JP2002036846A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an inside surface of a front window from being fogged by controlling blowing out of moist air onto the front window caused by ram pressure even in a case that a vehicle is driven right after restarting an engine. SOLUTION: The longer an interval between an engine shut down and an engine restart is, the longer a control time of an window defogging control in an worming up initial stage is set. During a period from an engine restart to the set control time, a cooler cycle compressor is forcedly turned on to reduce a temperature of an evaporator 41 and moisture in an air conditioner duct 2 is condensed on the surface of the evaporator 41 to dehumidify an inside of the air conditioner duct 2. Concurrently, a blow out opening mode is set to a FOOT mode and an operation of a blower 4 is stopped to release moist air to passenger's feet and not to blow out the same to the front window.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a warm-up control for an air conditioner for a vehicle, and more particularly to an anti-fog control for a window at an early stage of warm-up of the air conditioner for a vehicle.

[0002]

2. Description of the Related Art Conventionally, air containing moisture resulting from the evaporation of water adhering to an evaporator in a nearby heater core is blown out of a defroster (DEF) outlet into a window at an early stage of warm-up, and a windshield is provided. When the engine mounted on the vehicle is restarted and heating operation is started to prevent fogging on the inner surface of the vehicle, if the cooling water temperature of the engine is below a predetermined value, the operation of the blower is stopped. In addition, the inside / outside air mode is set to the outside air introduction mode, and the air outlet mode is set to the DEF mode, and the compressor is operated until a predetermined time elapses, so that dehumidification in the air conditioning duct is performed. An air conditioner for a vehicle that performs window anti-fog control at the initial stage of warm-up to prevent fogging on the inner surface. Is known (Patent No. 2769
073).

[0003]

However, in the conventional window defogging control in the early stage of warm-up, when the vehicle is driven immediately after the engine is restarted, the outside air is sucked by the ram pressure even if the operation of the blower is stopped. Air outside the cabin flows into the air conditioning duct from the mouth. Then, there is a problem in that the air containing moisture before the end of the dehumidification in the air conditioning duct is blown out from the DEF outlet to the inner surface of the front window, and the inner surface of the front window is fogged.

[0004]

SUMMARY OF THE INVENTION It is an object of the present invention to suppress the air containing moisture from being blown out to the window by the ram pressure even when the vehicle is driven immediately after restarting the vehicle driving means. It is an object of the present invention to provide a vehicle air conditioner that can prevent fogging.

[0005]

Means for Solving the Problems Claims 1 and 2
According to the invention described in the above, before the start of air conditioning or air blowing, or at the time of the operation of air conditioning or air blowing, while switching to the outlet mode with a small amount of air blown out to the window or the blowout ratio, and until a predetermined condition is satisfied, for example, a predetermined time By activating or strongly operating the cooling or dehumidifying means until elapse, even when the vehicle is driven immediately after restarting the vehicle driving means, moisture can be removed from the air conditioning duct. Accordingly, it is possible to suppress the air containing moisture from being blown out to the window from the outlet, so that it is possible to prevent the window from fogging.

According to the third and fourth aspects of the present invention, when or after the operation of the vehicle driving means is started,
While switching to the outlet mode in which the amount of air blown out to the window or the blowout ratio is small, and until a predetermined condition is satisfied,
For example, until the predetermined time has elapsed, the cooling or dehumidifying means is operated or strongly operated, so that even when the vehicle is driven immediately after restarting the vehicle driving means, moisture can be removed from the air conditioning duct. it can. Thereby, the same effect as the first aspect of the invention can be achieved.

According to the fifth aspect of the present invention, the operation of the blower is stopped or a very low air flow is performed until the predetermined condition is satisfied after or after the operation of the vehicle driving means is started, and the predetermined condition is satisfied. Immediately after restarting the vehicle driving means, by operating the cooling or dehumidifying means or strongly operating it and switching to the outlet mode in which the amount of air blown out to the window or the blowout ratio is other than the maximum until the condition is satisfied. Even when the vehicle is running, the operation of the blower can be started after removing moisture from the air conditioning duct. Thereby, the same effect as the first aspect of the invention can be achieved. According to the sixth aspect of the present invention, the predetermined condition is a predetermined time after the start of the operation of the vehicle driving means.

According to the invention described in claims 7 and 8, when or after the operation of the vehicle drive means is started,
While switching to the outlet mode in which the amount of air blown out to the window or the blowout ratio is small, and until a predetermined condition is satisfied,
Immediately after restarting the vehicle drive means by activating or strongly operating the cooling or dehumidifying means, and by reducing the rate of outside air intake into the air conditioning duct as compared to when the predetermined conditions are not satisfied. Even when the vehicle is running, the ram pressure applied to the outside air suction port can be suppressed, and moisture can be removed from the inside of the air conditioning duct. Thereby, the same effect as the first aspect of the invention can be achieved.

According to the ninth aspect of the present invention, the ratio of the outside air intake into the air conditioning duct is reduced until the predetermined time elapses after or after the operation of the vehicle driving means is started. Even when the vehicle is run immediately after restarting the vehicle driving means, the ram pressure applied to the outside air suction port can be suppressed, and moisture can be removed from the inside of the air conditioning duct. Thereby, the same effect as the first aspect of the invention can be achieved.

According to the tenth aspect of the present invention, the outlet mode in which the amount of air blown to the window or the blowout ratio is small is the F / D mode, the FOOT mode with DEF leakage, the FOOT mode without DEF leakage, or the B / L mode. Mode or FACE mode. According to the eleventh aspect of the present invention, it is desirable that the air volume of the blower be reduced to zero or extremely reduced until a predetermined condition is reached. Further, according to the twelfth aspect of the present invention, the time until the predetermined condition is reached is until the temperature of the heating heat exchanger or the cooling water temperature of the vehicle driving means reaches the predetermined temperature.

According to the thirteenth aspect of the present invention, it is desirable that the operation of the blower is stopped or a very low air volume is reached at the start of air conditioning or air blowing until a predetermined time has elapsed. According to the fourteenth aspect of the present invention, it is desirable to stop the operation of the blower or reduce the air flow to a very low level until a predetermined time elapses when the operation of the vehicle driving means is started. Further, according to the invention described in claim 15, one or more of the outside air temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger are equal to or lower than a predetermined temperature. It is desirable not to activate or strongly activate the cooling or dehumidifying means at the time or when the refrigerant pressure is outside the predetermined range.

