JP4403652B2 - Air conditioner for vehicles - Google Patents

Description

【数２】

【００４４】
但し、Ｔｓｅｔ（Ｄｒ）およびＴｓｅｔ（Ｐａ）は、それぞれ運転席側空調ゾーン内の設定温度、助手席側空調ゾーン内の設定温度を表し、ＴＳ（Ｄｒ）およびＴＳ（Ｐａ）は、それぞれ運転席側、助手席側空調ゾーン内の日射量を表す。また、ＴＲ、ＴＡＭは、それぞれ車室内温度、外気温を表す。Ｋｓｅｔ、ＫＲ、ＫＡＭ、ＫＳ、Ｋｄ（Ｄｒ）およびＫｄ（Ｐａ）は、それぞれ温度設定ゲイン、車室内温度ゲイン、外気温ゲイン、日射量ゲイン、運転席側、助手席側空調ゾーンの温度差補正ゲインを表す。
【００４５】
なお、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）は、それぞれ外気温ＴＡＭが運転席側空調ゾーンおよび助手席側空調ゾーンの各空調温度に及ぼす影響度合を補正するゲインを表し、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）は上記影響度合に応じた定数、Ｃは補正定数を表す。ここで、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）といった値は、車両の形や大きさ、空調ユニット１の吹出方向等の様々なパラメータで変化する。
【００４６】
次に、上記のステップＳ３で求めた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）に基づいてブロワ風量｛ブロワモータ９に印加するブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）｝を演算する（ステップＳ４）。具体的には、上記のブロワ制御電圧ＶＡは、運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）にそれぞれ適合したブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を図６の特性図に基づいて求めると共に、それらのブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を平均化処理することにより得ている。
【００４７】
次に、図１のルーチンが起動して、運転席側空調ゾーンおよび助手席側空調ゾーンの各吹出口モードを決定する（ステップＳ５）。次に、上記のような記憶データおよび下記の数３の演算式、数４の演算式に基づいて、運転席側Ａ／Ｍドア１５のＡ／Ｍ開度ＳＷ（Ｄｒ）（％）および助手席側Ａ／Ｍドア１６のＡ／Ｍ開度ＳＷ（Ｐａ）（％）を演算する（ステップＳ６）。
【００４８】
【数３】

【数４】

但し、ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）は上記のステップＳ３で求めた運転席側、助手席側の目標吹出温度で、ＴＥはエバ後温度センサ７４の検出値であるエバ後温度で、ＴＷは冷却水温センサ７５の検出値であるエンジン冷却水温である。
【００４９】
次に、ステップＳ４で決定されたブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）となるようにブロワ駆動回路８に制御信号を出力する（ステップＳ７）。次に、ステップＳ６で決定されたＡ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）となるようにサーボモータ１７、１８に制御信号を出力する（ステップＳ８）。次に、ステップＳ５で決定された吹出口モードとなるようにサーボモータ２８、２９、３８、３９に制御信号を出力する。具体的には、ステップＳ５でＯＮされたモード判定フラグに応じてサーボモータ２８、２９、３８、３９に制御信号を出力する（ステップＳ９）。その後に、ステップＳ２の制御処理に戻る。
【００５０】
次に、エアコンＥＣＵ１０による吹出口モード制御を図１ないし図１１に基づいて説明する。ここで、図１は吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである。
【００５１】
本実施形態では、少なくともフロントウインドウに曇りが起きるのを防止する防曇手段として、運転席側、助手席側吹出口切替ドア２４、３４を動かして運転席側、助手席側ＤＥＦ吹出口２０、３０を開放し、運転席側、助手席側ＤＥＦ吹出口２０、３０からフロントウインドウの内面へ吹き出す吹出風量または配風割合が多くなるオートＦ／Ｄモードになり易くする制御を行うようにしている。
【００５２】
先ず、図１のルーチンが起動すると、図５のステップＳ３で求められた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、図７の特性図に示した目標吹出温度に対する吹出口モード特性とに基づいて、運転席側、助手席側の基本吹出口モードを演算（決定）する（吹出口モード決定手段：ステップＳ１１）。具体的には、上記の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）が低い温度から高い温度にかけて、オートＦＡＣＥモード、オートＢ／ＬモードおよびオートＦＯＯＴモードとなるように演算（決定、選択）される。
【００５３】
次に、車室内を除湿する機能を持つ冷凍サイクルのコンプレッサがＯＦＦされているか否かを判定する。具体的には、図８の特性図に基づいて、外気温センサ７２の検出値である外気温（ＴＡＭ）が低外気温以下であるか否かを判定する。あるいは図９の特性図に基づいて、冷媒圧力センサ７７の検出値である冷凍サイクルの高圧側の冷媒圧力が、異常低圧力以下またはコンプレッサをＯＦＦする異常高圧力以上であるか否かを判定する（ステップＳ１２）。
【００５４】
ここで、冷凍サイクル内の高圧側の冷媒圧力が異常高圧力よりも高くなると、冷凍機器の故障、破損につながる。そこで、一般的に、オートエアコンシステムにおいては、高圧側の冷媒圧力が３．１１ＭＰａ以上になると、電磁クラッチをＯＦＦしてコンプレッサを停止させる制御を行っている。また、冷凍サイクル内を循環する冷媒がガス漏れ等により極端に不足した場合、コンプレッサを駆動するとコンプレッサオイルの潤滑が悪くなり、コンプレッサが焼き付きを起こす可能性がある。
【００５５】
そこで、オートエアコンシステムにおいては、冷媒不足により高圧側の冷媒圧力が０．１８１ＭＰａ以下になると、電磁クラッチをＯＦＦしてコンプレッサを停止させる制御を行っている。なお、冷媒圧力センサ７７の代わりにプレッシャスイッチを設けても良い。この場合、外気温が−１．５℃以下になると、仮に冷凍サイクル内の冷媒量が適正値であっても高圧側の冷媒圧力が異常低圧値（例えば０．１８１ＭＰａ）以下になるので、電磁クラッチをＯＦＦしてコンプレッサを停止させる。
【００５６】
このステップＳ１２の判定結果がＮＯの場合、つまりコンプレッサがＯＮされており、比較的にフロントウインドウの内面に曇りが発生し難い状況の場合には、図１０に示したオートＦ／Ｄモードになり難い判定条件（オートＦ／Ｄ判定条件１）で、オートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードに設定するかオートＦ／Ｄモードに設定するかを判定して、その判定結果に基づいて、吹出口モードを決定（設定）する（ステップＳ１３）。その後に、図１のルーチンを抜ける。
【００５７】
ここで、オートＦ／Ｄ判定条件１においては、図１０に示したように、条件（ａ）または条件（ｂ）が成立した時に、仮に図７の特性図に基づいて、運転席側、助手席側の基本吹出口モードがオートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードのうちのいずれかに設定されていたとしても、運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。
【００５８】
図１０の条件（ａ）は下記の５条件が全て成立した時に運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。５条件とは、（１）ｆ１（ＴＷ）＝１、（２）ｆ２（ＴＡＭＤＩＳＰ）＝１、（３）ｆ３（ＴＳＤｒ）＝１、（４）ｆ７（ＴＡＯＢＲＤｒ）＝１、（５）ｆ９（ＲＨＷ）＝１である。また、図１０の条件（ｂ）は下記の６条件が全て成立した時に運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。６条件とは、（１）ｆ１（ＴＷ）＝０、（２）ｆ５（ＴＡＭＤＩＳＰ）＝１、（３）ｆ６（ＴＳＤｒ）＝１、（４）ｆ７（ＴＡＯＢＲＤｒ）＝１、（５）ｆ８（ＳＰＤ）＝１、（６）ｆ９（ＲＨＷ）＝１である。
【００５９】
また、ステップＳ１２の判定結果がＹＥＳの場合、つまりコンプレッサがＯＦＦされており、比較的にフロントウインドウの内面に曇りが発生し易い状況の場合には、図１１に示したオートＦ／Ｄモードになり易い判定条件（オートＦ／Ｄ判定条件２）で、オートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードに設定するかオートＦ／Ｄモードに設定するかを判定して、その判定結果に基づいて、吹出口モードを決定（設定）する（ステップＳ１４）。その後に、図１のルーチンを抜ける。
【００６０】
ここで、オートＦ／Ｄ判定条件２においては、図１１に示したように、条件（ａ）または条件（ｂ）が成立した時に、仮に図７の特性図に基づいて、運転席側、助手席側の基本吹出口モードがオートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードのうちのいずれかに設定されていたとしても、運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。
【００６１】
図１１の条件（ａ）は下記の５条件が全て成立した時に運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。５条件とは、（１）ｆ１（ＴＷ）＝１、（２）ｆ２（ＴＡＭＤＩＳＰ）＝１、（３）ｆ３（ＴＳＤｒ）＝１、（４）ｆ７（ＴＡＯＢＲＤｒ）＝１、（５）ｆ９（ＲＨＷ）＝１である。また、図１１の条件（ｂ）は下記の６条件が全て成立した時に運転席（Ｄｒ）側、助手席（Ｐａ）側の吹出口モードを共にオートＦ／Ｄモードに設定（決定）する。６条件とは、（１）ｆ１（ＴＷ）＝０、（２）ｆ５（ＴＡＭＤＩＳＰ）＝１、（３）ｆ６（ＴＳＤｒ）＝１、（４）ｆ７（ＴＡＯＢＲＤｒ）＝１、（５）ｆ８（ＳＰＤ）＝１、（６）ｆ９（ＲＨＷ）＝１である。
【００６２】
但し、図１０中および図１１中のＴＷは冷却水温センサ７５の検出値であるエンジン冷却水温で、ＴＡＭＤＩＳＰは外気温センサ７２の検出値である外気温で、ＴＳＤｒは日射センサ７３の検出値である日射量で、ＴＡＯＢＲＤｒは運転席側の目標吹出温度で、ＳＰＤは車速センサの検出値である車速で、ＲＨ２５は車室内の相対湿度の快適湿度（２５℃相当の相対湿度）で、ＲＨＷ２５は２５℃相当の飽和絶対湿度である。また、ＲＨ２５、ＲＨＷ２５は下記の数５の演算式、数６の演算式に基づいて演算できる。
【数５】

