JP2002046455A - Vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioner provided with a blowing out state changing device capable of enhancing a rear seat comfortability at the time of initial cool down by easily setting a rear seat priority air conditioning mode by a switch operation already existing without carrying out a troublesome operation that an air direction variable means such as an air direction variable louver at a front occupant seat side is directed to a rear seat. SOLUTION: When it is decided that a temperature difference of a temperature at the inside of car room and a set temperature becomes a predetermined value or more and no passenger exists at a front occupant seat by turning ON a DUAL switch for originally instructing right and left air conditioning, a rear seat priority air conditioning mode air conditioning the rear seat in prior to the front occupant seat at the time of excess air conditioning is selected. In this case, a center grill 41 at the front occupant seat and a side grill 42 at the front occupant seat are directed to a face direction of a passenger at the rear seat. Thereby, an air conditioning comfortability of the passenger at the rear seat can be enhanced by directly blowing a cool air blown out from the center grill 41 at the front occupant seat and the side grill 42 at the front occupant seat side to an upper half of the body of the passenger at the rear seat.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner provided with a blowout condition changing device such as a swing louver for directing the direction of conditioned air blown from a blower outlet to a rear seat, and more particularly to a vehicle air conditioner. Related to the control to improve the comfort of the rear seats at the beginning of the cool down.

[0002]

2. Description of the Related Art Conventionally, in Japanese Patent Publication No. 7-112773, louver fins for changing the direction of air-conditioning air are provided on the driver side and the passenger side center grill and on the driver side and the passenger side side grill. A vehicle air conditioner has been proposed. In the air conditioning control of the vehicle air conditioner, after the air conditioning heat load (thermal environment) of the front seat becomes steady, the wind direction variable louver of the driver side center vent and the wind direction variable louver of the passenger side center vent are changed. Has been changed from the front passenger direction to the rear seat direction. In this way, cold air blown from the driver side center vent and the passenger side center vent is distributed to the rear seat, thereby satisfying the air conditioning comfort of the front seat occupant and the rear seat occupant.

[0003]

However, in a conventional vehicle air conditioner, when air conditioning is in transition, that is, when the air conditioning heat load is very large, the front seat such as a driver's seat is preferentially air conditioned for safe driving. As a result, the air conditioning for the rear seats is inevitably delayed after the front seats. Especially in luxury cars where the passenger seat is absent and passengers are often in the rear seat,
When such air conditioning control is performed, there arises a problem that the comfort of the rear passenger cannot be improved.

For example, in an air conditioner for a vehicle provided with a swing switch on a control panel of an air conditioner for issuing a command to swing a wind direction variable louver of a center vent on a passenger seat side, an occupant is not present in a passenger seat. In order to cool the rear seat quickly when a passenger is in the rear seat, after turning off the swing switch, the direction of the wind direction variable louver of the passenger side center vent installed far from the driver's seat A problem arises in that a troublesome operation of turning the vehicle toward the rear passenger is required.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to perform air conditioning by giving priority to a predetermined place set by a switch means when it is determined that a passenger seat is absent or an air conditioning heat load is high. It is another object of the present invention to provide an air conditioner for a vehicle that can quickly improve air conditioning comfort at a predetermined place. Another object of the present invention is to provide a vehicle air conditioner that can easily set a preferentially air-conditioned place without performing a troublesome operation.

[0006]

According to the first aspect of the present invention, when the occupant absence determination means determines that the passenger seat is absent, priority is given to a predetermined place set by the switch means. By performing air-conditioning control, the passenger on the rear seat can be operated without troublesome operations such as turning the wind direction variable means such as the passenger side grill far from the driver's seat and the wind direction variable louver on the passenger side grill to the rear seat. Air conditioning comfort can be improved quickly. According to the second aspect of the present invention, the predetermined location is, for example, a rear seat, a driver-side rear seat, a passenger-side rear seat, an intermediate seat, or a driver seat, excluding the front passenger seat. It is. Further, according to the third aspect of the present invention, the determination that the passenger seat is absent is made by a seat switch, an infrared sensor, a vehicle interior image detecting unit, a seat belt wearing signal, a door opening / closing signal, various switch input signals. It is desirable that the determination be made using one or more occupant information detecting means of the ultrasonic sensor.

According to the fourth aspect of the present invention, when the heat load determining means determines that the air conditioning heat load is high, the air conditioning control for giving priority to the predetermined location set by the switch means is performed. Thereby, it is possible to quickly improve the air-conditioning comfort of the rear-seat occupant without performing a troublesome operation such as turning a wind direction variable means such as a wind direction variable louver of the passenger side grill far from the driver's seat and the wind direction variable louver to the rear seat. be able to. According to the invention as set forth in claim 5, the predetermined place is a seat other than the front seat on the passenger seat side, for example, a rear seat, a rear seat on the driver seat side, a rear seat on the passenger seat side, an intermediate seat, or a driver seat. It is.

According to the invention described in claim 6, the conditions for determining that the air conditioning heat load is high include: after-evacuation temperature, vehicle interior temperature, skin temperature, blowout temperature, air volume, blower voltage, blowout mode,
This is until at least one of the air conditioning heat load of the amount of solar radiation, the direction of solar radiation, the set temperature, the temperature deviation between the set temperature and the vehicle interior temperature, the seat temperature, the steering temperature, and the vehicle speed changes by a predetermined value or more. According to the invention described in claim 7, when it is determined that the air conditioning heat load is high, the temperature of the evaporator, the temperature immediately downstream of the evaporator, the vehicle interior temperature, the skin temperature, the blowout temperature, the air volume, the blower voltage, This is when at least one of the air outlet mode, the amount of solar radiation, the temperature deviation between the vehicle interior temperature and the vehicle interior temperature, the seat temperature, and the steering temperature is higher than a predetermined value or the vehicle speed is lower than a predetermined value.

According to the invention described in claim 8, the air-conditioning control for giving priority to a predetermined place for air-conditioning is performed as time elapses.
By relaxing the correction degree, it is possible to prevent the rear passenger's body from being too cold or too warm, and to smoothly return to the steady state. According to the ninth and tenth aspects of the present invention, the air-conditioning control for giving priority to a predetermined place for air conditioning is performed independently in at least one or more air-conditioning zones, or the predetermined place is given priority. By independently performing the air-conditioning control for performing the air-conditioning by using at least one or more air-conditioning units, it is possible to more freely perform the air-conditioning and the air-conditioning control that suits individual preference.

According to the eleventh aspect of the present invention, by providing a visual or auditory display means for informing the occupant that air conditioning control for performing air conditioning with priority on a predetermined place is provided, air conditioning control different from normal is provided. Can be prevented from being mistaken by the occupant as a malfunction, and the fact that the occupant is performed as a function can be appealed. According to the twelfth aspect of the present invention, by providing a means for canceling the air conditioning control for performing air conditioning by giving priority to a predetermined place, the above air conditioning control is not performed for an occupant who does not fit the air conditioning feeling. By doing so, dissatisfaction of the occupant can be resolved.