According to the present invention, the control time for stopping the operation of the blower or making the air flow very low is determined by the cooling water temperature, the vehicle interior temperature, the solar radiation amount, the window temperature, and the window transmittance of the vehicle driving means. At least one of the window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, and cooling heat exchanger vicinity temperature is equal to or greater than a predetermined value, or humidity, the window fogging area. If at least one of them is less than a predetermined value,
Alternatively, it is desirable to set it to 0. According to the invention as set forth in claim 17, the control time for stopping the operation of the blower or for setting the air flow to a very low level is the cooling water temperature of the vehicle driving means, the vehicle interior temperature, the amount of solar radiation, the window temperature, the window transmittance, The higher one or more of the window transmission area, the seat temperature, the steering temperature, the heat exchanger temperature for heating, the heat exchanger temperature for cooling, the temperature near the heat exchanger for cooling, or the humidity or the cloudy area of the window The lower one or more,
It is desirable to reduce it.

According to the eighteenth aspect of the present invention, the predetermined time during which the cooling or dehumidifying means is operated or strongly operated is determined by the cooling water temperature of the vehicle driving means, the vehicle interior temperature, the amount of solar radiation, the window temperature, and the window transmission. At least one of the temperature, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger is equal to or greater than a predetermined value, or humidity, window fogging area When one or more of the is less than or equal to a predetermined value,
It is desirable to reduce the number or set it to 0.

According to the nineteenth aspect of the present invention, the predetermined time during which the cooling or dehumidifying means is operated or strongly operated is determined by the temperature of the cooling means of the vehicle driving means, the temperature of the vehicle interior, the amount of solar radiation, the window temperature, and the window. Higher one or more of permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger, or humidity, window fogging area It is desirable to reduce the number as one or more of them is lower.

According to the twentieth aspect, the predetermined conditions for stopping or weakening the operation of the cooling or dehumidifying means include the cooling water temperature of the vehicle driving means, the vehicle interior temperature, the amount of solar radiation, the window temperature, and the window transmittance. , Window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger, or more than a predetermined value, or humidity, window One or more of the cloudy areas is equal to or less than a predetermined value.

According to the twenty-first aspect of the present invention, the predetermined conditions for stopping or weakening the operation of the cooling or dehumidifying means include the cooling water temperature of the vehicle driving means, the vehicle interior temperature, the amount of solar radiation, the window temperature, and the window transmittance. One or more of the window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, and cooling heat exchanger temperature rise by more than a predetermined amount, or humidity or fogging of the window. One or more of the areas is reduced by a predetermined amount or more.

According to the twenty-second aspect of the present invention, when the operation of the blower is stopped or the air volume is extremely reduced, the fact that window fogging prevention control is being performed is notified to the occupant by visual display or audible display. It is possible to eliminate the occupant's uncomfortable feeling when the air does not come out from the air outlet before the start of the air conditioning or the air blowing, at the time of the operation of the air conditioning or the air blowing, or at the start of or after the operation of the vehicle driving means.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Configuration of the Embodiment] FIGS. 1 to 8 show an embodiment of the present invention. FIG. 1 is a diagram showing the overall configuration of an A / C unit, and FIG. FIG. 3 is a diagram showing an air conditioner operation panel.

The vehicle air conditioner according to the present embodiment is an air conditioning unit (hereinafter referred to as an A / C unit) for air conditioning the interior of a vehicle such as an automobile equipped with a water-cooled engine for running the vehicle.
1 is configured to control an actuator of each air conditioner by an air conditioning controller (control circuit board: hereinafter referred to as an air conditioner ECU) 10. The A / C unit 1 controls the temperature of the air conditioning zone on the right side of the passenger compartment (hereinafter referred to as the driver's seat side) and the air conditioning zone on the left side of the passenger compartment (hereinafter referred to as the passenger seat side) and changes the air outlet mode independently of each other. It is an air conditioning unit that can perform.

The A / C unit 1 has an air-conditioning duct 2 disposed in front of the interior of the vehicle. On the upstream side of the air conditioning duct 2, an inside / outside air switching door 3 and a blower 4 are provided. The inside / outside air switching door 3 is a servo motor 5
The opening degree (so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7 is changed by being driven by an actuator such as the outside air (hereinafter referred to as outside air) into the air conditioning duct 2 and the inside of the vehicle. It is a suction ratio adjusting means for adjusting a suction ratio with air (hereinafter referred to as inside air). Here, in the present embodiment, by operating the inside / outside air changeover switch 53 provided on the air conditioner operation panel 51 described later, the inside air circulation rate (RE) is set such that the inside air suction ratio is 100% and the outside air suction ratio is 0%.
C) A mode, an outside air introduction mode in which the outside air suction ratio is 100% and an inside air suction ratio is 0%, and an intake port such as an inside / outside air introduction (FRS) mode in which the outside air suction ratio is larger than the inside air suction ratio. Switch to mode.

The blower 4 corresponds to a blower of the present invention, and is a centrifugal blower that is driven to rotate by a blower motor 9 controlled by a blower drive circuit 8 to generate an airflow toward the vehicle interior in the air conditioning duct 2. is there. Note that the higher the blower control voltage (output blower level) applied to an actuator such as the blower motor 9 from the blower drive circuit 8, the larger the air volume of the blower 4 (blower air volume).

At the center of the air conditioning duct 2, an air conditioning duct 2
An evaporator (cooling heat exchanger) 41 for cooling the air passing through the inside is provided. A heater core (heating heat exchanger) 4 for heating air passing through the first and second air passages 11 and 12 is provided downstream of the evaporator 41.
2 are provided. Here, the heater core 42 of the present embodiment is installed in parallel with the radiator in a cooling water circuit in which engine cooling water of a water-cooled engine (vehicle driving means) circulates.

The first air passage 11 and the second air passage 12 are defined by a partition plate 14. Downstream of the heater core 42, a driver-side and passenger-side air mix (A / M) door for independently controlling the temperature of the driver-side air conditioning zone and the passenger-side air conditioning zone in the vehicle cabin. 15 and 16 are provided. The A / M doors 15 and 16 on the driver's seat side and the passenger's seat side are provided with servo motors 17 and 1.
The actuator controls the temperature of the air blown toward the air conditioning zone on the driver's seat side and the passenger's seat side by being driven by an actuator such as an air conditioner.