但し、ＲＨは湿度センサ７６の検出値である相対湿度で、ｆ（ＴＲ）は内気温センサ７１の検出値である車室内温度ＴＲの関数である。
【数６】

但し、ｆ（ＴＷＧ）はウインドウ温度ＴＷＧの関数である。このウインドウ温度は、車室内温度（ＴＲ）、日射量（ＴＳ）、外気温（ＴＡＭ）、車速（ＳＰＤ）の関数で表されるが、雨天時には、ウインドウ温度（ＴＷＧ）＝外気温（ＴＡＭ）となる。
【００６３】
〔第１実施形態の特徴〕
以上のように、図３（ｂ）に示したように、ユーザーのマニュアル操作によりＡ／Ｃスイッチ５９がＯＮされ、冷凍サイクルのコンプレッサがＯＮされている時には、例えば運転席側、助手席側ＦＯＯＴ吹出口２３、３３から車室内に吹き出す空気が除湿されるため、車室内湿度が低下し、フロントウインドウを含む各ウインドウ近傍で露点温度を下回ることはなく、各ウインドウの内面の曇りの可能性が低くなる。
【００６４】
しかし、図３（ｃ）に示したように、ユーザーのマニュアル操作によりＡ／Ｃスイッチ５９がＯＦＦされるか、あるいは低外気温または低冷媒圧力の際に冷凍機器の破損を防止する目的で、冷凍サイクルのコンプレッサがＯＦＦされている時には、車室内湿度が上昇し、フロントウインドウを含む各ウインドウ近傍で露点温度を下回り、各ウインドウの内面に曇りが発生する。そこで、本実施形態では、オートＦＡＣＥモード、オートＢ／ＬモードおよびオートＦＯＯＴモードよりもフロントウインドウへの配風割合が多いオートＦ／Ｄモードになり易くするウインドウの防曇制御を実施する。
【００６５】
それによって、例えば運転席側、助手席側ＤＥＦ吹出口２０、３０からフロントウインドウの内面に吹き出す吹出風量（温風量）が多くなり、ヒータコア４２を通過する際に暖められた温風がフロントウインドウの内面に多く吹き出されるので、フロントウインドウの内面の曇りを晴らす、あるいは曇りが起きるのを防止することができる。これにより、運転者の視界を確保でき、安全で快適な運転が可能となる。
【００６６】
ここで、本ウインドウの防曇制御を実施することで、多少ユーザーの足元部の温感が低下したり、ユーザーの顔部の火照りが発生したりするが、冷凍機器の破損防止または省動力（省燃費）運転を目的とするコンプレッサＯＦＦを継続しつつ、フロントウインドウを含む各ウインドウの内面に曇りが起き難くなる。これにより、窓曇りを防止する防曇性能を向上することができる。なお、低外気温判定や低冷媒圧力判定は、頻繁にＯＮ−ＯＦＦしないので、オートＦＯＯＴモードとオートＦ／Ｄモードとの間でハンチングが起きることも少ない。
【００６７】
〔第２実施形態〕
図１２は本発明の第２実施形態を示したもので、吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである。
【００６８】
本実施形態では、車載のカソード・レイ・チューブ（ＣＲＴ）や液晶ディスプレイ（ＬＣＤ）の画面に表した地図上に現在位置を表示するナビゲーションシステム等の車載機器を備えている。この車載機器は、現在位置から目的地までの道程（道路）を案内する機能、および道路の渋滞状況を知らせたりする機能を有している。
【００６９】
先ず、図１２のルーチンが起動すると、図５のステップＳ３で求められた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、図７の特性図に示した目標吹出温度に対する吹出口モード特性とに基づいて、運転席側、助手席側の基本吹出口モードを演算（決定、選択）する（ステップＳ２１）。次に、ナビゲーションシステム等の車載機器で設定した目的地までの道程が現在位置から近いか否かを判定する。あるいは現在位置から目的地までの道路を走行するのに十分な燃料量が残っているか否かを判定する（ステップＳ２２）。
【００７０】
このステップＳ２２の判定結果がＮＯの場合、つまり目的地まで十分な燃料量が有り、現在位置から目的地までの道程が近い場合には、図１０に示したオートＦ／Ｄモードに成り難い判定条件（オートＦ／Ｄ判定条件１）で、オートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードに設定するかオートＦ／Ｄモードに設定するかを判定して、その判定結果に基づいて、吹出口モードを決定（設定）する（ステップＳ２３）。その後に、図１２のルーチンを抜ける。
【００７１】
なお、そのステップＳ２３の制御処理を実施する場合に、電磁クラッチをＯＮしてコンプレッサをＯＮすることで冷凍サイクルを作動させることにより、エバポレータ４１にて車室内に吹き出す空気を冷却または除湿して車室内空気を除湿し、フロントウインドウの内面が曇り難くしても良い。また、ステップＳ２２の判定結果がＹＥＳの場合、つまり現在位置から目的地までの道路を走行するのに十分な燃料量が無く、現在位置から目的地までの道程が遠い場合には、省燃費を向上する目的で、電磁クラッチをＯＦＦしてコンプレッサをＯＦＦすることで、省動力運転を行う（ステップＳ２４）。
【００７２】
次に、防曇性能を向上し、フロントウインドウの内面の曇りを防止する目的で、図１１に示したオートＦ／Ｄモードに成り易い判定条件（オートＦ／Ｄ判定条件２）で、オートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードに設定するかオートＦ／Ｄモードに設定するかを判定して、その判定結果に基づいて、吹出口モードを決定（設定）する（ステップＳ２５）。その後に、図１２のルーチンを抜ける。
【００７３】
したがって、目的地まで走行するのに十分な燃料残量が無く、現在位置から目的地まで遠い時には、コンプレッサをＯＦＦすることで、省動力運転を行うことにより、省燃費とすると共に、オートＦ／Ｄモードになり易くすることで、フロントウインドウの内面へ空調風（主に温風）を吹き出すことにより、フロントウインドウを含む各ウインドウの内面の防曇性能を向上することができ、且つフロントウインドウを含む各ウインドウの内面の曇りを防止することができる。これにより、運転者の視界を確保でき、安全で快適な運転が可能となる。なお、バッテリー残量が少ない時にも、コンプレッサの稼働率を抑制し、オートＦ／Ｄモードになり易くすることで、フロントウインドウの内面の曇りを防止するようにしても良い。これにより、例えば電気自動車やハイブリッド自動車等の車両の走行可能距離を延ばすことができる。
【００７４】
〔第３実施形態〕
図１３は本発明の第３実施形態を示したもので、吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである。
【００７５】
先ず、図１３のルーチンが起動すると、図５のステップＳ３で求められた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、図７の特性図に示した目標吹出温度に対する吹出口モード特性とに基づいて、運転席側、助手席側の基本吹出口モードを演算する（ステップＳ３１）。
【００７６】
次に、冷凍サイクルのコンプレッサがＯＦＦ、つまり電磁クラッチがＯＦＦされているか否かを判定する。具体的には、図８の特性図に基づいて、外気温センサ７２の検出値である外気温（ＴＡＭ）が、コンプレッサをＯＦＦする低外気温相当の所定値以下であるか否かを判定する。あるいは図９の特性図に基づいて、冷媒圧力センサ７７の検出値である高圧側の冷媒圧力が、コンプレッサをＯＦＦする低冷媒圧力相当の所定値以下またはコンプレッサをＯＦＦする異常高圧相当の所定値以上であるか否かを判定する。あるいはユーザーのマニュアル操作によりＡ／Ｃスイッチ５９がＯＦＦされているか否かを判定する（ステップＳ３２）。
【００７７】
このステップＳ３２の判定結果がＮＯの場合、つまりコンプレッサがＯＮされており、比較的にフロントウインドウの内面に曇りが発生し難い状況の場合には、図１３のステップＳ３１の演算処理に応じたオートＦＡＣＥモード、オートＢ／ＬモードまたはオートＦＯＯＴモードのうちのいずれかの吹出口モードに設定されて、図１３のルーチンを抜ける。
【００７８】
また、ステップＳ３２の判定結果がＹＥＳの場合、つまりコンプレッサがＯＦＦされており、比較的にフロントウインドウの内面に曇りが発生し易い状況の場合には、図１３のステップＳ３１の演算処理によってオートＦＯＯＴモードが選択されているか否かを判定する（ステップＳ３３）。このステップＳ３３の判定結果がＮＯの場合には、図１３のステップＳ３１の演算処理に応じたオートＦＡＣＥモードまたはオートＢ／Ｌモードのうちのいずれかの吹出口モードに設定されて、図１３のルーチンを抜ける。
【００７９】
また、ステップＳ３３の判定結果がＹＥＳの場合、つまりオートＦＯＯＴモードが選択されている場合には、吹出口モードをオートＦ／Ｄモードに決定（設定）する（ステップＳ３４）。その後に、図１３のルーチンを抜ける。
【００８０】
したがって、省動力運転を目的として、ユーザーがマニュアル操作によりＡ／Ｃスイッチ５９をＯＦＦすることで、コンプレッサをＯＦＦしている時でも、吹出口モードをオートＦ／Ｄモードに設定することにより、フロントウインドウを含む各ウインドウの内面の防曇性能を向上することができ、且つフロントウインドウを含む各ウインドウの内面の曇りを防止することができる。これにより、運転者の視界を確保でき、安全で快適な運転が可能となる。
【００８１】
〔第４実施形態〕
図１４は本発明の第４実施形態を示したもので、ウインドウの防曇制御を示したフローチャートである。
【００８２】
本実施形態では、少なくともフロントウインドウを含むウインドウ内に電気抵抗線をプリントして電気を流し、ウインドウを温めてウインドウの内面の曇りを晴らすと共に、外側に付着した霜や氷を溶かすウインドウ加熱装置（本発明のウインドウ加熱手段に相当する）である熱線ヒータ（ウインドウヒータ）を備えている。通常は、エアコン操作パネル５１に設けたデフォッガスイッチ５５をＯＮすることにより、所定時間が経過するまで、あるいはデフォッガスイッチ５５をＯＦＦするまで電気が流れて、ウインドウを温める。なお、ウインドウヒータは、ユーザーの操作対象であるコンプレッサとは別の対象である。また、ウインドウヒータをリヤウインドウやサイドウインドウ内に設けても良い。
【００８３】
先ず、図１４のルーチンが起動すると、省動力運転および省燃費を目的として、ユーザーのマニュアル操作によってＡ／Ｃスイッチ５９をＯＦＦしたか否かを判定する（ステップＳ４１）。このステップＳ４１の判定結果がＮＯの場合には、コンプレッサがＯＮされており、比較的にフロントウインドウの内面に曇りが発生し難い状況であると判断して、特別なウインドウの防曇制御を実施することなく、図１４のルーチンを抜ける。
【００８４】
また、ステップＳ４１の判定結果がＹＥＳの場合には、コンプレッサがＯＦＦされており、比較的にウインドウの内面に曇りが発生し易い状況であると判断して、ウインドウヒータを自動的にＯＮさせる（ステップＳ４２）。その後に、図１４のルーチンを抜ける。
【００８５】
したがって、ユーザーが省動力運転および省燃費優先のためＡ／Ｃスイッチ５９をＯＦＦしても、ウインドウヒータが作動することにより、リヤウインドウを含むウインドウの内面の曇りが発生しない。さらにウインドウの外側に付着した霜や氷が溶ける。このように、ユーザーが窓曇りを発生または悪化させる操作を行った場合でも、ユーザーの操作対象であるコンプレッサとは別の対象であるウインドウヒータを自動的にＯＮさせることにより、ウインドウの内面の曇りが発生し難くなる。これにより、運転者の視界を確保でき、安全で快適な運転が可能となる。
【００８６】
〔第５実施形態〕
図１５は本発明の第５実施形態を示したもので、窓曇り易さ表示制御を示したフローチャートである。
【００８７】
先ず、図１５のルーチンが起動すると、ユーザーがマニュアル操作によって、運転席側、助手席側ＤＥＦ吹出口２０、３０からフロントウインドウの内面への吹き出しの多い吹出口モードから少ない吹出口モードに切り替えたか否かを判定する。具体的には、ＭＯＤＥ切替スイッチ５７をマニュアル操作して、Ｆ／ＤモードからＦＡＣＥモードまたはＢ／ＬモードまたはＦＯＯＴモードのうちのいずれかに切り替えたか否かを判定する（ステップＳ５１）。この判定結果がＮＯの場合には、図１５のルーチンを抜ける。
【００８８】
また、ステップＳ５１の判定結果がＹＥＳの場合には、液晶ディスプレイ５２上に、「窓曇りが起き易くなります」と視覚表示（ウォーニング表示）する（ステップＳ５２）。その後に、図１５のルーチンを抜ける。したがって、ユーザーのマニュアル操作に対してウォーニング表示を出すことにより、フロントウインドウを含む各ウインドウの内面が曇る可能性をユーザーにアピールすると共に、現在何故オートＦ／Ｄモードになり易くなっているのかをユーザーに分かり易くすることができる。なお、ステップＳ５１の判定として、Ａ／Ｃスイッチ５９がＯＮからＯＦＦされた時にも、液晶ディスプレイ５２上に、「窓曇りが起き易くなります」と視覚表示（ウォーニング表示）するようにしても良い。
【００８９】
〔他の実施形態〕
本実施形態では、冷凍サイクルのコンプレッサをＯＦＦしている時をウインドウ（窓ガラス）が曇り易い状況にあると判断したが、外気温（ＴＡＭ）と日射量（ＴＳ）を利用して窓曇り易さを判断しても良い。また、車室内温度（ＴＲ）、車速（ＳＰＤ）、車室内の相対湿度（ＲＨ）、吹出温度または吸込温度のうちの少なくとも１つ以上を利用して窓曇り易さを判断しても良い。そして、ウインドウが曇り易い状況の時に、本ウインドウの防曇制御を実施するようにしても良い。
【００９０】
なお、オートエアコンシステムが壊れていないことを示すためにユーザーに本ウインドウの防曇制御を実行していることを知らせる（作動表示する）視覚表示手段（液晶ディスプレイ５２やウォーニングランプ等）または聴覚表示手段（音声やブザー音等）を設けることが望ましい。また、本ウインドウの防曇制御がユーザーの空調感（空調フィーリング）に合わない場合には、本ウインドウの防曇制御をキャンセルすることが可能なスイッチ類を設けることが望ましい。
【００９１】
本実施形態では、ユーザーが窓曇りを発生または悪化させる操作として、Ａ／Ｃスイッチ５９をＯＦＦする、あるいはフロントウインドウへの風量割合が少なくなる吹出口モードへ切り替える等を行ったが、ウインドウヒータ（ウインドウ加熱手段）の作動停止、あるいはウインドウへの吹出風量の低下、あるいは空調制御の停止のうちのいずれかを行っても良い。
【００９２】
本実施形態では、防曇手段の防曇能力を上げる防曇制御として、フロントウインドウの内面への風量割合（配風割合）が多くなる吹出口モードに変更する制御、あるいはウインドウヒータ（ウインドウ加熱手段）をＯＮする制御を用いたが、フロントウインドウの内面への吹出風量または吹出風速または吹出温度を上げる制御、あるいはウインドウヒータの能力を上げる制御のうちの１つ以上の制御を用いても良い。
【００９３】
本実施形態では、目標吹出温度に対する吹出口モード制御を行った後に、ウインドウの防曇制御を実施するようにしているが、基本吹出口モード演算によってオートＦＯＯＴモードが選択された時のみウインドウの防曇制御を実施するようにしても良い。また、基本吹出口モード演算は、車室内温度ＴＲと運転席側、助手席側の設定温度Ｔｓｅｔ（Ｄｒ）、Ｔｓｅｔ（Ｐａ）との温度偏差のみによって基本吹出口モードを演算（選択）しても良い。
【図面の簡単な説明】
【図１】吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである（第１実施形態）。
【図２】オートエアコンシステムの全体構成を示した構成図である（第１実施形態）。
【図３】（ａ）は車両のインストルメントパネルを示した正面図で、（ｂ）、（ｃ）はＡ／Ｃスイッチを示した正面図である（第１実施形態）。
【図４】エアコン操作パネルを示した正面図である（第１実施形態）。
【図５】エアコンＥＣＵの制御プログラムを示したフローチャートである（第１実施形態）。
【図６】目標吹出温度に対するブロワ制御電圧特性を示した特性図である（第１実施形態）。
【図７】目標吹出温度に対する吹出口モード特性を示した特性図である（第１実施形態）。
【図８】外気温に対するコンプレッサの作動特性を示した特性図である（第１実施形態）。
【図９】冷凍サイクルの高圧側の冷媒圧力に対するコンプレッサの作動特性を示した特性図である（第１実施形態）。
【図１０】オートＦ／Ｄモードに成り難い判定条件であるオートＦ／Ｄ判定条件１を示した特性図である（第１実施形態）。
【図１１】オートＦ／Ｄモードに成り易い判定条件であるオートＦ／Ｄ判定条件２を示した特性図である（第１実施形態）。
【図１２】吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである（第２実施形態）。
【図１３】吹出口モード制御（ウインドウの防曇制御）を示したフローチャートである（第３実施形態）。
【図１４】ウインドウの防曇制御を示したフローチャートである（第４実施形態）。
【図１５】窓曇り易さ表示制御を示したフローチャートである（第５実施形態）。
【符号の説明】
１ 空調ユニット
２ 空調ダクト
４ ブロワ（送風機）
１０ エアコンＥＣＵ（防曇制御手段）
２０ 運転席側ＤＥＦ吹出口
２４ 運転席側吹出口切替ドア（防曇手段）
２８ サーボモータ（防曇手段のアクチュエータ）
３０ 助手席側ＤＥＦ吹出口
３４ 助手席側吹出口切替ドア（防曇手段）
３８ サーボモータ（防曇手段のアクチュエータ）
４１ エバポレータ（冷却用熱交換器）
４２ ヒータコア（加熱用熱交換器）
５１ エアコン操作パネル
５９ Ａ／Ｃスイッチ（冷却用熱交換器の作動スイッチ）
７２ 外気温センサ
７６ 湿度センサ
７７ 冷媒圧力センサ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that ensures a driver's field of view and enables safe and comfortable driving, and in particular, controls the outlet switching means so as to increase the amount of air blown out to the window or the proportion of air distribution. The present invention relates to a car air conditioner equipped with an air conditioning control device.
