JP2001026210A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suitably carry out temperature distribution control of air blowing into a car interior without providing cooling air bypass passages, or the like, in a system of controlling a flow rate of a heat source fluid such as a hot water. SOLUTION: This air conditioner has a first and a second heating heat exchanger 13, 14, each of which is one way flowing type, stacked in a flowing direction of air to be air-conditioned. Heat source fluids flow through the first and the second heating heat exchanger 13, 14 in the opposite directions to each other. The air conditioner also has hot water valves 15, 16 for independently adjusting flow rate of the heat source fluids.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner for controlling an outlet temperature by controlling a flow rate of a heat source fluid (hot water) to a heat exchanger for heating. It is made possible.

[0002]

2. Description of the Related Art Conventionally, among the blow-out temperature control methods in a vehicle air conditioner, a hot water flow rate control method does not require an air mix door for adjusting a flow rate of cold and hot air unlike an air mix method. Therefore, there is an advantage that the air conditioner can be downsized and the pressure drop can be reduced without requiring a working space for cooling and a space for mixing hot and cold air.

[0003]

However, on the other hand, in the hot water flow control method, the blow-out temperature is controlled by controlling the flow of hot water to one heat exchanger for heating, so that the blow-out from the heat exchanger for heating is performed. It is basically difficult to control the temperature distribution of the air.

Therefore, when a blowing mode in which air is simultaneously blown up and down in the vehicle compartment, such as a bi-level (B / L) mode, a foot (FOOT) mode and a foot defroster (F / D) mode, is selected. ,
It is difficult to freely control the upper outlet temperature (the outlet temperature on the face and defroster side) and the lower outlet temperature (the outlet temperature on the foot side).

[0005] Therefore, in the hot water flow control method, a cooling air bypass passage and a cool air bypass door for opening and closing the cold air bypass passage are additionally installed in the heating heat exchanger, so that the cooling air from the cooling air bypass passage and the cooling air from the heating heat exchanger are removed. Conventionally, it has been proposed that the hot air is mixed with the hot air and blown out to the upper side of the vehicle cabin so that the blowout temperature on the upper side is lower than the blowout temperature on the lower side.

However, according to this conventional technique, the features of the hot water flow control system, that is, the features of miniaturization and low pressure loss of the air conditioner, are impaired due to the addition of the cool air bypass passage, the cool air bypass door, and the cool / hot air mixing space. It is.

SUMMARY OF THE INVENTION In view of the above, the present invention provides a vehicle air conditioner of a heat source fluid flow rate control method for hot water or the like, in which the temperature distribution of the air blown into the vehicle compartment can be favorably controlled without requiring a cool air bypass passage or the like. The purpose is to be able to.

More specifically, the present invention relates to a vehicle air conditioner of a heat source fluid flow rate control system for hot water or the like, which does not require a cold air bypass passage or the like, and which blows air blown upward and downward into a vehicle cabin. It is an object of the present invention to control the temperature distribution well.

The present invention also provides a vehicle air conditioner using a heat source fluid flow control system such as hot water, which does not require a cold air bypass passage or the like, and which does not require a cold air bypass passage or the like. Is to be able to be controlled satisfactorily.

[0010]

Means for Solving the Problems When a one-way flow type in which a heat source fluid (hot water or the like) flows in one direction is used as a heat exchanger for heating, a heat source fluid inlet side of a heat exchange core portion of the heat exchanger for heating is used. The temperature of the blown air differs greatly from the heat source fluid outlet side (the temperature of the blown air at the inlet of the heat source fluid / the temperature of the blown air at the outlet of the heat source fluid). The present invention aims at achieving the above object by paying attention to this point and effectively utilizing the characteristics of the temperature of the blown air of the one-way flow type heat exchanger for heating.

That is, according to the first aspect of the present invention, the first opening () blows out the temperature-controlled conditioned air passing through the heating heat exchangers (13, 14) toward the first region in the vehicle compartment. 19a, 19b, 21a, 21b) (19a, 21
a, 23a) and second openings (23, 23a, 23b) (19) for passing the temperature-controlled conditioned air through the heating heat exchangers (13, 14) toward the second region in the vehicle interior.
b, 21b, 23b), the first opening and the second
In a vehicle air conditioner that sets a blowing mode in which conditioned air is blown from both openings, as a heat exchanger for heating,
It has first and second heating heat exchangers (13, 14) stacked in the flow direction of the conditioned air, and the first and second heating heat exchangers (13, 14).
Are the one-way flow type, and the first and second heating heat exchangers (13, 14)
14), the heat source fluids flow in opposite directions to each other, and further, the first and second heating heat exchangers (13, 1).
4) valve means for adjusting the flow rate of the heat source fluid flowing through (15);
16).

