JPH10278555A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the clouding preventive property of a window glass when the car speed is reduced suddenly. SOLUTION: In the step S 230, it is decided whether the reduction level ΔVs of the car speed V is larger than a set value D or not by reducing the car speed suddenly. That is, since a defroster air capacity is reduced by a running air, as well as a front glass is cooled up, when the car speed V is reduced suddenly expressed in S 230, the front glass is likely to be cloudy. Consequently, when the reduction level ΔVs of the car speed V is larger than the set value D, the step S 240 to carry out a clouding preventive control is applied, where the defroster air capacity is increased by increasing the opening DSW of a defroster door 19, so as to improve the clouding preventive property of the front glass.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle, and more particularly to an anti-fogging control for improving anti-fogging performance.

[0002]

2. Description of the Related Art Conventionally, in a vehicle air conditioner, for example, when the outside air temperature is low, the window glass of the vehicle is easily fogged. It is well known that air is blown to heat the interior of the vehicle and to blow conditioned air to the inner surface of the window glass (for example, Japanese Patent No. 2524191).

Normally, in the above-described foot mode and foot differential mode, the ratio of the conditioned air blown to the feet of the occupant and the inner surface of the window glass is about 8: 2 and about 5: 5, respectively. The air volume blown to the inner surface of the window glass (hereinafter, defroster air volume) is equal to or less than that at the feet of the occupant. Usually, in order to prevent fogging of the window glass, the outside air having a lower humidity than the inside air is blown to the inner surface of the window glass, thereby improving the anti-fogging property of the window glass.

In the above-mentioned foot mode and foot differential mode, the conditioned air is blown at the above-mentioned air flow rate ratio. Therefore, the defroster air volume is not so large, and especially when the air-conditioning fan is operated at a low speed, the defroster air volume is increased. Becomes smaller.

[0005]

By the way, the inventors of the present invention examined the fogging of the window glass by running the vehicle in the foot mode and the foot differential mode with the air conditioning fan operating at a low speed. It turned out that. For example, when the vehicle travels at a high speed in winter when the outside air temperature is low, the running wind is blown to the outer surface of the window glass as the vehicle speed increases, so that the heat dissipation of the window glass increases and the temperature of the window glass tends to be low.

In the case where low humidity outside air is blown to the inner surface of the window glass as described above, when the vehicle is running at a high speed, the amount of outside air introduced by the running wind increases as the vehicle speed increases. Since it increases, the defroster air volume also increases, and no fogging of the window glass occurs. Then, when the vehicle is running at high speed and the window glass is at a low temperature due to the running wind, and then the running speed is low, for example, when the vehicle suddenly stops, the running wind disappears, and the defroster air volume is reduced. Decrease. Since the air-conditioning fan operates at a low speed as described above, it is not possible to prevent the fogging of the low-temperature window glass, and there is a problem that the window glass becomes fogged.

Further, such a problem is caused, for example, in a defroster mode in which the ventilation of the conditioned air to the feet of the occupant is cut off and most of the conditioned air is blown to the inner surface of the window glass, when the amount of the defrosted air is small. Occurs similarly. Therefore,
An object of the present invention is to improve the anti-fog properties of a window glass when the vehicle speed is rapidly reduced.

[0008]

As described above, the present invention has been conceived by finding a problem that the window glass is easily fogged when the vehicle speed is rapidly reduced as described above. The present invention employs the following technical means. In other words, according to the first to sixth aspects of the present invention, the degree of decrease in the vehicle speed (V) is reduced in the blowing mode in which the outside air guided into the air-conditioning case (2) is blown toward at least the inner surface of the window glass of the vehicle. When it is determined that the value exceeds the predetermined value (D), the amount of outside air blown toward the inner surface of the window glass is increased.

As a result, for example, after the vehicle is running at high speed and the window glass of the vehicle is in a low temperature state, the degree of decrease in the vehicle speed (V) is reduced to a predetermined value (D) as in the case where the vehicle speed suddenly decreases. ), When the window glass is easily fogged, the amount of outside air blown toward the inner surface of the window glass is increased, so that the anti-fogging property of the window glass can be improved.

In the invention according to the second aspect, there is provided an outside air temperature signal generating means (36) for generating a signal related to the outside air temperature, and the signal (Tam) related to the outside air temperature is provided at a predetermined outside air temperature (t1). ) When the air flow rate is lower, the outside air blowing amount is increased. Accordingly, when the outside air temperature is lower than the predetermined outside air temperature and the window glass is easily fogged, the amount of air blown by the outside air is increased. Therefore, when the window glass is more easily fogged, the anti-fog property of the window glass can be improved.

In the invention according to claim 3, in view of the fact that the lower the outside air temperature, the more easily the window glass becomes cloudy.
It is characterized in that the lower the outside air temperature is, the larger the increase in the amount of outside air blown is. Thereby, the anti-fog property of the window glass can be improved with high accuracy by increasing the amount of increase in the amount of outside air blown as the outside air temperature decreases.