According to the thirteenth aspect of the present invention, air-conditioning with priority given to a predetermined place means that the user gets on the predetermined place,
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 concentration blowing time is increased, or the blowing range or occupant in the occupant direction is increased. This means that the swing range in the direction becomes narrower, or the wind speed or the air volume ratio in the occupant direction or the occupant face direction increases.

According to the fourteenth aspect of the present invention, air-conditioning with priority given to a predetermined place means that the user has boarded a predetermined place.
The purpose is to switch to the outlet mode in which the air conditioning to the upper body of the occupant is increased or the air flow rate to the upper body of the occupant is increased. According to the invention described in claim 15,
To preferentially air-condition a predetermined location means to change the blowing temperature in a direction to increase the air-conditioning or to increase a feeling of air-conditioning of an occupant in the predetermined location. Further, according to the sixteenth aspect of the present invention, performing air conditioning with priority on a predetermined location means increasing the sense of wind speed felt by an occupant in the predetermined location.

According to the seventeenth aspect of the present invention, the independent air conditioning switch capable of setting left and right independent air conditioning for independently adjusting the temperature in the vehicle cabin between the driver's seat side and the passenger's seat side is used as the switch means. , By the existing switch operation,
Without having to worry about where to preferentially air-condition,
It can be easily set. According to the eighteenth aspect of the present invention, in order to preferentially air-condition a predetermined place, air-conditioning means on the passenger seat side, blow-off state changing means, blow-off mode switching means, or blow-off temperature changing means are used. Is also good.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Configuration of First Embodiment] FIGS. 1 to 27 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 according to the present embodiment is provided with various air conditioning units in the air conditioning unit 1 for creating a comfortable indoor environment by cooling or dehumidifying the interior of a vehicle such as an automobile equipped with a traveling engine (vehicle driving means). 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 disposed in front of the interior of the vehicle. On the upstream side of the air conditioning duct 2, an inside / outside air switching door 3 and a blower 4 are provided. The inside / outside air switching door 3 is a servo motor 5
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 constitutes a part of the air-conditioning means and the blow-out state changing means of the present invention. The blower 4 is rotated and driven by an actuator such as a blower motor 9 controlled by a blower driving circuit 8 and heads toward the vehicle interior in the air-conditioning duct 2. It is a centrifugal blower that generates an airflow.

At the center of the air conditioning duct 2, an 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.

Downstream of the evaporator 10, a heater core 13 as a heating heat exchanger for heating the air passing through the driver-side and passenger-side ventilation passages 11 and 12 by exchanging heat with engine cooling water. 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, a driver side and a 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 air blown toward the driver and passenger sides. It is an air conditioning means such as a blowing temperature changing means on the seat side and the passenger seat side.

At the downstream end of the driver side ventilation passage 11, as shown in FIGS. 1 to 3, a defroster (DEF) outlet 20, a driver side center face (FACE) outlet 21, a driver side 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
26, 35, and 36 are driven by actuators such as servo motors 28, 29, and 39 to switch the driver-side and passenger-side outlet modes, respectively, to the driver-side and passenger-side outlet mode switching means. Air conditioning means. Here, as the outlet mode on the driver's seat side and the passenger's seat side, FA
There are CE mode, B / L mode, FOOT mode, F / D mode, DEF mode and the like. When the outlet mode is F
Even in the OOT mode, the F / D mode or the DEF mode, the driver's seat side, the passenger's seat side FACE outlet 22,
32 is 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 therein,
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, a 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 driver side and passenger side wind direction variable means which constitute a part of the air conditioning means and the blow-out state changing means of the present invention, and are arranged in the left-right direction (vehicle width) with respect to the traveling direction of the vehicle. A plurality of rows of swing louvers or the like are provided in the blowout condition changing means, such as swing louvers, in the following directions. The variable air direction louvers installed in each center grill are hereinafter referred to as center louvers, and the variable air direction louvers installed in each side grill are hereinafter referred to as side louvers.

As shown in FIG. 6, the vertical blow-out state changing device comprises 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 driver-side and passenger-side wind direction variable means which constitute a part of the air-conditioning means and the blowing state changing means of the present invention. (A vertical direction), such as a swing louver or the like, which is hereinafter referred to as a center louver or a side louver.

Here, the driver and passenger side center louvers 43 and 46 and the driver and passenger side side louvers 4 are provided.
3 and 46, the driver's seat side and the passenger's seat that rotate the stepping motors 43a and 46a to swing the conditioned air blown into the driver's seat side and the passenger side air conditioning zone within a predetermined swing range (for example, 50 °). And a stepping motor 43a, 46a.
At a predetermined rotation angle to fix the driver side, front passenger side passenger side or front passenger side, driver side rear passenger side passenger side blowout state changing device Work as

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, the occupant absence judging means and the heat load judging means of the present invention, and has a CPU, a memory (ROM or EEPROM) therein.
M, RAM), and I / O port (input / output circuit)
A well-known microcomputer configured to include such functions as described above is provided. As shown in FIGS. 1 and 3, switch signals are input to the air conditioner ECU 50 from an air conditioner operation panel 51, a driver's seat side louver operation (SWINGSW) panel 52, and a passenger seat side louver operation (SWINGSW) panel 53. Is done.

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 passenger compartment. 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 corresponds to the switch means of the present invention, and instructs left and right independent temperature control for independently controlling the temperature of the driver's seat and the temperature of the passenger's seat. Left and right independent control command means (right and left independent air conditioning switch). 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 side louver operation panel 52 is installed at the center of the instrument panel 40 to the right of the air conditioner operation panel 51, and allows a driver side center and side louvers 43 and 46 to swing.
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 output to execute the rear seat priority air conditioning 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 louver operation panel 53 on the passenger seat side, like the louver operation panel 52 on the driver's seat side, comprises a MATCH switch 70, a CENTER switch 71, a SIDE switch 72, and a swing mode switch 73. 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 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.
A command is output to execute the rear-seat priority air-conditioning mode in which the passenger seat side center and the side louvers 43 and 46 are swung so that the air volume distribution is increased.

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 signals from the respective sensors into A / D signals 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 air conditioning heat load detection means. Here, the inside temperature sensor 9
1 may be used and 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.

Further, driver-side and passenger-side outlet temperature sensors 94a and 94b for detecting the temperature of the air-conditioned air blown into the driver-side and passenger-side air-conditioning zones may be used. Further, the input circuit of the air conditioner ECU 50 includes:
A seat belt wearing signal is input as occupant absence detection means for detecting the presence or absence of an occupant in the front passenger seat. The seat belt wearing signal is an occupant information detecting unit that is transmitted when the occupant seated on the front seat on the passenger side wears the seat belt.

[Control Method of First Embodiment] Next, a control method of 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 of 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. Further, it reads whether or not a seat belt wearing signal for the front seat on the passenger side is 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).