As a result, the heat source fluids flow in opposite directions to the first and second heating heat exchangers (13, 14). When flowing the same amount of heat source fluid, the temperatures of the air blown out from both the first opening and the second opening can be made substantially equal. On the other hand, by changing the flow rate of the heat source fluid to each of the heating heat exchangers by the valve means (15, 16), the first opening and the first opening can be changed based on the air temperature characteristics of the one-way flow type heating heat exchanger. A temperature difference can be provided to the air blown out from the second opening.

As a result, since a cool air bypass passage or the like is not required, the temperature distribution of the air blown into the vehicle cabin can be maintained without impairing the characteristics of the flow control system, such as the miniaturization and low pressure loss of the air conditioner. Can be controlled well.

Next, in the second aspect of the present invention, the first region is a region on the upper side of the vehicle interior, and the first opening is an upper side opening for blowing the conditioned air toward the upper side of the vehicle interior. 1
9, 21), the second region is a region on the lower side of the vehicle interior, and the second opening is a lower opening (23) for blowing conditioned air toward the lower side of the vehicle interior. A blow-off mode for blowing conditioned air from both the opening (19, 21) and the lower opening (23) is set, and the first and second heating heat exchangers (13, 14).
Is characterized in that heat source fluids flow in opposite directions in the vehicle up-down direction.

Thus, in the blowing mode in which air is blown to the upper and lower sides of the vehicle such as the bi-level, foot, and foot defroster modes, the temperature distribution of the blown air on the upper and lower sides of the vehicle can be controlled well.

According to the third aspect of the present invention, the first region is a region on the driver's seat side in the vehicle compartment, and the first opening is a driver's seat side for blowing conditioned air toward the driver's seat side in the vehicle compartment. An opening (19a, 21a, 23a), a second area is an area on the passenger seat side in the passenger compartment, and a second opening is a passenger seat side opening for blowing conditioned air toward the passenger seat side in the passenger compartment. (19
b, 21b, 23b) and the driver's seat side opening (19
a, 21a, 23a) and the passenger side opening (19b,
21b, 23b), the blowout mode for blowing out conditioned air is set. The first and second heating heat exchangers (13, 14) are arranged so that the heat source fluids are opposite to each other in the left-right direction of the vehicle. The feature is that it is designed to flow.

Thus, when air is blown out to both the driver's seat side and the passenger's seat side, the temperature distribution of the air blown out to the driver's seat side and the passenger's seat side can be controlled well.

Next, the valve means is connected to the first and second heating heat exchangers (13, 14).
The first and second valve means (15, 16) for independently adjusting the flow rate of the heat source fluid to the first and second regions in the vehicle cabin can be adjusted independently. .

Next, as in the fifth aspect of the present invention, the first
And the second valve means (15, 16)
If it comprises a four-way valve capable of switching the flow direction of the heat source fluid to the heating heat exchangers (13, 14), the valve means (1
According to 5, 16), not only the flow rate of the heat source fluid is adjusted, but also the flow direction is switched, so that the control range of the temperature distribution of the air blown out to each area in the vehicle compartment can be expanded.

Note that the reference numerals in parentheses of the above means indicate the correspondence with specific means described in the embodiments described later.

[0021]

FIG. 1 is a longitudinal sectional view showing an outline of an air conditioner ventilation system according to a first embodiment of the present invention, and FIG. 2 is a plan sectional view showing an air conditioner ventilation system. Is roughly divided into two parts, a blower unit 1 and an air conditioning unit 10. The air-conditioning unit 10 is disposed at a substantially central portion in the vehicle left-right direction in the lower part of the instrument panel in the vehicle interior, while the blower unit 1 is located in front of the air-conditioning unit 10 in the vehicle interior or in the engine room. Placed on the side.

1 and 2 indicate the mounting direction of the blower unit 1 and the air conditioning unit 10 with respect to the front, rear, left, right, and vertical directions of the vehicle. In addition, the blower unit 1 may be offsetly arranged on the side (passenger seat side) of the air conditioning unit 10 in the vehicle interior.

The blower unit 1 has a well-known configuration, and an inside / outside air switching box (not shown) for switching and introducing inside air (vehicle interior air) and outside air (vehicle outside air) is arranged on the suction side of the blower fan 2. The inside air or outside air introduced into the inside / outside air switching box is blown inside the scroll case 3 by the blower fan 2. The blower fan 2 includes a centrifugal multi-blade fan (sirocco fan) driven by the electric motor 4 and blows air toward the air conditioning unit 10 toward the rear of the vehicle.