According to the invention described in claim 4, in consideration of the fact that as the degree of decrease in vehicle speed increases, the amount of outside air blown to the window glass by the traveling wind decreases, the window glass is more likely to become cloudy. ) Is characterized in that the larger the degree of decrease (Vs), the larger the amount of increase in the amount of outside air blown. Thus, as the degree of decrease in vehicle speed increases, the amount of increase in the amount of air blown to the outside air increases, so that the antifogging property of the window glass can be more accurately improved.

[0013] In the invention according to claim 5, there is provided a partition member (13) for partitioning the inside of the air-conditioning case into first and second air passages (13, 14), and the first air passage (13) is provided. ,
The inside air is blown toward the feet of the occupant, and the second air passage (14) is configured to blow outside air toward the inner surface of the window glass.

Here, the relatively high-temperature inside air is blown into the first air passage and the low-humidity outside air is blown into the second air passage (hereinafter referred to as a two-layer mode), thereby improving the anti-fog properties of the window glass. And improved heating capacity. However, in such a two-layer mode, the windshield is more likely to be fogged than in a case where all outside air is introduced into the air conditioning case (hereinafter, the outside air mode). Hereinafter, the reason will be described.

In the two-layer mode, it is difficult to completely introduce the inside air into the first air passage 13 and the outside air into the second air passage 14. This is because even if the inside of the air-conditioning case is divided into the first air passage and the second air passage by the partition member, various air-conditioning function products are stored in the air-conditioning case. There is a gap between the first air passage and the second air passage between them.

Accordingly, in the two-layer mode, when the vehicle is traveling at a high speed, the pressure in the second air passage becomes higher than the pressure in the first air passage 13 due to the traveling wind.
Outside air in the second air passage is easily mixed into the first air passage through the gap. Thereby, in the second air passage,
Only outside air is introduced without mixing inside air. In the two-layer mode, for example, when the vehicle stops, the pressure difference between the first air passage and the second air passage becomes small, and the humid inside air in the first air passage is slightly increased through the gap. It is mixed with the outside air in the second air passage. As a result, 2
In the layer mode, fogging is more likely than in the outside air mode.

Therefore, according to the fifth aspect of the present invention, especially in a vehicle air conditioner in which the two-layer mode can be switched, the anti-fog property of the windshield can be improved satisfactorily.

[0018]

Next, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, for example, each air conditioning device of the air conditioning unit for air conditioning the interior space of the vehicle,
It is configured to be controlled by an air conditioning controller 33 (hereinafter, referred to as ECU).

First, the configuration of the air conditioning unit will be described with reference to FIG. FIG. 2 is a sectional view taken along line AA of FIG.
FIG. 2 is a sectional view taken along the line BB in FIG. The air conditioning unit 1 is shown in FIG.
1 is mounted on the vehicle such that the upper side is the front side of the vehicle (engine side), the lower side of FIG. 1 is the rear side of the vehicle (inside of the vehicle interior), and the left-right direction of FIG. An air conditioning case 2 is provided.

The air-conditioning case 2 is formed of a resin material such as polypropylene, and has an inside / outside air blowing unit 3, a cooler unit 4, a heater unit 5
And are combined. Note that broken lines X and Y in FIG. 1 indicate these binding sites. The inside / outside air blower unit 3 is for taking in 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 disposed therein. A detailed description of the inside / outside air blowing unit 3 will be given later.

In the cooler unit 4, a refrigerant evaporator 7c for cooling the passing air is disposed so as to entirely cover the air passage in the air conditioning case 2. This refrigerant evaporator 7c is one component of the refrigeration cycle device 7 mounted on the vehicle. As shown in FIG. 1, the refrigeration cycle apparatus 7 includes a compressor 7a for compressing a refrigerant by a driving force of an automobile engine, a condenser 7b for condensing and liquefying the compressed refrigerant, and a condenser 7b for condensing and liquefying the refrigerant. Decompression means 7d for depressurizing, and receiver 7e for storing liquid refrigerant
And the above-described refrigerant evaporator 7c.

In the refrigeration cycle apparatus 7, when the electromagnetic clutch 7f, which is an on-off means for interrupting the operation of the compressor 7a, is energized, the driving force of the engine is reduced via the electromagnetic clutch 7f. The refrigerant is compressed by the compressor 7a and supplied to the refrigerant evaporator 7c. When the power supply to the electromagnetic clutch 7f is cut off, the compressor 7a is stopped, and the supply of the refrigerant to the refrigerant evaporator 7c is cut off. The control of energization of the electromagnetic clutch 7f is performed by an ECU 33 described later.

In the heater unit 4, a refrigerant evaporator 7c is provided.
The heater core 8 that heats the cool air that has passed through is provided. As shown in FIGS. 2 and 3, the heater core 8 has a bypass passage 9 through which the cool air bypasses the heater core 8.
a, 9 b are provided in the air conditioning case 2. The heater core 8 is a heat exchanger in which the cooling water of the engine flows and heats the air using the cooling water as a heat source.