[0047]

(Equation 2)

(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 of 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 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), 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 outlet 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 upper body or face of the occupant. 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 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. The FACE mode is an air outlet mode in which air conditioning to the upper body of the 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).

[0056]

(Equation 4)

(Equation 5)

Next, the routines shown in FIGS. 10 and 11 are activated to execute swing louver control (blowing state determining 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 S determined in step S6
Servo motor 1 so that W (Dr) and SW (Pa)
A control signal is output to 7 and 18 (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, swing louver control by the air conditioner ECU 50 will be described with reference to FIGS.
Here, FIGS. 10 and 11 are flowcharts showing the 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.

If the result of the determination in step S22 is YES
In this case, the following auto louver control is performed. First, based on the characteristic diagram of FIG. 12, 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 determination result is NO, the driver's seat side, the front seat priority mode or the rear seat priority air conditioning mode, the air conditioning heat load (temperature deviation between the vehicle interior temperature and the set temperature) and the characteristic diagram of FIG. The swing ranges of the louver fins 43 and 46 of the passenger side center grill 41 and the driver side and passenger side side grills 42 are determined (calculated) (step S25).

For example, as shown in FIG. 14, the driver-side center louvers 43 and 46 of the driver-side center grill 41 and the passenger-side center louvers 43 and 46 of the passenger-side center grill 41 are combined with each other as shown in FIG. The swing range may be determined so as to swing in a predetermined swing range (for example, 50 °) so as to air-condition the rear seat). Also, the driver side side louvers 43 of the driver side side grille 42,
As shown in FIG. 15, a predetermined swing range (for example, 50 °) is applied to the passenger side side louvers 43, 46 of the passenger side seat side grille 42, as shown in FIG. The swing range may be determined so as to cause the swing.

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 seat layout different for each vehicle, a positional relationship of the FACE outlet, an opening degree, and the like. In addition, when the occupant does not like the conditioned air much according to the occupant's preference, it can be dealt with by correcting the occupant in a direction to narrow the swing range. In this embodiment, the driver's seat side and the passenger seat side side louvers 43, 4
The swing range of No. 6 is the same as the swing range of the center louvers 43 and 46 on the driver's seat side and the passenger's seat side.

Next, the left / right ratio (H) of the amount of solar radiation is calculated (determined) based on the solar radiation amounts TS (Dr) and TS (Pa) read in step S2 of FIG. ) (Step S26).

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

Next, a 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, 46 is calculated (determined) (swing stop time determining means: step S27). In the present embodiment, the swing stop time is set to 7 seconds. Next, using the solar radiation left / right ratio, the swing stop time determined in step S27 is distributed to the driver's seat side front seat occupant (KFORDR) side swing end and the passenger's 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's seat side rear passenger (KNOTDR) side swing end (step S28).

In calculating the swing stop time ratio,
The following equations 7 to 10 and the characteristic diagram of FIG. 16 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.

[0067]

(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.

[0068]

(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, front passenger side occupant side swing end and at each driver's seat side, passenger side non-occupant side swing end (step S29). 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.

Further, since the front seat has a front window, it is desirable to be susceptible to the sunshine and to be 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 a special case 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. 17 may be the time added to the rear seat stop time. good. Here, in FIG. 17, full open is an outlet mode in which all outlets are opened.

If the decision result in the step S24 is YES
In other words, when the temperature deviation between the vehicle interior temperature TR and the set temperatures Tset (Dr) and Tset (Pa) on the driver's seat side and the passenger's seat side is equal to or more than a predetermined value (for example, 15 ° C.), Origin correction (initialization) of the center louvers 43 and 46 on the passenger seat side and the side louvers 43 and 46 on the driver seat side and the passenger seat side is performed (step S30).

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, 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. To the driver's seat side, the driver's seat side of the center grille 41 on the passenger seat side, the louver direction of the center louvers 43 and 46 on the passenger seat side, the driver's seat side, and the driver's seat of the side grille 42 on the passenger seat side. The louver direction (swing stop direction) of the side louvers 43 and 46 on the passenger seat side Determining a target value so as to face the face portion direction of the face portion direction and a passenger of the driver.

Here, the origin correction is performed with respect to the initialized position shown in FIG. 18 because the blowout state changing device of the present embodiment uses the driver side, the passenger side center louvers 43 and 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,
To apply 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. Note that FIG.
Also shows the swing enlargement direction.

Next, it is determined whether or not the occupant is absent in the front passenger seat (passenger seat). Specifically, it is determined whether or not an occupant seated in the front seat on the passenger's seat side has input a seatbelt fastening signal transmitted when the seatbelt is fastened (step S31). If the result of this determination is NO, that is, if it is determined that the occupant is seated (occupied) in the passenger seat, the cool-down is initially performed (when air conditioning is excessive) and the swing stop direction in the front seat priority air conditioning mode is stopped. A wind direction variable means such as each wind direction variable louver is set.

Specifically, FIG. 18 shows the driver-side center louvers 43 and 46 of the driver-side center grill 41 and the driver-side side louvers 43 and 46 of the driver-side side grill 42 according to the driver's seat position. In the direction of the driver's face (step S3
2). Thus, when the vehicle interior is extremely hot, a large amount of cold air is supplied to the upper body of the driver so that the driver can drive safely. Next, the passenger side center louvers 43 and 46 of the passenger side center grill 41 and the passenger side side louvers 43 and 46 of the passenger side side grill 42 are arranged in accordance with the seat position of the passenger, as shown in FIG.
As shown in FIG. 8, the passenger is turned toward the face of the passenger (step S33). Thereafter, the process exits the routine of FIG.

Here, even if the temperature in the cabin falls to, for example, 31 ° C. during the cool-down control, if the cool air continues to be concentrated on the occupants, local cooling will occur, which may cause discomfort to the occupants. Therefore, the swing of each center louver and each side louver may be started.
In addition, if the swing continues for a long time in a constant state, the comfort of the occupant is reduced. Therefore, the swing may be stopped at a predetermined position for a random time. However, if the random swing as described above is performed under a condition where the air conditioning heat load is high to some extent, if the direction of blowing the cold air or the blowing position is in the direction or position where the occupant is removed, if there is a swing stop time of several tens of seconds, the occupant will Stop the swing as close as possible to the occupant's upper body (especially the face), because it gives a feeling of hotness and discomfort. In addition, if a random swing as described above is performed under a condition where the air conditioning heat load is low, and there is a swing stop time of several tens of seconds near the upper body of the occupant (especially the face), the occupant may feel cold and discomfort. In order to give, the swing is stopped in a direction or a position where the occupant is removed as much as possible.