Next, the air-conditioning unit 10 includes an evaporator (cooling heat exchanger) 12 and a first,
The second heater cores (heat exchangers for heating) 13 and 14 are both integrally incorporated.

An evaporator 12 is installed at a position on the vehicle front side in the air conditioning case 11. Here, the evaporator 12
Is an air-conditioning case 11
An evaporator 12 is arranged substantially vertically across the entire area of the air passage therein. As is well known, the evaporator 12 cools the conditioned air by absorbing the latent heat of evaporation of the refrigerant in the refrigeration cycle from the conditioned air.

The evaporator 12 is, for example, of a well-known lamination type, in which a number of flat tubes formed by laminating metal sheets of aluminum or the like in the middle are laminated and arranged via corrugated fins, and are integrated. It is brazed.

Next, the first and second heater cores 13 and 14 are arranged substantially vertically adjacent to the air flow downstream side (vehicle rear side) of the evaporator 12.
Numerals 3 and 14 reheat the cold air passing through the evaporator 12, in which high-temperature hot water (engine cooling water) flows as a heat source fluid, and heats the air using the hot water as a heat source.

In the present embodiment, the first and second two heater cores 13 and 14 are stacked and arranged in the air flow direction (vehicle longitudinal direction). Here, FIG. 3 shows the first and second heater cores 13,
14 shows a schematic configuration and a hot water circuit of 14, and the first and second heater cores 13 and 14 have heat exchange core portions 13a and 14a that exchange heat with air.

The heat exchange core portions 13a and 14a are well known, and a large number of flat tubes formed by molding a thin metal plate such as aluminum into a flat cross section are arranged in parallel with each other so as to face in the vertical direction of the vehicle. Corrugated fins are interposed between tubes and brazed together.

Tank portions 13b, 13c, 14b and 14c are provided at both ends of the heat exchange core portions 13a and 14a in the vehicle vertical direction.
Has been arranged. These tank portions 13b, 13c, 14
b and 14c are for distributing hot water to the tubes of the heat exchange core portions 13a and 14a or collecting hot water flows from the tubes.

In this embodiment, the first and second two heater cores 13 and 14 are configured as a one-way flow type (all-pass type) in which hot water flows in the same direction in all tubes of the heat exchange core portions 13a and 14a. Have been. That is, in the first heater core 13 on the upstream side, the two tank portions 13
Of the b and 13c, the hot water flows down all the tubes of the heat exchange core 13a from the upper tank 13b to the lower tank 13c.

In the second heater core 14 on the downstream side, of the two tank portions 14b and 14c, hot water flows upward from all tubes of the heat exchange core portion 14a from the lower tank portion 14c to the upper tank portion 14b. Flows to

Then, the first and second heater cores 13 and 14
First and second hot water valves 15 and 16 are provided in the heater core hot water circuit as valve means for switching the flow direction of hot water flowing into the heater and adjusting the flow rate of hot water. The first and second hot water valves 15, 1
6, four hot water openings 15a to 15d as shown in FIG.
It is a four-way valve type for switching the flow path between the hot water openings 16a to 16d and adjusting the opening degree.

A specific example of the structure of the first and second hot water valves 15 and 16 will be described with reference to FIG.
15d and the hot water openings 16a to 16d are formed at 90 ° intervals in the circumferential direction so as to protrude outward from the outer peripheral surfaces of the cylindrical housings 15e and 16e.

The hot water openings 15a and 16a are connected to the vehicle engine 1
At the hot water inlet through which the hot water flows from the hot water inlet 7;
16b is a hot water outlet for returning hot water to the vehicle engine 17 side. Further, the hot water openings 15c, 15d and the hot water openings 16c, 16d are provided in the heater core tank portions 13b, 13d.
c, 14b, 14c.

The cylindrical housings 15e, 16
e, a cylindrical valve body (rotor) 15
f and 16f are rotatably arranged. Two control flow paths 15g, 15h, 16g, 16h curved in an arc shape are formed in the cylindrical valve bodies 15f, 16f,
The turning of the circular control passages 15g, 15h, 16g, and 16h is displaced by the rotation of the cylindrical valve bodies 15f and 16f to perform the flow switching between the hot water openings and the opening degree adjustment. It has become.