The rotary shaft 1 is located upstream of the heater core 8 in the air.
0 is provided rotatably with respect to the air conditioning case 2. The rotating shaft 10 has a plate-shaped air-mix door 11a, 1
1b are integrally connected. In addition, the rotating shaft 10
Is connected to a servomotor 40 (see FIG. 4) as a driving means. Also, the air mix door 11a
Is provided in a first air passage 13 described later, and the air mix door 11b is provided in a second air passage 14 described later.

When the rotary shaft 10 is rotated by the servo motor 40, the air mix door 11a is moved from the position indicated by the solid line in FIG. 2 to the position indicated by the alternate long and short dash line in FIG. From the position to the position indicated by the alternate long and short dash line. In other words, the air mix door 11a adjusts the ratio of the amount of cool air passing through the heater core 8 to the amount of cool air passing through the bypass passage 9a depending on the stop position as shown in FIG.
The temperature of the air blown into the vehicle compartment is adjusted.

The ratio of the amount of cool air passing through the heater core 8 to the amount of cool air passing through the bypass passage 9b is adjusted by the stop position of the air mix door 11b as shown in FIG. It regulates the temperature. The cooler unit 4 and the heater unit 5 are connected as a connecting means by, for example, a claw fitting or a screw member. In the cooler unit 4 and the heater unit 5, a first air passage 13 and a second air passage 14 are defined by a partition wall 12 extending in a substantially vertical direction, as shown in FIG. . Further, the refrigerant evaporator 7c, the heater core 8, and the rotating shaft 10 are disposed over the first air passage 13 and the second air passage 14.

As shown in FIGS. 2 and 3, the bypass passages 9a and 9b are located behind the air mix doors 11a and 11b on the paper surface side by the partition wall 12, and the first air passage 13 and the second air passage 14 Is formed in each of the. At the most downstream end of the air conditioning case 2, a foot opening 15, a defroster opening 16, and a face opening 1 are provided.
7 are formed.

A foot duct (not shown) is connected to the foot opening 15, and the conditioned air introduced into the foot duct flows from the foot outlet, which is the downstream end of the foot duct, into the vehicle interior. It is blown toward the crew's feet. A defroster duct (not shown) is connected to the defroster opening 16, and the conditioned air introduced into the defroster duct flows through a defroster outlet, which is a downstream end of the defroster duct, from the windshield (window glass) of the vehicle. ) 100 is blown toward the inner surface.

A center face duct and side face ducts (not shown) are connected to the face opening 17. Among them, the conditioned air introduced into the center face duct is blown out from the center face outlet, which is the downstream end of the center face duct, toward the upper body of the passenger in the passenger compartment, and is introduced into the side face duct. The conditioned air is blown toward the vehicle side glass from a side face outlet, which is a downstream end of the side face duct.

A foot door 18, which is a door member as an opening / closing member, is provided on the upstream side of each of the openings 15-17.
A defroster door 19 and a face door 20 are provided. The foot door 18 is connected to the foot opening 1.
5 is a door that opens and closes, and the defroster door 19 is
The face door 20 is a door that opens and closes the defroster opening 16, and the face door 20 is a door that opens and closes an air inflow passage to the center face duct.

The doors 18 to 20 are connected by a link mechanism (not shown), and the link mechanism is driven by a servomotor 41 (see FIG. 4) as a driving means. That is, this servo motor 4
The doors 18 to 20 move so that each of the blowout modes described later is obtained by the movement of the link mechanism by the user 1.
Here, the air inflow passage to the side face duct is not opened and closed by the doors 18 to 20. An outlet grill (not shown) is provided in the vicinity of the side face outlet to allow the occupant to manually open and close the side face outlet, and an air inflow passage to the side face duct is opened and closed by the outlet grill.

As shown in FIG. 1, the partition wall 12 is interrupted on the upstream side of each of the openings 15 to 17 and on the downstream side of the heater core 8. At this interrupted portion, the first air passage is formed. A communication hole 21 for communicating the air passage 13 with the second air passage 14 is formed. The communication hole 21 is opened and closed by the foot door 18. Next, the inside and outside air blowing unit 3 and the blower 6 will be described with reference to FIG.

As shown in FIG. 1, the inside / outside air blower unit 3 includes an inside / outside air case 3a constituting the air most upstream side of the air conditioning case 2, and the blower 6 housed in the inside / outside air case 3a. Have been. The blower 6 is disposed substantially at the center in the inside / outside air case 3a, and includes a first fan 6a, a second fan 6b, and these fans 6a, 6b.
and b) a blower motor 6c for rotating b. here,
The first fan 6a and the second fan 6b are formed integrally, and the diameter of the second fan 6b is larger than the diameter of the first fan 6a.

In the inside / outside air case 3a, scroll-shaped scroll casings 22 and 23 as two air passages are formed by the partition portion 24. The first fan 6a and the second fan 6b are connected to the scroll casing 2
2 and 23 respectively. Each end portion (air blowing side) of the scroll casings 22 and 23 communicates with the first air passage 13 and the second air passage 14, respectively.

