JP2002144863A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic air conditioning system capable of anti- fogging control at low cost and with high fuel economy. SOLUTION: When a vehicle occupant who is concerned about fuel economy keeps a fuel economy improving switch in an ON condition, the occupant can conduct anti-fogging control at low cost and with low fuel consumption without a need for troublesome operation by reducing the operating rate of a compressor in a refrigerating cycle and increasing the volume or the temperature of blown- off air-conditioned air or the distributing rate of air from a DEF blowing-off opening toward a window when a fogging-prone condition of the window is satisfied. When the vehicle occupant who is not concerned about fuel economy keeps the fuel economy improving switch in an OFF condition, effective anti- fogging operation is conducted by increasing the operating rate of the compressor in the refrigerating cycle and reducing the volume or the temperature of blown-off air-conditioned air or the rate of air distribution from the DEF blowing-off opening toward the window, thereby dehumidifying air in a cabin.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first method for preventing fogging of a window by using the power of a vehicle driving means such as an engine or an electric motor which operates by consuming the running energy of the vehicle.
The present invention relates to a vehicle air conditioner provided with anti-fog means and second anti-fog means for preventing fogging of a window without using the power of a vehicle driving means.

[0002]

2. Description of the Related Art Conventionally, a vehicle air conditioner equipped with a vehicle driving means that operates by consuming the running energy of a vehicle has provided a comfortable environment for a vehicle occupant (user) such as a driver in all climates and running conditions. It is an object of the present invention to secure the driver's view, and to enable safe and comfortable driving by preventing the fogging of the window or removing the fogging of the window.

[0003] Here, in Japanese Unexamined Patent Application Publication Nos. 11-5439 and 6-227247, when a condition in which the window is liable to be fogged is satisfied, a refrigeration system which uses the power of a traveling engine to prevent the window from fogging. 2. Description of the Related Art An air conditioner for a vehicle has been proposed which controls an operation rate of a compressor of a cycle to be increased.

[0004]

However, in the conventional air conditioner for a vehicle, when the condition that the window is easily fogged is satisfied, the operation rate of the compressor is increased to prevent the window from being fogged. When operated, the power of the engine is required, so that fuel economy (fuel economy) is deteriorated and the mileage of the vehicle is reduced. For this reason, a vehicle occupant who cares about fuel efficiency may repeatedly turn on or off the operation switch (A / C switch) of the compressor of the refrigeration cycle, and such an operation is difficult for the vehicle occupant. There is a problem that the user feels troublesome.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to reduce the fogging of a window or to reduce the fogging of a window, while keeping a vehicle occupant who cares about fuel economy from feeling annoying. An object of the present invention is to provide a vehicle air conditioner capable of performing fuel-efficient anti-fog control.

[0006]

According to the first aspect of the present invention, the first anti-fog means automatically increases the anti-fogging capability when the condition that the window is easily fogged is satisfied, or the second anti-fog ability is automatically increased. By providing anti-fogging control selection means that can selectively switch whether to automatically increase the anti-fogging capacity of the anti-fogging means, the vehicle occupant who cares about fuel efficiency repeatedly performs cumbersome manual operations. And economical anti-fog control.
As a result, fogging is less likely to occur in the window, or the fogging of the window is cleared, whereby low-cost, low-fuel-consumption anti-fog control can be performed.

According to the second aspect of the present invention, automatically increasing the anti-fogging capability of the first anti-fog means means automatically increasing the operating rate of the compressor of the refrigeration cycle or the compressor of the refrigeration cycle. It is characterized in that the operation of is automatically started. Thereby, the compressor is operated by the power of the vehicle driving means, and the low-humidity conditioned air dehumidified when the air passes through the evaporator toward the window from the air outlet of the air conditioning duct is blown out,
The window becomes less cloudy.

According to the third aspect of the present invention, automatically increasing the anti-fog capability of the second anti-fog means means that the amount of air-conditioned air blown from the outlet of the air-conditioning duct to the window, the temperature of the blown air, or the distribution of air-conditioned air. It is characterized in that the wind ratio or the blowing wind speed is automatically increased. This makes the window less fogging. According to the fourth aspect of the present invention, it is desirable to use, as the anti-fogging control selection means, a low-fuel-efficiency switch for instructing to reduce the operating rate of the compressor and perform low-fuel-consumption anti-fog control. As a result, reflecting the will or desire of the vehicle occupant who cares about fuel economy,
By automatically reducing the anti-fog capacity of the anti-fog means and automatically increasing the anti-fog capacity of the second anti-fog means, the amount or temperature of the air blown from the air outlet of the air-conditioning duct to the window or A low-cost, low-fuel-consumption anti-fog control that automatically raises the air distribution ratio or the blow-off wind speed makes it possible to prevent fogging in the window.

According to the fifth aspect of the present invention, it is desirable to use, as the anti-fogging control selection means, an air outlet switching means for instructing to release the blowing from the air outlet of the air conditioning duct to the window. Thus, the anti-fog capability of the first anti-fog means is automatically increased, reflecting the will or desire of the vehicle occupant who cares about the blow-out from the air outlet of the air conditioning duct to the window, and the second anti-fog means By automatically reducing the anti-fogging ability, it is possible to prevent the fogging of the window with the best anti-fogging control of dehumidifying the interior of the vehicle.

According to the invention described in claim 6, the first air-conditioning operation switch for instructing whether to increase the anti-fogging ability of the first anti-fog means and whether to increase the anti-fogging ability of the second anti-fog means By simultaneously operating the second air-conditioning operation switch for instructing the operation, or by operating the first air-conditioning operation switch for a long time, or by operating the second air-conditioning operation switch for a long time,
It is characterized by selectively switching between automatically increasing the anti-fog capability of the first anti-fog means and automatically increasing the anti-fog capability of the second anti-fog means.

According to the invention, the first anti-fog means or the second anti-fog means selected by the anti-fogging control selecting means.
By providing a visual display means or an audible display means for notifying the vehicle occupant of any of the anti-fog means, the anti-fog control having the highest anti-fog effect of the window or the economical anti-fog control can be provided. A vehicle occupant can be notified that any control is being performed.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Structure of First Embodiment] FIGS. 1 to 9 show a first embodiment of the present invention, and FIG. 2 is a diagram showing an entire structure of an automatic air conditioner system. 3
(A) is a diagram showing an instrument panel of a vehicle,
FIGS. 3B and 3C show the A / C switch, and FIG. 4 shows the air conditioner operation panel.