The first and second heater cores 13 and 14 are connected in parallel via first and second hot water valves 15 and 16 in a hot water circuit in which hot water from the vehicle engine 17 circulates.
The first and second heater cores 13 and 14 include a vehicle engine 17.
Hot water circulates in parallel. The vehicle engine 17
While hot water circulates in a hot water circuit by a hot water pump 18 driven by the air conditioner, defroster openings 19 a and 19 b that open to portions immediately after the heater cores 13 and 14 are arranged on the upper surface of the air conditioning case 11. The defroster openings 19a and 19b are for blowing air toward the inner surface of the vehicle window glass through a defroster duct and a defroster outlet (not shown). These defroster openings 19a and 19b are butterfly-shaped defroster doors 20.
It is opened and closed by.

In the uppermost part of the air-conditioning case 11 on the rearmost side of the vehicle (closer to the occupant), face openings 21a and 21b which are open immediately above the heater cores 13 and 14 are disposed. The face openings 21a and 21b are for blowing air toward the occupant's head from a face outlet above the vehicle instrument panel through a face duct (not shown). The face openings 21a and 21b are opened and closed by a butterfly-shaped face door 22.

Further, a foot opening 23 that opens to the lower side immediately after the heater cores 13 and 14 is disposed below the air conditioning case 11 on the vehicle rear side. These foot openings 23a are left and right foot outlets (openings) 23a in FIG.
The foot air outlets 23a and 23b communicate with the air outlet 23b to blow warm air to the passenger's feet on the left and right sides of the vehicle. The foot opening 23 is a butterfly-shaped foot door 24.
It is opened and closed by.

FIG. 5 shows an air-conditioning operation panel 30 arranged near the instrument panel in the vehicle compartment, and the first and second air-conditioning operation panels are provided at the center thereof.
The two temperature adjusting members 31 and 32 are arranged vertically. The temperature adjusting members 31 and 32 are lever-shaped members that are manually operated in the left-right direction. The first temperature adjusting member 31 is connected to a valve body 15f of the first hot water valve 15 via a link mechanism, a cable, and the like (not shown). Connected to the rotating shaft, valve body 1
5f is rotated by manual operation.

Similarly, the second temperature adjusting member 32 is connected to the second hot water valve 1 via a link mechanism, a cable, and the like (not shown).
6 and connected to the rotating shaft of the valve body 16f, and the valve body 16f is rotated by manual operation.

In the air-conditioning operation panel 30, the blow-out mode switching member 33 is a dial-shaped member which is rotated by manual operation, and is a door means for switching the blow-out mode (the defroster door 20, the face door 22, and the foot door 24).
The doors 20, 22, and 24 are interlocked with each other via a link mechanism, a cable, and the like (not shown).

The air volume switching member 34 is also a dial-shaped member which is rotated by manual operation, and switches the voltage applied to the driving motor 4 of the blower fan 2 to switch the motor rotation speed, thereby switching the air volume. is there. The inside / outside air switching member 35 is a lever-shaped member that is manually operated in the left-right direction, is connected to an inside / outside air switching door (not shown) via a link mechanism, a cable, etc., not shown, and moves the inside / outside air switching door to the inside air introduction position and the outside air. Switch to the installation position.

Next, the operation of this embodiment with the above configuration will be described. First, the operation for each blowing mode will be described. (1) Face Mode When the face mode is selected by the blowing mode switching member 33 of the air conditioning operation panel 30, the defroster door 20 closes the defroster openings 19a and 19b via a link mechanism or the like interlocking with the switching member 33. The face door 22 opens the face openings 21a and 21b, and the foot door 24 is operated to close the foot opening 23, respectively.

Therefore, when the refrigeration cycle of the air conditioner is operated, the cool air cooled by the evaporator 12 is reheated by the heater cores 13 and 14 and the temperature thereof is adjusted, and then all flows toward the face openings 21a and 21b. The air is blown toward the occupant from the face air outlet (not shown) toward the head. (2) Bi-level mode When the bi-level mode is selected by the blowing mode switching member 30 of the air conditioning operation panel 30, the defroster door 20 closes the defroster openings 19a and 19b, and the face door 22 and the foot door 24 face each other. Opening 21
a, 21b and the foot opening 23 are both opened.

As a result, the face openings 21a, 21
Through b and the foot opening 23, the wind can be simultaneously blown from both the upper and lower sides of the passenger compartment to the occupant's head side and foot side.