On the other hand, in the inside / outside air case 3a, a first inside air suction port 26 is formed 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 suction port 28 and an outside air suction port 29 are formed. In the inside / outside air case 3a, a first suction port opening / closing door 30 for opening and closing the first inside air suction port 26, and a second
A second inlet opening / closing door 31 that selectively opens and closes the inside air inlet 28 and the outside air inlet 29 is provided.

As will be described later, the first inlet opening / closing door 30 is a door whose position is controlled depending on whether or not the air mix doors 11a and 11b are at a max hot position (maximum heating position) which will be described later. The second inlet opening / closing door 31
Is a door whose position is controlled in accordance with the inside / outside air mode, as described later. The first inlet opening / closing door 30
Servo motors 42 and 43 (see FIG. 4) are connected to the second inlet opening / closing door 31 as driving means, respectively, and these servo motors 42 and 43 respectively connect the solid line position and the dotted line position in the figure. Rotate between.

In the inside / outside air case 3a, there is formed a communication passage 32 for communicating the suction port 25 with the suction port 27. When the first suction port opening / closing door 30 fully opens the first inside air suction port 26 (the position indicated by the solid line in FIG. 1), the communication path 32 is completely closed, and the first inside air suction port 26 is fully closed ( When (the position indicated by the dotted line in FIG. 4), the communication passage 32 is fully opened.

Next, the configuration of the control system of this embodiment will be described with reference to FIG. Signals from respective switches on an operation panel 34 provided on the front of the vehicle compartment are input to the ECU 33 that controls each air conditioning unit of the air conditioning unit 1. The operation panel 34 has an air outlet mode changeover switch 34a for the occupant to manually switch the air outlet mode, an air conditioner switch (A / C) 34b for the occupant to manually turn on and off the compressor 7a, and a set temperature in the passenger compartment. A temperature setting device 34c to be set, and an automatic (AUTO) device for automatically controlling the temperature of the conditioned air, the amount of air blown by the blower 6, and the like so that the temperature in the cabin becomes the set temperature set by the temperature setting device 34c. A) a switch 34d, and a defroster switch 34e for switching the blowout mode to the defroster mode by an occupant manually.

The ECU 33 has an inside air temperature sensor 35 for detecting the temperature inside the vehicle (hereinafter, the inside air temperature), and a temperature outside the vehicle room (hereinafter, the inside air temperature).
An outside air temperature sensor 36 for detecting the outside air temperature), a solar radiation sensor 37 for detecting the amount of solar radiation radiated into the vehicle interior, a water temperature sensor 38 for detecting the temperature of the engine cooling water flowing into the heater core 8,
A post-evaporator sensor 39 for detecting the degree of air cooling of the refrigerant evaporator 7c (specifically, the air temperature immediately after passing through the refrigerant evaporator 7c), and a vehicle speed sensor 5 for detecting the vehicle speed of the vehicle
Each signal from 0 is input. In the present embodiment,
The post-evaporator sensor 38 is provided in the first air passage 13.

A not-shown CP is provided inside the ECU 33.
A well-known microcomputer including a U, a ROM, a RAM, and the like is provided. Signals from the sensors 35 to 39 and 50 are transmitted to an A by an input circuit (not shown) in the ECU 33.
After the / 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 vehicle engine is turned on.

Next, control processing of the microcomputer of the present embodiment will be described with reference to FIG. First, when the ignition switch is turned on and power is supplied to the ECU 33, the routine shown in FIG. 5 is started, each initialization and initial setting are performed in step 100, and in the next step 110, the temperature setting unit 34c is Enter the set temperature.

In the next step 120, a signal obtained by A / D conversion of the values of the sensors 35 to 39 and 50 is read. Next, at step 130, a target blow-out temperature (hereinafter, TAO) into the vehicle compartment is calculated based on the following equation 1 stored in the ROM in advance.

[0043]

## EQU1 ## TAO = Kset × Tset−Kr × Tr−Kam ×
Tam−Ks × Ts + C Here, Tset is the temperature set by the temperature setting unit 34c,
Tr is a detection value of the inside air temperature sensor 35, Tam is a detection value of the outside air temperature sensor 36, and Ts is a detection value of the solar radiation sensor 37. Kset, Kr, Kam, and Ks are gains, and C is a correction constant.

Subsequently, at step 140, a blower voltage (voltage applied to the blower motor 6c) corresponding to the TAO is calculated from a map previously stored in the ROM shown in FIG. Then, in the next step 150, the blowing mode corresponding to the TAO is determined from the map previously stored in the ROM shown in FIG. In the present embodiment,
There are five blowing modes, face mode (FACE),
Bi-level mode (B / L), foot mode (FOO)
T) and a foot differential mode (F / D).

The following briefly describes the above five blowing modes in FIG.
A brief description will be given based on FIG. FIG. 8 is an enlarged view of a main part of FIG. The face mode is a mode in which the foot door 18 is closed by setting the foot door 18 to the dotted line position in FIG. 8, the defroster door 19 is set to the solid line position, the defroster opening 16 is closed, and the face door 20 is set to the dotted line position by the face opening 17. In this mode, the air conditioning air is blown toward the upper body of the occupant in the passenger compartment by fully opening the air conditioner.

