JP2002046446A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle, capable of lowering the temperature feeling of seated occupants immediately after getting on the vehicle by directing the cool air blown from FACE outlets 21, 22, 31, and 32 toward the seated occupants until a specified time is elapsed after the start of an engine. SOLUTION: The directions of the center louvers of operator seat and assistant seat side center grills 41 are changed to the directions of the face parts of the seated occupants on the operator seat and assistant seat sides until a specified time (for example, 10 seconds) is elapsed after an ignition switch (IG) is turned on or a cabin temperature lowers a specified value (for example, 7 deg.C), and the directions of the side louvers of the operator seat and assistant seat side grills 42 are changed to the face parts of the seated occupants on the operator seat and assistant seat sides. By this, even if the cabin temperature is rather high and the occupants get on the vehicle after walking to a parking lot, cool air can be blown directly on the seated occupants immediately after getting on, the hot feeling is prevented from being given to the occupants.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle provided with a blowing state changing device such as a swing louver or a swing grill, and more particularly, to a drastic improvement in the comfort of a seated occupant immediately after boarding. The present invention relates to a vehicle air conditioner provided with a possible blow state changing device.

[0002]

2. Description of the Related Art Conventionally, when a temperature difference between a vehicle interior temperature set by a seated occupant and a vehicle interior temperature is larger than a predetermined value, a plurality of deflection plates provided at an air outlet of an air conditioning duct. (Vehicle air conditioner) that performs air conditioning control so that the direction of the louver fins, that is, the wind direction is directed toward the occupant, and as the vehicle interior temperature decreases, the direction of the deflection plate, that is, the wind direction is not directed toward the occupant. Showa 57-150
No. 08 publication) has been proposed. Therefore, as in the air conditioning control at the beginning of the cool down after parking in the summer sunshine,
When the cabin temperature is very high with the set temperature inside the cabin,
The cold air blown from the air outlet is blown directly to the seated occupant so that the seated occupant gets a quick feeling of cooling. Air-conditioning control is performed so that the entire vehicle compartment is cooled without being blown.

[0003]

However, in the air-conditioning control of a conventional vehicle air conditioner, the temperature in the vehicle interior is halfway high or the temperature deviation between the vehicle interior temperature and the set temperature in the vehicle interior is a predetermined value. If the occupant walks to the parking lot and gets into the vehicle when the vehicle is smaller than, the wind does not turn in the direction of the seated occupant, so the cold air blown out from the outlet is not directly blown to the seated occupant, and the seated occupant becomes hot. There was a problem of feeling.

[0004]

SUMMARY OF THE INVENTION It is an object of the present invention to direct conditioned air blown from an air outlet toward an occupant at the start of air conditioning, at the start of air blowing, or at the start of operation of a vehicle driving means until a predetermined condition is satisfied. It is an object of the present invention to provide an air conditioner for a vehicle that can reduce the warmth of a seated occupant and greatly improve the comfort of the seated occupant immediately after boarding.

[0005]

According to the first aspect of the present invention, the air-conditioning control at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means is performed in the occupant direction until a predetermined condition is satisfied. The swing stop time of the occupant increases, or the time or range of the slow swing in the occupant direction increases, or the occupant concentration blowing time increases, or the blowing range or the swing range decreases, Alternatively, the correction is made so that the wind speed in the occupant direction or the occupant face direction becomes large. As a result, even when the temperature in the vehicle interior is halfway high and the user walks to the parking lot and gets on the vehicle, the conditioned air blown out from the air outlet can be directly blown to the seated occupant immediately after the occupant. The feeling of warmth of the seated occupant immediately after getting on can be drastically improved.

According to the second aspect of the present invention, in the air conditioning control, in calculation, the swing stop time in the occupant direction is reduced, or the time or range of the slow swing in the occupant direction is reduced. Even if the airflow is reduced, or the occupant concentration blowing time is reduced, the blowing range or swing range is widened, or the wind speed in the occupant direction or the occupant face direction is reduced, At the time of the start of air blowing or the start of operation of the vehicle drive means,
The swing stop time in the occupant direction is increased, or the time or range of the slow swing in the occupant direction is increased, or the occupant concentrated blowing time is increased, or the blowing range or the swing range is narrow. Or the wind speed in the direction of the occupant or the face of the occupant increases.

According to the third aspect of the present invention, the air conditioning for the upper body of the occupant is strengthened until the air conditioning control at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle drive means, until a predetermined condition is satisfied. Alternatively, the correction is made such that the mode is changed to the outlet mode in which the blowout ratio to the upper body of the occupant or the blowout air amount increases. As a result, even if the temperature inside the vehicle is halfway high and you walk to the parking lot and get on,
Since the air conditioning for the upper body of the seated occupant immediately after the occupant becomes stronger, or the air outlet mode or the blowout rate to the upper body of the seated occupant immediately after the occupant can be switched to the outlet mode, the temperature of the seated occupant immediately after the occupant becomes warmer The feeling of comfort can be reduced, and the comfort of the seated occupant immediately after riding can be dramatically improved.

According to the fourth aspect of the present invention, the air conditioning control at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle drive means is performed in such a manner that the air conditioning for the occupant is increased until a predetermined condition is satisfied. Alternatively, the correction is made so that the blowing temperature is changed in a direction to enhance the comfort of the occupant. As a result, even when the temperature inside the vehicle is halfway high and the passenger walks to the parking lot and gets on the vehicle, the air conditioning of the seated occupant immediately after the occupant becomes stronger, or the comfort of the seated occupant immediately after the occupant is increased. Since the blowing temperature can be changed, the sense of warmth of the seated occupant immediately after boarding can be reduced, and the comfort of the seated occupant immediately after boarding can be dramatically improved.

According to the fifth aspect of the present invention, the air conditioning control at the start of air conditioning, at the start of air blowing, or at the start of the operation of the vehicle driving means, prioritizes seated seats over other seats until predetermined conditions are satisfied. This is corrected so that air conditioning is performed. As a result, even when the temperature in the vehicle interior is halfway high and the user walks to the parking lot and gets on, the seated occupant immediately after getting on can be preferentially air-conditioned over other seats. , The feeling of warmth of the seated occupant can be reduced, and the comfort sensation of the seated occupant immediately after boarding can be dramatically improved.

According to the invention described in claim 6, the air conditioning control at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means is made to increase the sense of wind speed felt by the occupant until a predetermined condition is satisfied. Has been corrected. As a result, even when the vehicle interior temperature is halfway high and the user walks to the parking lot and gets on the vehicle, the sense of wind speed felt by the seated occupant immediately after the occupancy can be strengthened. The comfort of the seated occupant immediately after boarding can be greatly improved.

According to the seventh aspect of the present invention, the condition that the predetermined condition is satisfied is not until the air conditioning or the blowing is started until the predetermined condition is satisfied.
Alternatively, it means that a predetermined time elapses after the vehicle driving means operates. According to the eighth aspect of the present invention, the evaporator temperature, the temperature immediately downstream of the evaporator, the vehicle interior temperature, the skin temperature, the blowout temperature, the blower voltage, the blowout mode, the amount of solar radiation means that the predetermined condition is satisfied. , The solar radiation direction, the set temperature, the temperature deviation between the vehicle interior set temperature and the vehicle interior temperature, the seat temperature, the steering temperature, and the vehicle speed until at least one of them changes by a predetermined value or more.

[0012] According to the ninth aspect of the present invention, the degree of correction of the air-conditioning control over time is reduced to prevent the occupant's body from being too cold or too warm. Can be. According to the tenth aspect of the present invention, the air-conditioning control is not performed or the air-conditioning control is relaxed during the air-conditioning transition period, so that the air-conditioning control unit can smoothly change from the air-conditioning transition period to the steady state without a sense of incongruity. Can be restored.

According to the eleventh aspect of the present invention, the air conditioning control can be independently performed in at least one or more air conditioning zones, so that more free air conditioning control, for example, air conditioning control suited to personal preference is performed. be able to. According to the twelfth aspect of the present invention, the air conditioning control is performed by at least one
Since the air-conditioning control can be independently performed by one or more of the blow-off state changing units, more free air-conditioning control, for example, air-conditioning control suited to personal preference can be performed.

According to the thirteenth aspect of the present invention, the provision of the visual display means or the auditory display means for informing the occupant that the air conditioning control is being performed temporarily enables the control to be performed differently from the normal operation. In addition, it is possible to prevent the occupant from being mistaken for a malfunction, and to show that the occupant is performed as a special function. According to the fourteenth aspect of the present invention, by providing a means for canceling the air conditioning control, when the air conditioning control does not match the air conditioning feeling of the occupant, the air conditioning control is stopped by a manual operation of the occupant or the like. Or can be interrupted. In addition, the air-conditioning state in the vehicle cabin can be made to correspond to personal preference by manual operation of an occupant or the like.

According to the fifteenth aspect of the present invention, by performing the initialization of the blowout state changing means simultaneously with the air conditioning control, it is possible to perform the initialization without a sense of discomfort. According to the invention of claim 16, by performing initialization of the blowing state changing means after the previous stop of the vehicle driving means, after stopping the air conditioning, after stopping the ventilation, or after dismounting, the next air conditioning control can be performed quickly. , Can be reliably implemented.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Configuration of First Embodiment] FIGS. 1 to 15 show a first embodiment of the present invention.
FIG. 2 is a diagram showing an overall configuration of a vehicle air conditioner, FIG. 2 is a diagram showing an instrument panel of the vehicle, and FIG. 3 is a diagram showing an air conditioner operation panel.

The vehicle air conditioner of the present embodiment is provided with various air conditioning units in an air conditioning unit 1 for cooling or dehumidifying the interior of a vehicle such as an automobile equipped with a driving engine (vehicle driving means) to create a comfortable indoor environment. Is controlled by an air-conditioning control device (hereinafter, referred to as an air-conditioning ECU) 50. The air conditioning unit 1 includes a driver side zone (a range including not only the driver side front seat but also the driver side rear seat) and a passenger side zone (a front passenger seat as well as a passenger side rear seat). And the like, and the temperature adjustment and the adjustment of the air outlet mode can be performed independently and separately from each other.

The air-conditioning unit 1 has an air-conditioning duct 2 arranged in the 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
This is a suction port mode switching means that is driven by an actuator such as the above and changes the opening degree (so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7. The blower 4 is a centrifugal blower that is rotated and driven by an actuator such as a blower motor 9 controlled by a blower drive circuit 8 and generates an airflow toward the vehicle interior in the air conditioning duct 2.