[0002]
[Prior art]
Conventionally, a vehicle air conditioner has provided a comfortable environment for drivers and other passengers (users) in all climates and driving conditions, and has prevented window fogging or removed window fogging. The purpose is to ensure safe and comfortable driving.
[0003]
In JP-A-11-180137, the operation rate of the compressor is determined according to the state of the compressor operation switch (A / C switch) in the refrigeration cycle, the vehicle speed, battery power, and the likelihood of window fogging. An auto air conditioner system (conventional technology) that increases or decreases has been proposed.
[0004]
[Problems to be solved by the invention]
However, in a conventional auto air conditioner system, when the compressor operation is stopped due to an external factor such as a user operation, or when the compressor operation is stopped due to low outside air temperature or a decrease in refrigerant pressure, the humidity in the passenger compartment is reduced. When the temperature rises and falls below the dew point temperature in the vicinity of the window, window fogging easily occurs. As a result, the driver's field of view cannot be ensured, and safe and comfortable driving may not be possible. Further, when the compressor is operated for the purpose of removing window fogging when the battery power or the remaining amount of fuel is low, engine power is required for the operation of the compressor. For this reason, at the time of the operation of the compressor, there is a problem that the fuel consumption (fuel economy) is deteriorated and the travelable distance of the vehicle is reduced.
[0005]
Here, a constant auto F / D condition shown in FIG. 10 is known, but as a result of examination by the inventors on a combination of this with the above-described conventional technology, for example, for power saving or fuel saving, By turning off the A / C switch, when the compressor of the refrigeration cycle is turned off, if the auto F / D condition shown in FIG. . In addition, some users may not know that turning off the A / C switch makes the window easily cloudy as described above.
[0006]
OBJECT OF THE INVENTION
An object of the present invention is to perform an antifogging control of the window according to the dehumidifying capacity of the dehumidifying means, thereby reducing the consumption energy of the vehicle driving means and improving the effect of preventing the window from being fogged. An object of the present invention is to provide a vehicle air conditioner capable of achieving both. It is another object of the present invention to provide a vehicle air conditioner that can notify an occupant that a window is easily fogged.
[0007]
[Means for Solving the Problems]
  According to the first aspect of the present invention, when the dehumidifying capacity of the dehumidifying means is less than or equal to a predetermined value, than when the dehumidifying capacity of the dehumidifying means exceeds a predetermined value,In the air outlet mode with a large amount of air blown out from the defroster air outlet provided at the air downstream end of the air conditioning duct to the inner surface of the window,Anti-fogging meansSwitchAs a result, it is possible to suppress the fogging of the window while suppressing the consumption of the driving energy of the vehicle driving means, so that the window is fogged with the effect of suppressing the driving energy consumption of the vehicle driving means (power saving or fuel saving). It is possible to achieve both an improvement in the effect (anti-fogging effect) to prevent the above. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0008]
  According to the second aspect of the present invention, when the remaining amount of running energy of the vehicle is equal to or less than a predetermined value, the dehumidifying means has a lower dehumidifying capacity than when the remaining amount of running energy exceeds the predetermined value,In the air outlet mode with a large amount of air blown out from the defroster air outlet provided at the air downstream end of the air conditioning duct to the inner surface of the window,Anti-fogging meansSwitchThus, it is possible to suppress the fogging of the window while suppressing the consumption of the travel energy of the vehicle drive means. Moreover, even if the remaining amount of running energy of the vehicle is small, the window can be defogged with peace of mind. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0009]
  According to the invention of claim 3, when the distance from the current position of the vehicle to the destination exceeds a predetermined value, DistanceSeparationWhereThan when it is less than a fixed value, ExcludingWhile reducing the dehumidifying ability of the wet means,In the air outlet mode with a large amount of air blown out from the defroster air outlet provided at the air downstream end of the air conditioning duct to the inner surface of the window,Anti-fogging meansSwitchThus, it is possible to suppress the fogging of the window while suppressing the consumption of the travel energy of the vehicle drive means. Further, even when the distance from the current position of the vehicle to the destination exceeds a predetermined value, the window can be defogged with peace of mind. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0010]
  Here, in the control according to claims 1 to 3, the dehumidifying means refers to a cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct. It refers to a refrigeration cycle having an evaporator that cools or dehumidifies the air flowing in the duct, and a compressor that compresses and discharges the refrigerant sucked from the evaporator. The compressor is driven to rotate by a traveling engine mounted on the vehicle. Also,To prevent the window from fogging means to prevent the window from fogging, to prevent the window from fogging, to remove the window fogging, or to clear the window fogging.
[0013]
  Claim4According to the invention described in (1) above, by providing the notification means for notifying that the anti-fogging control means has increased or easily increased the anti-fogging ability of the anti-fogging means, the above-mentioned claims 1 to claim3When any one of these controls is used in combination, it is possible to make it easier for the occupant to understand why special control that is effective in preventing fogging of the window is being performed.Note that increasing or facilitating the anti-fogging ability of the anti-fogging means means increasing or facilitating increasing the amount of air blown to the window, the blown air speed, the air distribution ratio or the blowing temperature, and at least the front. This refers to increasing or facilitating the ability of a window heating means such as a hot wire heater (window heater) for heating the window.
[0014]
  Claim5According to the invention described in the above, when the anti-fogging control means increases or facilitates the anti-fogging ability of the anti-fogging means, a means for canceling this according to the instruction of the passenger is provided. When it does not meet the air conditioning feeling, it is possible to increase the antifogging ability of the antifogging means or cancel the antifogging control that makes it easy to increase.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
[Configuration of First Embodiment]
FIGS. 1 to 11 show a first embodiment of the present invention, FIG. 2 is a diagram showing an overall configuration of an auto air conditioner system, and FIG. 3 (a) is a diagram showing an instrument panel of a vehicle. 3 (b) and 3 (c) are views showing an A / C switch, and FIG. 4 is a view showing an air conditioner operation panel.
[0018]