(3) Foot Mode When the foot mode is selected by the blowing mode switching member 30 of the air conditioning operation panel 30, the face door 22 closes the face openings 21a and 21b, and the foot door 24 closes the foot opening 23. It opens, and the defroster door 20 opens the defroster openings 19a and 19b by a small opening.

Accordingly, the defroster openings 19a, 19b
The air can be blown from both the upper and lower sides of the vehicle compartment simultaneously through the and the foot opening 23.

(4) Foot defroster mode When the foot defroster mode is selected by the air outlet mode switching member 30 of the air conditioning operation panel 30, the defroster door 20 is turned to the side where the opening is increased, and the defroster opening 19 is opened.
The opening degrees of a and 19b are increased from those in the foot mode. The face door 22 and the foot door 24 remain in the same operation position as in the foot mode. Therefore, the foot defroster mode is the same as that in the foot mode except that the amount of air blown out from the defroster is increased as compared with the foot mode.

(5) Defroster Mode When the froster mode is selected by the blowing mode switching member 30 of the air conditioning operation panel 30, the face door 22 opens the face openings 21a and 21b, and the foot door 24 opens the foot opening 23. Each is fully closed. Further, the defroster door 20 is operated to the position of the maximum opening degree of the defroster openings 19a and 19b. Therefore, the blast air is supplied to the evaporator 12.
After passing through the heater cores 13 and 14, the air is blown out to the inner surface of the vehicle window glass through the defroster openings 19a and 19b to prevent the window glass from fogging.

Next, the control of the temperature distribution of the air blown into the vehicle interior and the control of the temperature of the blown air, which are features of the present invention, will be described. FIG. 6 shows the first and second temperature adjusting members 31.
32 is operated to the maximum heating position at the right end, and in this case, the valve element 1 of the first and second hot water valves 15 and 16 is used.
5f and 16f are rotated to the positions shown in FIGS. 4 and 7A.

As a result, the control passages 15g, 15h, 16g, 16h of the valve bodies 15f, 16f are changed as shown in FIGS.
Hot water openings 15a to 15d and hot water openings 16a
１６16d are communicated with each other at the maximum opening degree. FIG. 6B shows the flow of the hot water at this time. In the first heater core 13, the hot water flows from the upper tank portion 13 b through the tube of the core portion 13 a through the flow path of the first hot water valve 15 to the lower portion. It flows at the maximum flow rate toward the tank 13c.

On the other hand, in the second heater core 14, the hot water flows through the flow path of the second hot water valve 16 from the lower tank portion 14c to the upper tank portion 14b through the tube of the core portion 14a. Flows at a flow rate. That is, in the first and second heater cores 13 and 14 stacked before and after in the air flow direction, the flow rate of the hot water is maximum, and the flow direction of the hot water is upside down.

As a result, the first and second heater cores 1
7B and 7C, the temperature distribution of the blown air is inverted upside down as shown in FIGS. 7B and 7C.
4 is substantially uniform in the vertical direction of the vehicle as indicated by a two-dot chain line A in FIG. 7C, and the temperature of the air blown upward and the temperature of the air blown downward are substantially the same. Become. FIG. 6C shows a state in which the warm air (hatched portion) B having substantially the same temperature blows out to the openings 19a, 19b, 21a, 21b, and 23 on both the upper and lower sides of the vehicle.

FIG. 8 shows a case where only the second temperature adjusting member 32 is operated to the rightmost maximum heating position, while the first temperature adjusting member 31 is operated to the leftmost maximum cooling position. In this case, the valve element 15f of the first hot water valve 15 is rotated clockwise at a predetermined angle from the positions shown in FIGS. 4 and 7A by the first temperature adjusting member 31.

Thus, the control passage 15 of the valve body 15f
g and 15h are the hot water openings 15a to 15h as shown in FIG.
d. Cut off communication between each other. That is, the first hot water valve 1
5 is fully closed, and shuts off the flow of warm water to the first heater core 13.

As a result, only the second heater core 14 allows hot water to flow through the flow path of the second hot water valve 16 to the lower tank portion 14.
c flows through the tube of the core portion 14a toward the upper tank portion 14b. Accordingly, the blown air is heated only by the second heater core 14, and the blown air temperature distribution obtained by combining the two heater cores 13 and 14 is as shown by the solid line in FIG. In this case, the temperature of the air blown downward can be increased.

Thus, for example, in the bi-level mode, it is possible to obtain a comfortable blowing temperature distribution of a head-and-foot hot type.