The bi-level mode is a mode in which the foot door 18 and the defroster door 19 are set to the solid line position, the foot opening 15 is fully opened, the defroster opening 16 is closed, and the face door 20 is set to the dotted line position. 20 is fully opened, and conditioned air is blown toward the occupant's upper body and feet.

The foot mode is a mode in which the foot door 18 and the face door 20 are set to the solid line positions, the defroster door 19 is set to the operation position shown in FIG. Blows toward the crew's feet, about 2
In this mode, air is blown toward the inner surface of the windshield 100.

The foot differential mode is a mode in which the foot door 18 is set to a solid line position, the defroster door 19 is set to an operating position shown by b in the figure, and the face door 20 is set to a solid line position. This is a mode in which air is blown by equal amounts. Defroster Mode In the defroster mode, most of the conditioned air is blown toward the inner surface of the windshield 100 with the foot door 18 and the defroster door 19 at the dotted line position and the face door 20 at the solid line position. In this embodiment, the defroster mode is not set unless the defroster switch 34e is operated, and the outside air is always introduced into the air conditioning case 2.

Further, in any of the blow-out modes, the above-mentioned side face blow-out port blows conditioned air when the grill provided in the vehicle compartment is in an open state. Then, returning to the flowchart of FIG. 5, in step 160, the target opening (SW) of the air mix door 11 is set.
Is calculated based on the following mathematical expression 2 stored in the ROM in advance. Since the air mix doors 11a and 11b rotate integrally, the air mix door 11 is simply referred to as an air mix door 11 in the present embodiment.

[0050]

SW = ((TAO−Te) / (Tw−Te)) × 100 (%) where Tw is the detection value of the water temperature sensor 38, and Te is the detection value of the post-evaporator sensor 39. . And SW ≦
When calculated as 0 (%), the air mix door 1
1 is controlled to a position where all of the cool air from the refrigerant evaporator 7c passes through the bypass passages 9a and 9b. Also, SW ≧ 10
When calculated as 0 (%), the air mix door 1
1 is controlled to a position where all of the cold air passes through the heater core 8. Then, when it is calculated as 0 (%) <SW <100 (%), it is controlled to a position where the cool air is passed through both the heater core 8 and the bypass passage 9.

Then, at the next step 170, a subroutine shown in FIG. 9 is called to determine the positions of the first suction port opening / closing door 30 and the second suction port opening / closing door 31. Specifically, in step 1000 of FIG.
The inside / outside air mode is determined from the map of FIG. 10 stored in the OM. Then, in the next step 1100, it is determined whether or not the inside / outside air mode determined in step 1000 is the outside air introduction mode. Here, when it is determined as NO, that is, when it is determined as the inside air circulation mode, the process jumps to step 1600, where the first inlet opening / closing door 30 is set to the solid line position in FIG. It is determined as the position of the dotted line in FIG. That is, at this time, a mode is set in which both the inside air is introduced into the first air passage 13 and the second air passage 14. Thereafter, the process exits this subroutine.

When YES is determined in the step 1100, in the next step 1200, the blowing mode determined in the step 150 of FIG. 5 is changed to the foot mode (FOOT) or the foot differential mode (F). / D)
It is determined whether or not. That is, it is determined whether or not the mode is one in which both heating of the vehicle interior and anti-fog of the window glass are performed. If the determination in step 1200 is NO, the process jumps to step 1500 to determine the first inlet opening / closing door 30 as a dotted line position in FIG. 1 and the second inlet opening / closing door 31 as a solid line position. That is, at this time, a mode is set in which outside air is introduced into both the air passages 13 and 14. Thereafter, the process exits this subroutine.

On the other hand, if YES is determined in step 1200, then in step 1300, it is determined whether or not the target opening SW of the air mix door 11 calculated in step 160 in FIG. 5 is 100 (%) or more. Is determined. That is, it is determined whether or not the air mix door 11 is controlled to a position where the cool air from the refrigerant evaporator 7c passes all the cool air to the heater core 8 (the solid line position in FIGS.

Here, when the determination is NO, it means that the heating capacity is surplus with respect to the target temperature.
The mode is such that outside air is introduced into the insides 3 and 14. Conversely,
When the determination is YES, it means that the heating capacity is insufficient with respect to the target temperature, and the process proceeds to step 1400 to change the positions of the first suction port opening / closing door 30 and the second suction port opening / closing door 31. Each is determined as the position of the solid line in FIG. In other words, it is determined that a two-layer mode in which inside air is introduced into the first air passage 13 and outside air is introduced into the second air passage 14. Thereafter, the process exits this subroutine.

When the series of processes in FIG. 9 is completed in this way, the process returns to step 180 in FIG. 5, and the motors 6c are controlled so that the modes calculated or determined in steps 140 to 170 are obtained. , 40-43. Then, in the next step 190, the control waits for the elapse of the control cycle time τ, and
Return to

As described above, in the present embodiment, YES is determined in step 1200 of FIG. 9, and the air mix door 11 is set to the max hot position in the next step 1300, that is, the target temperature is set. The two-layer mode is set only when it is determined that the heating capacity is insufficient. As a result, when the heating capacity is insufficient,
It is possible to achieve both improvement in the vehicle interior heating performance and improvement in the anti-fog performance of the vehicle window glass.