In addition, the decision result in the step S31 is YES.
In other words, if it is determined that the occupant is not present in the front seat on the passenger seat side, the rear seat priority air conditioning mode, in which the rear seat is given priority over the front seat on the passenger seat side, or the front seat It is determined whether the current mode is the front-seat priority air-conditioning mode in which air is prioritized for the seat.
Specifically, it is determined whether or not the dual switch 58 which is an existing switch provided at a position where the driver can easily reach the hand on the air conditioner operation panel 51 (step S34). . If the determination result in step S34 is NO, that is, if it is determined that the rear-seat priority air-conditioning mode is not selected, the cool-down is initially performed (when air conditioning is excessive) and the swing stop direction of the driver seat priority air-conditioning mode is stopped. A wind direction variable means such as each wind direction variable louver is set.

Specifically, the driver-side center louvers 43 and 46 of the driver-side center grill 41 and the driver-side side louvers 43 and 46 of the driver-side side grill 42 are changed according to the seat position of the driver, as shown in FIGS.
As shown at 0, the driver is turned toward the driver's face (step S35). Thus, when the vehicle interior is extremely hot, a large amount of cold air is supplied to the upper body of the driver so that the driver can drive safely. Next, the passenger side center louvers 43 and 46 of the passenger side center grill 41 and the passenger side side louvers 43 and 46 of the passenger side side grill 42 according to the driver's seat position.
Is directed toward the driver's face as shown in FIGS. 19 and 20 (step S36). After that, FIG.
Exit the routine No. 1.

If the decision result in the step S34 is YES
In the case of, that is, when it is determined that the rear seat priority air conditioning mode is selected, the initial cooling down (when air conditioning is excessive)
And a wind direction variable means such as a wind direction variable louver is set in the swing stop direction in the rear seat priority air conditioning mode.

More specifically, the driver-side center louvers 43 and 46 of the driver-side center grill 41 and the driver-side side louvers 43 and 46 of the driver-side side grill 42 are shown in FIGS. 21 to 2 in accordance with the driver's seat position.
As shown in FIG. 4, the driver is turned toward the face of the driver (step S37). Thus, even when the rear seat priority air conditioning mode is selected, when the vehicle interior is extremely hot, a large amount of cold air is supplied to the upper body of the driver so that the driver can safely drive. Next, the passenger side center louvers 43 and 46 of the passenger side center grill 41 and the passenger side side louvers 43 and 46 of the passenger side side grill 42 are described.
Toward the face of the occupant in the rear seat on the driver's seat side (see FIGS. 21 and 22). Alternatively, the user faces the face of the occupant in the rear seat on the passenger side (see FIG. 23). Alternatively, it is directed between the front window on the passenger side and the rear window on the passenger side and the side window (see FIG. 24). Alternatively, the user faces the center of the rear seat (step S38). Thereafter, the process exits the routine of FIG.

In the rear seat priority air conditioning mode, the driver side center louvers 43, 4
25 and the passenger side center louvers 43 and 46 of the passenger side center grill 41, as shown in FIG. 25, the face direction of the driver rear seat occupant and the passenger face rear passenger occupant face direction, respectively. You may make it turn to. This corresponds to the rear seat priority air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention increases. At this time, during the control for improving the comfort of the rear seats in the initial stage of the cool-down as described above, as shown in FIGS. 26 and 27, the driver side and the passenger side center louvers of the center grill 41 on the driver side and the passenger side, as shown in FIGS. 43, 46
When the driver side and the passenger side side louvers 43 and 46 of the driver side and the passenger side side grille 42 are operated to swing, the rear seat priority air conditioning mode in which the time or swing range for slowly swinging in the rear passenger direction increases. The air conditioning mode in which the rear passenger occupant concentrated blowing time is long may be adopted, or the rear seat priority air conditioning mode in which the blowing range or swing range of the conditioned air to the rear seat occupant is narrowed may be adopted. Alternatively, a rear-seat priority air-conditioning mode in which the wind speed or the air volume ratio in the direction of the rear seat occupant or the direction of the face of the rear seat occupant increases may be adopted.

[Features of the First Embodiment] When the temperature deviation between the vehicle interior temperature and the set temperatures on the driver's seat side and the passenger's seat side is a predetermined value (for example, 15 ° C.) or more, the blower 4 is turned on and the compressor is turned on. Thus, cool-down control is performed to cool or dehumidify the air flowing through the air-conditioning duct 2 to rapidly cool the vehicle interior. At this time, when the outlet mode is the FACE mode or the B / L mode, and the swing mode changeover switches 69 and 73 are set to “AUTO”, the driver's seat side, the driver's seat side of the passenger side center grill 41,
The swing range or the swing stop direction of the passenger side center louvers 43, 46 and the driver side, the driver side of the passenger side side grille 41, and the passenger side side louvers 43, 46 are automatically controlled.

When the occupant is seated (seated) in the front seat on the passenger seat side during an air conditioning transition such as during the cool-down control, the occupant (driver) in the front seat on the driver seat side performs safe driving. The driver-side center louvers 43, 4
6 and the driver's side side louvers 43 and 46 are directed toward the driver's face, and a large amount of cold air blown from the driver's side center grill 41 and the driver's side side grill 42 is supplied toward the upper body (particularly the face) of the driver. By that
The driver's cooling sensation is enhanced, and the passenger side center louvers 43, 46 and the passenger side side louvers 43, 46 are directed toward the face of the passenger (passenger) on the front passenger side, and the passenger side center grill 41 and By supplying a large amount of cold air blown out from the passenger side side grill 42 toward the upper body (particularly the face) of the passenger, the cooling sensation of the passenger is enhanced, so that the comfort of the front passenger can be quickly improved. .

When the air conditioning is in transition, the occupant is not present in the front seat on the passenger side, and the dual switch 58 is not turned on, it is determined that the rear seat priority air conditioning mode is not selected, and the driver determines To be able to drive safely,
The driver-side center louvers 43, 46 and the driver-side side louvers 43, 46 face the driver's face, and the passenger-side center louvers 43, 46 and the passenger's seat side louvers 43, 46 also face the driver's face. By intensively blowing the cool air blown out from the center grill 41 on all the driver's seat side and the passenger side and the side grille 42 on the driver's seat side and the passenger side to the upper body (particularly the face) of the driver, the cooling feeling of the driver is improved. The driver's comfort can be improved more quickly.

When the air conditioning is in transition, the occupant is not present in the front seat on the passenger side, and the dual switch 58 is turned on, it is determined that the rear seat priority air conditioning mode is selected, and the driver determines. In order to perform safe driving, the driver-side center louvers 43 and 46 and the driver-side side louvers 43 and 46 are directed toward the driver's face, and cool air blown from the driver-side center grill 41 and the driver-side side grill 42 is discharged. By supplying a large amount to the driver's upper body (especially the face), the cooling feeling of the driver is increased,
The passenger side center louvers 43 and 46 and the passenger side side louvers 43 and 46 are directed toward the driver's rear seat occupant's face or toward the passenger's rear occupant's face. 41 and passenger side grill 42
A large amount of cold air blown out from the driver is supplied to the driver's rear passenger or the passenger's rear passenger's upper body (especially the face), so that the driver's rear passenger or front passenger's rear passenger By increasing the cooling sensation of the vehicle, it is possible to quickly improve the comfort of passengers in the front and rear seats.