The vehicle air conditioner of the present embodiment, that is, the so-called car air conditioner, air-conditions the interior of a vehicle such as an automobile equipped with vehicle driving means such as a driving engine that operates by consuming running energy (fuel) of the vehicle. This is an automatic air-conditioning system configured to control each air-conditioning means (actuator) in the air-conditioning unit 1 to be controlled by an air-conditioning control device (hereinafter, referred to as an air-conditioning ECU) 10. The air conditioning unit 1 controls the temperature of the driver's seat (including the rear seat on the right side of the vehicle) and the air conditioning zone on the passenger seat (including the rear seat on the left side of the vehicle), changes the air outlet mode, and the like. It is an air conditioner unit that can be performed independently of each other.

The air-conditioning unit 1 has an air-conditioning duct 2 disposed in the front of the interior of the vehicle. On the upstream side of the air conditioning duct 2, an inside / outside air switching door 3 and a blower 4 are provided. The inside / outside air switching door 3 is a servo motor 5
This is a suction port switching means that is driven by an actuator such as the above to change the opening degree (so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7.

The blower 4 is a centrifugal blower which is driven to rotate by a blower motor (blower drive means) 9 controlled by a blower drive circuit 8 to generate an airflow toward the vehicle interior in the air conditioning duct 2. In addition, blower 4
Is air conditioning that is blown out from each of the driver side and passenger side air outlets described later toward the driver side and passenger side air conditioning zones (especially the inside of the driver side and passenger side front window) in the passenger compartment. A blowing air amount changing means or a blowing air speed changing means for changing a blowing air amount or a blowing air speed is constituted.

At the center of the air conditioning duct 2, an air conditioning duct 2
An evaporator (cooling heat exchanger) 41 for cooling the air passing through the inside is provided. The first and second air passages 11 and 12 are located downstream of the evaporator 41 in the air.
Is provided with a heater core (heating heat exchanger) 42 for exchanging heat with the cooling water of the engine for heating the air passing therethrough. Note that the first and second air passages 11 and 12 are partitioned by a partition plate 14. Further, for example, in a vehicle air conditioner used for a vehicle that travels using electric power, the evaporator may be changed to a Peltier element.

On the air upstream side of the heater core 42, a driver side and a passenger side air mix (A) for independently controlling the temperature of the driver side air conditioning zone and the passenger side air conditioning zone in the vehicle cabin. / M) Doors 15, 16 are provided. A / M doors 15 and 16 on the driver's seat side and the passenger seat side
Are driven by actuators such as servo motors 17 and 18 to drive the driver's seat side and the passenger seat side, which will be described later, to the driver's seat side and the passenger seat side air conditioning zone (particularly the driver's seat side and the passenger seat side). A driver-side and passenger-side side outlet temperature varying means for changing the outlet temperature of the conditioned air blown toward the inner surface of the front window).

Here, the evaporator 41 of the present embodiment
Is a component of the refrigeration cycle. The refrigeration cycle corresponds to the first anti-fog means of the present invention,
A refrigerant compressor (compressor) that is driven by a belt on an output shaft of a vehicle running engine mounted in an engine room of a vehicle and compresses and discharges the refrigerant, and a refrigerant that condenses and liquefies the refrigerant discharged from the compressor A condenser (condenser), a liquid receiver (receiver) for separating liquid refrigerant flowing from the condenser into gas and liquid, an expansion valve (expansion valve) for adiabatically expanding the liquid refrigerant flowing from the receiver, and an expansion valve. The above-described evaporator (refrigerant evaporator) is configured to evaporate and vaporize the gas-liquid two-phase refrigerant flowing from the valve.

Among these, the compressor is an air conditioner E
The rotational power from the engine is intermittently controlled by the electromagnetic clutch controlled by the CU 10. When the electromagnetic clutch is turned on and the compressor starts, the evaporator 41 cools and dehumidifies the air passing through the air-conditioning duct 2, thereby lowering the vehicle interior humidity and making the inner surfaces of the windows including the front window less cloudy. . In the present embodiment, an electromagnetic type that performs variable capacity control based on a control signal output in accordance with a comparison result between a post-evaporation temperature (TE), which is a detection value of the post-evaporation temperature sensor 74, and a target post-evaporation temperature (TEO). A variable displacement compressor having a displacement control valve is used.

As shown in FIGS. 2 and 3, the driver side defroster (DEF) outlet 20 and the driver seat are located at the downstream end of each outlet duct communicating with the downstream side of the first air passage 11. Side center face (FACE) outlet 2
1. A driver-side side face (FACE) outlet 22 and a driver-side foot (FOOT) outlet 23 are open. As shown in FIGS. 2 and 3, a passenger side defroster (DEF) outlet 30 is provided at the downstream end of each of the outlet ducts communicating with the downstream side of the second air passage 12.
A passenger side center face (FACE) outlet 31, a passenger side side face (FACE) outlet 32, and a passenger side foot (FOOT) outlet 33 are open. The driver and passenger side DEF outlets 20 and 30 constitute air outlets for blowing out conditioned air (mainly warm air) to the front window, and the driver and passenger side FACEs.
The outlets 22 and 32 constitute outlets for blowing conditioned air (mainly warm air) to the side windows.

In the first and second air passages 11 and 12, the driver side and the passenger side side air outlet modes for setting the air outlet mode for the driver side and the passenger side in the vehicle compartment independently of each other. Exit switching doors 24-26, 34-36 are provided. Then, the driver side and the passenger side side air outlet switching doors 24-26, 3
Reference numerals 4 to 36 denote mode switching doors driven by actuators such as the servomotors 28, 29, 38, and 39 to switch between the driver-side and the passenger-side outlet modes.

Here, the air outlet modes on the driver's seat side and the passenger seat side include a FACE mode, a B / L mode, and a FOOT mode.
Mode, F / D mode, DEF mode, and the like. In addition,
The driver-side and passenger-side outlet switching doors 24 and 34 correspond to the second anti-fog means of the present invention, and open and close the driver-side and passenger-side DEF outlets 20 and 30 independently of each other. The driver and passenger side defroster doors capable of driving the servo motors 28 and 38 which drive the defroster doors to prevent fogging or frosting on the windows or to provide effective control for removing fogging or frosts on the windows. The means constitutes an actuator.

The air conditioner ECU 10 corresponds to the anti-fog control means of the present invention, and is a battery which is a vehicle-mounted power supply mounted on the vehicle when an ignition switch for starting and stopping the engine is turned on (IG ON). Arithmetic processing and control processing are started when DC power is supplied from a power supply (not shown). Air conditioner ECU1
2, as shown in FIG. 2 and FIG. 4, each switch signal is input from various operation switches on an air conditioner operation panel 51 integrally installed on the instrument panel 50.