Next, FIG. 9 shows the first and second temperature adjusting members 3.
This is a case where both the first and the second 32 are operated to the middle position in the left and right direction (intermediate temperature control position) in FIG.
By rotating the valve bodies 15f, 16f of the hot water valves 15, 16 from the maximum heating position in FIGS. 4 and 7A clockwise by a predetermined angle, the state shown in FIG. 9A is obtained.

Thus, the control passages 15g, 15h, 16g, 16h of the valve bodies 15f, 16f and the hot water openings 15a to 15h
The opening degree of the communicating part with 15d and the hot water openings 16a to 16d decreases from the maximum opening degree to the intermediate opening degree. Therefore, the flow rate of the hot water to the first and second heater cores 13 and 14 decreases, and the temperature of the air blown out from the first and second heater cores 13 and 14 decreases as shown in FIGS. 9B and 9C.

Also at this time, since the hot water flow directions of the two heater cores 13 and 14 stacked before and after the air flow direction are upside down, the blown air temperature distribution of both heater cores 13 and 14 is shown in FIG. As shown in FIG. Therefore, the temperature distribution of the blown air obtained by combining the two heater cores 13 and 14 is substantially uniform in the vertical direction of the vehicle as indicated by a two-dot chain line C in FIG. 9C, and the temperature of the blown air to the upper side and the temperature of the blown air to the lower side are increased. While maintaining the temperature in substantially the same relationship, reduce the temperature of the air blown to the upper and lower sides of the vehicle,
Temperature control in the vehicle cabin can be performed.

Next, FIG. 10 shows a case where the first and second temperature adjusting members 31 and 32 are both operated to the leftmost maximum cooling position. In this case, the first and second hot water valves 15 and 16 are operated. The valve bodies 15f and 16f are further rotated clockwise by a predetermined angle from the intermediate temperature control position of FIG. 9A to bring the state of FIG. 10A.

As a result, the control passages 15g, 15h, 16g, 16h of the valve bodies 15f, 16f are connected to the hot water openings 15a to 15h.
The communication between the 15d and the hot water openings 16a to 16d is shut off. That is, the first and second hot water valves 1
5 and 16 are both in the fully closed state, and the flow of warm water to the first and second heater cores 13 and 14 is shut off.

As a result, during cooling in summer, the evaporator 12
The cooling air cooled by the above is not heated by the first and second heater cores 13 and 14 and passes through as it is, so that the cooling capacity is maximized and the maximum cooling state is set.

In the first embodiment, since the four-way valve is used as the first and second hot water valves 15 and 16, the flow directions of the hot water in the first and second heater cores 13 and 14 are both downward. Or the flow direction of the hot water may be the flow direction from above to below. With this, the temperature distribution of the blown air in the vertical direction of the vehicle can be further adjusted, and the adjustment range of the temperature distribution of the blown air can be expanded.

(Second Embodiment) FIG. 11 shows a second embodiment, in which the core portions 13 of the first and second heater cores 13 and 14 are arranged.
a, 14a are arranged in the vehicle left-right direction, and tank portions 1 are provided at both ends of the core portions 13a, 14a in the vehicle left-right direction.
3b, 13c, 14b and 14c are arranged.

Here, the first and second heater cores 13 and 14
The flow direction of the hot water in is reversed in the left-right direction of the vehicle. For example, in the first heater core 13, the hot water flows from the left side of the vehicle to the right side, and in the second heater core 14, the hot water flows in the reverse direction from the right side of the vehicle to the left side. First,
Other points including the second hot water valves 15 and 16 may be the same as those of the first embodiment.

According to the second embodiment, since the flow direction of the hot water in the first and second heater cores 13 and 14 is reversed in the lateral direction of the vehicle, the flow rate of the hot water is adjusted by the first and second hot water valves 15 and 16. Thereby, the temperature distribution of the blown air in the vehicle left-right direction can be adjusted. That is, in FIG. 11, the right driver's seat side openings 19a, 21a, 23a
The temperature of the air blown out of the vehicle and the left passenger seat side opening 19b,
The temperature of the air blown out from 21b and 23b can be adjusted independently. (Third Embodiment) FIGS. 12 and 13 show a third embodiment. In the first embodiment, a manual air conditioner for adjusting the temperature in a vehicle compartment and the like by manual operation of an occupant has been described. In the embodiment, the present invention is applied to an automatic air conditioner that performs automatic control of vehicle interior temperature and the like.

FIG. 12 shows an air conditioning operation panel 3 according to the third embodiment.
At the center, a push button type temperature rise switch 36 for issuing a set temperature rise signal and a push button type temperature decrease switch 37 for issuing a set temperature decrease signal are arranged vertically. A set temperature display section 38 is arranged adjacent to the switches 36 and 37.