At the center of the air-conditioning duct 2,
An evaporator 10 is provided as a cooling heat exchanger for cooling air passing through the inside. Evaporator 10
Is a component of the refrigeration cycle. The refrigeration cycle is mounted in an engine room of a vehicle, and is driven by a belt on an output shaft of the engine to compress and discharge a refrigerant, and a refrigerant discharged from an outlet of the compressor. Condenser (condenser) for condensing and liquefying the liquid, a liquid receiver (receiver) for separating the liquid refrigerant flowing from the condenser into gas and liquid, an expansion valve for adiabatically expanding the liquid refrigerant flowing from the receiver, and the expansion valve The cooling or dehumidifying means includes the evaporator (refrigerant evaporator) for evaporating and evaporating the refrigerant in the gas-liquid two-phase state that has flowed in.

On the downstream side of the evaporator 10, a heater core 13 as a heating heat exchanger for heating by exchanging the air passing through the ventilation passages 11 and 12 on the driver's seat side and the passenger's seat side with the cooling water of the engine. Is provided. In addition, the driver's seat side and the passenger's seat side ventilation paths 11 and 12 are partitioned by a partition plate 14. As a result, the heater core 13 includes a driver-side heat exchange unit exposed to the driver-side ventilation passage 11 and a passenger-side heat exchange unit exposed to the passenger-side ventilation passage 12. The heater core 13 is installed in a cooling water circuit of the engine.

On the downstream side of the heater core 13, the driver-side and passenger-side air mix (A / M) for controlling the temperature of the driver-side air conditioning zone and the passenger-side air conditioning zone independently of each other. Doors 15 and 16 are provided. The driver / passenger side A / M doors 15 and 16 are driven by actuators such as servo motors 17 and 18 to adjust the temperature of the air blown toward the driver and passenger sides. It is a state changing means (blowing temperature adjusting means).

As shown in FIGS. 1 to 3, a defroster (DEF) outlet 20, a driver-side center face (FACE) outlet 21, and a driver-side FACE outlet 22
And a driver side foot (FOOT) outlet 23 is open. Also, at the downstream end of the passenger side ventilation passage 12,
As shown in FIGS. 1 to 3, the passenger side center face (FACE) outlet 31, the passenger side side face (FACE) outlet 32, and the passenger side foot (FOO)
T) The outlet 33 is open.

The driver's seat side and the passenger's seat side ventilation path 11,
Inside 12, driver-side and passenger-side outlet switching doors 24 to 26, 35 and 36 are provided for independently setting the outlet mode for the driver's seat side and the passenger's seat side in the passenger compartment. I have. Then, the driver side and the passenger side side air outlet switching doors 24 to
Reference numerals 26, 35, and 36 denote outlet state changing means (outlet mode switching means) driven by actuators such as servomotors 28, 29, and 39 to switch the outlet mode on the driver's seat side and the passenger seat side, respectively. Here, the driver's seat side,
FACE mode, B
/ L mode, FOOT mode, F / D mode, DEF mode and the like. The outlet mode is FOOT mode,
Even in the F / D mode or the DEF mode, the driver side and the passenger side side FACE outlets 22 and 32 are always open.

The driver seat side and the passenger seat side center FACE outlets 21 and 31 and the driver seat side and the driver seat side forming the passenger seat side FACE outlets 22 and 32 thereinside,
The swing range or blowing direction (wind direction, louver direction) of the conditioned air blown from each outlet is provided on the center grill 41 on the passenger seat side and the side grill 42 on the driver seat side and the passenger seat side.
A blowout state changing device such as a swing louver capable of changing the blowout state of the air conditioner is attached.

Next, the center grill 4 on the driver's seat side and the passenger's seat side
1 and the blowout state changing device installed on the driver side and front passenger side side grills 42 will be briefly described with reference to FIGS. Here, FIG. 4 is a diagram showing the entire configuration of the blowout state changing device installed in each of the FACE outlets 21 and 22 on the driver's seat side. In addition, each FAC on the passenger seat side
The outlet state changing devices installed at the E outlets 31 and 32 are not shown because they have the same configuration as the outlet state changing devices installed at the FACE outlets 21 and 22 on the driver's seat side.
The blowout state changing device of each grill includes a blowout state changing device that can swing in the left-right direction of the vehicle and a blowout state changing device that can swing in the vertical direction of the vehicle.

As shown in FIG. 5, the left-right blowing state changing device includes a plurality of louver fins (variable wind direction louvers).
A link lever 44 for giving a swinging motion to the center of the fulcrum 43;
And a stepping motor 43a as an actuator for reciprocating the actuator in the horizontal direction. These wind direction variable louvers 43 are blowing state changing means such as swing louvers provided in a plurality of rows in the left-right direction (vehicle width direction) with respect to the traveling direction of the vehicle. Is referred to as a center louver, and the variable louvers installed on each side grill are referred to as side louvers.

As shown in FIG. 6, the vertical blowing state changing device includes a plurality of louver fins (variable wind direction louvers).
A link lever 47 for giving a swinging motion about a fulcrum to the link 46;
And a stepping motor 46a as an actuator for reciprocating the vertical direction. These wind direction variable louvers 46 are blowing state changing means such as swing louvers arranged in a plurality of rows in the vertical direction (the height direction of the vehicle) with respect to the traveling direction of the vehicle, and are hereinafter referred to as center louvers or side louvers.

Here, the driver and passenger side center louvers 43 and 46 and the driver and passenger side side louvers 4 are provided.
The rotation of the stepping motors 43a and 46a causes the conditioned air blown into the air conditioning zones on the driver's seat side and the passenger's seat side to swing in a predetermined swing range (for example, 50 °). At the same time, by stopping the stepping motors 43a and 46a at a predetermined rotation angle, as a blowing state changing device fixed in the occupant direction of the driver's seat side, the front passenger seat side or the passenger's side, the driver's seat rear seat. work.

The stepping motors 43a, 46a
Between the output shaft and the link levers 44, 47 or the arm plates 45, 48, the center, the side louvers 43,
To prevent a large load from being applied to the stepping motors 43a and 46a when the driver 46 is manually operated by the occupant,
Link levers 44 and 47 or arm plates 45 and 4
A sliding means such as a clutch for interrupting the operating force transmitted from the drive motor 8 to the output shafts of the stepping motors 43a and 46a is provided.

Then, the stepping motors 43a, 46
The operating angle per pulse is determined. When the center and the side louvers 43 and 46 are directed in a predetermined direction or are swung within a predetermined range, the pulse obtained by the following equation 1 is used as an air conditioner. It is driven by output from the ECU 50.

(Equation 1)

The air conditioner ECU 50 corresponds to the air conditioning control means of the present invention, and has a CPU and a memory (ROM) inside.
A well-known microcomputer including functions such as an EEPROM, a RAM) and an I / O port (input / output circuit) is provided. And, as shown in FIG. 1 and FIG.
Air conditioner operation panel 51, driver side louver operation (SWI
NGSW) panel 52 and louver operation on the passenger side (SW)
INGSW) Each switch signal is input from the panel 53.

The air conditioner operation panel 51 is installed integrally with the instrument panel 40 at the center in the vehicle width direction on the front side of the vehicle interior. The air conditioner operation panel 51 includes an air conditioner (A / C) switch 54 and an inside / outside air changeover switch 5.
5, a front defroster (DEF) switch 56, a rear defroster switch 57, a dual (DUAL) switch 58, an outlet mode (MODE) switch 59,
Blower air volume switch 60, AUTO switch 61, OFF switch 62, liquid crystal display (display) 63, driver side temperature setting switch 64
And a passenger side temperature setting switch 65 and the like.

The dual switch 58 is a left and right independent control command means for instructing right and left independent temperature control for controlling the temperature of the driver's seat and the temperature of the passenger's seat independently of each other. The driver side temperature setting switch 64 is a driver side temperature setting means for setting the temperature in the driver side air conditioning zone to a desired temperature. The passenger side temperature setting switch 65 is a passenger side temperature setting means for setting the temperature in the passenger side air conditioning zone to a desired temperature.

The driver's seat louver operation panel 52 is installed at the center of the instrument panel 40, right next to the air conditioner operation panel 51, and is a MATCH capable of swinging both the driver's seat center and the side louvers 43, 46.
It comprises a switch 66, a CENTER switch 67 that enables the driver's seat side louver 43 to swing, a SIDE switch 68 that enables the driver's seat side louver 46 to swing, and a swing mode changeover switch 69.

Of the above, MATCH switch 66, CE
The NTER switch 67 and the SIDE switch 68 are push switches having a normal position (OFF) and a pressed position (ON). Swing mode switch 69
Rotary switch having switching positions of “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (vertical swing)”, “R-LSWING (horizontal swing)” It is.

The swing mode changeover switch 69
When set to "AUTO", outputs a command to perform automatic louver control of the driver side center and the side louvers 43 and 46. And the swing mode changeover switch 6
9 is set to “Rr”, for example, the driver side center such that the air volume distribution of the rear seat (the rear seat on the passenger side or the rear seat on the driver side) becomes larger than the front seat on the driver side of the vehicle. An instruction is issued to execute the rear seat priority mode in which the side louvers 43 and 46 are swung.

The swing mode changeover switch 69
When set to "U-DSWING", outputs a command to swing the driver's seat side center and side louvers 46 up and down (UD direction) within a predetermined swing range (manual louver control). Further, when the swing mode changeover switch 69 is set to “R-LSWING”, the driver's seat side center and the side louvers 43 are caused to swing in a predetermined swing range in the left-right direction (RL direction) (manual louver control). To output the command.

The passenger side louver operation panel 53 is composed of a MATCH switch 70, a CENTER switch 71, a SIDE switch 72, and a swing mode switch 73 in the same manner as the driver side louver operation panel 52. MATCH switch 70, C
The ENTER switch 71 and the SIDE switch 72 are push switches having a normal position (OFF) and a pressed position (ON). Swing mode switch 73
Is a rotary having switching positions of “STOP (swing stop)”, “AUTO (automatic swing)”, “Rr”, “U-DSWING (vertical swing)”, “R-LSWING (horizontal swing)”. It is a type switch.