The air conditioner operation panel 51 includes a liquid crystal display (LCD: liquid crystal display) 52, an inside / outside air changeover switch 53, a front defroster switch (hereinafter referred to as a DEF switch) 54, a rear defroster (defogger) switch 55, and a DUAL. Switch 56, outlet mode (MODE) changeover switch 57, blower air volume changeover switch 58, A / C switch 59, AUTO switch 6
0, an OFF switch 61, a driver's seat (DRIVER) side temperature setting switch 62, a passenger's seat (PASSENGER) side temperature setting switch 63, a fuel economy improvement switch 64, and the like.

The dual switch 56 is a left / right independent control command means for commanding left / right independent temperature control for independently controlling the temperature in the driver side air conditioning zone and the temperature in the passenger side air conditioning zone. It is. Also,
The DEF switch 54 corresponds to a second air-conditioning operation switch for instructing whether to increase the anti-fog capability of the front window, and requests that the outlet mode (MODE) be fixed (set) to the DEF mode. DEF mode request means.

The MODE changeover switch 57 corresponds to a second air-conditioning operation switch for instructing whether or not to increase the anti-fog capability of the front window. , FAC
F / D mode requesting means for requesting to fix (set) one of the E mode, B / L mode, FOOT mode, and F / D mode.

On the liquid crystal display 52, a set temperature display section for visually displaying the set temperature of the driver's seat side and the passenger side air conditioning zone, an air outlet mode display section for visually displaying the air outlet mode, and a blower air volume are visually displayed. An air volume display unit and the like are provided. The liquid crystal display 52 may be provided with an outside air temperature display, a suction port mode display, and a time display. Various operation switches on the air conditioner operation panel 51 may be provided on the liquid crystal display 52.

The A / C switch 59 is, as shown in FIG. 4, a first air-conditioning operation switch for instructing the start or stop of the compressor of the refrigeration cycle. Generally, the A / C switch 59 is provided to increase the fuel efficiency by turning off the compressor to reduce the rotational power of the engine. The A / C switch 59 is turned on once it is pressed, and the visual indicator (LED) 59a is turned on (FIG. 3).
(Refer to (b)), when it is pressed next time, it turns off and LED 59a
Turns off (see FIG. 3C), and turns on when pressed again. The LED 59a is a blower air volume changeover switch 5
The light is also turned off by setting 8 to the OFF position or pressing the OFF switch 61. That is, the compressor of the refrigeration cycle is turned off.

The driver's seat side temperature setting switch 62 is a driver's seat side temperature setting means for setting the temperature in the driver's seat side air conditioning zone to a desired temperature, and comprises an up switch 62a and a down switch 62b. The passenger seat side temperature setting switch 63 is a passenger seat side temperature setting means for setting the temperature in the passenger seat side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b. further,
The low fuel consumption improvement switch 64 corresponds to the anti-fogging control selection means and the first air conditioning operation switch of the present invention, and lowers the operating rate of the compressor of the refrigeration cycle to achieve economical air conditioning considering low fuel consumption and power saving. This is an economy (ECON) switch for instructing whether to perform control.

A central processing unit (CPU) for performing arithmetic processing and control processing, a memory (ROM or EEPROM, RAM), and an I / O
A well-known microcomputer including functions such as an O port (input / output circuit) is provided, and after sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit. Are input to a microcomputer. That is, the air conditioner ECU 10 includes an inside air temperature sensor 71 as an inside air temperature detecting unit for detecting a vehicle interior temperature (inside air temperature), an outside air temperature sensor 72 as an outside air temperature detecting unit for detecting an outside air temperature (outside air temperature), and Solar radiation sensor 73 as solar radiation detecting means
Is connected.

Further, a post-evaporation temperature sensor 74 as post-evaporation temperature detection means for detecting the air temperature immediately after passing through the evaporator 41 (hereinafter referred to as post-evaporation temperature), and a cooling water temperature detection means for detecting the engine cooling water temperature of the vehicle , A humidity sensor 76 as humidity detecting means for detecting the relative humidity in the passenger compartment, a vehicle speed sensor (not shown) as vehicle speed detecting means for detecting the running speed (SPD) of the vehicle, etc. Is connected. Here, the humidity sensor 76 is housed together with the internal temperature sensor 71 in a recess formed on the front surface of the instrument panel 50 near the driver's seat. The recess is closed by a lid 50a provided with a vent.

Among these, the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporation temperature sensor 74, and the cooling water temperature sensor 75 use a temperature sensing element such as a thermistor. The insolation sensor 73 includes a driver's side insolation intensity detecting means (for example, a photodiode) for detecting an amount of insolation (insolation intensity) TS (Dr) applied to the driver's seat side air conditioning zone, and a passenger's seat side air conditioning zone. And a passenger seat side solar radiation intensity detecting means (for example, a photodiode) for detecting the amount of solar radiation (intensity of solar radiation) TS (Pa) applied to the vehicle. And in this embodiment, it has the refrigerant | coolant pressure sensor 77 which detects the high pressure side pressure of a refrigeration cycle. This refrigerant pressure sensor 77 is mounted between the receiver on the high pressure side of the refrigeration cycle and the expansion valve.

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

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of a control program (routine in FIG. 5) stored in the ROM in advance is started. At this time, the air conditioner ECU
Initialize the storage contents and the like of a data processing memory (RAM) built in the microcomputer 10 (step S1). Next, various data are read into a data processing memory (RAM). That is, switch signals from various operation switches on the air conditioner operation panel 51 and sensor signals from various sensors are input (step S2). In particular, the output signal TR corresponding to the vehicle interior temperature which is the detection value of the inside air temperature sensor 71, the output signal TAM corresponding to the outside air temperature which is the detection value of the outside air temperature sensor 72, and the insolation amount which is the detection value of the insolation sensor 73. Corresponding output signals TS (Dr), TS
(Pa), an output signal TE corresponding to the post-evaporation temperature detected by the post-evaporation temperature sensor 74 and an output signal TW corresponding to the cooling water temperature detected by the cooling water temperature sensor 75 are input.

Next, based on the above-mentioned stored data and the following equations 1 and 2, the target air outlet temperature TAO (Dr) on the driver's seat side and the target air outlet temperature on the passenger's side are obtained. TAO (Pa) is calculated (step S3).