The dial-shaped blowing mode switching member 33 is rotated to output a blowing mode switching signal. In addition, the dial-shaped air volume switching member 34 is also rotated to output an air volume switching signal. The push button type inside air switch 35a and outside air switch 35b output an inside air signal and an outside air signal for switching between inside and outside air.

FIG. 13 is an electric control block diagram of the third embodiment. The ECU 40 comprises a microcomputer and its peripheral circuits.
The operation signals of the respective members 33 to 37 of 0 are input, and sensor signals are input from well-known sensor groups 41 to 45. The evaporator temperature sensor 44 detects, for example, the evaporator blow-out air temperature. The water temperature sensor 45 detects the temperature of the hot water flowing into the first and second heater cores 13 and 14.

In the third embodiment, a common actuator mechanism is connected to a door means (defroster door 20, face door 22, and foot door 24) for switching the blowing mode via a link mechanism, a cable, etc., not shown. These doors 20, 22, 24 are interlocked by a servo motor 46 (FIG. 13) of an actuator mechanism.

The rotation axis of the valve element 15f of the first hot water valve 15 and the rotation axis of the valve element 16f of the second hot water valve 16
Independent actuator mechanisms are connected via a link mechanism, a cable, and the like (not shown), and the valve body 15f of the first hot water valve 15 and the valve body 16f of the second hot water valve 16 are respectively connected to the servomotors 47, 48 ( FIG.
Operate independently according to 3).

The ECU 40 performs an arithmetic processing of the input signal based on a preset program, and
46 to 48, and controls the operation of the set temperature display section 38 and the like.

Next, a specific example of the outlet temperature control according to the third embodiment will be briefly described. In the fall and winter seasons, the solar radiation altitude is low. The air conditioning feeling may be deteriorated due to the feeling.

According to the third embodiment, in such a case, the amount of solar radiation into the vehicle compartment is detected by the solar radiation sensor 41,
The ECU 40 determines this increase in the amount of solar radiation, and rotates the valve body 15f of the first hot water valve 15 toward the maximum cooling side (opening reduction side) by the servomotor 47. Thereby, as illustrated in FIG. 8 described above, the temperature of the air blown downward can be higher than the temperature of the air blown upward.

Therefore, in the bi-level mode or the foot mode, etc., it is possible to obtain a blow-off temperature distribution of a head-and-foot type, and the feeling of warmth of the upper body can be eliminated, so that the air conditioning feeling can be improved.

Under normal use conditions, the ECU 40
The valve body 15f of the first hot water valve 15 and the valve body 16f of the second hot water valve 16 are operated to the same opening position by the servo motors 47 and 48 on the basis of the control output. Thereby, as illustrated in FIG. 6 described above, the temperature of the air blown upward and the temperature of the air blown downward can be made the same.

According to the third embodiment, the ECU 40 can determine the air-conditioning mode desired by the occupant based on the operation signals from the members 33 to 37 of the air-conditioning operation panel 30 of the ECU 40. A change in the air-conditioning use environment can be determined by the ECU 40 based on the sensor signal from the sensor 45.

Therefore, the temperature distribution of the upwardly and downwardly blown air can be automatically controlled based on the change in the air-conditioning use mode and the air-conditioning use environment desired by the occupant, in addition to the above control example.

For example, the relationship between the upper and lower outlet temperature difference in the foot mode and the foot defroster mode is set to be smaller than the upper and lower outlet temperature difference in the bilevel mode. Various upper and lower outlet temperature differences may be set, such as setting the relationship of the outlet temperature difference> the upper and lower outlet temperature difference in the bilevel mode.

(Other Embodiments) In the third embodiment, the temperature distribution of the temperature of the air blown to the upper side and the lower side in the automatic air-conditioning system for automatically adjusting the temperature in the passenger compartment and the like is described. Although the air conditioner is automatically controlled, an air conditioner capable of adjusting the temperature distribution of the blown air in the lateral direction of the vehicle as in the second embodiment is configured in an automatic manner, and the temperature distribution of the blown air in the lateral direction of the vehicle is automatically configured. May be automatically controlled.

Since the function of switching the direction of hot water flow is not essential as a necessary function of the first and second hot water valves 15 and 16, the first and second hot water valves 15 and 16 are limited to four-way valves. Instead, other types of valves, such as a two-way valve, which only performs the function of adjusting the flow rate of hot water, may be used.