The swing mode changeover switch 73
Is similar to the swing mode changeover switch 69,
When "AUTO" is set, a command is output to execute the automatic louver control of the passenger seat side center and the side louvers 43 and 46. When the swing mode changeover switch 73 is set to “Rr”, for example, a rear seat (a driver-side rear seat or a passenger-side rear seat) is provided rather than a front passenger seat.
Then, a command is output to execute the rear seat priority mode in which the passenger seat side center and the side louvers 43 and 46 are swung so that the air volume distribution of the passenger seat increases.

The swing mode changeover switch 73
When set to "U-DSWING", outputs a command to swing the passenger seat side center and side louvers 46 up and down (UD direction) within a predetermined swing range (manual louver control). Furthermore, when the swing mode changeover switch 73 is set to “R-LSWING”, the passenger seat side center and the side louvers 43 are caused to swing in a predetermined swing range in the left-right direction (RL direction) (manual louver control). To output the command.

Here, as shown in FIG.
A door opening / closing switch 7 for manually operating a shutter (not shown) for opening and closing the driver-side and passenger-side center FACE outlets 21 and 31 is provided between the passenger side center grills 41.
4 are provided. Also, a driver side, front passenger side side center grill 41 and a driver side, front passenger side side grill 42
Are provided with knobs 75 and 76 for moving the louver direction of each center and side louvers 43 and 46 in the left-right direction and the up-down direction by manual operation.

Further, the air conditioner ECU 50 converts the sensor signal from each sensor into an A / D signal by an input circuit (not shown).
After being converted, it is configured to be input to a microcomputer. Here, as shown in the horizontal axis of FIG.
Vehicle interior temperature, blown air speed, temperature deviation between vehicle interior temperature and set temperature, blower control voltage (voltage applied to blower), post-evaporation temperature, skin temperature, seat temperature, steering temperature, blower air volume, solar radiation, set temperature, Although the vehicle speed, the outlet mode, or the insolation direction was used, the number of occupants and the like may be considered, and a sensor that detects these values, a temperature setting unit that sets the temperature, and a target outlet temperature determining unit that determines the target outlet temperature are also used. It can be used as an air conditioning load detecting means. Here, the internal temperature sensor 91
May be installed in the driver-side air conditioning zone and the passenger-side air conditioning zone, respectively.

In this embodiment, an internal air temperature sensor 91 as an internal air temperature detecting means for detecting the air temperature in the vehicle interior (vehicle interior temperature, internal air temperature), and an air temperature outside the vehicle interior (hereinafter referred to as an external air temperature) are detected. Outside temperature sensor 9 as outside temperature detecting means
2, a solar radiation sensor 93 as a solar radiation detecting means for detecting the solar radiation amounts TS (Dr) and TS (Pa) irradiated into the driver's seat side and the passenger side air conditioning zone, and the air temperature immediately after passing through the evaporator 10 ( A post-evaporation temperature sensor 95 as a post-evaporation temperature detecting means for detecting an evaporator temperature (hereinafter referred to as a post-evaporation temperature), and a cooling water temperature sensor 9 as a cooling water temperature detection means for detecting a cooling water temperature of a vehicle engine.
6 etc. are used. Alternatively, driver-side and passenger-side outlet temperature sensors 94a and 94b for detecting the temperature of the conditioned air blown into the driver-side and passenger-side air-conditioning zones may be used.

[Control Method of First Embodiment] Next, a control method by the air conditioner ECU 50 of the present embodiment will be described with reference to FIGS. Here, FIG. 7 is a flowchart showing an example of a control program of the air conditioner ECU 50.

First, when the ignition switch (IG) is turned on and DC power is supplied to the air conditioner ECU 50, execution of the control program (routine in FIG. 7) is started. At this time, first, a data processing memory (RAM)
Are initialized (initialized) (step S1).

Next, various data are read into the data processing memory. That is, switch signals from various switches and sensor signals from various sensors are input (Step S).
2). More specifically, the driver's seat side set temperature Tset (Dr) by the driver's seat side temperature setting switch 64, and the passenger's seat side set temperature Tset by the passenger's seat side temperature setting switch 65.
(Pa), the vehicle interior temperature TR detected by the internal air temperature sensor 91, the external air temperature TAM detected by the external air temperature sensor 92,
The driver's seat and passenger's seat side solar radiation amounts TS (Dr), TS (Pa), etc., which are the detection values of the solar radiation sensor 93, are input.

Next, based on the stored data and the following equations (2) and (3), the target outlet temperature TAO (Dr) on the driver's seat side and the target outlet temperature T on the passenger's seat side.
AO (Pa) is calculated (target outlet temperature determining means: step S3).

[0048]

(Equation 2)

[0049]

(Equation 3)

However, Tset (Dr) and Tset (P
a) indicates the set temperature on the driver's seat side and the set temperature on the passenger's seat side, respectively, and TS (Dr) and TS (Pa) indicate the amounts of solar radiation on the driver's seat side and the passenger's seat side, respectively. Also, TR, TA
M represents a vehicle interior temperature and an outside temperature, respectively. Kset,
KR, KAM, KS, Kd (Dr) and Kd (Pa)
Represents 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 first and second 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 side air conditioning zone and the passenger 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 blowing direction of the air conditioning unit 1, and the like.

Next, the target outlet 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), the blower air amount {blower control voltage VA (Dr), VA (Pa)} applied to the blower motor 9 is calculated (step S4). Specifically, the blower control voltage VA is set to the target outlet temperature TA on the driver's seat side or the passenger seat side.
The blower control voltages VA (Dr) and VA (Pa) suitable for O (Dr) and TAO (Pa) are obtained based on the characteristic diagram of FIG.
(Dr) and VA (Pa) are obtained by averaging.

Next, the target blowing temperatures TAO (Dr), TAO on the driver's seat side and the passenger's seat side obtained in step S3 described above.
Based on (Pa) and the characteristic diagram of FIG. 9, the respective outlet modes of the driver side air conditioning zone and the passenger side air conditioning zone are determined (step S5). Specifically, in determining the outlet mode, the target outlet temperature TAO (Dr), T
When AO (Pa) goes from low to high temperature, FAC
The mode is determined to be the E mode, the B / L mode, and the FOOT mode.

Here, by operating a MODE changeover switch 59 provided on the air conditioner operation panel 51,
The air outlet mode is fixed to one of the FACE mode, the B / L mode, the FOOT mode, and the F / D mode. Also, the DE provided on the air conditioner operation panel 51
When the F switch 56 is operated, the DEF mode is set.

The FACE mode is an outlet mode in which conditioned air is blown toward the occupant's upper body or face. The B / L mode is an outlet mode in which conditioned air is blown toward the upper body, the face, and the feet of the occupant. The FOOT mode is an outlet mode in which conditioned air is blown toward the feet of the occupant. Further, F
The / 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 conditioned air is blown toward the inner surface of the front window of the vehicle. Here, the B / L mode is a FOOT mode,
This is an air outlet mode in which air conditioning to the upper body of the seated occupant is stronger than in the F / D mode and the DEF mode, or the blowout rate or the amount of air blown out to the upper body of the occupant is larger.
Further, the FACE mode is an air outlet mode in which air conditioning to the upper body of the seated occupant is stronger than in the B / L mode, or the blowout rate or the amount of air blown out to the upper body of the occupant is larger.

Next, the A / M opening degree SW (Dr) (%) of the driver seat side A / M door 15 and the A / M opening degree SW (Pa) (%) of the passenger side A / M door 16 are shown. Calculate (Step S
6). In addition, such A / M opening degree SW (Dr), SW
The calculation of (Pa) is performed by calculating the target outlet temperatures TAO (Dr) and TAO (Pa) on the driver side and the passenger side, the post-evaporation temperature (TE) detected by the post-evaporation temperature sensor 95, and the cooling water temperature sensor 96. This is performed based on the cooling water temperature (TW) detected by the above equation and the following equations (4) and (5).

[0058]

(Equation 4)

(Equation 5)

Next, the routine of FIG. 10 is started to execute swing louver control (blowing state determination means: step S7). Next, a control signal is output to the blower drive circuit 8 so that the blower control voltages VA (Dr) and VA (Pa) determined in step S4 (step S8). Next, the A / M opening degree SW (D
r), SW (Pa) so that the servo motors 17, 1
The control signal is output to the control unit 8 (step S9). Next, a control signal is output to the servomotors 28, 29, and 39 so as to be in the outlet mode determined in step S5 (step S10). Next, a control signal is output to the stepping motors 43a and 46a so as to be in the wind direction (louver direction) or the swing range determined in step S7 (step S11).

Next, the swing louver control by the air conditioner ECU 50 will be described with reference to FIGS.
Here, FIG. 10 is a flowchart showing swing louver control by the air conditioner ECU 50.

First, when the routine of FIG. 10 is started, it is determined whether the outlet mode is the FACE mode or the B / L mode (step S21). If the result of this determination is NO, the routine exits from the routine of FIG. It is desirable that step S21 be determined independently for each of the driver's seat side and the passenger seat side air conditioning zones.

If the result of the determination in step S21 is YES
In the case of, the louver operation panel 5 on the driver side and the passenger side
Swing mode changeover switch 6 provided in 2, 53
It is determined whether 9, 9 and 73 are set to "AUTO" (step S22). If the determination result is NO, manual louver control is performed according to the set positions of the swing mode changeover switches 69 and 73 (step S).
23). Thereafter, the process exits the routine of FIG.

In addition, the decision result in the step S22 is YES.
In this case, the following auto louver control is performed. First, based on the characteristic diagram of FIG. 11, it is determined whether or not the indoor environment state in which the cool down (rapid cooling after parking under the hot summer weather) control is performed (step S24). If the result of this determination is YES, that is, the vehicle interior temperature TR and the set temperatures Tset (Dr), Tset on the driver's seat side and the passenger's seat side
If the temperature deviation from (Pa) is equal to or more than a predetermined value (for example, 15 ° C.), the center louvers 43 and 4 on the driver's seat side and the passenger's seat side are used.
6 and side louvers 43, 46 on the driver's seat side and the passenger's seat side
Of the origin (initialization) of (Step S)
25).

Next, according to the seat position of the occupant in the front seat, the direction of the conditioned air blown out from the FACE outlets 21, 22, 31, 32 is directed toward the occupant. That is, the control output is output to the stepping motors 43a and 46a so that the louver directions of the driver and passenger side center louvers 43 and 46 and the louver directions of the driver and passenger side side louvers 43 and 46 toward the occupant. Is determined (step S26). Thereafter, the process exits the routine of FIG.