(Equation 1)

(Equation 2)

However, Tset (Dr) and Tset
(Pa) represents the set temperature in the driver's seat side air conditioning zone and the set temperature in the passenger seat side air conditioning zone, respectively, and TS (D
r) and TS (Pa) represent the amounts of solar radiation in the driver's seat side and the passenger seat side air conditioning zones, respectively. Also, TR, TAM
Represents the vehicle interior temperature and the outside temperature, respectively. Kset, K
R, 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 driver-side and passenger-side air conditioning zones, respectively. Note that Ka (Dr), K
a (Pa) represents a gain for correcting the degree of influence of the outside air temperature TAM on each of the air conditioning temperatures in the driver's seat side air conditioning zone and the passenger seat side air conditioning zone, and CD (Dr), CD
(Pa) is a constant corresponding to the degree of influence, and C is a correction constant. Here, Ka (Dr), Ka (Pa), CD (D
r) and CD (Pa) are the shape and size of the vehicle,
It changes with various parameters such as the blowing direction of the air conditioning unit 1.

Next, the target blowing temperatures TAO (Dr), TAO on the driver's seat side and the passenger's seat side obtained in step S3.
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.
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, based on the above-mentioned stored data and the following equations (3) and (4), the driver's seat A
A / M opening SW (Dr) (%) of the A / M door 15 and A / M opening SW (Pa) (%) of the A / M door 16 on the passenger seat side
Is calculated (step S5).

(Equation 3)

(Equation 4) Here, TAO (Dr) and TAO (Pa) are the target outlet temperatures on the driver's seat side and the passenger's seat side obtained in the above step S3.
TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 74, and TW is the engine cooling water temperature detected by the cooling water temperature sensor 75.

Next, the routine of FIG. 1 is started, and window anti-fog control is performed (step S6). Next, the feedback control (PI control) is performed by feedback control (PI control) so that the target post-evaporation temperature (TEO) determined in step S6 matches the actual post-evaporation temperature (TE) detected by the post-evaporation temperature sensor 74. (Step S)
7). Specifically, a solenoid current (control current: In), which is a target value of the control current supplied to the electromagnetic solenoid of the electromagnetic displacement control valve attached to the compressor, is represented by the following equation (5).
Is calculated based on the following equation and the equation (6).

(Equation 5)

(Equation 6) Here, TE is the actual post-evaporation temperature detected by the post-evaporation temperature sensor 74, TEO is the target post-evaporation temperature obtained in step S22, and Kp is a proportional constant (for example, 0.03).
Where θ is the sampling time (for example, 1 second), Ti is the integration constant (for example, 1000), En is the current temperature deviation (° C.), En−1 is the previous temperature deviation (° C.), and In is the current temperature deviation (° C.). Where In-1 is the previous control current (A).
It is.

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 are obtained (step S8). Next, the A / M opening degree SW (D
r), SW (Pa) so that the servo motors 17, 1
The control signal is output to the control unit 8 (step S9). Next, a control signal is output to the servomotors 28, 29, 38 and 39 so as to be in the outlet mode determined in step S6 (step S10). Next, the solenoid current (control current: In) determined in step S7 is output to the electromagnetic solenoid of the electromagnetic displacement control valve attached to the compressor (step S11). After that, the process returns to the control process of step S2.

Next, window anti-fog control by the air conditioner ECU 10 will be described with reference to FIGS. Here, FIG. 1 is a flowchart showing the window anti-fog control.

In the present embodiment, as a first anti-fog means for preventing fogging of the front window, the operating rate of the compressor of the refrigeration cycle is increased and the DEF outlets 20 and 30 on the driver's side and the passenger's side are used. The humidity of the conditioned air blown into the inside of the front window is reduced.
Further, as a second anti-fog means for preventing fogging from occurring in the front window, the driver side and the passenger side DEF outlets 20 and 30 are operated by moving the driver side and the passenger side side air outlet switching doors 24 and 34. The control is performed so that the automatic FF mode is opened when the DEF outlets 20 and 30 on the driver's seat side and the passenger's seat side blow out to the inner surface of the front window or the air distribution ratio increases.

First, when the routine of FIG. 1 is started, it is determined whether or not the vehicle occupant (user) wants economical anti-fog control. That is, the low fuel consumption improvement switch 64 is
It is determined whether or not N has been set (step S21). Next, in this embodiment, since the variable displacement compressor is used, the target post-evaporation temperature (TEO) is calculated for the purpose of controlling the discharge displacement of the compressor.

That is, if the result of the determination in step S21 is N
In the case of O, the target post-evaporation temperature (TEO) is calculated using a map using the outside temperature (TAM) as a control parameter (step S22). In the calculation of the target post-evaporation temperature (TEO), the target post-evaporation temperature (TEO) is set to a lower value under the determination condition in which the front window is easily fogged when the outside air temperature is low. As a result, the operation rate of the compressor increases, and the dehumidifying ability of the evaporator 41 increases, so that the dehumidifying ability of the air in the vehicle compartment increases. Therefore, the anti-fog effect of the front window is enhanced.

Next, based on the judgment conditions of the auto F / D control 1 (see FIG. 8) which is unlikely to be in the auto F / D mode, whether to set the auto FACE mode, the auto B / L mode or the auto FOOT mode, Automatic F / D control for determining whether to set the F / D mode is performed, and the outlet mode is determined (set) based on the determination result (step S23). Thereafter, the process exits the routine of FIG.

Here, as shown in FIG. 8, when the condition (a) or the condition (b) is satisfied, the determination condition of the auto F / D control 1 is based on the characteristic diagram of FIG.
Auto FAC for driver and passenger side basic outlet modes
Even if the mode is set to one of the E mode, the auto B / L mode, and the auto FOOT mode, both the driver (Dr) side and the passenger seat (Pa) side outlet mode are set to the auto F / D mode. Judge to set.

Condition (a) of auto F / D control 1 in FIG.
Is the driver's seat (Dr) when all of the following 5 conditions are satisfied
Both the outlet mode on the passenger side and the passenger seat (Pa) side are auto F /
Set (determine) to D mode. The five conditions are (1) f1
(TW) = 1, (2) f2 (TAMDISP) = 1,
(3) f3 (TSDr) = 1, (4) f7 (TAOBR)
Dr) = 1 and (5) f9 (RHW) = 1. Also,
The condition (b) of the automatic F / D control 1 shown in FIG. 8 is such that when all of the following six conditions are satisfied, the driver's seat (Dr) side and the passenger seat (P
Set (determine) both the outlet mode on the a) side to the auto F / D mode. The six conditions are (1) f1 (TW) = 0,
(2) f5 (TAMDISP) = 1, (3) f6 (TS
(Dr) = 1, (4) f7 (TAOBRDr) = 1,
(5) f8 (SPD) = 1, (6) f9 (RHW) = 1
It is.