Therefore, when an occupant is not present in the front seat on the passenger seat side and a passenger is in the rear seat, the swing switch is turned off to rapidly cool the rear seat, and then the front seat on the driver seat side is turned off. The center of the passenger seat, the center of the side grills 41 and 42, the side louvers 43 and 4
The existing DUAL that can easily reach the driver's hand without having to perform the troublesome operation of turning the direction of 6 toward the rear seat occupant, and to instruct the right and left independent air conditioning.
By operating the switch 58, it is possible to easily set a place where air conditioning is preferentially performed (rear seat).
That is, by operating the dual switch 58, it is possible to easily direct the cold air to the rear seat, so that it is possible to easily realize the control for improving the comfort of the rear seat in the initial stage of the cool down. In the present embodiment, for example, assuming rapid cooling or the like after parking under the scorching sun in the summer, rear seat comfort feeling improvement control such as blowing cold air on the face of the rear occupant in the early stage of cool down is performed. Alternatively, it may be used for the control for improving the comfort of the rear seat, such as applying warm air to the face of the rear occupant during rapid heating in winter.

[Second Embodiment] FIG. 28 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 connected to the first
Similarly to the swing mode changeover switches 69 and 73 of the embodiment, “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (vertical swing)”, “R-LSWING ( Left-right 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. 29 and 30 show a third embodiment of the present invention. FIG. 29 is a diagram showing the structure of a blowout state changing device, and FIG. 30 is a blowout state changing device. FIG. 3 is a diagram showing the configuration of FIG.

The air conditioner ECU 50 of the present embodiment is connected to potentiometers 97 and 98 for detecting the current position of the center of each blowout state changing device and the side louvers 43 and 46 (louver direction or blowout of conditioned air). A plurality of (four in this example) potentiometers 97 are shown in FIG.
As shown in FIG. 9, 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 that changes 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. 30, a plurality of (four in this example) potentiometers 98 are provided in the vicinity of 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. 31 to 33 show a fourth embodiment of the present invention, and FIG. 31 is a diagram showing a configuration of a blowing state changing device.

The blowout state changing device 140 of the present embodiment
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 in which cylindrical pins 147 provided on the upper end surfaces of the first to third louvers 141 engage. 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. 32, the flat plate 145 is positioned on the outer wall surface of the centralized diffusion grills 120 and 130 at the rearmost side of the vehicle (the side approaching the front seat occupant). ), The first to third louvers 141 face to the left (in the direction of the front passenger) in the drawing, so that the centralized diffusion grills 120 and 13 are located.
The air conditioning wind blown from 0 is set to a spot blowing mode in which the conditioned air blows intensively toward the upper body of the front seat occupant.

By operating the louver motor 146 in the reverse rotation direction to the above, as shown in FIG. 33, the flat plate 145 is located on the outer wall surface of the centralized diffusion grills 120 and 130 at the most front side of the vehicle (front seat). When it is located on the side away from the occupant, the first louver 141 faces to the right (in the direction of removing the front occupant), the second louver 141 faces upward (toward the center), and the third louver 141 faces left (to the front). By turning to the direction of the seat occupant), the air-conditioning air blown from the centralized diffusion grills 120 and 130 is set to the wide blowing mode in which the conditioned air blows to the entire vehicle interior. Then, the first to third louvers 141 swing around the fulcrum by repeating the normal rotation and the reverse rotation of the louver motor 146. This wide blowout mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is long, or the wind speed or the air volume ratio in the rear seat occupant direction or the face direction of the rear seat occupant is large. .

Fifth Embodiment FIGS. 34 and 35 show a fifth embodiment of the present invention. FIG. 34 is a diagram showing an instrument panel of a vehicle, and FIG. 35 is a face duct of an air conditioning unit. FIG.

In the present 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.

The face duct 160 has each F
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 side and the passenger 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 this 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).

The FACE door 171 is moved to the open side, and the driver's seat side and the passenger's seat side middle FACE door 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). This wide blowout mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is long, or the wind speed or the air volume ratio in the rear seat occupant direction or the face direction of the rear seat occupant is large. .

It should be noted that FACE is placed in face duct 160.
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. 36 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 in 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 this 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. 36, the case 202, the first drum 211, and the second drum 21
When the center axes of 2 are substantially coincident, the blowout direction of the conditioned air is obliquely upward, and blows out locally in the direction of the face of the rear passenger. In addition, by rotating the first drum 211 and the second drum 212 counterclockwise with respect to the center axis of the case 202, the blowing direction of the conditioned air becomes downward,
It blows out locally in the direction of the upper body of the rear passenger. In this blowing mode, the swing stop time in the rear seat occupant direction of the present invention increases, or the occupant concentrated blowing time increases,
This corresponds to an air-conditioning mode in which the wind speed or the flow rate in the direction of the rear passenger or the face of the rear passenger increases.

[Seventh Embodiment] FIGS. 37 and 38 show a seventh embodiment of the present invention.
FIG. 8 shows 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.

Accordingly, the air blowing louver 220 is supported at two points by the rotating shaft 231 of the motor 230 and the bearing pin 233, and is provided so as to be able to swing vertically about the rotating shaft O. It is configured to be able to change the blowing direction of the conditioned air blown from the outlet. And, the blowing mode in which the blowing direction of the conditioned air is directed to the rear seat occupant direction, the swing stop time in the seated occupant direction of the present invention is longer, or the occupant concentration blowing time is longer, the occupant direction or the occupant face. This corresponds to an air-conditioning mode in which the wind speed or the air volume ratio in the direction increases.

[Configuration of Eighth Embodiment] FIGS. 39 to 4
2 shows an eighth embodiment of the present invention, FIG. 39 is a view showing an instrument panel, and FIG. 40 is a view showing an air outlet duct, a support frame and a rotary valve.

In the present embodiment, an air conditioning unit 302 for air-conditioning the interior of the vehicle is installed at the lower part 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 surface of the blow-out duct 304. The louver support frame 306 blows out 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 central portion of the air outlet 303 is completely closed by the rotary valve 310 as shown in FIG. Also, at the left and right ends of the air outlet 303, FIGS.
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. .

On the other hand, the rotary valve 3 is controlled by the actuator.
When the air outlet 10 is driven to the rotation 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. 42 (a) to 42 (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. This wide blowout mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is long, or the wind speed or the air volume ratio in the rear seat occupant direction or the face direction of the rear seat occupant is large. .

[Ninth Embodiment] FIG. 43 shows a ninth embodiment of the present invention, and FIGS. 43 (a) to 43 (e) are views showing a modification of the rotary valve.

Each of the rear edges 314 of the rotary valve 310 shown in FIGS. 43 (a) to 43 (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,
The front edge 323 of the rotary valve 310 in FIG. 43 (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.