Here, the driver and passenger side center louvers 43 and 46 and the driver and passenger side side louvers 4 are provided.
In the initialization of steps 3 and 46, the control output is sent to the stepping motors 43a and 46a so as to hit the swing end (initialization position) in the louver origin correction direction shown in FIG. When the seat position of the occupant (driver) and the occupant (passenger) in the front seat on the passenger side is forward, a small pulse is sent to the stepping motors 43a and 46a, and when the seat position of the driver and the passenger is backward, many pulses are transmitted. Are sent to the stepping motors 43a and 46a, so that the driver and passenger side center louvers 43 and 4
The target value is determined so that the louver direction 6 and the louver directions of the driver's seat side and the passenger side side louvers 43 and 46 face the face of the front passenger.

Here, the origin correction is performed with respect to the initialized position shown in FIG. 12 because the blowout state changing device of the present embodiment uses the driver side, the passenger side center louvers 43, 46 and the driver side, Passenger side side louver 4
Since it does not have a potentiometer as a blowing direction detecting means for detecting the current position (current louver direction) of 3, 46, the driver and passenger side center louvers 43, 46 or the driver's seat side, the driver's seat side, and the driver's side By directly moving the side louvers 43, 46 on the seat side and changing the current position of the center louvers 43, 46 on the driver side, the passenger side or the side louvers 43, 46 on the driver side, the passenger side, the louver direction (blowing direction) is changed. This is because it is not possible to accurately aim at the face of the front seat occupant. Also,
For the initialization position shown in FIG.
Since the origin correction takes about 10 seconds, the air-conditioning air (cool air) can be supplied to the driver and the passenger as soon as possible. FIG.
Also shows the swing enlargement direction.

If the decision result in the step S24 is NO, it is determined whether or not a predetermined time (for example, 10 seconds) has elapsed since the ignition switch was turned on (step S27). If the determination result is NO, it is determined that the predetermined time has not elapsed since the engine was started, that is, the operation of the air conditioning unit 1 was started, and the process proceeds to steps S25 and S26, and the FACE outlets 21 and 22 ,
The wind direction of the conditioned air blown from 31, 32 is directed to the seated occupant. That is, the driver side and the passenger side center grille 4
The louver direction of the driver's seat side and the passenger seat side center louvers 43 and 46 and the louver direction of the driver's seat side and the driver's seat side of the passenger seat side grill 42 and the passenger seat side side louvers 43 and 46 are directed toward the seated occupant. This corresponds to the air conditioning mode of the present invention in which the swing stop time in the seated occupant direction increases. At this time, an air-conditioning mode in which the time or swing range for slowly swinging in the seated occupant direction may be adopted, or an air-conditioning mode in which the occupant concentrated blowing time becomes long may be adopted, and the blowing range or the swing range becomes narrow. An air-conditioning mode may be adopted, or an air-conditioning mode in which the wind speed in the direction of the seated occupant or in the direction of the face of the seated occupant increases.

If the decision result in the step S27 is YES
In the case of, the swing range of the driver's seat side, the passenger side center, and the side louvers 43 and 46 is determined (calculated) based on the outlet mode, the amount of air blown out from the FACE outlet, and the characteristic diagram of FIG. And a driver's seat side, a passenger seat side center, and a side louver 4 based on a predetermined air conditioning range.
The range in which the swings 3 and 46 are swung is determined (calculated) (step S28). Here, FIG. 13 is a characteristic diagram showing the relationship between the front seat position and the swing range. Here, the characteristic diagram of FIG. 13 shows that each front seat occupant side swing end changes according to the seat position of the front seat occupant, and as a result, the swing range changes.

It is needless to say that the characteristic diagram of FIG. 13 is corrected by a different seat layout for each vehicle, a positional relationship of the FACE outlet, an opening degree, and the like. Also,
If the occupant does not like the conditioned air much, he / she can cope with it by correcting in the direction to narrow the swing range. In the present embodiment, the swing ranges of the driver seat side and the passenger seat side side louvers 43 and 46 are the same as the swing ranges of the driver seat side and the passenger seat side center louvers 43 and 46.

Next, the left-right ratio (H) of the solar radiation is calculated (determined) based on the solar radiations TS (Dr) and TS (Pa) read in step S2 of FIG. ) (Step S29).

(Equation 6) However, {TS (Dr) + TS (Pa)} ≦ 150 W / m
^In the case of ² , H = 0.5.

Next, the swing stop time corresponding to the swing range of the center of the driver's seat side, the center of the passenger seat side, and the side louvers 43 and 46 is calculated (determined) (swing stop time determining means: step S30). In the present embodiment, the swing stop time is set to 7 seconds. Next, using the solar radiation left-right ratio, how much the swing stop time obtained in step S30 is distributed to the driver-side front seat occupant (KFORDR) side swing end and the passenger seat-side rear seat occupant (KNOTPA) side swing end. Or front passenger on the passenger side (KFORPA)
It calculates (determines) how much to allocate to the side swing end and the driver side rear seat occupant (KNOTDR) side swing end (step S31).

In calculating the swing stop time ratio,
The following equations 7 to 10 and the characteristic diagram of FIG. 14 are used. A large amount of cool air is supplied to the occupants of the air-conditioning zone on the side of the solar radiation so as to stop long at the occupant-side swing end of the air-conditioning zone on the side of the solar radiation.

[0073]

(Equation 7) However, FORDR-STOP-TIME is a swing stop time at the driver's seat side front seat occupant side swing end.

(Equation 8) However, NOTDR-STOP-TIME is the swing stop time at the passenger's seat side rear seat occupant's side swing end.

[0074]

(Equation 9) However, FORPA-STOP-TIME is a swing stop time at the front passenger occupant side swing end on the passenger seat side.

(Equation 10) However, NOTPA-STOP-TIME is the swing stop time at the driver's seat side rear seat occupant's side swing end.

Next, at least one second is added to the swing stop time at each driver's seat side, the passenger's seat side occupant's side swing end and each driver's seat side, passenger's side occupant's side swing end (step S32). Thereafter, the process exits the routine of FIG. As a result, the swing stop time at the swing end on the side other than the occupant on the driver's seat side and the passenger's seat side does not become 0 seconds, and it is possible to prevent a feeling of looseness in movement.

In this embodiment, the swing stop time is set to 7 seconds in advance, but when the air conditioning heat load is high, the total stop time is increased by increasing the total stop time as shown in the characteristic diagram of FIG. The proportion of the center louvers 43, 46 on the driver's seat side and the passenger seat side center louvers 43, 46 facing the occupant can be increased, and the air conditioning effect can be improved. This improvement of the air conditioning effect can be achieved by increasing the time facing the occupant even if the time required for the wind direction to move from the swing end of the center louvers 43 and 46 to the swing end of the driver's seat side and the passenger's seat side is reduced. Can be.

Since the front seat has a front window, it is desirable that the front seat is easily affected by solar radiation and air-conditioned more preferentially than the rear seat for safe driving. The time added to the front seat side stop time at this time is also shown in the characteristic diagram of FIG. That is, the total stop time is set so that the solar radiation direction is longer at the front of the vehicle than at the rear of the vehicle, and is set so that the total stop time is longer at the side of the vehicle than at the front of the vehicle. . However, in special cases, such as when a passenger is riding in the rear seat, the time added to the front seat stop time shown in the characteristic diagram of FIG. 15 may be the time added to the rear seat stop time. good. Here, in FIG. 15, the full open is an outlet mode in which all outlets are opened.

[Effect of the First Embodiment] When the outlet mode is F
Under indoor environment conditions in which the vehicle is in the ACE mode or the B / L mode, the passenger often wants to feel cool after walking and getting into the parked vehicle. When the temperature is not much higher than the set temperature, the ignition switch is turned on to start the engine, and at the same time, when the blower 4 and the compressor are started to operate, the driver side and the passenger side center louvers 4 are not activated.
3, 46 and the driver's seat side, the passenger side side louvers 43,
In No. 46, the swing started, and a sufficient feeling of cold wind could not be obtained.

Therefore, in the swing louver control of the present embodiment, the swing mode changeover switches 69 and 7 are used under the indoor environment conditions of the FACE mode or the B / L mode.
When 3 is set to "AUTO", after the ignition switch is turned on, that is, until a predetermined time (for example, 10 seconds) elapses from the start of the operation of the blower 4 and the start of the operation of the compressor. Or until the air-conditioning heat load drops by a predetermined value or more (for example, the vehicle interior temperature T
The direction of the driver's seat side, the passenger side center louvers 43, 46 and the driver's seat side, the passenger side side louvers 43, 46 toward the face of the front seat occupant (until R falls by 2 ° C to 7 ° C or 10 ° C to 14 ° C). For this purpose, the air-conditioning wind is fixed in the direction of the occupant's face.

Thus, even if the temperature in the vehicle compartment is not very high and the temperature deviation between the vehicle interior temperature and the set temperature is not large, that is, the cool-down control for rapidly cooling the vehicle interior is performed. Even if there is no FACE outlet 21 or 2 on the face of a seated occupant (especially driver or passenger) immediately after getting on the car after walking to the parking lot,
Cold air blown from 2, 31, 32 can be directly blown. Thus, it is possible to prevent the seated occupant immediately after the occupant from feeling hot, and it is possible to dramatically improve the comfort of the occupant immediately after the occupant.

When a passenger gets on the rear seat or when the rear seat priority mode is set, for example, the orientation of the passenger seat side center and the side louvers 43 and 46 is changed by changing the direction of the passenger or the passenger in the driver seat rear seat. Aiming at the upper body of the occupant in the rear seat, the FA
The cool air blown out from the CE outlets 31 and 32 may be directly blown. Further, in a vehicle air conditioner provided with occupant information detecting means (for example, a seat switch or a seat belt wearing signal) for detecting that an occupant is seated in one or more of a plurality of seats, the occupant gets on the vehicle. The seat may be detected and the cool air blown out from the FACE outlets 31 and 32 may be directly blown onto the upper body of the occupant of the seat. Thus, by prioritizing the above-described air-conditioning control in the seated state, it is possible to further enhance the effect of improving the comfort level immediately after boarding.

