 2 The cooling temperature of the cooling heat exchanger (7c) provided on the air passage (14) side And a cooling temperature detecting means (39) for detecting the temperature, and in the first and second air passages (13, 14) are air-conditioned by the cooling heat exchanger (7c) and the heating heat exchanger (8). The first and second temperature adjusting means (11a, 11b) for adjusting the temperature of the conditioned air, and the first and second temperature adjusting means (39) based on the cooling temperature (Te) detected by the cooling temperature detecting means (39). 2 has a temperature control means (33) for controlling the temperature adjustment means and an interrupting means (7f, 33) for interrupting the supply of the cooling medium to the cooling heat exchanger (7c), and the interrupting means (7f ), When the cooling medium is supplied to the cooling heat exchanger (7c) from the state in which the cooling medium is shut off, the temperature control means (33) causes the first temperature adjusting means (11a) to To reduce the temperature of the conditioned air in the first air passage (13) A vehicle air conditioner characterized by being controlled to 6. The first and second temperature adjusting means (11a,
11b) are hot air that passes through the heating heat exchanger (8) and cold air that bypasses the heating heat exchanger (8) in the first and second air passages (13, 14). First and second air flow rate adjusting means (11a, 11) for adjusting the air flow rate of
6. The vehicle air conditioner according to claim 5, which is b). 7. An interior air temperature detecting means (35) for detecting an interior temperature of the vehicle interior, and a temperature setting means (34a) for setting a preset temperature of the interior of the vehicle interior, wherein the interior air temperature detecting means detects the interior air temperature. Temperature (Tr) and the temperature setting means (34
Based on the set temperature (Tset) set in a), the target outlet temperature (TAO) of the conditioned air blown into the passenger compartment
Based on at least the target outlet temperature (TAO) and the cooling temperature (Te), the target air volume ratio (SW) of the same first and second air volume ratio adjusting means is calculated, and at least the target air volume ratio (SW) is calculated. The target air volume ratio (SW) of the same first and second air volume ratio adjusting means (11a, 11b) is calculated based on the blowout temperature (TAO) and the cooling temperature (Te), and the temperature control means ( 33) The target air flow rate (SW) is corrected by the first air flow rate adjusting means so that the temperature of the conditioned air adjusted in the first air passage (13) becomes low. 5. The vehicle air conditioner according to item 5. 8. An inside air temperature detecting means (35) for detecting a vehicle interior temperature and an outside air temperature detecting means (36) for detecting a vehicle outside temperature, wherein the temperature adjusting means (33) is the inside air temperature. As the difference between the vehicle interior temperature (Tr) detected by the detection means and the vehicle exterior temperature (Tam) detected by the outside air temperature detection means (36) increases, the first temperature adjustment means (11a) is set to 8. The vehicle air conditioner according to claim 5, wherein the temperature of the conditioned air in the first air passage (13) is controlled to be low.