A vehicle air conditioner of this embodiment, a so-called car air conditioner, is an air conditioning unit that air-conditions the interior of a vehicle such as an automobile equipped with vehicle drive means such as a travel engine that operates by consuming the vehicle's travel energy (fuel). 1 is an auto air-conditioning system configured to control each air-conditioning means (actuator) in 1 by an air-conditioning control device (hereinafter referred to as an air-conditioner ECU) 10. The air conditioning unit 1 adjusts the temperature of the driver's seat (including the rear seat on the right side of the vehicle) side air conditioning zone and the passenger's seat (including the rear seat on the left side of the vehicle), changes the air outlet mode, and the like. It is an air conditioner unit that can be performed independently of each other.
[0019]
The air conditioning unit 1 includes an air conditioning duct 2 disposed in front of the vehicle interior of the vehicle. An inside / outside air switching door 3 and a blower 4 are provided upstream of the air conditioning duct 2. The inside / outside air switching door 3 is suction port switching means that is driven by an actuator such as a servo motor 5 to change the opening degree (so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7.
[0020]
The blower 4 is a centrifugal blower that is rotationally driven by a blower motor (blower drive means) 9 controlled by a blower drive circuit 8 and generates an air flow toward the vehicle interior in the air conditioning duct 2. In addition, the blower 4 is respectively directed toward the driver seat side in the passenger compartment and the passenger seat side air-conditioning zone (especially the inner surface of the driver seat side and the front windscreen on the passenger seat side) from the respective outlets on the driver seat side and the passenger seat side. A blown air volume variable means or a blown air speed variable means for changing the blown air volume or blown air speed of the conditioned air blown is configured.
[0021]
An evaporator (cooling heat exchanger) 41 that cools the air passing through the air conditioning duct 2 is provided at the center of the air conditioning duct 2. A heater core (heating heat exchanger) 42 is provided on the air downstream side of the evaporator 41 to heat the air passing through the first and second air passages 11 and 12 by exchanging heat with the engine coolant. ing. The first and second air passages 11 and 12 are partitioned by a partition plate 14. For example, in a vehicle air conditioner used in a vehicle that travels using electric power, the evaporator may be changed to a Peltier element.
[0022]
On the air upstream side of the heater core 42, the driver's seat side and passenger's seat side air mix (A / M) for independently adjusting the temperature of the driver's seat side air conditioning zone and the passenger seat side air conditioning zone in the passenger compartment. Doors 15 and 16 are provided. The driver's seat side and passenger seat side A / M doors 15 and 16 are driven by actuators such as servo motors 17 and 18, and driver seats in the passenger compartment from the driver seat side and passenger seat side outlets described later. Side and passenger side air conditioning zones (especially the driver side and the front side of the front window of the front passenger side) change the temperature of the conditioned air blown toward the driver side and the passenger side blow temperature variable means .
[0023]
Here, the evaporator 41 of this embodiment constitutes one component of the refrigeration cycle. The refrigeration cycle corresponds to the dehumidifying means of the present invention, and is a refrigerant compressor (compressor) that is driven by a belt on the output shaft of a vehicle running engine mounted in the engine room of the vehicle to compress and discharge the refrigerant. ), A refrigerant condenser (condenser) that condenses and liquefies the refrigerant discharged from the compressor, a liquid receiver (receiver) that separates the liquid refrigerant flowing in from the capacitor, and a liquid refrigerant flowing in from the receiver An expansion valve (expansion valve) for adiabatic expansion and the above-described evaporator (refrigerant evaporator) for evaporating and evaporating the gas-liquid two-phase refrigerant flowing from the expansion valve.
[0024]
Among these, the compressor has intermittent rotational power from the engine by an electromagnetic clutch controlled by the air conditioner ECU 10. When the electromagnetic clutch is turned on and the compressor is activated, the evaporator 41 cools and dehumidifies the air passing through the air conditioning duct 2, so that the humidity in the vehicle interior decreases and the inner surface of the window including the front window becomes difficult to fog. . In the present embodiment, an electromagnetic type that performs variable capacity control based on a control signal output in accordance with a comparison result between a post-evaporation temperature (TE) that is a detection value of the post-evaporation temperature sensor 74 and a target post-evaporation temperature (TEO). A variable displacement compressor having a displacement control valve is used.
[0025]
As shown in FIGS. 2 and 3, at the air downstream end of each outlet duct communicating with the air downstream side of the first air passage 11, a driver seat side defroster (DEF) outlet 20, a driver seat side center face are provided. A (FACE) outlet 21, a driver's seat side face (FACE) outlet 22, and a driver's seat foot (FOOT) outlet 23 are open.
[0026]
Further, as shown in FIGS. 2 and 3, at the air downstream end of each outlet duct communicating with the air downstream side of the second air passage 12, a passenger seat side defroster (DEF) outlet 30, a passenger seat side center face are provided. A (FACE) outlet 31, a passenger seat side face (FACE) outlet 32, and a passenger seat foot (FOOT) outlet 33 are open. The driver seat side and passenger seat side DEF outlets 20 and 30 constitute outlets for blowing conditioned air (mainly hot air) to the front window, and the driver seat side and passenger seat side FACE outlets 22. , 32 constitute a blowout port for blowing conditioned air (mainly hot air) to the side window.
[0027]
In the first and second air passages 11 and 12, the driver seat side and passenger seat side air outlet switching doors for setting the air outlet mode on the driver seat side and the passenger seat side in the vehicle interior independently of each other are provided. 24-26 and 34-36 are provided. The driver seat side and passenger seat side outlet switching doors 24 to 26, 34 to 36 are driven by actuators such as servo motors 28, 29, 38, and 39 to switch the driver seat side and passenger seat side outlet modes. It is a mode switching door for switching each. Here, the driver side and passenger side outlet modes include a FACE mode, a B / L mode, a FOOT mode, an F / D mode, a DEF mode, and the like.
[0028]
The driver seat side and passenger seat side outlet switching doors 24 and 34 correspond to the anti-fogging means of the present invention, and open and close the driver seat side and passenger seat side DEF outlets 20 and 30 independently of each other. Servo motors 28, 38 that drive the driver side and passenger side defroster doors that can be used to prevent window fogging or frosting or to provide effective control for removing window fogging or frosting. Constitutes an actuator of the means.
[0029]
The air conditioner ECU 10 corresponds to the anti-fogging control means of the present invention. When the ignition switch for starting and stopping the engine is turned on (IG / ON), a battery (not shown) is a vehicle-mounted power source mounted on the vehicle. When the DC power is supplied from the above, calculation processing and control processing are started. As shown in FIGS. 2 and 4, the air conditioner ECU 10 is configured such that each switch signal is input from various operation switches on an air conditioner operation panel 51 that is integrally installed on the instrument panel 50. .