In the present embodiment, the swings of the driver's seat side and the passenger side center louvers 43 and 46 and the driver's seat side and the passenger side side louvers 43 and 46 are changed in the occupant direction until a predetermined time has elapsed since the ignition switch was turned on. The center louvers 43 and 46 on the driver's seat side and the passenger's seat side and the side louvers 43 and 46 on the driver's seat side and the passenger seat side are temporarily stopped until a predetermined time elapses. The correction control may be performed so as to increase the time, or the correction control may be performed so as to increase the time or range of slowly swinging in the occupant direction.

In the present embodiment, the cool air is directed to the occupant until 10 seconds elapse, but the cool air may be directed to the occupant until 5 to 20 seconds elapse. Alternatively, the cool air may be directed to the occupant until another predetermined time elapses. Further, a predetermined time for performing the correction control of the present embodiment may be calculated using an air conditioning heat load such as an outside air temperature. In this case, the longer the air conditioning heat load in the vehicle compartment, that is, the higher the outside air temperature, the longer the predetermined time. In addition, during the above-described correction control, the blowing temperature of the conditioned air blown into the passenger compartment is set lower (or higher) than in the steady state, thereby increasing the punching force and improving the riding comfort immediately after riding. Can be further enhanced. Further, in the present embodiment, the cool air is directed to the occupant at the start of indoor cooling after parking in summer, but the warm air may be directed to the occupant at the start of indoor heating after parking in winter. Thereby, the coldness of the occupant's face can be eliminated.

[Second Embodiment] FIG. 16 shows a second embodiment of the present invention and is a diagram showing an air conditioner operation panel.

In this embodiment, the air conditioner operation panel 51
In conjunction with this, the state of the conditioned air blown from the FACE outlets 21, 22, 31, 32 in the driver side air conditioning zone and the passenger side air conditioning zone (the swing state of the center and side louvers 43, 46) is changed. A louver operation (SWINGSW) panel 100 for operation is provided.
The louver operation panel 100 includes a MATCH switch 1
01, a Dr switch 102, a Pa switch 103, and a swing mode changeover switch 104.

The swing mode changeover switch 104
Is the swing mode changeover switch 69 of the first embodiment,
73, "STOP (swing stop)", "AU
TO (auto swing) ”,“ Rr ”,“ U-DSWI ”
This is a rotary switch having switching positions of “NG (vertical swing)” and “R-LSWING (horizontal swing)”.

The MATCH switch 101, Dr switch 102, and Pa switch 103 are push switches having a normal position (OFF) and a depressed position (ON). When the MATCH switch 101 is turned on, the center of the driver's seat side, the passenger's seat side, the side louvers 43,
An output is made to swing at least one of the 46. Then, when the Dr switch 102 is turned on,
The output is such that at least one of the center on the driver's seat side and the side louvers 43 and 46 is swung. Further, when the Pa switch 103 is turned on, an output is made so as to swing at least one of the center on the passenger seat side and the side louvers 43 and 46.

[Third Embodiment] FIGS. 17 and 18 show a third embodiment of the present invention. FIG. 17 is a view showing the configuration of a blowout state changing device, and FIG. 18 is a blowout state changing device. FIG. 3 is a diagram showing the configuration of FIG.

To the air conditioner ECU 50 of this embodiment, potentiometers 97 and 98 for detecting the current position of the center of each blow-out state changing device and the side louvers 43 and 46 (louver direction or blow-out direction of conditioned air) are connected. A plurality (four in this example) of potentiometers 97 are shown in FIG.
As shown in FIG. 7, a movable contact 97a is provided in the vicinity of the blowout state changing device in the left-right direction and reciprocates in the horizontal direction integrally with the link lever 44, and a resistor for changing the voltage division ratio by moving the movable contact 97a. This is a blowing direction or blowing position detecting means composed of an element 97b and the like.

As shown in FIG. 18, a plurality of (four in this example) potentiometers 98 are provided near the vertical blowing state changing device, and reciprocate in the vertical direction integrally with the link lever 47. And a blow-out direction or blow-out position detecting means including a movable contact 98a to be driven and a resistance element 98b for changing a voltage division ratio by moving the movable contact 98a. In the present embodiment, instead of the stepping motor as the louver motor, a servo motor 43b,
46b is used.

[Fourth Embodiment] FIGS. 19 to 21 show a fourth embodiment of the present invention, and FIG. 19 is a diagram showing a configuration of a blowout state changing device.

[0092] The blowout state changing device 140 of the present embodiment comprises:
Center and side FACE outlets 121 and 131 are installed on centralized diffusion grills 120 and 130. The blowing state changing device 140 includes a centralized diffusion grill 120,
A plurality (three in this example) of first to third louvers 141 attached so as to be able to swing in the left-right direction within 130
A plurality of (three in this example) first to third link plates 143 for swinging the first to third louvers 141 in a predetermined swing range in the left-right direction about each fulcrum 142; These first to third link plates 14
3 comprises a flat plate 145 for rotating the support plate 144 about each fulcrum 144, and a louver motor 146 as an actuator for reciprocating the flat plate 145 in the front-rear direction with respect to the traveling direction of the vehicle.

The first to third link plates 143 are formed with elliptical engagement holes 148 into which cylindrical pins 147 provided on the upper end surfaces of the first to third louvers 141 are engaged. I have. The flat plate 145 has a cylindrical pin 1 provided on the upper end surface of each link plate 143.
The first to third engagement holes 151 to 153 with which the first and second holes 49 are engaged, and the rack 1 provided on the upper end surface on the louver motor 146 side.
54 are formed. The first to third engagement holes 151
The order of forming 153 is reversed between the centralized diffusion grill 120 and the centralized diffusion grill 130.

The flat plate 145 is provided with guides 155 provided on the outer wall surfaces of the centralized diffusion grills 120 and 130.
And guided by rails 156 so as to be slidable on the outer wall surface in the front-rear direction of the vehicle. Louver motor 1
46 is installed on a mounting base 157 mounted on the outer wall surface of the centralized diffusion grills 120 and 130. Also,
A rack 1 is mounted on the outer periphery of the tip of the output shaft of the louver motor 146.
A pinion 159 meshing with the pinion 54 is assembled.

In this embodiment, by operating the louver motor 146, as shown in FIG. 20, the flat plate 145 on the outer wall surface of the centralized diffusion grills 120 and 130 is positioned at the rearmost side of the vehicle (the side closer to the occupant). When it is located, the first to third louvers 141 face the left side in the drawing (toward the front seat occupant), so that the centralized diffusion grills 120, 130
Is set to the spot blowing mode in which the conditioned air blown out from the occupant intensively blows toward the upper body of the front passenger. This spot blowing mode corresponds to the air conditioning mode of the present invention in which the blowing range in the seated occupant direction is narrowed.

By operating the louver motor 146 in the reverse rotation direction to the above, as shown in FIG. 21, the flat plate 145 is positioned on the outer wall surface of the centralized diffusion grills 120 and 130 so as to be closest to the front of the vehicle (from the occupant). When the louver 141 is located on the side away from the vehicle, the first louver 141 faces right (in the direction of removing the occupant), the second louver 141 faces upward (in the center), and the third louver 141 faces left (in the occupant). As a result, the centralized diffusion grills 120, 1
The air conditioning air blown from the air conditioner 30 is set to a wide blowing mode in which the air is blown into the entire vehicle compartment. And the louver motor 1
By repeating the normal rotation and the reverse rotation of 46, the first to third louvers 141 swing around the fulcrum.

[Fifth Embodiment] FIGS. 22 and 23 show a fifth embodiment of the present invention. FIG. 22 is a view showing an instrument panel of a vehicle, and FIG. 23 is a face duct of an air conditioning unit. FIG.

In this embodiment, the partition plate 14 in the air conditioning duct 2 of the first embodiment is omitted. Further, as the front seat-side FACE outlet, there is provided a wide-flow FACE outlet 161 that opens at the most air downstream side of the face duct 160 connected to the air downstream end of the air conditioning duct 2. The wide-flow FACE outlet 161 includes driver-side and passenger-side center FACE outlets 162 and 163 that open at the center of the front of the instrument panel 40, and both sides of the instrument panel 40 in the vehicle width direction, that is, side windows of the vehicle. The driver's seat side and the passenger's seat side side FACE outlets 164 and 165 which open in the vicinity, and these F
The driver seat side and the passenger seat side middle FACE outlets 166 and 167 are opened between the ACE outlets.
Each of the FACE outlets 162 to 167 is provided with a plurality of louvers for changing the blowing direction of the conditioned air by manual operation of the occupant.

Then, each face duct 160 has
FACE for opening and closing ACE outlets 162 to 167
A door 171 is rotatably mounted, and a driver side middle FACE door 172 for opening and closing the driver side side and middle FACE outlets 164 and 166 is rotatably mounted. Further, the face duct 160
In the passenger seat side, the middle FACE outlet 165,
Front passenger side middle FACE door 1 for opening and closing 167
73 is rotatably attached to the driver's seat side and the passenger's seat side center FACE doors 174, 1 for opening and closing the driver's seat side and the passenger's seat side center FACE outlets 162, 163.
75 is rotatably mounted.

The driver's seat side and the passenger's seat side middle FACE
Doors 172 and 173 and driver side, passenger side center F
The ACE doors 174 and 175 are located on the driver's seat side according to the opening degree.
Passenger-side side FACE outlets 164 and 165 and driver-side and passenger-side middle FACE outlets 166 and 167
Of the air-conditioning air blown into each air-conditioning zone from (e.g., the wide blowing mode and the spot blowing mode).

In the present embodiment, the FACE door 171 is moved to the open side by an actuator such as a servomotor,
The driver-side and passenger-side middle FACE doors 172 and 173 are moved to the closing side by an actuator such as a servomotor. As a result, the driver's seat side and the passenger seat side center FACE
The wide flow FACE outlet 161 is opened by opening the outlets 162, 163 and the driver seat side, passenger side side FACE outlets 164, 165 and closing the driver side, passenger side middle FACE outlets 166, 167. The opening area of the conditioned air blown out from the wide flow FACE outlet 161 is reduced, and the conditioned air is blown locally to the occupant's head and chest in the air conditioning zone (spot blowing mode). This spot blowing mode
This corresponds to an air conditioning mode in which the blowing range in the seated occupant direction is narrowed according to the present invention.