The rotary valve 310 shown in FIG.
The front edge 324 is formed in a V-shape, which is opposite to the rotary valve 310 in FIG. 43 (c), and the amount of blown air-conditioned air gradually increases from the left and right ends toward the center. The height of the front edge 325 of the rotary valve 310 in FIG. 43 (e) gradually decreases linearly from the left end to the right end, and the amount of air-conditioned air blows gradually from the left end to the right end. It is increasing.

[Tenth Embodiment] FIG. 44 shows a tenth embodiment of the present invention.
FIG. 44 is a view showing a swing mechanism for swinging two center grills in a left-right direction with a single louver motor in a double-opened manner.

In the first embodiment, as shown in FIG.
The left and right swing of the wind direction variable louver 43 is realized by using one stepping motor 43a for 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 link plates 50 with a rack 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.

Note that each of the wind direction 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 blowout mode in which the conditioned air blown from 2,522 is directed to the rear seat direction increases the swing stop time in the rear seat occupant direction of the present invention or the rear occupant direction or the face direction of the rear occupant. This corresponds to an air-conditioning mode in which the wind speed or the air volume ratio increases.

In the present 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, the variable wind direction louvers 51 of the center grills 510 and 520 on the two sides of the driver's seat and the passenger's seat are provided.
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. 44, one louver motor 501 uses a rack-and-pinion mechanism, and two wind louvers 5 of the driver-side and passenger-side center grills 510 and 520 have respective louvers 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 a storage member such as a dashboard while being rotatably supported in the left-right direction, and each center and side grill may be mounted to a storage member such as a dashboard while being rotatably supported in a vertical direction. May be attached. In this case, the grill body may be swung as the blowout state changing device. In addition, a blowing state changing device such as a wind direction variable means (a variable wind direction louver or a variable wind direction grill) is provided at an air outlet provided in a vehicle side surface in the vehicle interior, a central portion (for example, near a console box) in the vehicle interior, or a ceiling portion of the vehicle. May be.

In the present 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 this 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 blow state changing device such as a swing louver, a method of counting pulses sent to a stepping motor or a method of detecting a blow state change device using a servo motor 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, it is assumed that the cold air blown from the passenger side center grill 41 is directed to the driver side rear seat, the passenger side rear seat or the center of the rear seat, and is blown out from the passenger side side grill 42. It was assumed that the cold air was directed between the driver's seat rear seat or the passenger's seat rear seat or the side window and the passenger's seat rear seat, but after either the driver's seat rear seat or the passenger's seat rear seat. If it is known in advance that the air conditioning is to be performed with priority given to the seat, this may be set in advance, so that the comfort of the occupant sitting in the seat may be improved particularly quickly. For example, the control for improving the comfort of the rear seats at the beginning of the cool-down may be performed, for example, by directing the wind direction of the cold air blown from the center grill 41 on the passenger seat side only to the occupant direction of the rear seat on the driver seat side.

In the first embodiment, the air-conditioning control is performed so as to immediately return to the normal swing range determination control when the cool-down determination is deviated, but the swing width and swing stop time of the wind direction variable louver are gradually returned. This prevents sudden changes in the occupant's sense of warmth and enables a smooth transition to a steady state. In the first embodiment, when the temperature deviation between the set temperature in the vehicle compartment and the temperature in the vehicle compartment is equal to or more than a predetermined value, the process shifts to the rear seat comfort improvement control in the initial stage of cooling down. Air-conditioning heat load of at least one of post-evaporation temperature, vehicle interior temperature, skin temperature, blow-out temperature, air volume, blower voltage, outlet mode, solar radiation amount, solar radiation direction, set temperature, seat temperature, steering temperature, and vehicle speed The above-mentioned control for improving the comfort of the rear seats in the above-mentioned initial stage of the cool-down may be performed until the value changes by a predetermined value or more. In addition, evaporator temperature, post-evaporation temperature, vehicle interior temperature, skin temperature, blowout temperature, air volume, blower voltage, outlet mode, solar radiation amount, temperature deviation between vehicle interior set temperature and vehicle interior temperature, seat temperature, steering When one or more of the temperatures is equal to or higher than a predetermined value or the vehicle speed is equal to or lower than a predetermined value, it is determined that the air-conditioning heat load is high, and the above-described rear-seat comfort improvement control is performed in the initial stage of the cool-down. Is also good.

Further, by providing a visual display means such as a liquid crystal monitor or a graphic or an auditory display means such as a sound or a buzzer for informing the occupant that the control for improving the comfort of the rear seat in the initial stage of the cool down is provided, the cool down control is provided. Since the cold air is directed to the rear occupant in the interior, it is possible to prevent the occupant from being mistaken for a malfunction, and to show that the occupant is performing a special function. In addition, at least one or more air-conditioning zones independently perform rear seat comfort control for initial cooling down, or
Freedom air conditioning control by independently controlling the comfort of the rear seats in the initial stage of cooling down with at least one or more of the blowing state changing devices such as swing louvers attached to the air outlets. For example, it is possible to perform air-conditioning control suited to personal preference. Further, by providing a means for canceling the air conditioning control of performing the air conditioning with the rear seat priority, when the control for improving the comfort of the rear seat in the initial stage of the cool down does not match the air conditioning feeling of the occupant, the operation of the occupant can be performed. The control for improving the comfort of the rear seats at the beginning of the cool-down may be stopped or interrupted. In this case, the air-conditioning state in the passenger compartment can be made to correspond to personal preference by the operation of the occupant.

In the first embodiment, the cool air blown from the passenger side center grill 41 and the passenger side side grill 42 are directed to the rear seat.
1 or the driver's seat side side grill 42 may be directed to the rear seat by directing the cool air blown from the grill to the rear seat, and by operating the air outlet mode switching means on the passenger seat side, the rear seat or the middle seat is provided. The air-conditioning air blowing ratio to the upper body of the occupant may be made larger than that of the front seat, or the air conditioner may be switched to the outlet mode in which the air conditioning to the upper body of the rear or middle occupant becomes stronger. Further, by operating the outlet temperature changing means on the passenger seat side, the outlet temperature may be changed in a direction in which the air conditioning of the rear seat or the middle seat becomes stronger.

In the first embodiment, whether or not an occupant is present in the passenger seat is determined based on the seat belt wearing signal. However, when a predetermined load is applied to the seat cushion of the passenger seat, it is determined that the passenger is seated, and the occupant is determined. If it is determined that the occupant is seated (seated), an occupant presence signal is output to the air conditioner ECU 50, and if it is determined that the occupant is absent, a seat switch that outputs an occupant absence signal to the air conditioner ECU 50 is installed (equipped) in the passenger seat. Is also good. Here, as the occupant absence detecting means for detecting or estimating that the passenger seat is absent, or as the occupant information detecting means for detecting that the driver-side rear seat or the passenger-side rear seat is occupied, In addition to the above seat belt wearing signal and seat switch, an in-vehicle image detecting means such as an infrared sensor for detecting infrared rays emitted from the occupant, a CCD for identifying a human shape and detecting the presence or absence of the occupant, or One or more of the ultrasonic sensors may be used.