[0030]
The air conditioner operation panel 51 includes a liquid crystal display (LCD) 52, an inside / outside air changeover switch 53, a front defroster switch (hereinafter referred to as DEF switch) 54, a rear defroster (defogger) switch 55, a dual switch 56, Air outlet mode (MODE) changeover switch 57, blower air volume changeover switch 58, A / C switch 59, AUTO switch 60, OFF switch 61, driver seat (DRIVER) side temperature setting switch 62 and passenger seat (PASSENGER) side temperature setting switch 63 etc. are installed.
[0031]
Of the above, the dual switch 56 is a left / right independent control command means for commanding left / right independent temperature control in which temperature adjustment in the driver's seat side air conditioning zone and temperature adjustment in the passenger seat side air conditioning zone are performed independently of each other. The MODE changeover switch 57 fixes (sets) the air outlet mode (MODE) to any one of the FACE mode, the B / L mode, the FOOT mode, and the F / D mode according to the user's manual operation. F / D mode request means for requesting
[0032]
The liquid crystal display 52 includes a set temperature display unit that visually displays set temperatures of the driver side and passenger side air conditioning zones, an air outlet mode display unit that visually displays the air outlet mode, and an air volume display unit that visually displays the blower air volume. Etc. are provided. The liquid crystal display 52 may be provided with an outside air temperature display unit, a suction port mode display unit, and a time display unit.
[0033]
As shown in FIG. 4, the A / C switch 59 corresponds to an operation switch of the cooling heat exchanger of the present invention, and is a switch that controls ON / OFF of the compressor of the refrigeration cycle. In general, the A / C switch 59 is provided to perform power-saving operation that saves fuel by turning off the compressor and reducing the rotational power of the engine.
[0034]
The A / C switch 59 is turned on when it is pressed once, the visual indicator (lamp) 59a is turned on (see FIG. 3B), and is turned off when it is next pressed, and the visual indicator 59a is turned off. (Refer to FIG. 3 (c)). Further, the visual indicator 59a is turned off even if the blower air volume switching switch 58 is set to the OFF position or the OFF switch 61 is pressed. That is, the compressor is turned off.
[0035]
The driver seat side temperature setting switch 62 is a driver seat side temperature setting means for setting the temperature in the driver seat side air conditioning zone to a desired temperature, and includes an up switch 62a and a down switch 62b. The passenger seat side temperature setting switch 63 is a passenger seat side temperature setting means for setting the temperature in the passenger seat side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b.
[0036]
The DEF switch 54 is a DEF mode request unit that requests to fix (set) the air outlet mode (MODE) to the DEF mode. The liquid crystal display 52 visually displays the set temperatures of the driver's seat and passenger's side air conditioning zones, the air outlet mode, the blower air volume, and the like. Various operation switches on the air conditioner operation panel 51 may be provided on the liquid crystal display 52.
[0037]
The air conditioner ECU 10 includes functions such as a central processing unit (CPU) that performs arithmetic processing and control processing, a memory (ROM or EEOROM, RAM), and an I / O port (input / output circuit). A known microcomputer is provided, and sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit and then input to the microcomputer. That is, the air conditioner ECU 10 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting a vehicle interior temperature (inside air temperature), an outside air temperature sensor 72 as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature), and A solar radiation sensor 73 is connected as solar radiation detection means.
[0038]
Also, a post-evaporation temperature sensor 74 as post-evaporation temperature detection means for detecting the air temperature immediately after passing through the evaporator 41 (hereinafter referred to as post-evaporation temperature), and a cooling water temperature detection means for detecting the cooling water temperature of the engine of the vehicle. A cooling water temperature sensor 75, a humidity sensor 76 as a humidity detecting means for detecting the relative humidity in the vehicle interior, a vehicle speed sensor (not shown) as a vehicle speed detecting means for detecting the traveling speed (vehicle speed: SPD) of the vehicle, and the like are connected. Has been. Here, the humidity sensor 76 is housed in a recess formed in the front surface of the instrument panel 50 in the vicinity of the driver's seat together with the inside air temperature sensor 71. The recess is closed by a lid 50a having a vent hole.
[0039]
Among these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the after-evaporation temperature sensor 74, and the cooling water temperature sensor 75, for example, temperature sensitive elements such as a thermistor are used. Further, the solar radiation sensor 73 is a driver seat side solar radiation intensity detecting means (for example, a photodiode) for detecting the amount of solar radiation (solar radiation intensity) TS (Dr) irradiated in the driver seat side air conditioning zone, and the passenger seat side air conditioning zone. There is a passenger side solar radiation intensity detecting means (for example, a photodiode) for detecting the amount of solar radiation (solar radiation intensity) TS (Pa) irradiated to the vehicle. And in this embodiment, it has the refrigerant | coolant pressure sensor 77 which detects the high voltage | pressure side pressure of a refrigerating cycle. The refrigerant pressure sensor 77 is attached between the receiver on the high pressure side of the refrigeration cycle and the expansion valve.
[0040]
[Control Method of First Embodiment]
Next, a control method by the air conditioner ECU 10 of the present embodiment will be described based on FIGS. 1 to 11. Here, FIG. 5 is a flowchart showing an example of a control program of the air conditioner ECU 10.
[0041]
First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of a control program (routine in FIG. 5) stored in advance in the ROM is started. At this time, the contents of the data processing memory (RAM) built in the microcomputer inside the air conditioner ECU 10 are initialized (step S1).
[0042]
Next, various data are read into a data processing memory (RAM). That is, switch signals from various operation switches on the air conditioner operation panel 51 and sensor signals from various sensors are input (step S2). In particular, the output signal TR corresponding to the vehicle interior temperature that is the detection value of the internal air temperature sensor 71, the output signal TAM corresponding to the external air temperature that is the detection value of the external air temperature sensor 72, and the solar radiation amount that is the detection value of the solar radiation sensor 73. Corresponding output signals TS (Dr), TS (Pa), output signal TE corresponding to the post-evaporation temperature detected by the post-evaporation temperature sensor 74, and output signal corresponding to the cooling water temperature detected by the cooling water temperature sensor 75 Enter TW.
[0043]
Next, based on the storage data as described above and the following mathematical expression 1 and mathematical expression 2, the driver seat side target blowing temperature TAO (Dr) and the passenger seat side target blowing temperature TAO (Pa ) Is calculated (step S3).
[Expression 1]