Further, the FACE door 171 is moved to the open side, and the middle FACE doors 172, 1
Move 73 to the middle position. As a result, the driver and passenger side center FACE outlets 162 and 163, the driver and passenger side FACE outlets 164 and 165, and the driver and passenger side middle FACE outlets 166 and 166,
By opening the opening 67, the opening area of the wide-flow FACE outlet 161 is increased, so that the blowing range of the conditioned air blown out from the wide-flow FACE outlet 161 is increased, and the conditioned air is diffused into the air-conditioning zone. (Wide blowing mode).

[0103] In the face duct 160, FACE
A door may be added to perform finer change control of the air distribution amount, or one or more partition plates may be inserted into the air conditioning duct 2 and the face duct 160,
By arranging a blower for each air passage and varying the amount of air blown by each blower, the air distribution amount for each occupant in the driver-side and passenger-side air conditioning zones may be changed. Also, the driver's seat side and the passenger's seat side center FACE outlets 174 and 175 are moved to move the driver's seat side and the passenger's seat side center FACE outlet 16.
A state in which only 2,163 is opened can be considered as a blowout toward the occupant in the rear seat on the driver's seat side or in the occupant direction on the rear seat on the passenger's seat side.

[Sixth Embodiment] FIG. 24 shows a sixth embodiment of the present invention and is a diagram showing a drum ventilator for a vehicle.

The vehicle drum ventilator of the present embodiment has a cylindrical case 20 connected to a face duct of an air conditioning duct in an instrument panel 201 of an automobile.
2 are provided. This case 202 has an FA inside.
A CE outlet 203 is formed. A cylindrical air distribution drum 204 is rotatably provided in the downstream end of the case 202 on the air downstream side.

A vertical louver 205 is supported inside the air distribution drum 204 so as to be rotatable left and right.
A horizontal louver 206 is provided so as to form a lattice in combination with the above. A damper 207 that adjusts the amount of conditioned air blown out from the FACE outlet 203 is rotatably supported in the air upstream end of the case 202. The vertical louver 205 and the horizontal louver 206 are given a swinging motion by an actuator such as a louver motor via a link mechanism (not shown) in the same manner as in the first embodiment. Here, the air distribution drum 204 of the present embodiment
Is a cylindrical first drum 211 rotatably attached to the front end of the case 202;
1 and a cylindrical second drum 212 incorporated in the first drum 212.

In the present embodiment, when changing the blowing direction of the conditioned air, the direction of the front opening of the second drum 212 may be changed. For example, as shown in FIG. 24, the case 202, the first drum 211, and the second drum 21
When the center axes of the two are substantially coincident, the blowout direction of the conditioned air is obliquely upward and blows out locally near the occupant's head. In addition, the first drum 21
By rotating the first and second drums 212 counterclockwise, the blowout direction of the conditioned air is directed downward, and blows out locally near the occupant's head and chest. This blowing mode corresponds to the air conditioning mode of the present invention in which the blowing range in the seated occupant direction is narrowed, the occupant concentrated blowing time is long, or the wind speed in the occupant direction or the occupant face direction is large.

[Seventh Embodiment] FIGS. 25 and 26 show a seventh embodiment of the present invention.
6 is a diagram showing an air blowing louver.

The air blowout louver 220 of this embodiment has an elongated cylindrical shape made of, for example, a resin material, and has an engagement hole 221 having a D-shaped cross section on one end surface and a fitting hole 222 on the other end surface. Is provided. An air passage 223 is provided at a position eccentric to the rotation axis O of the air blowing louver 220 in the axial direction of the air blowing louver 220, and a position opposite to the air passage 223 with respect to the rotation axis O. Is provided with a closing portion 224 in the axial direction. That is, the closing portion 224 has a convex arc surface 225 passing through the rotation axis O about the center of curvature, and is formed solidly by the convex arc surface 225 and a part of the outer peripheral surface of the air blowing louver 220. A hollow portion 226 is formed at the center of the closing portion 224 in the axial direction.

The air blowing louver 220 has a concave arc surface 227 centered on the curvature center, and the fin 228 is formed by the concave arc surface 227 and a part of the outer peripheral surface of the air blowing louver 220. An air passage 223 is formed between the convex arc surface 225 and the concave arc surface 227 to form an arc having a constant width. Further, the air passage 223
An arc-shaped rectifying fin 229 is provided in the middle of the width direction.

The above-described air blowout louver 220 is housed in an elongated rectangular air blowout opening (not shown) opened at the most downstream side of the air blowout duct. In the engagement hole 221 of the air blowing louver 220, for example, an engagement shaft portion 232 having a D-shaped cross section formed on a rotation shaft 231 of a motor 230 such as a stepping motor or a servomotor.
Are engaged. A bearing pin 233 projecting from the side wall of the air blowing duct is rotatably fitted into the fitting hole 222. Therefore, the air blowing louver 220 is
It is supported at two points by a rotating shaft 231 and a bearing pin 233 of the motor 230, and is provided so as to be swingable up and down around the rotating axis O, and the blowing direction of the conditioned air blown out from the air outlet. Is configured to be changed. And, the blowing mode in which the blowing direction of the conditioned air is directed to the seated occupant direction, the swing stop time in the seated occupant direction of the present invention is longer, or the occupant concentrated blowing time is longer, the occupant direction or the occupant face direction. This corresponds to an air conditioning mode in which the wind speed to the air becomes large.

[Configuration of Eighth Embodiment] FIGS. 27 to 3
0 shows an eighth embodiment of the present invention, FIG. 27 shows an instrument panel, and FIG. 28 shows an air outlet duct, a support frame and a rotary valve.

In this embodiment, an air conditioning unit 302 for air-conditioning the interior of a vehicle is installed at the lower portion inside the instrument panel 301 of the automobile. On the front surface of the instrument panel 301, a single air outlet duct 304 having a U-shaped cross section and forming a linear air outlet 303 elongated in the vehicle width direction is attached. Further, a wind guide duct 305 for guiding the conditioned air from the air conditioning unit 302 to the air outlet 303 is connected to the back of the blow duct 304.

A louver support frame 306 is attached to the front of the blow duct 304. The louver support frame 306 blows out the conditioned air blown from the air outlet 303 into the air conditioning zone of the vehicle compartment. A vertical louver 307 and a horizontal louver 309 for changing the direction are provided in a lattice shape. On the air upstream side of the louver support frame 306, there is provided a rotary valve 310 that changes the degree of opening of the air outlet 303 and varies the amount of air distribution.

The rotary valve 310 has its support shaft 311 rotatably supported by the slit 312 of the blow duct 304. The rotary valve 310 has a substantially half cylindrical shape having end walls 313 at both ends thereof.
Rear end edge 31 which is one end side on the air upstream side of the surface shape of No. 10
4 is formed in a substantially linear shape, and a front edge 315 which is one end side of the surface shape of the rotary valve 310 on the air downstream side is provided with a horizontal straight portion 316 at the center thereof and right and left sides of the horizontal straight portion 316. And a substantially arcuate curved portion 317 formed. That is, the cross-sectional shape of the rotary valve 310 is a semicircular shape in the horizontal straight portion 316 and the curved portion 3
17 has a shape that gradually changes from a semicircular shape to a substantially semicircular shape toward the left and right ends.

Further, an adjustment dial 319 for rotating the rotary valve 310 to adjust the state of blowing the conditioned air is fixed to the outer end of the support shaft 311 of the rotary valve 310. The pivot 311 of the rotary valve 310 is rotated by an actuator such as a valve motor via a link mechanism (not shown) in the same manner as in the first embodiment.

[Operation of Eighth Embodiment] Next, the operation of this embodiment will be briefly described with reference to FIGS.

When the rotary valve 310 is driven to the rotating position in the spot blowing mode by the actuator, the center of the air outlet 303 is completely closed by the rotary valve 310 as shown in FIG. 29 (b) and (c) at the left and right ends of the air outlet 303.
As shown in (2), as the air outlet 303 approaches the left and right ends, the air outlet 303 is gradually opened. As a result, the conditioned air from the air conditioning unit 302 is not blown out at all from the center of the air outlet 303, but is gradually blown out in a larger amount as it approaches the left and right ends of the air outlet 303. As a result, in front of the left and right ends of the air outlet 303, a spot blowing mode in which a large amount of conditioned air is intensively blown toward the driver in the driver's seat or the passenger in the front passenger's seat is performed. . This spot blowing mode corresponds to the air conditioning mode of the present invention in which the blowing range in the seated occupant direction is narrowed.

On the other hand, the rotary valve 3 is actuated by the actuator.
When the air blower 10 is driven to the rotating position in the wide blow mode, the air outlet 303 is substantially fully opened at both the center and the left and right ends as shown in FIGS. 30 (a) to 30 (c). As a result, a wide blowing mode in which the conditioned air from the air conditioning unit 302 is uniformly blown into the air conditioning zone over the entire length of the air outlet 303 is performed.

[Ninth Embodiment] FIG. 31 shows a ninth embodiment of the present invention, and FIGS. 31 (a) to 31 (e) are views showing a modification of the rotary valve.

Each of the rear edges 314 of the rotary valve 310 shown in FIGS. 31 (a) to 31 (e) is formed linearly like the rear edge 314 of the eighth embodiment.
The shapes of 21 to 325 are different from each other. That is, the front edge 321 of the rotary valve 310 in FIG.
A U-shaped concave portion 326 is formed in the center of the horizontal straight portion 316 at the front edge of the embodiment. In the spot blowing mode, the conditioned air flows not only from the curved portion 317 but also from the concave portion 326. It is blown out intensively.

Then, the rotary valve 310 shown in FIG.
The front end edge 322 of the eighth embodiment is such that the left curved portion is eliminated except for the right curved portion 317 of the eighth embodiment, and the conditioned air is intensively blown out only from the curved portion 317. Also,
A front edge 323 of the rotary valve 310 in FIG. 31 (c) is formed in an inverted V shape over the entire length of the rotary valve 310,
The amount of air blown from the conditioned air gradually increases from the center toward the left and right ends.

Then, the rotary valve 310 shown in FIG.
The front end 324 is formed in a V-shape as opposed to the rotary valve 310 in FIG. 31 (c), and the amount of blown air-conditioned air gradually increases from the left and right ends toward the center. Further, the front edge 325 of the rotary valve 310 in FIG. 31 (e) gradually decreases in height linearly from the left end to the right end, and the amount of blown air-conditioned air gradually increases from the left end to the right end. It is increasing.