Here, the evaporator 41 of the present embodiment
Is a component of the refrigeration cycle. The refrigeration cycle corresponds to the cooling or air-conditioning means of the present invention, and is a refrigerant compressor that compresses and discharges refrigerant by being belt-driven by an output shaft of a vehicle running engine mounted in an engine room of the vehicle. (Compressor), a refrigerant condenser (condenser) for condensing and liquefying the refrigerant discharged from the compressor, a liquid receiver (receiver) for gas-liquid separation of the liquid refrigerant flowing from the condenser, and a liquid flowing from the receiver. It comprises an expansion valve for adiabatically expanding the refrigerant, and the evaporator (refrigerant evaporator) 41 for evaporating and evaporating the refrigerant in a gas-liquid two-phase state flowing from the expansion valve. The cooling air is blown to the condenser by an electric condenser fan.

Of these, the compressor is an air conditioner E
The rotational power from the engine is intermittently controlled by the electromagnetic clutch controlled by the CU 10. When the electromagnetic clutch is turned on and the compressor is started, the evaporator 41 cools and dehumidifies the air passing through the air conditioning duct 2. Further, in the present embodiment, the variable capacity control is performed based on a control signal output according to a comparison result between the post-evaporation temperature (TE), which is the detection value of the post-evaporation temperature sensor 74, and the target post-evaporation temperature (TEO). A variable displacement compressor having an electromagnetic displacement control valve is used.

The downstream end of each of the air outlet ducts (dash panel 5) communicating with the downstream side of the first air passage 11 on the air side.
0), as shown in FIGS. 1 and 2, a defroster (DEF) outlet 20 for blowing out conditioned air toward the inner surface of the front window; A center face (FACE) outlet 21 and a side face (FACE) outlet 22 for blowing the conditioned air toward the inner surface of the vehicle, and a foot (FOOT) for blowing the conditioned air toward the foot of the driver on the driver side. ) The outlet 23 is open. Note that D
From the EF outlet 20, the conditioned air is blown not only toward the inner surface of the front window on the driver's seat side but also toward the inner surface of the front window on the passenger's seat side.

Further, the downstream end of each air outlet duct (dash panel 50) communicating with the air downstream side of the second air passage 12
Front face), a center face (FACE) outlet 31 and a side face (FACE) outlet 32 for blowing out conditioned air toward the passenger's head side chest and the inner surface of the side window; A foot (FOOT) outlet 33 for blowing out conditioned air toward the feet of the occupant is open. In addition, FACE outlet 21,
A plurality of swing louvers that can change the blowout direction of the conditioned air blown from each blowout outlet are attached to the center grill and the side grille forming the 22 and FACE blowout outlets 31 and 32, respectively.

In the first and second air passages 11 and 12, the driver's seat side and the passenger side for setting the air outlet mode of the driver side air conditioning zone and the passenger seat side air conditioning zone independently of each other. Seat side outlet switching doors 24 to 26, 35, 36 are provided. The driver-side and passenger-side outlet switching doors 24 to 26, 35, and 36 are provided with servo motors 28,
This is an outlet mode switching means which is driven by actuators such as 29 and 39 and can switch the outlet mode between the driver side air conditioning zone and the passenger seat side air conditioning zone. Here, the outlet mode of the present embodiment includes a FACE mode, a B / L mode, and a DEF leakless F
There are an OOT mode, an F / D mode, a DEF mode, and the like.
In the FOOT mode, the ratio of the conditioned air blown out from the DEF outlet 20 is smaller than that in the F / D mode.
A leaky FOOT mode may be used.

The air conditioner ECU 10 is equivalent to the air conditioning control means of the present invention, and is provided with an ignition switch for starting and stopping the engine (IG / OFF → O).
N), when DC power is supplied from a battery (not shown) which is a vehicle-mounted power supply mounted on the vehicle, the arithmetic processing and the control processing are started. As shown in FIGS. 1 and 3, various switch signals from various switches on an air conditioner operation panel 51 integrally installed on the front of the dash panel 50 are input to the air conditioner ECU 10.

On the air conditioner operation panel 51, a liquid crystal display (display) 52, an inside / outside air changeover switch 53, a front defroster switch (hereinafter referred to as a DEF switch) 54, a rear defroster (defogger) switch 55, a dual switch 56, Air outlet mode (MOD
E) Changeover switch 57, blower air volume changeover switch 58,
An AUTO switch 60, an OFF switch 61, an A / C switch 59, a driver's seat (DRIVER) side temperature setting switch 62, a passenger seat (PASSENGER) side temperature setting switch 63, and the like are provided.

The dual switch 56 is provided with a left and right independent control command means for commanding left and right independent temperature control for independently controlling the temperature in the driver seat side air conditioning zone and the temperature in the passenger seat side air conditioning zone. It is. Also,
The MODE switch 57 switches the outlet mode to the FACE mode, the B / L mode, or the FOOT mode according to the operation of the occupant.
Mode or F / D mode.

The display 52 displays the set temperature on the driver's seat side, the set temperature on the passenger's seat side, the outlet mode, the blower air volume, and the like. The driver's seat side temperature setting switch 62 is a driver's seat side temperature setting means for setting the temperature in the driver's seat side air conditioning zone to a desired temperature, and includes an up switch 62a and a down switch 62b. The passenger side temperature setting switch 63 is a passenger side temperature setting means for setting the temperature in the passenger side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b. Note that various operation switches on the air conditioner operation panel 51 may be provided on the display 52.

In the air conditioner ECU 10, C
PU, memory (ROM or EEPROM, RAM),
A well-known microcomputer including functions such as an I / O port (input / output circuit) and a timer circuit is provided. After the sensor signals from various sensors are A / D-converted by the input circuit, the microcomputer is used. It is configured to be inputted to.

That is, the input circuit of the air conditioner ECU 10 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting the inside air temperature (also called the inside air temperature), and an outside air temperature (hereinafter called the outside air temperature) for detecting the outside air temperature. An outside temperature sensor 72 as a temperature detecting means, a solar radiation sensor 73 as a solar radiation detecting means for detecting an amount of solar radiation (intensity of solar radiation) radiated into the driver's seat side and the passenger side air conditioning zone, and the like are connected.