If the result of the determination in step S21 is YES
In the case of (1), the target post-evaporation temperature (TEO) is calculated using a map using the outside temperature (TAM) as a control parameter (step S24). In the calculation of the target post-evaporation temperature (TEO), the target post-evaporation temperature is set higher under the determination condition that the front window is easily clouded at a low outside air temperature.
As a result, the operation rate of the compressor decreases, and the dehumidifying ability of the evaporator 41 decreases, so that the dehumidifying ability of the vehicle interior air decreases. Therefore, fuel efficiency can be improved while preventing fogging of the front window.

Next, based on the judgment conditions of the auto F / D control 2 (see FIG. 9) which is likely to be in the auto F / D mode, whether to set the auto FACE mode, the auto B / L mode or the auto FOOT mode, Automatic F / D control for determining whether to set the F / D mode is performed, and the outlet mode is determined (set) based on the determination result (step S25). Thereafter, the process exits the routine of FIG.

Here, as shown in FIG. 9, when the condition (a) or the condition (b) is satisfied, the determination condition of the automatic F / D control 2 is based on the characteristic diagram of FIG.
Auto FAC for driver and passenger side basic outlet modes
Even if the mode is set to one of the E mode, the auto B / L mode, and the auto FOOT mode, both the driver (Dr) side and the passenger seat (Pa) side outlet mode are set to the auto F / D mode. Judge to set.

Condition (a) of auto F / D control 2 in FIG.
Is the driver's seat (Dr) when all of the following 5 conditions are satisfied
Both the outlet mode on the passenger side and the passenger seat (Pa) side are auto F /
Set (determine) to D mode. The five conditions are (1) f1
(TW) = 1, (2) f2 (TAMDISP) = 1,
(3) f3 (TSDr) = 1, (4) f7 (TAOBR)
Dr) = 1 and (5) f9 (RHW) = 1. Also,
The condition (b) of the auto F / D control 2 shown in FIG. 9 is as follows. When all of the following six conditions are satisfied, the driver's seat (Dr) side and the passenger's seat (P
Set (determine) both the outlet mode on the a) side to the auto F / D mode. The six conditions are (1) f1 (TW) = 0,
(2) f5 (TAMDISP) = 1, (3) f6 (TS
(Dr) = 1, (4) f7 (TAOBRDr) = 1,
(5) f8 (SPD) = 1, (6) f9 (RHW) = 1
It is.

Here, TW in FIGS. 8 and 9 is the engine coolant temperature detected by the coolant temperature sensor 75, and TAW
MDISP is the outside air temperature detected by the outside air temperature sensor 72, TSDr is the amount of solar radiation detected by the insolation sensor 73, TAOBRDr is the target outlet temperature on the driver's seat side, and SP
D is a vehicle speed which is a detection value of a vehicle speed sensor, and RH25 is a comfortable humidity (relative humidity equivalent to 25 ° C.) of a relative humidity in the vehicle compartment.
RHW25 is a saturated absolute humidity equivalent to 25 ° C.

RH25 and RHW25 are given by the following equation (7).
The calculation can be performed based on the following calculation expression and the calculation expression of Expression 8.

(Equation 7) Here, RH is the relative humidity detected by the humidity sensor 76, and f (TR) is a function of the vehicle interior temperature TR detected by the internal temperature sensor 71.

(Equation 8) Here, f (TWG) is a function of the window temperature TWG. The window temperature is represented by a function of the vehicle interior temperature (TR), the amount of solar radiation (TS), the outside air temperature (TAM), and the vehicle speed (SPD). In rainy weather, the window temperature (TWG)
= Outside temperature (TAM).

[Features of the First Embodiment] As described above, in the automatic air-conditioning system according to the present embodiment, the vehicle occupant (user) who cares about the automatic F / D control or the fuel consumption is instantaneous without concern. When the fuel efficiency improvement switch 64 is turned off by the user who wants to clear the fogging of the front window, the target post-evaporation temperature (TEO) is set under the condition that the fogging easily occurs in the front window at the low outside air temperature. By setting it lower, the operating rate of the compressor of the refrigeration cycle is increased, and the dehumidifying capacity of the evaporator 41 is increased. In addition, by using the determination condition of the auto F / D control 1 which is unlikely to be in the auto F / D mode, the low humidity conditioned air is blown from the air outlet of any one of the air conditioning duct 2 on the driver side and the passenger side. Is blown out and the air inside the vehicle is effectively dehumidified,
The front window can be effectively defogged.
As a result, it is possible to clear the fogging on the inner surface of the windshield or to prevent fogging on the inner surface of the windshield, so that the driver's view can be secured, and safe and comfortable driving can be performed.

At this time, if there is a possibility that fogging may occur in the front window, an automatic F / D mode is set and the DEF outlets 20 and 30 on the driver's seat side and the passenger's side of the air conditioning duct 2 are connected to the front window. The temperature of the conditioned air blown toward the inner surface of the front window is increased, or the amount or distribution of the conditioned air blown from the driver and passenger side DEF outlets 20 and 30 toward the inner surface of the front window so as to prevent condensation on the front window. By increasing the wind ratio,
The front window can be effectively defogged.

When the fuel efficiency improving switch 64 is turned ON by a user who cares about the fuel efficiency, the target post-evaporation temperature (TEO) is set under the condition that the front window is liable to be fogged when the outside air temperature is low. By setting it higher, the operating rate of the compressor of the refrigeration cycle is reduced, and the dehumidifying capacity of the evaporator 41 is reduced. In addition, by using the determination condition of the automatic F / D control 2 that easily causes the automatic F / D mode, the air conditioning that goes from the DEF outlets 20 and 30 on the driver's seat side and the passenger seat side of the air conditioning duct 2 to the inner surface of the windshield. Either increase the temperature of the wind or increase the amount or proportion of the conditioned air blown from the driver and passenger side DEF outlets 20 and 30 toward the inner surface of the front window so that dew condensation on the front window hardly occurs. Thereby, even if the operation rate of the compressor of the refrigeration cycle decreases and the dehumidifying ability of the evaporator 41 decreases, the front window can be effectively defogged.

As a result, it is possible to clear the fogging on the inner surface of the windshield or to prevent the fogging from occurring on the inner surface of the windshield, so that the driver's view can be secured, and safe and comfortable driving can be achieved. . Therefore, it is possible to improve the fuel efficiency while preventing the front window from fogging without repeating the troublesome manual operation for the user who cares about the fuel efficiency, for example, repeatedly turning ON / OFF the A / C switch 59. Can be.