[Expression 2]

[0044]
However, Tset (Dr) and Tset (Pa) represent the set temperature in the driver's seat side air conditioning zone and the set temperature in the passenger seat side air conditioning zone, respectively, and TS (Dr) and TS (Pa) represent the driver's seat respectively. Side, the amount of solar radiation in the passenger side air conditioning zone. TR and TAM represent the cabin temperature and the outside temperature, respectively. Kset, KR, KAM, KS, Kd (Dr), and Kd (Pa) are temperature setting gain, vehicle interior temperature gain, outside air temperature gain, solar radiation gain, and temperature difference correction between the driver side and passenger side air conditioning zones, respectively. Represents the gain.
[0045]
Ka (Dr) and Ka (Pa) represent gains for correcting the degree of influence of the outside air temperature TAM on the air conditioning temperatures of the driver's seat side air conditioning zone and the passenger seat side air conditioning zone, respectively, and CD (Dr), CD (Pa) is a constant corresponding to the degree of influence, and C is a correction constant. Here, values such as Ka (Dr), Ka (Pa), CD (Dr), and CD (Pa) vary depending on various parameters such as the shape and size of the vehicle and the blowing direction of the air conditioning unit 1.
[0046]
Next, the blower air volume {blower control voltage VA (Dr), VA to be applied to the blower motor 9 based on the target blowing temperature TAO (Dr), TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 above. (Pa)} is calculated (step S4). Specifically, the blower control voltage VA is set to blower control voltages VA (Dr) and VA (Pa) respectively adapted to the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver side and passenger side. It is obtained based on the characteristic diagram of FIG. 6 and obtained by averaging the blower control voltages VA (Dr) and VA (Pa).
[0047]
Next, the routine of FIG. 1 is activated to determine the air outlet modes of the driver's seat side air conditioning zone and the passenger seat side air conditioning zone (step S5). Next, the A / M opening SW (Dr) (%) of the driver's seat side A / M door 15 and the assistant are calculated based on the stored data as described above and the following equation 3 and equation 4. An A / M opening degree SW (Pa) (%) of the seat side A / M door 16 is calculated (step S6).
[0048]
[Equation 3]

[Expression 4]

However, TAO (Dr) and TAO (Pa) are the target blower side and passenger side target blowout temperatures obtained in step S3 above, TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 74, TW Is an engine coolant temperature that is a detection value of the coolant temperature sensor 75.
[0049]
Next, a control signal is output to the blower drive circuit 8 so that the blower control voltages VA (Dr) and VA (Pa) determined in step S4 are obtained (step S7). Next, a control signal is output to the servomotors 17 and 18 so that the A / M opening degree SW (Dr) and SW (Pa) determined in step S6 are obtained (step S8). Next, a control signal is output to the servo motors 28, 29, 38, and 39 so that the air outlet mode determined in step S5 is set. Specifically, a control signal is output to the servo motors 28, 29, 38, 39 in accordance with the mode determination flag turned on in step S5 (step S9). Thereafter, the process returns to the control process of step S2.
[0050]
Next, the air outlet mode control performed by the air conditioner ECU 10 will be described with reference to FIGS. Here, FIG. 1 is a flowchart showing the air outlet mode control (window antifogging control).
[0051]
In this embodiment, as an anti-fogging means for preventing at least fogging of the front window, the driver side, passenger side air outlet switching doors 24, 34 are moved to move the driver side, passenger side DEF outlet 20, 30 is opened, and control is performed to facilitate the auto F / D mode in which the amount of air blown out from the driver's seat side and the passenger side DEF air outlets 20 and 30 or the air distribution ratio increases. .
[0052]
First, when the routine of FIG. 1 is started, the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 of FIG. 5 and the targets shown in the characteristic diagram of FIG. Based on the air outlet mode characteristics with respect to the air outlet temperature, the basic air outlet mode on the driver seat side and the passenger seat side is calculated (determined) (air outlet mode determining means: step S11). Specifically, calculation (determination, selection) is performed so that the auto FACE mode, the auto B / L mode, and the auto FOOT mode are set from the low to high temperatures of the target blow temperature TAO (Dr) and TAO (Pa). Is done.
[0053]
Next, it is determined whether or not the compressor of the refrigeration cycle having a function of dehumidifying the passenger compartment is turned off. Specifically, based on the characteristic diagram of FIG. 8, it is determined whether or not the outside air temperature (TAM), which is a detection value of the outside air temperature sensor 72, is equal to or lower than the low outside air temperature. Alternatively, based on the characteristic diagram of FIG. 9, it is determined whether or not the refrigerant pressure on the high-pressure side of the refrigeration cycle, which is a detection value of the refrigerant pressure sensor 77, is equal to or lower than an abnormally low pressure or an abnormally high pressure that turns off the compressor. (Step S12).
[0054]
Here, if the refrigerant pressure on the high-pressure side in the refrigeration cycle is higher than the abnormally high pressure, the refrigeration equipment may be broken or damaged. Therefore, in general, in an automatic air conditioner system, when the refrigerant pressure on the high pressure side becomes 3.11 MPa or more, control is performed to turn off the electromagnetic clutch and stop the compressor. In addition, when the refrigerant circulating in the refrigeration cycle is extremely short due to gas leakage or the like, when the compressor is driven, the lubrication of the compressor oil is deteriorated and the compressor may be seized.
[0055]
Therefore, in the auto air conditioner system, when the refrigerant pressure on the high pressure side becomes 0.181 MPa or less due to insufficient refrigerant, the electromagnetic clutch is turned off and the compressor is stopped. A pressure switch may be provided in place of the refrigerant pressure sensor 77. In this case, if the outside air temperature is −1.5 ° C. or lower, the refrigerant pressure on the high pressure side becomes an abnormal low pressure value (for example, 0.181 MPa) or lower even if the refrigerant amount in the refrigeration cycle is an appropriate value. Turn off the clutch and stop the compressor.
[0056]
If the determination result in step S12 is NO, that is, if the compressor is turned on and it is relatively difficult for fogging to occur on the inner surface of the front window, the auto F / D mode shown in FIG. 10 is set. Based on the determination result, it is determined whether it is set to auto FACE mode, auto B / L mode, auto FOOT mode or auto F / D mode under difficult determination conditions (auto F / D determination condition 1). Then, the outlet mode is determined (set) (step S13). Thereafter, the routine of FIG. 1 is exited.
[0057]
Here, in the auto F / D determination condition 1, as shown in FIG. 10, when the condition (a) or the condition (b) is satisfied, the driver side, the assistant, Even if the basic air outlet mode on the seat side is set to one of the auto FACE mode, the auto B / L mode, or the auto FOOT mode, the air outlet on the driver seat (Dr) side and the passenger seat (Pa) side Set (determine) both modes to auto F / D mode.
[0058]
The condition (a) in FIG. 10 sets (determines) both the driver seat (Dr) side and the passenger seat (Pa) side outlet mode to the auto F / D mode when all of the following five conditions are satisfied. The five conditions are (1) f1 (TW) = 1, (2) f2 (TAMDISP) = 1, (3) f3 (TSDr) = 1, (4) f7 (TAOBRDr) = 1, (5) f9 ( RHW) = 1. Further, the condition (b) in FIG. 10 sets (determines) both the driver seat (Dr) side and the passenger seat (Pa) side outlet mode to the auto F / D mode when all of the following six conditions are satisfied. The six conditions are (1) f1 (TW) = 0, (2) f5 (TAMDISP) = 1, (3) f6 (TSDr) = 1, (4) f7 (TAOBRDr) = 1, (5) f8 ( SPD) = 1, (6) f9 (RHW) = 1.
[0059]
Further, when the determination result in step S12 is YES, that is, when the compressor is turned off and the fogging is relatively likely to occur on the inner surface of the front window, the auto F / D mode shown in FIG. 11 is set. It is determined whether it is set to auto FACE mode, auto B / L mode, auto FOOT mode or auto F / D mode under the judgment condition (auto F / D judgment condition 2) that is likely to occur, and the judgment result is Based on this, the air outlet mode is determined (set) (step S14). Thereafter, the routine of FIG. 1 is exited.
[0060]
Here, in the auto F / D determination condition 2, as shown in FIG. 11, when the condition (a) or the condition (b) is satisfied, the driver's seat side and the assistant are temporarily based on the characteristic diagram of FIG. Even if the basic air outlet mode on the seat side is set to one of the auto FACE mode, the auto B / L mode, or the auto FOOT mode, the air outlet on the driver seat (Dr) side and the passenger seat (Pa) side Set (determine) both modes to auto F / D mode.
[0061]
The condition (a) in FIG. 11 sets (determines) both the driver seat (Dr) side and the passenger seat (Pa) side outlet mode to the auto F / D mode when all of the following five conditions are satisfied. The five conditions are (1) f1 (TW) = 1, (2) f2 (TAMDISP) = 1, (3) f3 (TSDr) = 1, (4) f7 (TAOBRDr) = 1, (5) f9 ( RHW) = 1. Further, the condition (b) in FIG. 11 sets (determines) both the driver seat (Dr) side and the passenger seat (Pa) side outlet mode to the auto F / D mode when all of the following six conditions are satisfied. The six conditions are (1) f1 (TW) = 0, (2) f5 (TAMDISP) = 1, (3) f6 (TSDr) = 1, (4) f7 (TAOBRDr) = 1, (5) f8 ( SPD) = 1, (6) f9 (RHW) = 1.
[0062]
10 and 11, TW is the engine coolant temperature detected by the coolant temperature sensor 75, TAMDISP is the ambient temperature detected by the ambient temperature sensor 72, and TSDr is the detected value of the solar radiation sensor 73. TAOBRDr is the target blowing temperature on the driver's seat side, SPD is the vehicle speed detected by the vehicle speed sensor, RH25 is the comfortable humidity (relative humidity corresponding to 25 ° C.) in the passenger compartment, and RHW25 is Saturated absolute humidity equivalent to 25 ° C. Moreover, RH25 and RHW25 can be calculated based on the following equation 5 and equation 6.
[Equation 5]