The input circuit of the air conditioner ECU 10 has a post-evaporation temperature sensor 74 as an after-evaporation temperature detecting means for detecting an air temperature immediately after passing through the evaporator 41 (hereinafter referred to as an after-evaporation temperature), and an engine cooling water ( A cooling water temperature sensor 75 or the like as cooling water temperature detecting means for detecting the temperature of the vehicle driving means (cooling means) is connected. Further, the input circuits of the air conditioner ECU 10 are connected to blower temperature sensors (duct sensors) 76, 77 on the driver's seat side and the passenger's seat side, which detect the blowout temperature of the conditioned air blown to the driver's seat side and the passenger's seat side air conditioning zone, respectively. Have been.

Among these, a temperature sensor such as a thermistor is used for the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporation temperature sensor 74, and the cooling water temperature sensor 75. Here, the inside air temperature sensor 71 of the present embodiment is
It is housed in a recess formed in the front of the dash panel 50 near the ACE outlet 21. The recess is
It is closed by a lid 50a in which a vent is formed.
Further, the solar radiation sensor 73 is installed above the dash panel 50 near the front windshield on the front passenger seat side in the vehicle interior.

[Control Method of Embodiment] Next, an air conditioning control method by the air conditioner ECU 10 of the present embodiment will be described with reference to FIGS. Here, FIG.
4 is a flowchart illustrating an example of a control program of the CU 10.

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of a control program (routine of FIG. 4) stored in the ROM in advance is started. At this time, first, the air conditioner E
The storage contents and the like of a data processing memory (RAM) built in a microcomputer inside the CU 10 are initialized (step S1).

Next, various data are read into a data processing memory (RAM). That is, switch signals from various operation switches and sensor signals from various sensors are input (step S2).

In particular, a post-evaporation temperature (TE) detected by the post-evaporation temperature sensor 74 and an engine cooling water temperature (TW) detected by the cooling water temperature sensor 75 are input and stored in the data processing memory.

Next, based on the above-mentioned stored data and the following equations (1) and (2), the target air outlet temperature TAO (Dr) on the driver's seat side and the target air outlet temperature on the passenger's side are obtained. TAO (Pa) is calculated (target outlet temperature determining means: step S3). Here, the target outlet temperatures TAO (Dr) and TAO (Pa) on the driver's seat side and the passenger's seat side are functions of the vehicle interior temperature calculated including at least the temperature deviation between the vehicle interior temperature and the set temperature in the vehicle interior. is there.

[0042]

(Equation 1)

(Equation 2)

However, TSET (Dr), TSET (P
a) represents the set temperature of the driver's seat side air conditioning zone and the set temperature of the passenger seat side air conditioning zone, respectively, TR and TAM represent the vehicle interior temperature and the outside air temperature, respectively, and TS (Dr), TS
(Pa) indicates the amount of solar radiation applied to the air conditioning zone on the driver's seat side and the passenger seat side, respectively. KSET, KR, KAM,
KS, Kd (Dr) and Kd (Pa) represent a temperature setting gain, a vehicle interior temperature gain, an outside air temperature gain, an insolation gain, and a temperature difference correction gain of the driver side and front passenger side air conditioning zones, respectively.

Incidentally, Ka (Dr) and Ka (Pa) represent gains for correcting the degree of influence of the outside air temperature TAM on the respective air conditioning temperatures in the driver's seat side air conditioning zone and the passenger seat side air conditioning zone, respectively, and CD (Dr ) And CD (Pa) are constants according to the degree of influence, and C is a correction constant. Where Ka
(Dr), Ka (Pa), CD (Dr), CD (Pa)
Varies depending on various parameters such as the shape and size of the vehicle, the direction of air blown from each air outlet of the A / C unit 1, and the like.

Next, the target outlet temperatures TAO (Dr), TAO on the driver's seat side and the passenger's seat side obtained in step S3 described above.
An auto blower air volume is calculated based on (Pa) (step S4). Specifically, the above-described auto blower air volume {blower control voltage VA} is equal to the target blow temperature TAO (D
r) and the blower control voltages VA (Dr) and VA (Pa) respectively adapted to TAO (Pa) based on the characteristic diagram of FIG. 5, and the blower control voltages VA (D)
r) and VA (Pa) by averaging.

Next, the target blowing temperatures TAO (Dr) and TAO on the driver's seat side and the passenger's seat side obtained in step S3 described above.
Based on (Pa) and the outlet mode characteristics with respect to the target outlet temperature shown in the characteristic diagram of FIG. 6, each outlet mode of the driver-side and passenger-side air conditioning zones is determined (step S).
5). Specifically, in the determination of the outlet mode, the target outlet temperatures TAO (Dr) and TAO (Pa) range from a low temperature to a high temperature in the FACE mode and the B / L
Mode and FOOT mode.

By operating a MODE switch 57 provided on the air conditioner operation panel 51, the F
ACE mode, B / L mode, FOOT mode and F
/ D mode is fixed to one of the outlet modes. The DEF provided on the air conditioner operation panel 51
When the switch 54 is pressed, the mode is fixed to the DEF mode.

The above-mentioned FACE mode is an outlet mode in which conditioned air is blown toward the upper body (head and chest) of the occupant. The B / L mode is an air outlet mode in which air-conditioning air is blown toward the upper body (head and chest) and feet of the occupant. The FOOT mode is an outlet mode in which conditioned air is blown toward the feet of the occupant. Further, the F / D mode is an outlet mode in which conditioned air is blown toward the feet of the occupant and the inner surface of the front window of the vehicle. The DEF mode is an outlet mode in which the conditioned air is blown toward the inner surface of the front window of the vehicle.

Next, the target A / M of the driver side A / M door 15
M opening SW (Dr) (%) and A / M door 1 on the passenger seat side
A target A / M opening degree SW (Pa) (%) of No. 6 is calculated (step S6). In addition, such target A / M opening degree SW
(Dr) and the target A / M opening degree SW (Pa) are calculated as follows:
The calculation is performed based on the calculation formulas of Expression 3 and Expression 4 below.

[0050]

(Equation 3)

(Equation 4) Here, TAO (Dr) and TAO (Pa) represent the target outlet temperatures on the driver's seat side and the passenger's seat side, respectively, TE represents the post-evaporation temperature which is the detection value of the post-evaporation temperature sensor 74, and T
W represents the engine coolant temperature, which is the value detected by the coolant temperature sensor 75.