Further, the presence or absence of the occupant may be estimated from the occupant getting on and off using a door opening / closing signal generated when the vehicle door is opened / closed. In addition, by using various switch input signals generated by operating existing operation switches that are installed near the passenger seat or near the rear seat and cannot be easily input unless the occupant is present,
The occupant presence or absence may be estimated. Among these, examples of using sensors that do not currently have equipment on the vehicle and need to be newly installed on the vehicle were explained, but in recent years, accurate detection of the airbag has been performed to detect the presence of occupants. The setting of occupant information detecting means (occupant sensor) such as means or occupant absence detecting means is increasing, and the use of this occupant sensor allows the rear seats in the initial stage of cool-down to perform rapid cooling in the vehicle compartment without a large increase in cost. Comfort can be improved.

In the first embodiment, the driver side, the passenger side center louvers 43 and 46 of the driver side and the passenger side center grille 41 and the driver side and the passenger side side grille 4 are provided.
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. 45 (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. 17, 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.

Further, by operating the blowout state changing device (the blower 4 and the passenger side center, side louvers 43 and 46), the feeling of the wind speed felt by the rear or middle occupant is made stronger than that of the front occupant. May be. To direct the air-conditioned wind toward the rear seat means that the swing stop time in the occupant direction is increased or the time or range of the slow swing in the rear or middle occupant direction is increased (FIG. 4
6) or increase the occupant concentration blowing time,
Alternatively, the blowing range or swing range in the direction of the rear or middle seat occupant may be reduced, or the wind speed in the direction of the rear or middle seat occupant or the direction of the occupant face may be increased. By using these air-conditioning means to control the comfort of the rear seats in the initial stage of cool-down as described above, the comfort of the rear or middle occupants can be improved while suppressing the annoyance of the wind more mildly. Can be. In addition, when air conditioning is to be performed with priority given to the rear seats, by changing to a FACE mode or a wide blowing mode in which the wind easily reaches the rear seats, the comfort of the rear seat occupants can be improved more quickly.

[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 flowchart showing swing louver control by the air conditioner ECU (first embodiment).

FIG. 12 is a characteristic diagram showing a cool-down determination by the air-conditioning ECU (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 schematic diagram showing a swing range at the time of air conditioning steady state (first embodiment).

FIG. 15 is a schematic diagram showing a swing range at the time of steady air conditioning (first embodiment).

FIG. 16 is a characteristic diagram illustrating a correction coefficient of a swing range with respect to a solar radiation left-right ratio (first embodiment).

FIG. 17 is a characteristic diagram showing a relationship between each air conditioning heat load and a total stop time (first embodiment).

FIG. 18 is an explanatory diagram showing initialization during swing louver control (first embodiment).

FIG. 19 is a schematic diagram showing a swing stop direction in a transition to air conditioning and in a driver seat priority air conditioning mode (first embodiment).

FIG. 20 is a schematic diagram showing a swing stop direction in a transition to air conditioning and in a driver seat priority air conditioning mode (first embodiment).

FIG. 21 is a schematic diagram illustrating a swing stop direction during a transition to air conditioning and a rear seat priority air conditioning mode (first embodiment).

FIG. 22 is a schematic diagram showing a swing stop direction when air conditioning is excessive and in a rear seat priority air conditioning mode (first embodiment).

FIG. 23 is a schematic diagram showing a swing stop direction in a transition to air conditioning and in a rear seat priority air conditioning mode (first embodiment).

FIG. 24 is a schematic diagram showing a swing stop direction when air conditioning is excessive and in a rear seat priority air conditioning mode (first embodiment).

FIG. 25 is a schematic diagram illustrating a swing stop direction in a rear seat priority air conditioning mode when air conditioning is excessive (first embodiment).

FIG. 26 is a schematic diagram showing a swing range when air conditioning is excessive and in a rear seat priority air conditioning mode (first embodiment).

FIG. 27 is a schematic diagram showing a swing range when air conditioning is excessive and in a rear seat priority air conditioning mode (first embodiment).

FIG. 28 is a front view showing an air conditioner operation panel (second embodiment).

FIG. 29 is a schematic diagram showing a configuration of a blowout state changing device (third embodiment).

FIG. 30 is a schematic diagram showing a configuration of a blowout state changing device (third embodiment).

FIG. 31 is a perspective view showing a configuration of a blowing state changing device (fourth embodiment).

FIG. 32 is an explanatory diagram showing a case where the state of blowing from the centralized diffusion grill is a spot blowing mode (fourth embodiment).

FIG. 33 is an explanatory diagram showing a case where the blow-out state from the centralized diffusion grill is a wide blow-out mode (fourth embodiment).

FIG. 34 is a front view showing an instrument panel of a vehicle (fifth embodiment).

FIG. 35 is a schematic view showing a face duct of an air conditioning unit (fifth embodiment).

FIG. 36 is a sectional view showing a vehicle drum ventilator (sixth embodiment).

FIG. 37 is a perspective view showing an air blowing louver (No. 7).
Embodiment).

FIG. 38 is a cross-sectional view showing an air blowing louver (seventh embodiment).
Embodiment).

FIG. 39 is a front view showing an instrument panel (eighth embodiment).

FIG. 40 is a view showing an outlet duct, a support frame, and a rotary valve (eighth embodiment).

FIGS. 41A to 41C are cross-sectional views showing a rotation position of a rotary valve in a spot blowing mode (eighth embodiment).

FIGS. 42A to 42C are cross-sectional views showing the rotation position of the rotary valve in the wide blowing mode (eighth embodiment).

FIGS. 43A to 43E are perspective views showing modified examples of the rotary valve (ninth embodiment).

FIG. 44 is a schematic view showing a swing mechanism for swinging two center grills in a double-opening manner in the left-right direction with one louver motor (tenth embodiment).

FIG. 45A is a time chart showing an operation pattern of a random swing, and FIG. 45B is a diagram showing an OFF time sequence (another embodiment).

FIG. 46 is a schematic diagram showing a swing range when air conditioning is excessive and in a rear seat priority air conditioning mode (another embodiment).

