JPH071287Y2 - Defrost controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a defrost control device for defrosting a rear window of a vehicle.

(Prior Art) As a rear window defrosting mechanism, one is widely known in which a rear heating wire is embedded in the rear window in a staggered manner, for example, and the heating wire is heated to remove ice and frost adhering to the rear window. There is. Since such a conventional defrosting mechanism consumes a large amount of electric power in the heat ray, the heat ray operating switch provided on the instrument panel is manually operated when necessary and independently controlled.

(Problems to be solved by the device) However, if the ice and frost in the rear window were melted only by the heat rays, it would take a considerable amount of time to melt them, and the visibility in the rear could not be secured early, which was a safety issue. I got it. In addition, the longer the heating time of the heating wire, the higher the power consumption, and the shorter the life of the battery, and the output voltage level of the car using the old battery is down, and there is a risk of engine stalling.

In view of this, it is an object of the present invention to provide a defrost control device that solves the above-mentioned drawbacks and promptly defrosts the rear window to improve safety.

(Means for Solving the Problem) However, the gist of the present invention is that a heating wire 33 is provided in a rear window 32 of a vehicle as shown in FIG. 1, and the heating wire 33 is energized by a heating wire operation switch. In the defrost control device that is manually controlled by the 34, the heat load calculation means 100 that calculates the heat load in the vehicle interior, the blowout mode detection means 200 that detects the blowout mode, and the operation switch 34 selects the energization of the heat wire 33. ,
Moreover, the heat load calculated by the heat load calculation means 100 is a heat load that requires heating, and the blowout mode detected by the blowout mode detection means 200 is a blowout mode in which the defrost blowout port is closed. In this case, there is a determination means 300 that outputs a signal, and a mode door control means 400 that sets the mode door to a position where the vent outlet 19 opens when receiving the signal from the determination means 300.

Further, as shown in FIG. 2, when a signal from the outlet temperature detecting means 500 for detecting the temperature of the air blown out from the vent outlet 19 and the determining means 300 is received, the outlet temperature detecting means 500 detects the temperature. There is provided the air-mix door control means 600 for controlling the opening degree of the air-mix door so that the temperature to be controlled becomes equal to or lower than the predetermined temperature.

(Effect) Therefore, in any of the inventions, when the blowout mode other than the defrost mode or the differential heat mode is set during heating control, the mode door opens the vent outlet when the heat wire is energized. It moves to the position, and hot air is blown to the rear window through the upper part of the passenger compartment. For this reason,
The ice and frost adhering to the rear window is quickly melted by the heat of the hot air and the heat rays supplied from the vent outlet.

At this time, since the warm air blown from the vent outlet is blown to the occupant, the means for suppressing the temperature of the blown air below a predetermined level prevents unpleasant hot air from being blown to the occupant.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 4, the vehicle air conditioner is provided with an intake door switching device 2 on the most upstream side of the air conditioning duct 1, and the intake door switching device 2 is provided with a portion where an inside air inlet 4 and an outside air inlet 5 are separated from each other. An air switching door 6 is arranged, and the inside / outside air switching door 6 is operated by an actuator 22a so that the air introduced into the air conditioning duct 1 can be selected as the inside air or the outside air.

The blower 7 blows air into the air-conditioning duct 1 and blows the air downstream, and an evaporator 8 and a heater core 14 are provided behind the blower 7.

The evaporator 8 is connected to a compressor 9, a condenser 10, a liquid tank 11 and an expansion valve 12 together by piping to form a cooling cycle, and the compressor 9 is connected to an engine of an automobile (not shown) via an electromagnetic clutch 9a. ON / OFF control is performed by connecting and disconnecting the electromagnetic clutch 9a. Further, the heater core 14 is adapted to circulate engine cooling water to heat the air. In front of the heater core 14, the air-mix door 13
By adjusting the opening degree of the air-mix door 13 by the actuator 22b, the amount of air passing through the heater core 14 and the amount of air bypassing the heater core 14 can be changed, and as a result, the temperature of the blown air can be changed. It's getting controlled.

Then, the downstream side of the air conditioning duct 1 is divided into a defrost outlet 18, a vent outlet 19 and a heat outlet 20 to open to the vehicle compartment 17, and the mode doors 21a, 21b,
21c is provided, and a desired blowout mode can be obtained by operating the mode doors 21a, 21b, 21c with an actuator 22c.

24 outlet temperature detector for detecting the temperature T _V of the air blown out from the vent outlet 19, 25 inside temperature detector for detecting the vehicle interior temperature T _R, outside temperature for detecting a temperature T _A of the cabin 26 A detector, 27 is an air volume detector that detects the rotation speed W of the blower 7,
28 is a blowout mode detector for detecting the blowout mode, and these output signals are input to an A / D converter 30 via a multiplexer (MPX) 29 that performs signal selection, where they are converted into digital signals and are then converted into a micro signal. Input to the computer 31.