Next, the routines shown in FIGS.
The window anti-fog control at the beginning of the warm-up is performed (step S7). Next, an output signal is sent to the blower drive circuit 8 so that the blower control voltage (= output blower level) determined in step S4 or step S7 (step S8).

Next, the target A /
The energization of the servomotors 17 and 18 is controlled so that the M opening degrees SW (Dr) and SW (Pa) are obtained (step S9). Next, the servomotors 28, 29, and 39 are energized so as to be in the outlet mode determined in step S5 (step S10). After that, the process returns to step S2.

Next, the anti-fog control of the window at the initial stage of warm-up by the air conditioner ECU 10 of the present embodiment will be described with reference to FIGS. Here, FIGS. 7 and 8
4 is a flowchart showing window warming-up anti-fog control by the air conditioner ECU 10 at the beginning of warm-up.

First, when the routine of FIG. 7 is started, the engine coolant temperature (T
It is determined whether or not (W) is less than a predetermined value (for example, 60 ° C.) (step S21). If the result of this determination is YES, that is, if the engine coolant temperature (TW) is less than 60 ° C., it is necessary to execute the window anti-fog control at the beginning of the warm-up, so the flow proceeds to the control processing in step S22.

If the decision result in the step S21 is NO, the routine exits from the routine shown in FIGS. That is, if the engine cooling water temperature (TW) is 60 ° C. or higher,
It is determined that the fogging on the inner surface of the front window can be cleared instantaneously, and the window anti-fog control in the early stage of warm-up is not performed.

On the other hand, if the decision result in the step S21 is YES.
In the case of, first, the control time Tx (sec) for executing the window anti-fog control is determined (step S22). Here, the humidity in the air-conditioning duct 2 increases as the time that the moisture attached to the evaporator 41 is warmed by the engine cooling water flowing into the heater core 42 installed nearby and the moisture evaporates is longer.

For this reason, the elapsed time from the previous ignition switch IG ON to OFF, that is, the elapsed time T from the stop of the engine to the restart of the engine,
It is desirable that the longer the time (min) is, the longer the control time Tx (sec) for executing the window anti-fog control in the initial stage of warm-up is.

Next, after the engine is restarted, the outlet mode is forcibly switched to the FOOT mode until the control time Tx (sec) for executing the window anti-fog control calculated in step S22 elapses. (Step S2
3). Here, the FOOT mode is an outlet mode in which the blowout ratio from the DEF outlet 20 to the inner surface of the front window is smaller.

Next, after the routine of FIG. 8 is started and the engine is restarted, the forced operation is performed until the control time Tx (sec) for performing the window anti-fog control calculated in step S22 elapses. Next, the compressor and the condenser fan of the refrigeration cycle are turned on (step S24).

Next, after the engine is restarted, the blower 4 is turned off until the control time Tx (sec) for performing the window anti-fog control calculated in step S22 elapses.
FF. Then, in order to eliminate an uncomfortable feeling for the occupant from the elapse of the control time Tx (sec) to the control time Tx + 6 (sec), the blower air volume fx is gradually and linearly increased to return to the normal air volume control. (Step S2
5).

Next, step S in the flowchart of FIG.
4 is compared with the blower airflow fx during window anti-fog control determined in step S25, and the smaller one is the output blower level (blower control voltage).
And is used for the output control in step S8 (step S8).
26). Thereafter, the process exits the routine of FIGS.

[Effects of the Embodiment] As described above, in the A / C unit 1 of the present embodiment, the period from when the engine is restarted to when the control time Tx (sec) elapses.
The outlet mode is forcibly switched to the FOOT mode.
Thus, when the vehicle is run immediately after restarting the engine, the outside air may flow into the air conditioning duct 2 due to the ram pressure applied to the outside air suction port 7, and the moisture in the air conditioning duct 2 may be blown out to the front window. There is a FOOT
Mode, the driver seat side air outlet switching door 24
The EF outlet 20 is closed, and the FOOT outlets 23, 3 are operated by the driver-side and passenger-side outlet switching doors 26, 36.
3 is opened. For this reason, it is possible to prevent the moisture in the air conditioning duct 2 from being blown out to the inner surface of the front window by escaping the wind containing moisture to the feet of the occupant, which is relatively insensitive to the face of the occupant. .

Further, the compressor and the condenser fan are forcibly turned on and the blower 4 is turned off until the control time Tx (sec) elapses after the engine is restarted, so that the temperature of the evaporator 41 is reduced. By lowering the humidity and condensing the moisture in the air-conditioning duct 2 on the surface of the evaporator 41, the inside of the air-conditioning duct 2 can be surely dehumidified before starting to blow air into the vehicle interior.

As a result, the air containing moisture becomes DEF.
The air outlet 20 does not blow out to the inner surface of the front window, and after the operation of the blower 4 is started, the air with low humidity is reheated when passing through the heater core 42, and the high-temperature air-conditioned air flows from the air outlet into the passenger compartment. Blow out to For example, after the control time Tx (sec) has elapsed, the outlet mode becomes F
When the mode is switched to the / D mode or the DEF mode, D
By blowing high-temperature conditioned air from the EF outlet 20 to the inner surface of the front window, it is possible to clear the anti-fog or fogging of the inner surface of the front window.

The engine cooling water temperature (TW) is 60 ° C.
In the above case, the rise in the humidity in the air conditioning duct 2 is still small, and even if the inner surface of the front window is slightly clouded, for example, since the blowing temperature of the blowing air blown out from the DEF outlet 20 is high, It is possible to instantly clear the anti-fog or fog inside the front window.

[Other Embodiments] In this embodiment, in step S21 of the routine of FIG. 7, it is determined whether or not the engine cooling water temperature (TW) is lower than a predetermined value (for example, 60 ° C.). However, any other temperature, such as the temperature of the heating heat exchanger (heater core 42), can be used as long as the temperature of the blown air blown from the DEF outlet 20 to the inner surface of the front window can be estimated or detected. That is, when fogging occurs on the inner surface of the front window, it is determined whether or not it is possible to immediately remove the fogging on the inner surface of the front window.