[Second Embodiment] FIG. 10 shows a second embodiment of the present invention and is a flowchart showing window anti-fog control.

First, when the routine of FIG. 10 is started, the automatic F / D control 2 (FIG.
It is determined whether or not the automatic F / D control using the determination condition of (see) is performed (step S31). If the result of this determination is NO, the target post-evaporation temperature (TEO) is calculated using a map using the outside air temperature (TAM) as a control parameter (step S32). Next, when the operation rate of the refrigeration cycle is 0%, as shown in FIGS.
The LED 59a of the C switch 59 is turned off (turned off) (step S33). Thereafter, the process exits the routine of FIG.

Here, in the calculation of the target post-evaporation temperature (TEO) in step S32, similarly to the first embodiment, the target post-evaporation temperature is set to be higher under the condition that the front window is easily fogged when the outside air temperature is low. Is done. This allows
Since the operation rate of the compressor is reduced and the dehumidifying capacity of the evaporator 41 is reduced, the dehumidifying capacity of the vehicle interior air is reduced. Therefore, fuel efficiency can be improved while preventing fogging of the front window.

If the result of the determination in step S31 is YES
In the case of (1), it is determined whether or not the automatic F / D control is canceled using the determination condition of the automatic F / D control 2 (see FIG. 9), which easily causes the user to enter the auto F / D mode. Specifically, the user operates the MODE switch 57
Alternatively, the DEF switch 54 is operated to switch from the auto F / D mode to another outlet mode (for example, FACE mode, B
/ L mode, FOOT mode, DEF mode) (step S34). If the result of this determination is NO, the automatic F / D control under the determination conditions of the automatic F / D control 2 (see FIG. 9) that is likely to be in the automatic F / D mode is continued, and the operation proceeds to the calculation processing of step S32. .

If the result of the determination in step S34 is YES
In the case of, thereafter, the automatic F / D control is performed using the determination condition of the automatic F / D control 1 (see FIG. 8) in which the automatic F / D mode is unlikely to be set (step S35). Next, the target post-evaporation temperature (TEO) is calculated using a map using the outside air temperature (TAM) as a control parameter (step S36).
Thereafter, the process exits the routine of FIG.

Here, in the calculation of the target post-evaporation temperature (TEO) in step S36, similarly to the first embodiment, the target post-evaporation temperature (TEO) is determined under the condition that the front window is easily fogged at low outside air temperature. ) Is set lower. As a result, the operation rate of the compressor increases, and the dehumidifying ability of the evaporator 41 increases, so that the dehumidifying ability of the air in the vehicle compartment increases. Therefore, the anti-fog effect of the front window is enhanced.

According to the present embodiment, as in the first embodiment, the low fuel consumption improving switch 64 is provided on the air conditioner operation panel 51.
, The anti-fog control can be performed as desired or desired by the user who is worried about the auto F / D mode, and the fuel efficiency can be improved at low cost.
The MODE switch 57 or the DEF switch determines whether or not the user has canceled the auto F / D control using the determination condition of the auto F / D control 2 (see FIG. 9) that easily enters the auto F / D mode. 54, it is possible to determine whether or not the user is allowed to blow out the conditioned air from the DEF outlets 20 and 30 on the driver's seat side and the passenger's seat side. Can be determined.

[Third Embodiment] FIG. 11 shows a third embodiment of the present invention, and is a flowchart showing window anti-fog control.

First, when the routine shown in FIG. 11 is started, it is determined whether or not the air-conditioning air blown into the vehicle compartment from the air-conditioning duct 2 is in an air-conditioning transition period in which the air-blowing temperature cannot be raised or a low air-blowing temperature condition. Specifically, the engine coolant temperature (TW), which is a detection value of the coolant temperature sensor 75, is a predetermined value (for example, 6
0 ° C.) (step S)
41). When the determination result is NO, that is, in the steady state or the high blowout temperature condition, the automatic F / D control 1 (see FIG. 8) using the determination condition of the automatic F / D control 1 (see FIG. 8) which is unlikely to be in the automatic F / D mode. Perform D control (step S4)
2). Next, the target post-evaporation temperature (TEO) is calculated using a map using the outside air temperature (TAM) as a control parameter (step S43). Thereafter, the process exits the routine of FIG.

Here, in the calculation of the target post-evaporation temperature (TEO) in step S43, similarly to the first embodiment, the target post-evaporation temperature (TEO) is determined under the condition that the front window is easily clouded at a low outside air temperature. ) Is set lower. As a result, the operation rate of the compressor increases, and the dehumidifying ability of the evaporator 41 increases, so that the dehumidifying ability of the air in the vehicle compartment increases. Therefore, the anti-fog effect of the front window is enhanced.

If the decision result in the step S41 is YES
In other words, in the case of the air conditioning transition period or the low blowout temperature condition, the automatic F / D mode is likely to be set to the automatic F / D mode.
The automatic F / D control using the determination condition of the control 2 (see FIG. 9) is performed (step S44). Next, outside temperature (TAM)
The target post-evaporation temperature (TEO) is calculated using a map in which is set as a control parameter (step S45). Then,
The process exits the routine of FIG.

Here, in the calculation of the target post-evaporation temperature (TEO) in step S45, similarly to the first embodiment, the target post-evaporation temperature is set to be high under the condition that the front window is easily clouded at the time of low outside air temperature. Is done. This allows
Since the operation rate of the compressor is reduced and the dehumidifying capacity of the evaporator 41 is reduced, the dehumidifying capacity of the vehicle interior air is reduced. Therefore, fuel efficiency can be improved while preventing fogging of the front window.

According to the present embodiment, the user who cares about fuel efficiency does not need to perform the troublesome operation of repeatedly turning on / off the A / C switch 59, and the most fogging is prevented from occurring in the front window. A highly effective anti-fog control can be automatically selected, and the most fuel-efficient anti-fog control can be automatically selected.

[Fourth Embodiment] FIG. 12 shows a fourth embodiment of the present invention and is a flow chart showing window anti-fog control.

First, when the routine of FIG. 12 is started, it is determined whether the window temperature of the front window is high based on the amount of solar radiation. Specifically, it is determined whether the solar radiation amounts TS (Dr) and TS (Pa), which are the detection values of the solar radiation sensor 73, are stronger than a predetermined value (for example, 200 W / m ² ) (step S51). When the determination result is NO, that is, when the window temperature is low under no solar radiation condition or low solar radiation condition, the determination condition of the automatic F / D control 2 (see FIG. 9) that is likely to be in the automatic F / D mode is set. The used automatic F / D control is performed (step S52). Next, the target post-evaporation temperature (TEO) is calculated using a map using the outside air temperature (TAM) as a control parameter (step S53).
Thereafter, the process exits the routine of FIG.