Further, a heat wire operation switch 34 for controlling ON / OFF of a current flowing through the heat wire 33 embedded in the rear window 32, and an output signal from the operation panel 40 are input to the microcomputer 31. This operation panel 40 controls the rotation speed of the blower 7 to LOW,
Manual switch 35a ~ 35 for switching to MED, HI, MAX HI
d, A / C switch 36 for operating the compressor, switching switch 37 for introducing the inside air or the outside air, mode switches 38a to 38e for switching the blowing mode, and a temperature setter 39 for setting the temperature inside the vehicle, the blower. An AUTO switch 41 for automatically controlling the rotation speed, the suction mode and the blowout mode, and an OFF switch 42 for turning off the operation of the switch group.

The temperature setter 39 includes an up-down switch 39a and a set temperature T.
_The display unit 39b displays _L, and the set temperature T _L shown on the display unit 39b can be changed within a predetermined range by operating the switch 39a. Incidentally, the temperature setting device may be of a type in which a template bar is slid.

The microcomputer 31 is a well-known one having a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), input / output port (I / O), etc., which are not shown, and the various inputs described above. Based on the signal, a control signal is issued to the actuators 22a, 22b, 22c, the compressor 9 and the motor of the blower 7 via drive circuits 23a to 23e, respectively, and drive control of each door 6, 13, 21a, 21b, 21c, The on / off control of the compressor 9 and the rotation control of the blower 7 are performed.

In FIG. 5, the first example of the temperature supply control to the rear window 32 is shown as a flow chart, which will be described below according to this flow chart.

The microcomputer 31 starts control from step 50, and in the next step 52, various signals from the blowing mode switch 28 and the like are sequentially multiplexed 29 and A / D converter 30.
It is input via and is stored in a predetermined area of RAM. And
In the next step 54, the heat load in the passenger compartment is calculated in the form of the total signal T, for example, by the equation (1).

T = K _R · T _R · K _A · T _A -K _L · T _L + C (1) where K _R , K _A , K _L , and C are arithmetic constants.

Here, the fact that the total signal T is positive (+) indicates that the heat load in the vehicle compartment is a heat load (cooling load) that requires cooling control, and T increases as the cooling load increases. Further, the fact that T is negative (-) means that it is a heat load (heating load) that requires heating control, and T becomes smaller as the heating load increases.

After the total signal T is calculated, the routine proceeds to step 56, where it is judged whether the blowout mode is in the automatic control state or the mode switches 38a to 38e are pushed to be in the manual control state. . When it is determined that the mode is the manual control state (NO), the mode doors 21a to 21c are set to the blowout mode selected by the mode switches 38a to 38e in preference to the automatic control (step 58). Conversely, AUTO
When it is determined that the switch 41 is the automatic control in which the switch 41 is pressed (YES), the process proceeds to step 60, and the heat ray operation switch 3
It is determined whether or not 4 is pressed and the hot wire is energized (ON).

When it is determined in step 60 that the heat ray operation switch 34 is ON, the process proceeds to step 62, and the total signal T calculated in step 54 indicates that the heat load in the passenger compartment is the heating load, and the heating control is performed. Is performed. Further, when it is determined in step 62 that the heating load is present, in step 64, it is determined whether or not the blowout mode is the mode in which the defrost outlet 18 is open, that is, whether the defrost mode or the differential heat mode is set. It is determined by the output signal of the blowout mode detector 28.

If the heat ray switch 34 is not pushed or the heat load in the passenger compartment is a cooling load in the steps 64 up to this point, the rear window 32 is not clouded to such an extent that the visibility in the rear is significantly deteriorated. Go to 66, mode door
Normal automatic control for setting 21a to 21c to the target mode position determined based on the total signal T is performed. Incidentally, when the determination of step 64 is made, it corresponds to the case where it is necessary to quickly remove the fog on the rear window 32, but if the blowing mode is the defrost mode or the differential heat mode, the front view is changed. Since the windshield is being defrosted in order to ensure it, it is necessary to give priority to this control, and the process proceeds to step 66 to maintain the current control state.

On the other hand, if the blowout mode is a mode other than the defrost mode and the differential heat mode in step 64 (NO)
In order to meet the demand for urgently clearing the rear window, the process proceeds to step 68, the vent outlet 19 is opened, and warm air is sent to the rear window 32.

Then, after steps 58, 66, 68, it is returned to the start step 50 again via step 70.

A second example of the hot air supply control is shown in FIG. 6, and the difference from this control is that the opening control of the air-mix door 13 is added.