In step S21 of the routine shown in FIG. 7, whether the air outlet mode is set to the FOOT mode with air leakage to the front window, the FOOT mode without air leakage to the front window, or the F / D mode is determined. It may be determined whether or not it is in a state where the blown air is easily blown out from the DEF outlet 20 to the inner surface of the front window at the time of starting the air-conditioning or blowing or starting the engine. Further, step S21 of the routine in FIG. 7 may be omitted. Further, in this embodiment, a water-cooled engine for driving the vehicle is used as the vehicle driving means, but a water-cooled motor for driving the vehicle may be used as the vehicle driving means.

The control time of the window anti-fog control in the initial stage of warm-up is determined by the previous IG ON → IG OFF.
, That is, the elapsed time from when the engine was stopped to when the engine was restarted. However, the degree of increase in the humidity in the air conditioning duct 2 such as the elapsed time since the previous air conditioning or air supply was stopped was calculated. Anything can be used as long as it can be estimated. Note that a humidity sensor may be provided directly in the air conditioning duct 2.

Also, during the window defogging control at the beginning of warm-up, the compressor of the refrigeration cycle is forcibly turned on.
However, when the outside air temperature is extremely low and the compressor may be locked, when the refrigerant pressure is abnormal, or when the occupant has manually turned off the operation of the compressor, the window protection of the present embodiment is not performed. The fogging control may be canceled. In this case, if the compressor does not operate, the dehumidifying effect in the air conditioning duct 2 cannot be obtained.
Alternatively, the inside of the air conditioning duct 2 may be dehumidified by switching to an air outlet mode in which the blowout of conditioned air to the front window such as the FACE mode or the B / L mode is very small, and the air is blown into the vehicle interior.

The blower 4 is turned off during the control time of the window anti-fog control. However, the blowout mode (for example, the FACE mode or B mode) in which the conditioned air blows out to the front window in the F / D mode or the like is relatively small. / L mode, FOOT mode, or F / D mode), and by operating the blower 4 at a low rotation speed, the control time of the window anti-fog control may be shortened.

In this embodiment, an example in which a variable displacement compressor having an electromagnetic variable displacement valve is used as the compressor has been described. However, the compressor is driven by a compressor which is turned on / off by an electromagnetic clutch or a motor. An electric compressor may be used. In the variable external capacity compressor, the control time of the window anti-fog control can be shortened by performing the window anti-fog control of the present embodiment with the maximum capacity.

In this embodiment, the cooling or dehumidifying means includes an evaporator (cooling heat exchanger) 41 for cooling or dehumidifying the air flowing through the air conditioning duct 2 and a compressor for compressing the refrigerant drawn from the evaporator 41. Although the example in which the refrigeration cycle is applied has been described, the evaporator 4 of the refrigeration cycle is used as a cooling or dehumidifying means.
Alternatively, a cooling or dehumidifying means having a cooling heat exchanger using a Peltier element or other chemical reaction may be used. Further, instead of the heater core 42, a refrigeration cycle condenser (heating heat exchanger) may be provided.

The predetermined time (control time Tx) for stopping the operation of the blower or keeping the air flow very low is as follows:
Cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window transmittance, window transmission area, seat temperature, steering temperature, heating heat exchanger (heater core 42) temperature, cooling heat exchanger (evaporator 41) temperature, cooling The calculation may be performed based on one or more parameters of the temperature near the heat exchanger (evaporator 41) (= temperature after evaporation), the humidity, and the window fogging area. By these,
It is possible to estimate the degree of increase in the humidity in the air conditioning duct 2 and the degree of fogging of the front window.

The predetermined time (control time Tx) for operating or strongly operating the compressor of the refrigeration cycle includes cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window transmittance, window transmission area, seat temperature. , Steering temperature, heating heat exchanger (heater core 42) temperature, cooling heat exchanger (evaporator 41) temperature, cooling heat exchanger (evaporator 41) vicinity temperature (=
The temperature may be calculated based on one or more parameters of the temperature after evaporation, the humidity, and the window fogging area.

The predetermined conditions for stopping or weakening the operation of the compressor of the refrigeration cycle include cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window transmittance, window transmission area, seat temperature, steering temperature, heat for heating. The temperature of the heat exchanger (heater core 42), the temperature of the heat exchanger for cooling (evaporator 41), the temperature near the heat exchanger for cooling (evaporator 41) (= post-evaporation temperature), humidity, and one or more parameters of the window fogging area You may decide. As a result, the operation time of the compressor can be shortened, energy saving and the possibility of locking of the compressor can be reduced, and the possibility of fogging of the front window can be reduced, or even if fogging can be instantaneously eliminated.

Further, by providing a visual display means and an audible display means for notifying the occupant that the window anti-fog control of the present embodiment is being carried out, the airflow from the air outlet can be maintained despite the start of air conditioning. It is possible to prevent the occupant from feeling uncomfortable due to the absence of the vehicle. In addition, in the DEF mode, by providing a high air flow anyway, even if the engine cooling water temperature is somewhat low, the anti-fog effect of the front window is increased. Therefore, the window anti-fog control of the present embodiment may be stopped or interrupted. good.

In this embodiment, the set temperatures TSET (Dr), TSET (Pa), the inside temperature sensor value TR, the outside temperature sensor value TAM, and the solar radiation sensor values TS (Dr), TS ( Pa), comfortable air-conditioning or air volume control is performed based on the target outlet temperatures TAO (Dr) and TAO (Pa) calculated according to (Pa), but at least the temperature between the set temperature in the vehicle interior and the internal temperature sensor value TR. Comfortable air conditioning or air volume control may be performed based on the heat load in the vehicle compartment calculated based on the deviation.

In the present embodiment, the air conditioner operation panel 51
By operating the MODE changeover switch 57 provided in the FOOT mode, the F / D mode in which the blowout rate of blowing the conditioned air to the inner surface of the front window is larger than that in the FOOT mode has been described. When the target outlet temperature TAO is higher than or equal to a predetermined value and the FOOT mode is selected as the outlet mode, the outside air temperature is lower than a predetermined value (for example, 5 ° C.) and the amount of solar radiation is a predetermined value (for example, 200 W / m ^2). The air outlet mode may be automatically set to the F / D mode when the value is less than ()).