[Tenth Embodiment] FIG. 32 shows a tenth embodiment of the present invention.
FIG. 32 is a view showing a swing mechanism for swinging two center grills in a left-right direction with a single louver motor.

In the first embodiment, as shown in FIG.
The left and right swing of the wind direction variable louver 43 is realized using one stepping motor 43a with respect to one center and one side grill.
As shown in the figure, the pinion gear 502, the link plate 504 with a rack on the driver's seat side (right seat side) and the link plate 505 with a rack on the passenger seat side (left seat side) are rotated forward and reverse using a rack and pinion mechanism. One possible louver motor 5
01, two driver side seats, a passenger side center grill 510,
Each of the wind direction variable louvers 511 and 521 of 520 is swung in the left-right direction.

Here, two rack-equipped link plates 50 are provided on the outer periphery of the output shaft 503 of one louver motor 501.
A pinion gear 502 that meshes with the pins 4 and 505 is fixed. The two link plates 504 and 505 with racks
Connecting plates 506 and 507 for giving a swinging motion to each of the wind direction variable louvers 511 and 521 are connected. Also, 2
Center grills 510, 520 on the driver's side and the passenger's side
Are provided at the downstream end of the air of the air conditioning unit, and the driver seat side and the passenger seat side center FACE outlets 512, 5 are provided inside.
22 are formed.

The variable louvers 511, 521
Is a driver-side and passenger-side swing louver that performs a swing (swinging motion) in the left-right direction around each of the fulcrums 513 and 523, and includes two driver-side and passenger-side center grills 51.
This is a blowing state changing device that changes the direction of the conditioned air blown into the vehicle compartment from two driver seat side and passenger seat side center FACE outlets 512 and 522 formed in the inside of the vehicle. The driver seat side, the passenger seat side center FACE outlet 51
The blowing mode in which the conditioned air blown out from 2,522 is concentrated in the driver's seat side front passenger direction or the passenger side front seat passenger direction corresponds to the air conditioning mode of the present invention in which the swing stop time in the seated passenger direction becomes longer. I do.

In this embodiment, when the pinion gear 502 is rotated clockwise by the louver motor 501, the link plate with rack 504 on the driver's seat moves rightward in the figure, and the link plate with rack 505 on the passenger's seat moves leftward in the figure. Move. At this time, the variable wind direction louver 511 on the driver's seat side faces the left side in the figure, and the variable wind direction louver 521 on the passenger side faces the right side in the figure. Conversely, when the pinion gear 502 is rotated counterclockwise by the louver motor 501, the rack-side link plate 504 on the driver's seat moves leftward in the figure, and the rack-side link plate 505 on the passenger side moves rightward in the figure. At this time, the variable wind direction louver 511 on the driver's seat side faces the right side in the figure, and the variable wind direction louver 521 on the passenger side faces the left side in the figure. By having such a swing mechanism 500, the two center grills 510, 520 on the driver's seat side and the passenger's seat side are connected to one another.
The two louver motors 501 can swing right and left in a double-opened manner.

When the conditioned air is blown straight from the driver side center grill 510, the conditioned air is also blown straight from the passenger side center grill 520.
Further, when the conditioned air is blowing leftward from the driver side center grill 510 in the figure, the conditioned air is blown rightward from the passenger side center grill 520 in the figure. Therefore, two driver side seats, a passenger side center grill 510,
Since each of the 520 louver louvers 511 and 521 has a smaller number of swings, that is, one louver motor 501 is used for swinging, the installation space for the louver motor 501 can be reduced, and the swing louver control is simple. become.

In this embodiment, each of the wind direction variable louvers 51 of the two center grills 510 and 520 on the driver's seat side and the passenger's seat side.
1, 521 is swung by one louver motor 501, but a blowout state changing device such as a wind direction variable louver of three or more grills may be swung by a driving means such as one louver motor. In the present embodiment, two driver seat sides, a passenger side center grill 510,
The variable wind direction louvers 511 and 521 of 520 are caused to swing by one louver motor 501.
The blowout state changing device such as the wind direction variable louver of one or more grills may be swung by a smaller number of drive means such as louver motors. In the present embodiment, as shown in FIG. 32, one louver motor 501 uses a rack-and-pinion mechanism, and two driver-side and passenger-side center grills 510 and 520 each have a variable wind direction louver 5.
Although 11, 521 are made to swing horizontally in the horizontal direction (left and right directions in the figure), other mechanisms may be used to swing horizontally or vertically.

[Other Embodiments] In this embodiment, the driver's seat side, the passenger side center grill 41, and the driver's seat side and the passenger side side grille 42 are fixed to the instrument panel 40. May be attached to the storage member while being rotatably supported in the left-right direction, or each center and side grill may be attached to the storage member while being rotatably supported in the up-down direction. In this case, the grill body may be swung as the blowout state changing device. Further, a blowout state changing device such as a wind direction variable louver or a wind direction variable grill may be provided at an air outlet provided in a vehicle side surface in a vehicle compartment, a central portion (for example, near a console box) in the vehicle compartment, or a ceiling portion of the vehicle.

In this embodiment, each FACE is used as a swing louver (wind direction variable louver) for adjusting the wind direction of the conditioned air.
A center for swinging in the left and right direction, a side louver 43 and both a center for swinging in the vertical direction and a side louver 46 are provided in the air outlet. Center, side louvers 43 that swing horizontally
Or center and side louvers 4 that swing vertically
6 may be provided.

In the present embodiment, by rotating one blower 4, each of the FACE outlets 21 of the air conditioning duct 2,
The air-conditioning air is blown into the passenger compartment from 22, 31, and 32. The air-conditioning air is blown into the passenger compartment from the FACE outlet on the driver seat side and the passenger seat side of the air-conditioning duct 2 by rotating two blowers. The air distribution amount may be configured to be changeable, and by changing the number of blowers corresponding to the number of the FACE air outlets, the air distribution amount for blowing the air-conditioned air from each FACE air outlet of the air conditioning duct 2 into the vehicle compartment is changed. You may comprise as possible. Further, the air distribution amount to the occupant may be changed independently for each FACE outlet, or for each of the one side and the other side outlet.

In the present embodiment, as a method of detecting the operating position of the blowout state changing device such as a swing louver, a method of counting pulses sent to a stepping motor or a method of detecting a blowout state changing device using a servomotor provided with a potentiometer. Although the operating position is detected, the armature noise is counted in a servomotor without a potentiometer, and the operating angle of the blowing state changing device is detected by calculating the operating angle like a stepping motor. May be.

In the first embodiment, the air-conditioning control is performed such that cold air is directed to the seated occupants (the occupant on the driver's seat side and the occupant on the passenger's seat side) until the predetermined condition is satisfied after the ignition switch is turned on. Although the air-conditioning control is performed, the air-conditioning control may be performed such that the cool air is directed to the seated occupant until the predetermined condition is satisfied after the start of the air conditioning or the start of the ventilation. Also in this case, the same operation and effect as in the first embodiment can be obtained. Also, instead of performing the above air conditioning control until a predetermined time has elapsed, the evaporator temperature, the temperature immediately downstream of the evaporator, the vehicle interior temperature, the skin temperature, the blowout temperature, the blower voltage, the outlet mode, the amount of solar radiation, the direction of solar radiation ,Preset temperature,
By performing until at least one of the temperature deviation between the set temperature in the cabin and the cabin temperature, the seat temperature, the steering temperature, and the vehicle speed changes by a predetermined value or more, air conditioning control suitable for the air conditioning feeling can be performed. it can.

In the first embodiment, the direction of the cool air is simply determined by the seated occupant (the occupant on the driver's seat side front seat and the passenger's seat side front seat occupant).
The swing stop time (swing stop time) in the direction of the seated occupant increases, or the time or range of the slow swing in the direction of the seated occupant increases, or the occupant concentration blowing time Becomes longer,
Alternatively, the blowing condition (air-conditioning mode) of the cool air blown out from the outlet may be changed so that the blowing range or the swing range is narrowed, or the wind speed in the seated occupant direction or the seated occupant face direction is increased. In addition, during the above air conditioning control, the air conditioning for the upper body of the seated occupant is increased, or the air outlet mode is switched to the outlet ratio to the occupant's upper body. be able to.

In addition, the air-conditioning control described above is reduced to a degree of correction over time, and is gradually switched to an automatic swing control in which the wind direction variable louver is gradually changed to a normal swing range (for example, swinging at 50 °). The body can be prevented from being too cold (or too warm) and can smoothly return to a steady state. In addition, it is performed independently in at least one or more air-conditioning zones, or independently by at least one or more blowing state changing devices among the blowing state changing devices such as swing louvers attached to each FACE outlet. It is possible to implement more free air conditioning control, for example, air conditioning control suited to personal preference.

Also, a liquid crystal monitor or a graphic notifying the occupant that air conditioning control is being carried out for simply directing the wind direction of the conditioned air to the seated occupant (the occupant on the driver's seat side and the occupant on the passenger's seat side). By providing a visual display means such as a sound or an auditory display means such as a sound or a buzzer, air conditioning air is directed at a seated occupant until a predetermined time has elapsed since the engine was started, so that the occupant may not mistake the occupant for a malfunction. In addition to being able to prevent this, it is possible to highlight what is being performed as a special function.

Further, by providing a means for canceling the air-conditioning control for simply directing the wind direction of the air-conditioning wind to the seated occupant (the occupant in the front seat on the driver's seat side and the occupant in the front seat on the passenger's seat side), the correction control described above can be performed. If the air conditioning feeling of the occupant does not match, the air conditioning control may be stopped or interrupted by manual operation of the occupant. In this case,
The air-conditioning state in the passenger compartment can be made to correspond to personal preference.

Further, when the conditioned air is directed to the occupant by the air-conditioning control for simply directing the wind direction of the conditioned air to the seated occupant (the occupant on the driver's seat front side and the occupant on the front passenger seat side), extra than usual is required. By sending an operation pulse or the like to initialize the blowout state changing device such as the wind direction variable louver, etc., it is possible to perform initialization without a sense of incongruity. In addition, after the previous operation stop of the engine or after the stop of the air conditioning or the stop of the air blow or after getting off, by performing the initialization of the blowing state change device such as a wind direction variable louver,
The next air conditioning control can be performed quickly and reliably.