By the way, in the above-described foot mode and foot differential mode, as described above, the air mix door 1 is used.
Regardless of the position of 1, the outside air is blown into the defroster opening 16. Therefore, "the problem to be solved by the invention"
As described in the above, when the vehicle changes from high-speed running to low-speed running in the foot mode and the foot differential mode, the amount of air-conditioning air blown to the windshield 100 (defroster air amount) decreases, so that the temperature of the window becomes low. The problem that the glass is easily fogged occurs.

Therefore, in order to solve the above problem, in the present embodiment, the following antifogging control is performed. Hereinafter, the anti-fog control will be described with reference to FIGS.
Therefore, in the present embodiment, in order to solve this problem, E
The control shown in FIG. First, in step 200, it is determined whether the blowing mode determined in step 150 in FIG. 5 is the foot mode or the foot differential mode. That is, in this step 200, it is determined whether or not at least a part of the conditioned air is blown to the inner surface of the windshield 100 of the vehicle through the defroster opening 16.

If it is determined in step 200 that the mode is not the foot mode or the foot mode, that is, if the face mode or the bi-level mode is determined, the process returns. If it is determined in step 200 that the mode is the foot mode or the foot differential mode, the process returns. , Proceed to step 210. In step 210, it is determined whether the outside air temperature detected by the outside air temperature sensor 36 is lower than a predetermined temperature t1 (12 ° C. in the present embodiment). That is, in step 210, when the outside temperature is higher than 12 ° C., even if the vehicle runs at a high speed, the windshield 100 does not become so cold, so that it is determined that the windshield 100 is not clouded even if the vehicle stops thereafter. The process proceeds to step S270.

In step 270, the defroster door 19 is set to the initial position. Here, the initial position is different for each blowing mode. In the case of the foot mode, the position where the defroster door 19 is indicated by a in FIG. 8 is the initial position, and in the foot differential mode the defroster door 19 is indicated by b in FIG. The position becomes the initial position. On the other hand, the fact that the outside air temperature is determined to be lower than 12 ° C. in step 210 means that the wind speed of the windshield 10
When the temperature becomes zero and the vehicle subsequently runs at a low speed, fogging is likely to occur on the windshield 100. In this case, the process proceeds to step 220.

Then, in step S220, it is determined whether or not it is really necessary to perform anti-fog control which is a main part of the present invention. By the way, the windshield 1 caused by the traveling wind
00 is the vehicle speed V (V is the vehicle speed sensor 5).
0 detected value) and the running time t according to the vehicle speed V. In other words, assuming that the vehicle is running with the same outside temperature and vehicle speed V, a case where the vehicle speed is high (for example, 100 km / h) lasts only for a short time and a case where the vehicle speed is high for a long time (For example, when driving on a highway for a long time), the latter is the windshield 1
The heat radiation amount of 00 is large, and the windshield 100 is easily cooled and fogged. In addition, the lower the outside air temperature, the more easily the windshield 100 becomes cloudy.

Accordingly, in step 220, it is determined whether or not the windshield 100 is easy to cool down in consideration of the outside air temperature, the vehicle speed, and the running time t corresponding to the vehicle speed, thereby performing anti-fog control described later. It is determined whether it is necessary. Specifically, at step 220, it is determined from the characteristic diagram shown in FIG. 12 whether or not the anti-fog control is necessary.
In FIG. 12, the characteristic lines a to c are drawn according to the respective outside air temperatures. The upper right side of each of the characteristic lines a to c is the anti-fog control required area, and the lower left side of each of the characteristic lines a to c is the anti-fog. It becomes a control unnecessary area.

If it is determined in step S220 that anti-fogging control is not necessary, the process proceeds to step S270. If it is determined in step S220 that anti-fog control is necessary, the process proceeds to step 230. Step S2
At 30, it is determined whether or not the vehicle speed sharply decreases and the degree of decrease ΔVs of the vehicle speed V is greater than a set value D. A specific example is a case where the vehicle stops at a parking lot while traveling on a highway. That is, step 2
As described above, when the vehicle speed V sharply decreases as described above, the windshield 100 is completely cooled, and the amount of conditioned air blown to the windshield 100 by the traveling wind is reduced.
But cloudy.

Therefore, when the degree of decrease ΔVs of the vehicle speed V is larger than the set value D, the process proceeds to step S240 to perform anti-fog control, and when the degree of decrease ΔVs of the vehicle speed V is smaller than the set value, the process proceeds to step S270. In the present embodiment, the degree of decrease in vehicle speed ΔVs is 30
This is a speed difference between the vehicle speed V 'two seconds before and the current vehicle speed V, and the set value D is 20 km / h.