In the calculation of the target post-evaporation temperature (TEO) in step S53, as in the first embodiment, the target post-evaporation temperature is set to be high under the condition that the front window is easily fogged when the outside air temperature is low. Is done. This allows
Since the operation rate of the compressor is reduced and the dehumidifying capacity of the evaporator 41 is reduced, the dehumidifying capacity of the vehicle interior air is reduced. Therefore, fuel efficiency can be improved while preventing fogging of the front window.

If the result of the determination in step S51 is YES
In other words, under the conditions with solar radiation or intense solar radiation,
When the window temperature is high, the automatic F / D control is performed using the determination condition of the automatic F / D control 1 (see FIG. 8) that is unlikely to be in the automatic F / D mode (step S54). Next, the target post-evaporation temperature (TEO) is calculated using a map using the outside air temperature (TAM) as a control parameter (step S55). Thereafter, the process exits the routine of FIG.

Here, in the calculation of the target post-evaporation temperature (TEO) in step S55, similarly to the first embodiment, the target post-evaporation temperature (TEO) is determined under the condition that the front window is easily clouded at a low outside air temperature. ) Is set lower. As a result, the operation rate of the compressor increases, and the dehumidifying ability of the evaporator 41 increases, so that the dehumidifying ability of the air in the vehicle compartment increases. Therefore, the anti-fog effect of the front window is enhanced.

According to the present embodiment, when it is obvious to the user that the front window is clearly hard to fog, the trouble of canceling the automatic F / D control is eliminated, and the operating rate of the compressor of the refrigeration cycle is reduced. By raising the air level to dehumidify the air in the vehicle, fogging is less likely to occur in the windshield.

[Other Embodiments] In this embodiment, the conditions under which the windshield is easily fogged are determined using the outside air temperature (TAM), the amount of solar radiation (TS), and the engine cooling water temperature (TW). Conditions that are easily fogged include vehicle interior temperature (TR), vehicle speed (SPD), and vehicle interior relative humidity (R
H), the determination may be made using at least one of the blowing temperature and the suction temperature. Thus, it is possible to solve the problems that the outlet mode is unnecessarily changed to the auto F / D mode and that the operating rate of the compressor of the refrigeration cycle is increased and fuel efficiency is deteriorated. In the present embodiment, the target outlet temperatures TAO (Dr) and TAO (P
Although the outlet mode is calculated (selected) according to a),
Vehicle interior temperature TR and set temperature Tse for driver's seat and passenger's seat
The outlet mode may be calculated (selected) based only on the temperature deviation from t (Dr) and Tset (Pa).

It is to be noted that a visual display means (such as a liquid crystal display 52 or a warning lamp) or an auditory display means (such as a sound or a buzzer sound) is provided to inform (operate and display) the user that the control for improving the fuel efficiency is being performed. With this automatic F / D control, driver's seat side and passenger's seat side DE
When the conditioned air is blowing from the F outlets 20 and 30 to the front window, the control intention can be communicated. If the anti-fog control of the window does not match the user's air conditioning feeling (air-conditioning feeling), switches that can cancel the anti-fog control of the window may be provided.

In the present embodiment, control for increasing the operation rate of the compressor of the refrigeration cycle is used as anti-fogging control for increasing the anti-fogging ability of the first anti-fogging means. However, the window heater (window heating means) may be turned on. Alternatively, control for increasing the capacity of the window heater (window heating means) may be used. Here, the window heater is a heating wire that prints an electric resistance wire at least in a window including a front window, conducts electricity, warms the window, clears cloudiness on the inner surface of the window, and melts frost and ice attached to the outside. It means a heater or the like. Normally, when the defogger switch 55 provided on the air conditioner operation panel 51 is turned on, electricity flows until a predetermined time elapses or the defogger switch 55 is turned off. When the window heater is activated, the fogging on the inner surface of the front window can be removed. Furthermore, frost and ice adhering to the outside of the window melt. The window heater may be provided in the rear window or the side window.

In the first embodiment, the air conditioner operation panel 5
1, the anti-fog control is performed in consideration of the will and desire of the user who cares about the fuel efficiency, but the existing switch originally provided on the air conditioner operation panel 51 is used. A certain A / C switch (first air-conditioning operation switch) 59 and a MODE changeover switch (second air-conditioning operation switch) 57 are pressed simultaneously, or an A / C switch (first air-conditioning operation switch) 59 is pressed for a long time, or MODE is switched. Switch (second air conditioning operation switch) 5
When the button 7 is pressed for a long time, anti-fog control may be performed in consideration of the user's intention and desire to care about fuel efficiency or auto F / D control. As a result, the existing air-conditioning operation switch can be used, so that anti-fog control can be performed at low cost.

In the second embodiment, the driver's seat side and the passenger's seat side D
In order to cancel the auto F / D mode in which air-conditioning air is blown out from the EF outlets 20 and 30, a vehicle occupant (user) such as a driver needs to use an MODE selector switch 57 or a DEF switch 54 or the like. operation,
That is, the determination conditions of the first anti-fogging control for increasing the operation rate of the refrigeration cycle and the automatic F / D control 1 (see FIG. 8) that are unlikely to be in the automatic F / D mode, based on the past operation of the occupant, are used. Auto F / D control (second anti-fogging control) or first anti-fogging control for lowering the operation rate of the refrigeration cycle, and auto F / D control 2 for easily entering the auto F / D mode
The automatic F / D control (second anti-fog control) using the determination condition (see FIG. 9) is selectively switched.
Thus, anti-fog control can be performed as desired or desired by the user who does not like the auto F / D mode. When the operating rate of the compressor of the refrigeration cycle is reduced, the electromagnetic clutch may be turned off and the compressor may be turned off. Also, instead of the auto F / D control 1 determination condition in which the auto F / D mode is difficult to be set, the auto F / D control
A determination condition of the auto FOOT control that easily causes the OOT mode may be used.

In the third embodiment, the automatic F / D control using the determination condition of the automatic F / D control 2 (see FIG. 9) which is likely to be in the automatic F / D mode in the transitional period of the air conditioning or the low blowing temperature condition. In addition to reducing the operating rate of the compressor in the refrigeration cycle, the dehumidification capacity is reduced, and the front window is anti-fog while improving fuel efficiency. When the operating rate of the compressor of the refrigeration cycle is reduced, the electromagnetic clutch may be turned off and the compressor may be turned off. Also, in an almost steady state or a high blowing temperature condition, the automatic F / D control 1 which is hard to be in the automatic F / D mode.
After performing automatic F / D control using the determination condition (see FIG. 8), the operation rate of the compressor of the refrigeration cycle is increased to increase the dehumidifying capacity, and the front window is anti-fog.
Note that, instead of the determination condition of the auto F / D control 1 that is unlikely to be in the auto F / D mode, the determination condition of the auto FOOT control that is likely to be in the auto FOOT mode may be used.