In this embodiment, the air conditioner operation panel 51
By pressing the DEF switch 54 provided in the
An example has been described in which the DEF mode is set, in which the blowout rate for blowing the conditioned air to the inner surface of the front window is much higher than in the T mode, but in the automatic control in the blowout mode, the target blowout temperature TAO is higher than a predetermined value, and When the FOOT mode is selected as the mode, when the outside air temperature is less than a predetermined value (for example, −5 ° C.) and the amount of solar radiation is less than a predetermined value (for example, 50 W / m ² ), the outlet mode is changed to the DEF mode or the F mode. The / D mode may be automatically set.

In this embodiment, the inside / outside air changeover switch 53
(For example, the inlet mode is fixed to the outside air introduction mode), but the target outlet temperatures TAO (Dr) and TA on the driver side and the passenger side are fixed.
The automatic inside / outside air control may be performed such that the higher the O (Pa) temperature, the higher the air suction ratio of the vehicle interior air or the smaller the air suction ratio of the vehicle interior air.

Further, during the anti-fog control at the early stage of the warm-up, the suction port mode may be switched to the inside air circulation mode in which the suction ratio of the air in the vehicle compartment is very high. Due to this control, the air blow to the front window due to the ram pressure is eliminated, and it is possible to prevent the inner surface of the front window from fogging. It is desirable to return to the automatic inside / outside air control immediately after the end of the window anti-fog control. This is because the occupant's breathing increases the vehicle interior humidity and causes fogging of the window.

In this embodiment, during the window defogging control at the beginning of warm-up, the outlet mode is forcibly set to DEF.
Although the mode is switched to the FOOT mode without leakage, the F / D mode or the FOOT mode with DEF leakage or the B / L mode during the window defogging control at the initial stage of warm-up.
The mode may be forcibly switched to an outlet mode, such as a mode or a FACE mode, in which the amount of air blown to the front window or the blowout ratio is smaller than in the DEF mode. In these cases, the amount of wind blown to the front window is smaller than in the DEF mode, and the anti-fog performance of the front window can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall configuration of an A / C unit (Embodiment).

FIG. 2 is a front view showing a dash panel of the vehicle (embodiment).

FIG. 3 is a front view showing an air conditioner operation panel (embodiment).

FIG. 4 is a flowchart illustrating an example of a control program of an air conditioner ECU (embodiment).

FIG. 5 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowout temperature (embodiment);

FIG. 6 is a characteristic diagram showing an outlet mode control characteristic with respect to a target outlet temperature (embodiment).

FIG. 7 is a flowchart showing window anti-fog control at the beginning of warm-up by the air conditioner ECU (embodiment).

FIG. 8 is a flowchart showing window anti-fog control at an early stage of warm-up by the air conditioner ECU (embodiment).

[Explanation of symbols]

Reference Signs List 1 A / C unit 2 Air conditioning duct 4 Blower (blower) 6 Inside air intake port 7 Outside air intake port 9 Blower motor (actuator) 10 Air conditioner ECU (Air conditioning control means) 20 DEF outlet 21 FACE outlet 22 FACE outlet 23 FOOT outlet 24 Driver side air outlet switching door (air outlet mode switching means) 25 Driver side air outlet switching door (air outlet mode switching means) 26 Driver side air outlet switching door (air outlet mode switching means) 28 Servo motor (actuator) 29) Servo motor (actuator) 31 FACE outlet 32 FACE outlet 33 FOOT outlet 35 Passenger side outlet switching door (outlet mode switching means) 36 Passenger side outlet switching door (outlet mode switching means) 39 Servo motor (actuator) 41 Evaporator (for cooling) Exchanger) 42 heater core (heating heat exchanger) 53 outside air switching switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) B60H 1/32 623 B60H 1/32 623S 623Z

Claims (22)