In the first embodiment, the driver side, the passenger side center louvers 43 and 46 and the driver side and the passenger side side grill 4
Although the swing stop time during the automatic swing control of the driver's seat side and the passenger seat side side louvers 43 and 46 is set to 7 seconds in advance, as shown in FIGS. 33 (a) and (b),
The swing stop time may be a random time (T) with randomness. By doing so, the seated occupant does not become accustomed to the conditioned air, and the comfort of the seated occupant does not easily deteriorate. The random table when the air conditioning heat load is high and the random table when the air conditioning heat load is low may be separated. That is, when the air conditioning heat load is high, as shown in the characteristic diagram of FIG. 15, the total stop time is increased so that the driver's seat side, the driver's seat side of the passenger side center grill 41, and the passenger's seat side center louver 43 are increased. , 46 and the driver's seat side,
The proportion of conditioned air directed to the seated occupant at the driver's seat side of the passenger side side grille 42 and at the swing ends of the passenger side side louvers 43 and 46 can be increased, and the air conditioning effect can be increased.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an overall configuration of a vehicle air conditioner (first embodiment).

FIG. 2 is a front view showing an instrument panel of the vehicle (first embodiment).

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

FIG. 4 is a schematic diagram showing an entire configuration of a blowout state changing device (first embodiment).

FIG. 5 is a schematic diagram showing a configuration of a blowing state changing device (first embodiment).

FIG. 6 is a schematic diagram illustrating a configuration of a blowing state changing device (first embodiment).

FIG. 7 is a flowchart illustrating an example of a control program of the air conditioner ECU (first embodiment).

FIG. 8 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature on a driver seat side and a passenger seat side (first embodiment).

FIG. 9 is a characteristic diagram showing an outlet mode characteristic with respect to a target outlet temperature on a driver seat side and a passenger seat side (first embodiment).

FIG. 10 is a flowchart showing swing louver control by the air conditioner ECU (first embodiment).

FIG. 11 is a characteristic diagram showing a cool-down determination by the air-conditioning ECU (first embodiment).

FIG. 12 is an explanatory diagram showing initialization during swing louver control (first embodiment).

FIG. 13 is a characteristic diagram showing a relationship between a front seat position and a swing range (first embodiment).

FIG. 14 is a characteristic diagram illustrating a correction coefficient of a swing range with respect to a solar radiation left-right ratio (first embodiment).

FIG. 15 is a characteristic diagram showing a relationship between each air conditioning heat load and a total stop time (first embodiment).

FIG. 16 is a front view showing an air conditioner operation panel (second embodiment).

FIG. 17 is a schematic diagram illustrating a configuration of a blowing state changing device (third embodiment).

FIG. 18 is a schematic diagram showing a configuration of a blowout state changing device (third embodiment).

FIG. 19 is a perspective view showing a configuration of a blowing state changing device (fourth embodiment).

FIG. 20 is an explanatory diagram showing a case where the state of blowing from a centralized diffusion grill is a spot blowing mode (fourth embodiment).

FIG. 21 is an explanatory diagram showing a case where the blow-out state from a centralized diffusion grill is a wide blow-out mode (fourth embodiment).

FIG. 22 is a front view showing an instrument panel of a vehicle (fifth embodiment).

FIG. 23 is a schematic view showing a face duct of an air conditioning unit (fifth embodiment).

FIG. 24 is a sectional view showing a vehicle drum ventilator (sixth embodiment).

FIG. 25 is a perspective view showing an air blowing louver (seventh embodiment).
Embodiment).

FIG. 26 is a cross-sectional view showing an air blowing louver (seventh embodiment).
Embodiment).

FIG. 27 is a front view showing an instrument panel (eighth embodiment).

FIG. 28 is a view showing an outlet duct, a support frame, and a rotary valve (eighth embodiment).

FIGS. 29A to 29C are cross-sectional views showing the rotation position of the rotary valve in the spot blowing mode (eighth embodiment).

FIGS. 30A to 30C are cross-sectional views showing the rotation position of the rotary valve in the wide blowing mode (eighth embodiment).

FIGS. 31A to 31E are perspective views showing modified examples of the rotary valve (ninth embodiment).

FIG. 32 is a schematic view showing a swing mechanism that swings two center grills in a double-headed manner in the left-right direction with one louver motor (tenth embodiment).

FIG. 33A is a time chart showing a random swing operation pattern, and FIG. 33B is a diagram showing an OFF time sequence (another embodiment).

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Air-conditioning unit 2 Air-conditioning duct 4 Blower (blower) 21 Driver side center FACE outlet 31 Passenger side center FACE outlet 43 Driver side center louver, side louver (blowing state changing means) 43 Passenger side center louver, side louver (blowing state) Changing means) 46 driver side center louvers, side louvers (blowing state changing means) 46 passenger seat side center louvers, side louvers (blowing state changing means) 50 air conditioner ECU (air conditioning control means)

Continued on the front page (72) Inventor Tomohiro Inagaki 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Inside Denso Co., Ltd. (72) Inventor Tomoyuki Kako 1-Toyota-cho, Toyota-shi, Aichi Prefecture F-term (in Toyota Motor Corporation) Reference) 3L011 CS00

Claims (16)

[Claims] (A) an air conditioning duct having an air outlet for blowing air-conditioned air into a vehicle interior; (b) a blower for generating an airflow toward the vehicle interior within the air-conditioning duct; (D) at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means, the swing stop time in the occupant direction until a predetermined condition is satisfied. Either more, or more time or range to swing slowly in the occupant direction, or longer occupant concentration blowout time, or narrower blowout or swing range, or occupant direction or occupant face An air conditioner for a vehicle, comprising: air conditioning control means for controlling the blowing state changing means so as to increase the wind speed in the direction toward the outside. 2. The vehicle air conditioner according to claim 1, wherein the air conditioning control means arithmetically reduces the swing stop time in the occupant direction or swings slowly in the occupant direction. Even if the time or range is reduced, or the occupant concentration blowing time is shortened, or the blowing range or swing range is widened, or the wind speed in the direction of the occupant or the face of the occupant decreases, At the start of air-conditioning, ventilation, or operation of the vehicle drive means, the swing stop time in the occupant direction is increased, or the time or range of slow swing in the occupant direction is increased. Or the occupant concentration blowing time is long, the blowing range or swing range is narrow, or the wind speed in the occupant direction or occupant face direction is high. Controlling the blow-off state changing means. (A) an air conditioning duct having an air outlet for blowing air-conditioned air into the vehicle interior; (b) a blower for generating an air flow toward the vehicle interior within the air conditioning duct; and (c) an air outlet mode. (D) at the start of air conditioning, at the start of ventilation, or at the start of operation of the vehicle driving means, the air conditioning of the upper body of the occupant becomes stronger or the upper body of the occupant is changed until a predetermined condition is satisfied. An air conditioner for a vehicle, comprising: an air conditioning control unit that controls the blowing state changing unit so as to switch to an outlet mode in which a blowing ratio or a blowing air amount increases. 4. An air-conditioning duct having an air outlet for blowing air-conditioned air into a vehicle interior, a blower for generating an air flow in the air-conditioning duct toward the vehicle interior, and c. (D) at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means, a direction in which air conditioning to the occupant is increased until a predetermined condition is satisfied; Alternatively, an air conditioner for a vehicle, comprising: air conditioning control means for controlling the blowing state changing means so as to change the blowing temperature in a direction to enhance the comfort of the occupant. 5. An air-conditioning duct having an air outlet for blowing air-conditioned air into the vehicle interior, a blower for generating an airflow in the air-conditioning duct toward the vehicle interior, and c. (D) at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means, priority is given to seats over other seats until a predetermined condition is satisfied. An air conditioner for a vehicle, comprising: an air conditioning control unit that controls the blowing state changing unit so as to perform air conditioning. 6. An air-conditioning duct having an air outlet for blowing air-conditioned air into the vehicle interior, a blower for generating an airflow toward the vehicle interior in the air-conditioning duct, and c. And (d) at the start of air conditioning, at the start of air blowing, or at the start of operation of the vehicle driving means, to increase the sense of wind speed felt by the occupant until a predetermined condition is satisfied. An air conditioner for a vehicle, further comprising an air conditioning control means for controlling the blowing state changing means. 7. The vehicle air conditioner according to any one of claims 1 to 6, wherein, until the predetermined condition is satisfied, the air conditioner or the air blower is started or the vehicle drive means is turned off. An air conditioner for a vehicle, wherein the operation is performed until a predetermined time elapses. 8. The vehicle air conditioner according to any one of claims 1 to 7, wherein the conditions until the predetermined condition is satisfied include evaporator temperature, temperature immediately downstream of the evaporator, vehicle compartment temperature, and skin temperature. , Blowout temperature, blower voltage, blowout mode, insolation, insolation direction, set temperature, temperature deviation between set temperature in the cabin and cabin temperature, seat temperature, steering temperature, and vehicle speed are at least one of predetermined values An air conditioner for a vehicle, characterized in that the condition is changed. 9. The vehicle air conditioner according to claim 1, wherein said air conditioning control means reduces the degree of correction of said air conditioning control with the passage of time. Vehicle air conditioner. 10. The air conditioner for a vehicle according to claim 1, wherein the air conditioning control means does not perform the air conditioning control or eases the air conditioning control during an air conditioning transition period. An air conditioner for a vehicle. 11. The vehicle air conditioner according to claim 1, wherein said air conditioning control means can perform said air conditioning control independently in at least one or more air conditioning zones. Vehicle air conditioner. 12. An air conditioner for a vehicle according to claim 1, wherein said air conditioning control means can perform said air conditioning control independently by at least one or more of said blow state change means. An air conditioner for a vehicle, comprising: 13. A vehicle air conditioner according to any one of claims 1 to 12, wherein a visual display means or an auditory display means for notifying an occupant that said air conditioning control is temporarily performed. An air conditioner for a vehicle, which is provided. 14. A vehicle air conditioner according to claim 1, further comprising means for canceling said air conditioning control. 15. An air conditioner for a vehicle according to claim 1, wherein said air conditioning control means executes initialization of said blow state changing means simultaneously with said air conditioning control. Vehicle air conditioner. 16. A vehicle air conditioner according to claim 1, wherein said air conditioning control means is provided after said vehicle driving means has been stopped last time, after air conditioning has been stopped, after air blowing has been stopped, or after getting off. An air conditioner for a vehicle, wherein the air outlet state changing means is initialized.