Then, in step 240, the opening degree DSW of the defroster door 19 is increased to increase the defroster air volume and improve the anti-fog properties of the windshield 100. Specifically, the opening DSW of the defroster door 19 is
Is determined from the characteristic diagram shown in FIG.
The opening degree DSW of the defroster door is set to be larger, that is, the defroster air volume is increased as s is increased. Further, as shown in FIG.
Is set to be large such that the defroster air volume increases as the outside air temperature increases.

Here, the definition of the opening DSW is such that the operating position indicated by the solid line shown in FIG. The operating position of the defroster door 19 in the foot mode in FIG. 8A in the foot mode is 100% as an initial value for each blowing mode, and the operating position of the defroster door 19 in the foot differential mode in FIG. 100%.

Then, as shown in FIG. 13, the opening degree DSW of the defroster door 19 becomes 150% at the maximum by changing the above-mentioned reduction degree ΔVs and the outside air temperature. here,
This 150% is a position where the defroster door 19 is actuated in the direction of arrow R in FIG. 8 by 50% of the opening in each foot mode and foot differential mode. Therefore, in step 240, in the foot mode and the foot differential mode, when it is necessary to perform the anti-fog control and the vehicle speed drops rapidly, the defroster air volume increases according to the vehicle speed reduction degree ΔVs and the outside air temperature. Thus, the opening DSW of the defroster door 19 is corrected.

As a result, in this embodiment, when the vehicle speed is rapidly reduced while the windshield 100 is completely cooled by the traveling wind, the defroster air volume increases.
The anti-fogging property of the windshield 100 can be improved. Further, in the present embodiment, when the outside air temperature is lower than 12 ° C., by increasing the defroster air volume, the anti-fog property of the windshield 100 can be improved only when the windshield 100 is easily cooled.

The reason why the defroster air volume is increased only when the outside air temperature is lower than 12 ° C. is that if the defroster air volume is increased when the outside air temperature is higher than 12 ° C. This causes a problem that the air conditioning feeling is poor. Therefore, in this embodiment,
While improving the anti-fog property of the windshield 100, the air conditioning feeling of the occupant can also be improved.

As shown in FIG. 13, as the outside air temperature and the degree of decrease Vs decrease, the opening degree D of the defroster door 19 decreases.
Since the SW is increased to increase the amount of defroster airflow, the anti-fog property of the windshield 100 can be improved with high accuracy. Thereafter, the routine proceeds to step 250, in which a timer is started, and the opening degree DSW of the defroster door 19 becomes 1
The time since it became larger than 00% is counted. Then, the routine proceeds to step 260, where it is determined whether or not the time measured by the timer has passed a predetermined time t2 (for example, 5 minutes). Then, in step S260, a predetermined time t2
Until the elapse, the standby state is maintained, and the opening degree DSW set in step 240 is held. This allows
The result of the determination in step 230 becomes YES or NO in a short time, so that hunting of the defroster door 19 can be prevented.

In the present embodiment, in the above-described foot mode and foot differential mode, the air mix door 11 is in the inside / outside air mode at the maximum hot position.
The mode is the stratified mode, and otherwise the mode is the outside air introduction mode.
Here, when the inside / outside air mode is the two-layer mode, the windshield 100 is more easily fogged than in the outside air introduction mode. Hereinafter, the reason will be described.

As described above, in the two-layer mode, the inside air is introduced into the first air passage 13 and the outside air is introduced into the second air passage, so that both the improvement of the heating capacity and the improvement of the anti-fogging property are achieved.
However, it is difficult to completely introduce the inside air into the first air passage 13 and the outside air into the second air passage 14. This is because even if the inside of the air conditioning case 2 is partitioned into the first air passage 13 and the second air passage 14 by the partition wall 13, as shown in FIG. Is stored, for example, between the partition wall 13 and the refrigerant evaporator 7 on the air upstream side and the air downstream side of the refrigerant evaporator 7.
There is a gap of about mm.

In the two-layer mode, when the vehicle is traveling at high speed, the vehicle receives the traveling wind and receives the second air passage 14.
Is higher than the pressure in the first air passage 13,
Outside air in the second air passage 14 enters the first air passage 13 through the gap. Therefore, in the second air passage 14,
Only outside air is introduced without mixing inside air. In the two-layer mode, for example, when the vehicle stops, the pressure difference between the first air passage 13 and the second air passage 14 becomes small, and the humid inside air in the first air passage 13 is slightly reduced. Second
It mixes with the outside air in the air passage 14. This allows
In the two-layer mode, fogging is more likely than in the outside air introduction mode.

That is, in the present embodiment, the vehicle air conditioner capable of switching the two-layer mode described above has a windshield compared to a general vehicle air conditioner in which outside air is always introduced into the windshield 100. There is a problem that 100 becomes easily fogged. Therefore, in the present embodiment, in the vehicle air conditioner in which the two-layer mode can be switched, the anti-fogging property of the windshield 100 can be satisfactorily improved. (Modification) In the above embodiment, the defroster door 19 is used to increase the amount of air-conditioning air to the windshield 100.
Although the opening degree DSW is changed, the blowing amount of the blower 6 may be increased as an alternative.