As the heat source fluid, a fluid such as a high-temperature oil can be used in addition to the hot water.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of the overall arrangement of a ventilation system according to a first embodiment of the present invention.

FIG. 2 is a plan sectional view of FIG.

FIG. 3 is a hot water circuit diagram of a heater core according to the first embodiment.

FIG. 4 is a cross-sectional view of the hot water valve according to the first embodiment.

FIG. 5 is a front view of the air-conditioning operation panel according to the first embodiment.

FIG. 6 is an operation explanatory diagram in a case where upper and lower blow-out temperatures are set to be substantially the same in the first embodiment.

FIG. 7 is an explanatory diagram of a heater core blowing temperature distribution in the state of FIG. 6;

FIG. 8 is an operation explanatory diagram in the case of setting a vertical air outlet temperature difference in the first embodiment.

FIG. 9 is an explanatory diagram of a heater core blowout temperature distribution during the intermediate temperature control of the first embodiment.

FIG. 10 is an explanatory diagram at the time of maximum cooling in the first embodiment.

FIG. 11 is a plan sectional view of the entire arrangement of the ventilation system according to the second embodiment.

FIG. 12 is a front view of an air conditioning operation panel according to a third embodiment.

FIG. 13 is an electric control block diagram of a third embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Blower unit, 10 ... Air-conditioning unit, 11 ... Air-conditioning case, 12 ... Evaporator, 13, 14 ... Heater core, 1
5, 16: hot water valve, 19a, 19b: defroster opening, 20: defroster door, 21a, 21b: face opening, 22: face door, 23: foot opening, 2
3a, 23b: Foot outlet, 24: Foot door.

Claims (5)

[Claims] An air conditioning case (11) forming an air passage through which conditioned air flows, and a heating heat exchanger (13, 1) disposed in the air conditioning case (11) and heating the conditioned air.
4) and first openings (19a, 19b, 21a, 21b) for passing the temperature-controlled conditioned air through the heating heat exchangers (13, 14) toward the first region in the vehicle cabin. 19
a, 21a, 23a) and a second opening (23, 23a, 23b) for passing the temperature-controlled conditioned air passing through the heating heat exchanger (13, 14) toward a second region in the vehicle interior. ) (19b, 21b,
23b), wherein the air conditioner for a vehicle sets a blowing mode in which conditioned air is blown out from both the first opening and the second opening. The first and second heating heat exchangers (1
3, 14), wherein the first and second heating heat exchangers (13, 14) are of a one-way flow type in which a heat source fluid flows in one direction, and the heat source fluids flow in opposite directions. The first and second heating heat exchangers (13, 1)
4) valve means for adjusting the flow rate of the heat source fluid flowing through (15);
16) An air conditioner for a vehicle, comprising: 2. The first area is an area on the upper side of the vehicle interior, and the first opening is an upper side opening (19a, 19b, 21) for blowing the conditioned air toward an upper side of the vehicle interior.
a, 21b), wherein the second region is a region on the lower side in the vehicle interior, and the second region
The opening is a lower opening (23, 23a, 23b) that blows out the conditioned air toward the lower side of the vehicle interior, and a blowing mode in which the conditioned air is blown out from both the upper opening and the lower opening. The first and second heating heat exchangers (13, 14)
The air conditioner for a vehicle according to claim 1, wherein the heat source fluids flow in mutually opposite directions in a vehicle vertical direction. 3. The first area is an area on the driver's seat side in the vehicle interior, and the first opening is a driver's seat side opening (19a, 21) that blows out the conditioned air toward the driver's seat side in the vehicle interior.
a, 23a), wherein the second area is an area on the passenger seat side in the passenger compartment, and the second opening is a passenger seat side opening (19b) for blowing the conditioned air toward the passenger seat side in the passenger compartment. , 21b, 23b), wherein a blow-out mode for blowing conditioned air from both the driver-side opening and the passenger-side opening is set, and the first and second heat exchanges for heating are performed. Vessels (13, 14)
The vehicle air conditioner according to claim 1, wherein the heat source fluids flow in opposite directions to each other in the vehicle left-right direction. 4. The first and second valve means (1) for independently adjusting the flow rate of the heat source fluid to the first and second heating heat exchangers (13, 14), respectively.
4. The method according to claim 1, wherein the first and second parts are comprised of:
The vehicle air conditioner according to any one of the above. 5. The first and second valve means (15, 1).
6) is the first and second heating heat exchangers (13,
The vehicle air conditioner according to claim 4, wherein the air conditioner is a four-way valve capable of switching a flow direction of the heat source fluid to the heat source fluid.