However, RH is a relative humidity which is a detection value of the humidity sensor 76, and f (TR) is a function of a vehicle interior temperature TR which is a detection value of the inside air temperature sensor 71.
[Formula 6]

However, f (TWG) is a function of the window temperature TWG. This window temperature is expressed as a function of the vehicle interior temperature (TR), the amount of solar radiation (TS), the outside air temperature (TAM), and the vehicle speed (SPD). During rainy weather, the window temperature (TWG) = the outside air temperature (TAM). It becomes.
[0063]
[Features of First Embodiment]
As described above, as shown in FIG. 3B, when the A / C switch 59 is turned on by the user's manual operation and the compressor of the refrigeration cycle is turned on, for example, the driver seat side, the passenger seat side FOOT Since the air blown into the passenger compartment from the air outlets 23 and 33 is dehumidified, the humidity in the passenger compartment is reduced, and the dew point temperature is not lowered in the vicinity of each window including the front window, and the inner surface of each window may be clouded. Lower.
[0064]
However, as shown in FIG. 3 (c), in order to prevent the refrigeration equipment from being damaged when the A / C switch 59 is turned off by the user's manual operation, or at low outside air temperature or low refrigerant pressure, When the compressor of the refrigeration cycle is turned off, the humidity in the passenger compartment rises and falls below the dew point temperature in the vicinity of each window including the front window, and fogging occurs on the inner surface of each window. Therefore, in this embodiment, anti-fogging control is performed on the window so that the auto F / D mode in which the air distribution ratio to the front window is higher than in the auto FACE mode, auto B / L mode, and auto FOOT mode is easily obtained.
[0065]
As a result, for example, the amount of air blown out (warm air amount) blown out from the driver side and passenger side DEF outlets 20 and 30 to the inner surface of the front window is increased, and the warm air heated when passing through the heater core 42 is Since a large amount of air is blown out on the inner surface, it is possible to clear the fog on the inner surface of the front window or prevent the fog from occurring. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0066]
Here, the anti-fogging control of this window may cause a slight decrease in the warmth of the user's feet or a burning of the user's face, but it can prevent damage to the refrigeration equipment or save power ( (Fuel saving) While the compressor is turned off for the purpose of driving, fogging hardly occurs on the inner surface of each window including the front window. Thereby, the anti-fogging performance which prevents window fogging can be improved. In addition, since the low outside air temperature determination and the low refrigerant pressure determination are not frequently turned on and off, hunting is unlikely to occur between the auto FOOT mode and the auto F / D mode.
[0067]
[Second Embodiment]
FIG. 12 shows a second embodiment of the present invention, and is a flowchart showing the outlet mode control (window antifogging control).
[0068]
In the present embodiment, an in-vehicle device such as a navigation system that displays a current position on a map displayed on a screen of an in-vehicle cathode ray tube (CRT) or a liquid crystal display (LCD) is provided. This in-vehicle device has a function of guiding a route (road) from the current position to the destination and a function of notifying a traffic jam situation on the road.
[0069]
First, when the routine of FIG. 12 is started, the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 of FIG. 5 and the targets shown in the characteristic diagram of FIG. Based on the air outlet mode characteristics with respect to the air outlet temperature, the basic air outlet mode on the driver seat side and the passenger seat side is calculated (determined and selected) (step S21). Next, it is determined whether or not the route to the destination set by the in-vehicle device such as the navigation system is close to the current position. Alternatively, it is determined whether or not a sufficient amount of fuel remains to travel on the road from the current position to the destination (step S22).
[0070]
If the determination result in step S22 is NO, that is, if there is a sufficient amount of fuel to the destination and the distance from the current position to the destination is short, it is difficult to achieve the auto F / D mode shown in FIG. In the condition (auto F / D determination condition 1), it is determined whether to set the auto FACE mode, auto B / L mode, auto FOOT mode or auto F / D mode, and based on the determination result, The air outlet mode is determined (set) (step S23). Thereafter, the routine of FIG. 12 is exited.
[0071]
When the control process of step S23 is performed, the refrigeration cycle is activated by turning on the electromagnetic clutch and turning on the compressor, thereby cooling or dehumidifying the air blown into the passenger compartment by the evaporator 41. The indoor air may be dehumidified so that the inner surface of the front window does not become cloudy. If the determination result in step S22 is YES, that is, if there is not enough fuel to travel on the road from the current position to the destination and the distance from the current position to the destination is far, For the purpose of improvement, the power saving operation is performed by turning off the electromagnetic clutch and turning off the compressor (step S24).
[0072]
Next, for the purpose of improving the anti-fogging performance and preventing the fogging of the inner surface of the front window, the auto FACE is used under the judgment condition (auto F / D judgment condition 2) shown in FIG. It is determined whether the mode, auto B / L mode, auto FOOT mode or auto F / D mode is set, and the outlet mode is determined (set) based on the determination result (step S25). Thereafter, the routine of FIG. 12 is exited.
[0073]
Therefore, when there is not enough fuel remaining to travel to the destination and it is far from the current position to the destination, the compressor is turned off to perform power saving operation, thereby saving fuel and auto F / By facilitating the D mode, it is possible to improve the anti-fogging performance of the inner surface of each window including the front window by blowing conditioned air (mainly hot air) to the inner surface of the front window. It is possible to prevent fogging of the inner surface of each window that is included. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained. Even when the remaining battery level is low, the operating rate of the compressor may be suppressed to facilitate the auto F / D mode to prevent fogging of the inner surface of the front window. Thereby, for example, the travelable distance of a vehicle such as an electric vehicle or a hybrid vehicle can be extended.
[0074]
[Third Embodiment]
FIG. 13 shows a third embodiment of the present invention, and is a flowchart showing the outlet mode control (window antifogging control).
[0075]
First, when the routine of FIG. 13 is started, the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 of FIG. 5 and the targets shown in the characteristic diagram of FIG. Based on the air outlet mode characteristics with respect to the air outlet temperature, the basic air outlet mode on the driver seat side and the passenger seat side is calculated (step S31).
[0076]
Next, it is determined whether the compressor of the refrigeration cycle is OFF, that is, whether the electromagnetic clutch is OFF. Specifically, based on the characteristic diagram of FIG. 8, it is determined whether or not the outside air temperature (TAM), which is a detection value of the outside air temperature sensor 72, is equal to or less than a predetermined value corresponding to the low outside air temperature at which the compressor is turned off. . Alternatively, based on the characteristic diagram of FIG. 9, the refrigerant pressure on the high pressure side, which is a detection value of the refrigerant pressure sensor 77, is equal to or lower than a predetermined value corresponding to a low refrigerant pressure for turning off the compressor or a predetermined value corresponding to an abnormal high pressure for turning off the compressor. It is determined whether or not. Alternatively, it is determined whether or not the A / C switch 59 is turned off by the user's manual operation (step S32).
[0077]
If the determination result in step S32 is NO, that is, if the compressor is turned on and it is relatively difficult for fogging to occur on the inner surface of the front window, the auto corresponding to the calculation process in step S31 of FIG. The air outlet mode is set to one of the FACE mode, auto B / L mode, or auto FOOT mode, and the routine of FIG. 13 is exited.
[0078]
If the determination result in step S32 is YES, that is, if the compressor is turned off and the interior surface of the front window is relatively susceptible to fogging, auto FOOT is performed by the arithmetic processing in step S31 of FIG. It is determined whether or not a mode is selected (step S33). If the decision result in the step S33 is NO, the air outlet mode is set to either the auto FACE mode or the auto B / L mode according to the calculation process of the step S31 in FIG. Exit the routine.
[0079]
If the determination result in step S33 is YES, that is, if the auto FOOT mode is selected, the air outlet mode is determined (set) as the auto F / D mode (step S34). Thereafter, the routine of FIG. 13 is exited.
[0080]
Therefore, for the purpose of power saving operation, the user can manually turn off the A / C switch 59, and even when the compressor is turned off, the front outlet mode is set to the auto F / D mode. The antifogging performance of the inner surface of each window including the window can be improved, and the fogging of the inner surface of each window including the front window can be prevented. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0081]
[Fourth Embodiment]
FIG. 14 shows a fourth embodiment of the present invention, and is a flowchart showing window anti-fogging control.
[0082]
In this embodiment, an electric resistance wire is printed in at least a window including a front window, and electricity is passed to warm the window to clear the fog on the inner surface of the window and to melt frost and ice adhering to the outside ( A heating wire heater (window heater) corresponding to the window heating means of the present invention. Normally, by turning on the defogger switch 55 provided on the air conditioner operation panel 51, electricity flows until a predetermined time elapses or until the defogger switch 55 is turned off to warm the window. Note that the window heater is a target different from the compressor that is the operation target of the user. Moreover, you may provide a window heater in a rear window or a side window.
[0083]
First, when the routine of FIG. 14 is started, it is determined whether or not the A / C switch 59 is turned off by a user's manual operation for the purpose of power saving operation and fuel saving (step S41). If the determination result in step S41 is NO, it is determined that the compressor is turned on and it is relatively difficult for fogging to occur on the inner surface of the front window, and special window anti-fogging control is performed. Without exiting, the routine of FIG. 14 is exited.
[0084]
On the other hand, if the determination result in step S41 is YES, it is determined that the compressor is turned off and it is relatively easy for fogging to occur on the inner surface of the window, and the window heater is automatically turned on ( Step S42). Thereafter, the routine of FIG. 14 is exited.
[0085]
Therefore, even if the user turns off the A / C switch 59 for power saving operation and fuel saving priority, fogging of the inner surface of the window including the rear window does not occur due to the operation of the window heater. Furthermore, frost and ice adhering to the outside of the window melt. As described above, even when the user performs an operation for generating or exacerbating window fogging, the window heater that is a target different from the compressor that is the user's operation target is automatically turned on, thereby fogging the inner surface of the window. Is less likely to occur. Thereby, a driver | operator's visual field can be ensured and a safe and comfortable driving | operation is attained.
[0086]
[Fifth Embodiment]
FIG. 15 shows a fifth embodiment of the present invention and is a flowchart showing window fogging ease display control.
[0087]
First, when the routine of FIG. 15 is started, the user has manually switched from the outlet mode with a large number of blowouts from the driver's seat side and the passenger's side DEF outlets 20 and 30 to the inner surface of the front window to the mode with a small number of outlets. Determine whether or not. Specifically, the MODE changeover switch 57 is manually operated to determine whether or not the F / D mode is switched to the FACE mode, the B / L mode, or the FOOT mode (step S51). If this determination is NO, the routine of FIG. 15 is exited.
[0088]
If the decision result in the step S51 is YES, a visual display (warning display) is made on the liquid crystal display 52 as “window fogging is likely to occur” (step S52). Thereafter, the routine of FIG. 15 is exited. Therefore, by giving a warning display in response to the user's manual operation, it appeals to the user that the inner surface of each window including the front window may become cloudy, and why the auto F / D mode is now likely to occur. It can be made easy for the user to understand. As a determination in step S51, even when the A / C switch 59 is turned from ON to OFF, a visual display (warning display) may be made on the liquid crystal display 52 as “window fogging is likely to occur”. .
[0089]
[Other Embodiments]
In this embodiment, it is determined that the window (window glass) is easily clouded when the compressor of the refrigeration cycle is turned off. However, it is easy to cloud the window using the outside air temperature (TAM) and the amount of solar radiation (TS). It may be judged. Further, the ease of window fogging may be determined using at least one of the vehicle interior temperature (TR), the vehicle speed (SPD), the relative humidity (RH) in the vehicle interior, the blowing temperature, or the suction temperature. Then, when the window is likely to be fogged, the fog prevention control of the window may be performed.
[0090]
In order to indicate that the auto air-conditioning system is not broken, a visual display means (such as a liquid crystal display 52 or a warning lamp) or an audible display that informs the user that the anti-fogging control of this window is being executed (displayed). It is desirable to provide means (sound, buzzer sound, etc.). In addition, when the defogging control of this window does not match the feeling of air conditioning (air conditioning feeling) of the user, it is desirable to provide switches that can cancel the defogging control of this window.
[0091]
In the present embodiment, as an operation for causing the user to generate or worsen the window fogging, the A / C switch 59 is turned off or the airflow rate to the front window is switched to the outlet mode. The operation of the window heating means) may be stopped, the amount of blown air to the window may be reduced, or the air conditioning control may be stopped.
[0092]
In the present embodiment, as anti-fogging control for increasing the anti-fogging capability of the anti-fogging means, control to change to the outlet mode in which the air volume ratio (air distribution ratio) to the inner surface of the front window is increased, or the window heater (window heating means) ) Is used, but one or more of control for increasing the amount of air blown to the inner surface of the front window, the speed of blown air or the temperature of blowing, or the control for raising the capacity of the window heater may be used.
[0093]
In the present embodiment, the window antifogging control is performed after the outlet mode control with respect to the target outlet temperature. However, the window prevention is performed only when the auto FOOT mode is selected by the basic outlet mode calculation. You may make it implement fog control. In addition, the basic air outlet mode calculation calculates (selects) the basic air outlet mode only by the temperature deviation between the vehicle interior temperature TR and the set temperatures Tset (Dr) and Tset (Pa) on the driver side and passenger side. Also good.
[Brief description of the drawings]
FIG. 1 is a flow chart showing blowout port mode control (window antifogging control) (first embodiment).
FIG. 2 is a configuration diagram showing an overall configuration of an automatic air conditioner system (first embodiment).
3A is a front view showing an instrument panel of a vehicle, and FIGS. 3B and 3C are front views showing an A / C switch (first embodiment). FIG.
FIG. 4 is a front view showing an air conditioner operation panel (first embodiment).
FIG. 5 is a flowchart showing a control program of the air conditioner ECU (first embodiment).
FIG. 6 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature (first embodiment).
FIG. 7 is a characteristic diagram showing an outlet mode characteristic with respect to a target outlet temperature (first embodiment).
FIG. 8 is a characteristic diagram showing the operating characteristics of the compressor with respect to the outside air temperature (first embodiment).
FIG. 9 is a characteristic diagram showing the operating characteristics of the compressor with respect to the refrigerant pressure on the high pressure side of the refrigeration cycle (first embodiment).
FIG. 10 is a characteristic diagram showing an auto F / D determination condition 1, which is a determination condition that is difficult to achieve the auto F / D mode (first embodiment).
FIG. 11 is a characteristic diagram showing an auto F / D determination condition 2 which is a determination condition that is likely to be an auto F / D mode (first embodiment).
FIG. 12 is a flowchart showing air outlet mode control (defogging control for a window) (second embodiment).
FIG. 13 is a flowchart showing air outlet mode control (defogging control for a window) (third embodiment).
FIG. 14 is a flowchart showing window anti-fogging control (fourth embodiment);
FIG. 15 is a flowchart showing window fogging ease display control (fifth embodiment);
[Explanation of symbols]
1 Air conditioning unit
2 Air conditioning duct
4 Blower (blower)
10 Air conditioner ECU (Anti-fogging control means)
20 Driver's side DEF outlet
24 Driver's side air outlet switching door (anti-fogging means)
28 Servo motor (Anti-fogging means actuator)
30 Passenger side DEF outlet
34 Passenger side air outlet switching door (anti-fogging means)
38 Servo motor (Anti-fogging actuator)
41 Evaporator (cooling heat exchanger)
42 Heater core (heat exchanger for heating)
51 Air conditioner control panel
59 A / C switch (operation switch for cooling heat exchanger)
72 Outside air temperature sensor
76 Humidity sensor
77 Refrigerant pressure sensor