In the fourth embodiment, the auto F / D control using the judgment condition of the auto F / D control 2 (see FIG. 9) which is likely to be in the auto F / D mode under the condition of no solar radiation or weak solar radiation. In addition to reducing the operating rate of the compressor of the refrigeration cycle, the dehumidification capacity has been reduced, and the front window has been defogged while improving fuel efficiency. When the operating rate of the compressor of the refrigeration cycle is reduced, the electromagnetic clutch may be turned off and the compressor may be turned off.
In addition, under the condition with solar radiation or the strong solar radiation condition, after performing the auto F / D control using the judgment condition of the auto F / D control 1 (see FIG. 8) which is hard to be in the auto F / D mode,
The operation rate of the compressor in the refrigeration cycle has been increased to increase the dehumidification capacity, and the front window has been made anti-fog. Note that, instead of the determination condition of the auto F / D control 1 that is unlikely to be in the auto F / D mode, the determination condition of the auto FOOT control that is likely to be in the auto FOOT mode may be used.

In this embodiment, the target post-evaporation temperature (TE
In the calculation of O), a map using the outside air temperature (TAM) as a control parameter is used.
(Dr), TAO (Pa), set temperature Tset (D
r), the temperature deviation between Tset (Pa) and the temperature in the vehicle (TR), the amount of solar radiation TS (Dr), TS (Pa), the engine speed (NE), the vehicle speed (SPD), and the air conditioning load such as the refrigerant pressure. A map as a control parameter may be used.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating window anti-fog control (first embodiment).

FIG. 2 is a configuration diagram illustrating an overall configuration of the automatic air conditioner system (first embodiment).

FIG. 3A is a front view showing an instrument panel of a vehicle, and FIGS. 3B and 3C are front views showing A / C switches (first embodiment).

FIG. 4 is a front view showing an air conditioner operation panel (first embodiment).

FIG. 5 is a flowchart showing a control program of an air conditioner ECU (first embodiment).

FIG. 6 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature (first embodiment).

FIG. 7 is a characteristic diagram showing an outlet mode characteristic with respect to a target outlet temperature (first embodiment).

FIG. 8 is a characteristic diagram showing a determination condition of the automatic F / D control 1 (first embodiment).

FIG. 9 is a characteristic diagram showing a determination condition of the automatic F / D control 2 (first embodiment).

FIG. 10 is a flowchart illustrating window anti-fog control (second embodiment).

FIG. 11 is a flowchart illustrating window anti-fog control (third embodiment).

FIG. 12 is a flowchart illustrating window anti-fog control (fourth embodiment).

[Explanation of symbols]

REFERENCE SIGNS LIST 1 air conditioning unit 2 air conditioning duct 4 blower (blower) 20 driver side DEF outlet 24 driver side outlet switching door (second anti-fog means) 30 passenger side DEF outlet 34 passenger side outlet switching door (first 2 Evaporator of refrigeration cycle (first anti-fogging means) 54 DEF switch (second air-conditioning operation switch) 57 MODE switch (second air-conditioning operation switch) 59 A / C switch (anti-fogging control selecting means, 1st air conditioning operation switch)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60H 1/00 103 B60H 1/00 103S 1/32 624 1/32 624A

Claims (7)

[Claims] 1. A vehicle air conditioner for defogging a window of a vehicle equipped with a vehicle driving means, comprising: (a) a first defogging means for defogging a window using the power of the vehicle driving means; (2) second anti-fog means for anti-fog the window without using the power of the vehicle driving means; and (c) automatically adjusting the anti-fog capability of the first anti-fog means when the condition that the window is easily fogged is satisfied. An air-conditioning system for a vehicle, comprising: anti-fog control selecting means capable of selectively switching between increasing the anti-fog capability and automatically increasing the anti-fog capability of the second anti-fog means. 2. The vehicle air conditioner according to claim 1, wherein the first anti-fog means is rotatably driven by an evaporator for dehumidifying air flowing in an air conditioning duct and a power of the vehicle driving means, and A refrigeration cycle having a compressor that compresses and discharges refrigerant sucked from an evaporator, and automatically increasing the anti-fog capability of the first anti-fog means means automatically increasing an operation rate of the compressor, or An air conditioner for a vehicle, wherein the operation of the compressor is started automatically. 3. The air conditioner for a vehicle according to claim 1, wherein the second anti-fog means is configured such that an amount of conditioned air blown out from an outlet of an air conditioning duct to a window, a blown temperature, or a distribution ratio of air. Or, it is a blowing state variable means for changing the blowing wind speed, and automatically increasing the anti-fog capability of the second anti-fog means means that the blowing air amount, blowing temperature or distribution of the conditioned air from the outlet of the air conditioning duct to the window. An air conditioner for a vehicle, wherein the air ratio or the blowing wind speed is automatically increased. 4. The air conditioner for a vehicle according to claim 2, wherein said anti-fogging control selecting means lowers an operating rate of said compressor to instruct a low fuel consumption anti-fogging control. An air conditioner for a vehicle, which is a fuel efficiency switch. 5. An air conditioner for a vehicle according to claim 2, wherein said anti-fogging control selecting means instructs the air conditioning duct to stop blowing from an air outlet to a window. An air conditioner for a vehicle, which is an air outlet switching means. 6. The vehicle air conditioner according to claim 1, wherein said anti-fogging control selecting means instructs whether or not to increase the anti-fogging ability of said first anti-fog means. Whether to simultaneously operate the first air-conditioning operation switch and the second air-conditioning operation switch for instructing whether to increase the anti-fog capability of the second anti-fog means, or to operate the first air-conditioning operation switch for a long time, Alternatively, by operating the second air-conditioning operation switch for a long time, automatically increasing the anti-fog capability of the first anti-fog means, or automatically increasing the anti-fog ability of the second anti-fog means An air conditioner for a vehicle, wherein the air conditioner is selectively switched. 7. The vehicle air conditioner according to claim 1, wherein said first or second anti-fog means selected by said first or second anti-fog control means. A vehicle air conditioner provided with a visual display means or an auditory display means for informing a vehicle occupant of any of the anti-fog means.