That is, when the vent outlet 19 is opened at step 68, the temperature of the air blown from the vent outlet 19 at step 72 is reached.
T _V is determined whether or not greater than the predetermined temperature alpha keeping the passenger comfort, greater than T _V is alpha, blown the air is too hot, full-cool position Eamikusudoa 13 to less than alpha It is driven toward (the position where the air flow rate passing through the heater core is minimized) (step 74). And T _V
When becomes smaller than α, the step is returned to the start step 50 again.

Further, when the control of the steps 58 and 66 is being performed, no special control of the air mixing door 13 is necessary, so the routine proceeds to step 76, where normal control as usual is performed, and then the routine is returned to the start step 50 again. .

FIG. 7 shows a third example of hot air supply control. This control differs from the first example in that a step 78 for determining whether or not the rotation speed W of the blower is smaller than a predetermined speed β is provided after the step 68, and if W is smaller than β, the rear window 32 is reached. Since the amount of air blown is not sufficient, the rotation speed of the blower is increased at step 80. Then, when the amount of air reaching the rear window 32 rises up to the rotational speed β at which a certain amount is secured, the flow is returned to the start step 50 again.

Even in this case, when the control of the steps 58 and 66 is being performed, the special control of the blower 7 is not necessary, so the routine proceeds to step 82 and the normal control as usual is performed.
After that, it is returned to the start step 50 again.

Regarding the other steps in the second and third examples,
Since it is the same as the first example, the same steps are given the same numbers and their explanations are omitted.

(Effects of the Invention) As described above, according to the present invention, the vent outlet is opened at the same time when the heating wire of the rear window is energized, and the warm air is sent to the rear window through the vehicle interior. Therefore, the heat of the warm air is combined with the heat of the rear heating wire to promptly defrost the rear wind, and the rear view is promptly secured to improve safety. In addition, since defrosting is completed early, the life of the battery is prevented from being shortened, and the risk of engine stall is reduced.

Note that the vent outlet is not opened in the blowout mode in which the defrost outlet is open, but this prevents the defrost of the windshield from being interrupted and ensures the front visibility that must be given the highest priority. It also has the merits of performing.

Further, by providing a means for suppressing the temperature of the air blown from the vent outlet to a predetermined temperature or lower, it is possible to prevent the comfortable feeling of the occupant from being impaired.

[Brief description of drawings]

1 is a functional block diagram showing the first invention, FIG. 2 is a functional block diagram showing the second invention, FIG. 3 is a functional block diagram showing the third invention, and FIG. 4 is a functional block diagram showing the same. FIG. 5 is a configuration diagram showing an embodiment, FIG. 5 is a flow chart showing an example of hot air supply control in the first invention, FIG. 6 is a flow chart showing an example of hot air supply control in the second invention, and FIG. Is a flow chart showing an example of hot air supply control in the third invention. 7 ... Blower, 13 ... Air mix door, 19 ... Vent outlet, 32 ... Rear window, 33 ... Heat wire, 34 ... Heat wire operation switch, 100 ... Heat load calculation means, 200 ... Blowout mode detection means , 300 ...... determination means, 400 ... mode door control means, 500 ... blowout temperature detection means, 600 ... air mix door control means, 700 ... air volume detection means, 800 ... blower control means.

Claims (2)

[Scope of utility model registration request] 1. A defrost control device in which a heating wire is provided in a rear window of a vehicle and the energization of the heating wire is manually controlled by a heating wire operation switch, and a heat load calculating means for calculating a heat load in a vehicle compartment and a blowout mode are detected. Blow-out mode detecting means for selecting the energization to the heat wire by the operation switch, and the heat load calculated by the heat load calculating means is a heat load requiring heating, and further detected by the blow-out mode detecting means. When the blowout mode is a blowout mode in which the defrost blowout port is closed, a determination unit that outputs a signal, and when a signal from this determination unit is received, the mode door is set to a position where the vent blowout port is opened. A defrost control device, comprising: a mode door control means for setting. 2. A defrost control device in which a heating wire is provided in a rear window of a vehicle and the energization of the heating wire is manually controlled by a heating wire operation switch, and a heat load calculating means for calculating a heat load in a vehicle compartment and a blowout mode are detected. Blow-out mode detecting means, a blow-out temperature detecting means for detecting the temperature of the air blown out from the vent outlet, energization to the heating wire is selected by the operation switch, and the heat load calculated by the heat load calculating means is A determination unit that outputs a signal when the heat load requires heating and the blowout mode detected by the blowout mode detection unit is a blowout mode in which the defrost blowout port is closed; When a signal is received from the mode door control means that sets the mode door to the position where the vent outlet opens and a signal from the determination means , Defrost control device, characterized in that the temperature detected by the outlet temperature detecting means is provided with Eamikusudoa control means for controlling the opening of Eamikusudoa so as to be below a predetermined temperature.