Claims (5)

In a vehicle air conditioner that air-conditions a passenger compartment of a vehicle equipped with vehicle drive means that operates by consuming the running energy of the vehicle,
(A) an air conditioning duct that blows out conditioned air toward at least a vehicle window;
(B) dehumidifying means for dehumidifying the air flowing in the air conditioning duct using the power of the vehicle driving means;
(C) anti-fogging means for anti-fogging the window without using the power of the vehicle driving means;
(D) When the dehumidifying capacity of the dehumidifying means is less than or equal to a predetermined value, the inner surface of the window from the defroster outlet provided at the air downstream end of the air conditioning duct is greater than when the dehumidifying capacity of the dehumidifying means exceeds the predetermined value. An air-conditioning apparatus for a vehicle , comprising: an anti-fogging control unit that switches the anti-fogging unit in a blow-out port mode with a large amount of blown-out air . In a vehicle air conditioner that air-conditions a passenger compartment of a vehicle equipped with vehicle drive means that operates by consuming the running energy of the vehicle,
(A) an air conditioning duct that blows out conditioned air toward at least a vehicle window;
(B) dehumidifying means for dehumidifying the air flowing in the air conditioning duct using the power of the vehicle driving means;
(C) anti-fogging means for anti-fogging the window without using the power of the vehicle driving means;
(D) When the remaining amount of running energy of the vehicle is less than or equal to a predetermined value, the dehumidifying capacity of the dehumidifying means is lowered and the air downstream of the air conditioning duct is lower than when the remaining amount of running energy exceeds the predetermined value. An air conditioner for vehicles , comprising: an antifogging control means for switching the antifogging means to an air outlet mode in which a large amount of air is blown from the defroster air outlet provided at the end to the inner surface of the window . In a vehicle air conditioner that air-conditions a passenger compartment of a vehicle equipped with vehicle drive means that operates by consuming the running energy of the vehicle,
(A) an air conditioning duct that blows out conditioned air toward at least a vehicle window;
(B) dehumidifying means for dehumidifying the air flowing in the air conditioning duct using the power of the vehicle driving means;
(C) anti-fogging means for anti-fogging the window without using the power of the vehicle driving means;
(D) When the distance from the current position of the vehicle to the destination exceeds a predetermined value, the dehumidifying capacity of the dehumidifying means is lowered and the downstream air end of the air conditioning duct is lower than when the distance is not more than the predetermined value. An air-conditioning apparatus for a vehicle , comprising: an anti-fogging control unit that switches the anti-fogging unit to a blow-out port mode in which a large amount of blown air is blown from the defroster air outlet provided to the inner surface of the window . In the vehicle air conditioner according to any one of claims 1 to 3,
An air conditioner for vehicles, comprising: an informing means for informing that the antifogging control means has increased or facilitated increasing the antifogging ability of the antifogging means . In the vehicle air conditioner according to any one of claims 1 to 4,
An air conditioner for a vehicle, comprising: means for canceling an anti-fogging means when the anti-fogging capability of the anti-fogging means is increased or easily increased by an instruction from a passenger .

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