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Air-conditioning unit 2 Air-conditioning duct 4 Blower (air-conditioning means, blower, blowing state changing means) 15 A / M door on driver side (air-conditioning means, blowing temperature changing means) 16 A / M door on passenger seat side (air-conditioning means, blowing temperature) Changing means) 21 driver seat center FACE outlet 22 driver seat side FACE outlet 24 driver seat side outlet switching door (air conditioning means, outlet mode switching means) 25 driver seat side outlet switching door (air conditioning means, blowing) Exit mode switching means) 26 Driver seat side air outlet switching door (air conditioning means, air outlet mode switching means) 31 Passenger seat side center FACE air outlet 32 Passenger seat side FACE air outlet 35 Passenger seat side air outlet switching door (Air conditioning means , Air outlet mode switching means) 36 passenger side air outlet switching door (air conditioning means, air outlet mode switching means) 41 driver side, passenger side center grille 42 operation Seat side, passenger side side grille 43 Driver side center louver, side louver (air conditioning means, outlet state changing means) 43 Passenger side center louver, side louver (air conditioning means, outlet state changing means) 46 Driver side center louver, side louver (air conditioning means) , Blowout state changing means) 46 Front passenger side center louver, side louver (air conditioning means, blowing state changing means) 50 Air conditioner ECU (air conditioning control means, occupant absence judging means, heat load judging means) 58 DUAL switch (switch 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 CS01

Claims (18)

[Claims] (A) an air conditioning unit configured to blow out conditioned air from a plurality of outlets into a vehicle compartment; (b) at least one or more air conditioning means in the air conditioning unit; and (c) operation by an occupant. Switch means capable of setting a place for air conditioning with priority; and (d) occupant absence determination means for determining whether or not the passenger seat is absent. The occupant absence determination means determines whether the passenger seat is absent. An air conditioner for a vehicle, comprising: an air conditioning control unit that performs an air conditioning control that preferentially air-conditions a predetermined place set by the switch unit when it is determined that there is an air conditioner. 2. The vehicle air conditioner according to claim 1, wherein the predetermined location is a rear seat, a driver seat rear seat, a passenger seat rear seat, an intermediate seat, or a driver seat. Characteristic vehicle air conditioner. 3. The vehicle air conditioner according to claim 1, wherein the determination that the front passenger seat is absent is performed by a seat switch, an infrared sensor, a vehicle interior image detecting unit,
An air conditioner for a vehicle, wherein the air conditioner is determined by using one or more occupant information detecting means among a seat belt wearing signal, a door opening / closing signal, various switch input signals, and an ultrasonic sensor. 4. An air-conditioning unit configured to blow air-conditioned air from a plurality of outlets into a vehicle compartment, (b) at least one air-conditioning unit in the air-conditioning unit, and (c) operation by an occupant. (D) a heat load determining means for determining whether or not the air conditioning heat load in the vehicle compartment is high, wherein the heat load determining means has a high air conditioning heat load. An air-conditioning control unit that performs air-conditioning control that prioritizes a predetermined place set by the switch unit when the determination is made. 5. The vehicle air conditioner according to claim 4, wherein the predetermined location is a rear seat, a driver side rear seat, a passenger side rear seat, an intermediate seat, or a driver seat. Characteristic vehicle air conditioner. 6. The vehicle air conditioner according to claim 4, wherein the conditions for determining that the air conditioning heat load is high include: after-evacuation temperature, vehicle interior temperature, skin temperature, blow-out temperature, air volume, and the like.
Blower voltage, outlet mode, solar radiation, solar radiation direction, set temperature, temperature deviation between set temperature and vehicle interior temperature, seat temperature,
An air conditioner for a vehicle, wherein at least one of an air conditioning heat load among a steering temperature and a vehicle speed changes by a predetermined value or more. 7. The vehicle air conditioner according to claim 4, wherein the time when it is determined that the air conditioning heat load is high includes a temperature of an evaporator, a temperature immediately downstream of the evaporator, a vehicle interior temperature, and a skin temperature. At least one of at least one of a temperature, an air temperature, an air volume, a blower voltage, an outlet mode, an insolation amount, a temperature deviation between a vehicle interior temperature and a vehicle interior temperature, a seat temperature, a steering temperature, or a vehicle speed is a predetermined value. An air conditioner for a vehicle, characterized in that: 8. The vehicle air conditioner according to claim 1, wherein said air conditioning control means performs air conditioning control for giving priority to said predetermined place for air conditioning with the passage of time. An air conditioner for a vehicle, wherein a degree of correction is reduced. 9. The air conditioner for a vehicle according to claim 1, wherein said air conditioning control means performs at least one or more air conditioning controls for prioritizing said predetermined location for air conditioning. An air conditioner for a vehicle, which can be operated independently in an air conditioning zone. 10. The vehicle air conditioner according to claim 1, wherein said air conditioning control means performs at least one or more air conditioning controls for prioritizing said predetermined location for air conditioning. An air conditioner for a vehicle, which can be operated independently by an air conditioner. 11. A visual display for notifying an occupant of the vehicle air conditioner according to any one of claims 1 to 10, which indicates that air conditioning control for performing air conditioning with priority on said predetermined place is being performed. An air conditioner for a vehicle, comprising means or an auditory display means. 12. The air conditioner for a vehicle according to claim 1, further comprising means for canceling air conditioning control for prioritizing the predetermined location for air conditioning. Vehicle air conditioners. 13. The air conditioner for a vehicle according to claim 1, wherein at least one or more air conditioners in the air conditioning unit blow air-conditioned air blown into a vehicle compartment from an air outlet. At least one or more blowing state changing means for changing the air conditioner, wherein the air conditioning is performed preferentially at the predetermined place, and the swing stop time in the direction of the occupant who gets on the predetermined place increases, or More time or range to swing slowly in the direction, or longer occupant concentration blowout time, or lesser blowout range in the occupant direction or swing range in the occupant direction; or An air conditioner for a vehicle, characterized in that the wind speed or the air volume ratio in the direction of the occupant face increases. 14. The air conditioner for a vehicle according to claim 1, wherein at least one air conditioner in the air conditioning unit has at least one air outlet for switching an air outlet mode. The mode switching means, wherein the air conditioning is performed preferentially at the predetermined location, wherein the air outlet to the upper body of the occupant who gets on the predetermined location becomes stronger or the air flow rate to the upper body of the occupant increases. A vehicle air conditioner characterized by switching to a mode. 15. The air conditioner for a vehicle according to claim 1, wherein at least one air conditioner in the air conditioner unit has a temperature of an air-conditioned air blown out from an air outlet into a vehicle compartment. At least one or more of the outlet temperature changing means for changing the air temperature. The air conditioner preferentially air-conditions the predetermined location. An air conditioner for a vehicle, characterized in that the air conditioner is changed. 16. The air conditioner for a vehicle according to claim 1, wherein at least one or more air conditioning means in said air conditioning unit blows air-conditioned air blown into a vehicle compartment from an air outlet. At least one or more blowing state changing means for changing the air conditioner, wherein the air conditioning with priority given to the predetermined place is characterized by increasing a sense of wind speed felt by an occupant in the predetermined place. Vehicle air conditioners. 17. The vehicle air conditioner according to any one of claims 1 to 16, wherein said switch means adjusts the temperature in the vehicle cabin independently on a driver's seat side and a passenger's seat side. An air conditioner for a vehicle, which is an independent air conditioning switch capable of setting left and right independent air conditioning. 18. A vehicle air conditioner according to claim 1, wherein said air conditioning means or said air outlet state change on a passenger seat side is provided for preferentially air conditioning said predetermined location. A vehicle air conditioner, wherein the air outlet mode switching means or the outlet temperature changing means is used.