In the above embodiments, only the defroster air volume is varied. However, the air volume of the conditioned air blown to the feet of the occupant may be varied as follows. For example,
For example, when the vehicle speed rapidly decreases in the foot mode, the mode may be switched to the foot differential mode, and when the vehicle speed rapidly decreases in the foot differential mode, the mode may be automatically switched to the defroster mode.

In each of the above embodiments, the anti-fogging control according to the present invention is performed in the foot mode and the foot differential mode. However, the anti-fogging control is performed when the vehicle speed suddenly decreases in the defroster mode. Is also good. Also,
When this is performed, it is preferable to increase the amount of air blown to the windshield 100 by increasing the amount of air blown by the blower 6 as described above.

In each of the above embodiments, the vehicle speed sensor 50 is used as a means for detecting the vehicle speed. However, since there is a correlation between the vehicle speed and the engine speed, the engine speed may be substituted for the vehicle speed. In each of the above embodiments, the outside air temperature sensor 36 is used as a unit for detecting the outside air temperature.
Since there is a correlation between the above TAO and the outside air temperature, the above TAO may be used instead of the detection value of the outside air temperature sensor 36.

In each of the above embodiments, the vehicle air conditioner in which the two-layer mode can be switched has been described. However, the present invention may be applied to a normal vehicle air conditioner having no partition wall 13. The degree of decrease in the vehicle speed referred to in the claims of the present invention may be the difference (Vs) between the vehicle speed V '30 seconds ago and the current vehicle speed V as described above, or the change in the vehicle speed V. You may go at a rate. When the change is performed with the change rate of the vehicle speed V, when the change rate of the vehicle speed is small even if the change rate is large,
It is necessary not to perform the anti-fog control.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment of the present invention.

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

FIG. 3 is a sectional view taken along line BB in FIG.

FIG. 4 is an overall configuration diagram of an ECU 33 in the embodiment.

FIG. 5 is a flowchart showing control contents of an ECU 33 in the embodiment.

FIG. 6 is a diagram illustrating a relationship between TAO and a blower voltage in the embodiment.

FIG. 7 is a diagram illustrating a relationship between TAO and a blowing mode in the embodiment.

FIG. 8 is an enlarged view of a main part of FIG. 1 in the embodiment.

FIG. 9 is a flowchart showing setting of an inside / outside air mode in the control contents of the ECU 33 in the embodiment.

FIG. 10 is a diagram illustrating a relationship between TAO and an inside / outside air mode in the embodiment.

FIG. 11 is a flowchart showing control contents of an ECU 33 in the embodiment.

FIG. 12 is a diagram illustrating a relationship between a vehicle speed V and an elapsed time t according to the vehicle speed V in the embodiment.

FIG. 13 is a diagram illustrating a relationship between the vehicle speed V and the opening degree DSW of the defroster door 19 in the embodiment.

[Explanation of symbols]

2 ... air conditioning case, 6 ... blower, 19 ... defroster door,
33 ... ECU, 100 ... Window glass.

Claims (6)

[Claims] An air-conditioning case (2) forming an air passage into a vehicle interior is provided, and outside air guided into the air-conditioning case (2) is blown toward at least an inner surface of a window glass (100) of a vehicle. In the vehicle air conditioner in which a blow mode can be set, the degree of decrease in vehicle speed (V) (V
When s) is determined to be larger than the predetermined value (D), the airflow of the outside air blown toward the inner surface of the window glass (100) is increased. 2. An outside air temperature signal generating means (36) for generating a signal related to the outside air temperature, wherein when the signal (Tam) related to the outside air temperature is lower than a predetermined outside air temperature (t1), 2. The air conditioner for a vehicle according to claim 1, wherein the amount of outside air blown is increased. 3. The vehicle air conditioner according to claim 1, wherein an increase in the amount of air blown by the outside air increases as the outside air temperature decreases. 4. The air conditioner for a vehicle according to claim 1, wherein the larger the degree of decrease (Vs), the greater the amount of increase in the amount of air blown to the outside air. 5. A partition member (13) for partitioning the inside of the air conditioning case into first and second air passages (13, 14), wherein the first air passage (13) removes inside air to the feet of the occupant. The second air passage (14) is configured to blow outside air toward the inner surface of the window glass (100), and the second air passage (14) is configured to blow air toward the inner surface of the window glass (100). The air conditioner for a vehicle according to any one of the above. 6. The air-conditioning case (2) has a foot opening (15) for blowing conditioned air toward the feet of the occupant, and conditioned air toward an inner surface of the window glass (100). A defroster opening (16) for blowing air is formed, a foot opening / closing member (18) for opening and closing the foot opening (15), and a foot opening / closing control means for opening / closing the foot opening / closing member (18). (33), a defroster opening and closing member (19) for opening and closing the defroster opening (16), and a defroster opening and closing control means (33) for opening and closing the defroster opening and closing member (19). The air flow of the outside air is increased by changing an operation position of the defroster opening / closing member (19) by means (33). Vehicle air-conditioning system as claimed.