[Claims] 1. A vehicle air conditioner for air-conditioning the interior of a vehicle equipped with a vehicle driving means, comprising: (a) an air-conditioning duct having an outlet for blowing conditioned air to a window of the vehicle; and (b) the air-conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. Outlet mode switching means; (f) switching to an outlet mode in which the amount of air blown to the window or the blowout ratio is small before the start of air conditioning or air blowing or during the operation of air conditioning or air blowing. Together, until satisfying a predetermined condition, the vehicle air-conditioning system being characterized in that a conditioning control means for actuating the or operating the cooling or dehumidifying unit, or strong. 2. The vehicle air conditioner according to claim 1, wherein the time until the predetermined condition is satisfied is a time until a predetermined time elapses. 3. A vehicle air conditioner for air-conditioning the interior of a vehicle equipped with a vehicle drive means, comprising: (a) an air-conditioning duct having an outlet for blowing conditioned air to a window of the vehicle; and (b) the air-conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. Outlet mode switching means; and (f) at the start of or after the operation of the vehicle drive means, switching to an outlet mode in which the amount of air blown to the window or the blowout ratio is small, An air conditioner for a vehicle, comprising: an air conditioning control unit that activates or strongly activates the cooling or dehumidifying unit until a predetermined condition is satisfied. 4. The vehicle air conditioner according to claim 3, wherein the time until the predetermined condition is satisfied is a time until a predetermined time elapses. 5. An air conditioner for a vehicle which carries out air conditioning of a cabin of a vehicle equipped with a vehicle driving means, wherein: (a) an air conditioning duct having an air outlet for blowing conditioned air to a window of the vehicle; and (b) the air conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. (F) at the start of or after the start of the operation of the vehicle drive unit, until the predetermined condition is satisfied, the operation of the blower is stopped or the air flow is extremely low, and Air-conditioning control means for operating the cooling or dehumidifying means or intensively operating the cooling or dehumidifying means until a predetermined condition is satisfied, and switching to an outlet mode in which the amount of air blown out to the window or the blowout ratio is other than the maximum. A vehicle air conditioner characterized by the above-mentioned. 6. The air conditioner for a vehicle according to claim 5, wherein the predetermined condition is a predetermined time after the operation of the vehicle driving means is started. 7. A vehicle air conditioner for air-conditioning the interior of a vehicle equipped with a vehicle drive means, comprising: (a) an air-conditioning duct having an air outlet for blowing conditioned air to a vehicle window; and (b) this air-conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. An outlet mode switching means; (f) a suction rate adjusting means for adjusting a suction rate of the outside air of the vehicle into the air conditioning duct; and (g) at or after the start of the operation of the vehicle drive means. While switching to the outlet mode in which the amount of blown air to the window or the blowout ratio is small, the cooling or dehumidifying means is operated or strongly operated until a predetermined condition is satisfied, and compared to when the predetermined condition is not satisfied. An air conditioner for a vehicle, comprising: an air conditioning controller that reduces a suction ratio of air outside the vehicle compartment into the air conditioning duct. 8. A vehicle air conditioner for air-conditioning the interior of a vehicle equipped with a vehicle driving means, comprising: (a) an air conditioning duct having an air outlet for blowing conditioned air to a vehicle window; and (b) the air conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. An outlet mode switching means; (f) a suction rate adjusting means for adjusting a suction rate of the outside air of the vehicle into the air conditioning duct; and (g) at or after the start of the operation of the vehicle drive means. While switching to the outlet mode in which the amount of air blown out to the window or the blowout ratio is small, the cooling or dehumidifying means is operated or strongly operated until a predetermined condition is satisfied, and the outside air of the vehicle interior into the air conditioning duct is discharged. An air conditioner for a vehicle, comprising: an air conditioning control means for reducing a suction ratio. 9. A vehicle air conditioner for air conditioning the interior of a vehicle equipped with a vehicle drive means, comprising: (a) an air conditioning duct having an air outlet for blowing conditioned air to a window of the vehicle; and (b) the air conditioning duct. A blower for generating an airflow toward the vehicle interior in the interior; (c) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing through the air conditioning duct; and (d) the cooling heat exchange. A heating heat exchanger that is installed downstream of the heat exchanger to heat the air flowing through the air-conditioning duct by exchanging heat with cooling water that cools the vehicle driving means; and (e) switching between an outlet mode. An air outlet mode switching means; (f) a suction ratio adjusting means for adjusting a suction ratio of the outside air of the vehicle into the air conditioning duct; and (g) a predetermined time when or after the operation of the vehicle driving means is started. An air conditioning system for a vehicle, comprising: an air conditioning control unit that reduces a suction rate of air outside the vehicle compartment into the air conditioning duct until time elapses. 10. The air conditioner for a vehicle according to claim 1, wherein the air outlet mode in which the amount of air blown out to the window or the blowout ratio is small is an F / D mode or a DEF leak. F
An air conditioner for a vehicle, which is in an OOT mode, a DEF leak-free FOOT mode, a B / L mode, or a FACE mode. 11. The air conditioner for a vehicle according to claim 1, wherein the air conditioning control unit sets the air volume of the blower to zero or very low until a predetermined condition is reached. An air conditioner for a vehicle, wherein the air conditioner is reduced. 12. The vehicle air conditioner according to claim 11, wherein the time until the predetermined condition is reached means that the temperature of the heating heat exchanger or the cooling water temperature of the vehicle driving means reaches a predetermined temperature. A vehicle air conditioner characterized by the above-mentioned. 13. A vehicle air conditioner according to claim 1, wherein said air conditioning control means operates said blower until a predetermined time elapses at the start of air conditioning or air blowing. An air conditioner for a vehicle, which is stopped or has a very low air flow. 14. The air conditioner for a vehicle according to claim 1, wherein the air conditioning control means controls the operation of the blower until a predetermined time elapses when the operation of the vehicle driving means is started. An air conditioner for a vehicle, the operation of which is stopped or a very low air volume. 15. The air conditioner for a vehicle according to claim 1, wherein said air conditioning control means includes an external air temperature, a temperature of said heating heat exchanger, a temperature of said cooling heat exchanger, When one or more of the temperatures near the cooling heat exchanger is equal to or lower than a predetermined temperature, or when the refrigerant pressure is outside a predetermined range, the cooling or dehumidifying means is not operated or not strongly operated. Characteristic vehicle air conditioner. 16. The air conditioner for a vehicle according to claim 1, wherein the control time for stopping the operation of the blower or setting the air flow to a very low air flow rate includes: Of the vehicle interior temperature, the amount of solar radiation, the window temperature, the window transmittance, the window transmission area, the seat temperature, the steering temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger A vehicle air conditioner characterized in that when one or more of them is equal to or more than a predetermined value, or when one or more of humidity and window fogging area is equal to or less than a predetermined value, it is reduced or set to zero. 17. The vehicle air conditioner according to any one of claims 1 to 16, wherein the control time for stopping the operation of the blower or setting the air flow to a very low air volume is determined by: Of the vehicle interior temperature, the amount of solar radiation, the window temperature, the window transmittance, the window transmission area, the seat temperature, the steering temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger A vehicle air conditioner, wherein the higher the value of at least one of the above, or the lower one or more of the humidity and the fogging area of the window, the less. 18. A vehicle air conditioner according to claim 1, wherein the predetermined time during which said cooling or dehumidifying means is operated or strongly operated is determined by a cooling water temperature of said vehicle driving means. , Vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger. An air conditioner for a vehicle, characterized in that when one or more of them is equal to or more than a predetermined value, or when one or more of humidity and window fogging area is equal to or less than a predetermined value, it is reduced or set to zero. 19. The vehicle air conditioner according to claim 1, wherein the predetermined time during which the cooling or dehumidifying means is operated or strongly operated is determined by the cooling means of the vehicle driving means. Temperature, vehicle interior temperature, solar radiation, window temperature, window transmission, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger A vehicle air conditioner wherein one or more of them is higher, or one or more of humidity and window fogging area is lower. 20. The vehicle air conditioner according to any one of claims 1 to 19, wherein the predetermined condition for stopping or weakening the operation of the cooling or dehumidifying means is: Of the vehicle interior temperature, the amount of solar radiation, the window temperature, the window transmittance, the window transmission area, the seat temperature, the steering temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger Or at least one of humidity and window fogging area is equal to or less than a predetermined value. 21. The vehicle air conditioner according to claim 1, wherein the predetermined condition for stopping or weakening the operation of the cooling or dehumidifying means includes: a cooling water temperature of the vehicle driving means; Of the vehicle interior temperature, the amount of solar radiation, the window temperature, the window transmittance, the window transmission area, the seat temperature, the steering temperature, the heating heat exchanger temperature, the cooling heat exchanger temperature, and the temperature near the cooling heat exchanger Or at least one of humidity and window fogging area decreases by a predetermined amount or more. 22. An air conditioner for a vehicle according to claim 1, wherein said air conditioning control means gives a passenger a window fog when the operation of said blower is stopped or when the air volume is extremely low. An air conditioner for a vehicle, wherein visual notification or auditory display is provided to notify that prevention control is being performed.