JP2002283839A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it happen that both the anti-cloudiness of a window glass and cooling capacity for a vehicle room are secured for an air conditioner for vehicles performing only cooling without having a heating means. SOLUTION: When a target blowout temperature TAO is higher than a prescribed temperature, it is determined that the window glass of a vehicle is under a condition that it is subjected to cloud. When this determination is made, a target evaporator temperature TEO is lowered and FACE/DEF mode is set. As a result, highly dehumidifying air is blown on the window glass, so that the anti-cloudiness of the window glass is secured and the cooling capacity for the vehicle room is also secured while a cool wind is not blown at the foot of an occupant. Thus, both the anti-cloudiness and cooling capacity are secured simultaneously.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle cooling system which does not have a heating means and performs only cooling.

[0002]

2. Description of the Related Art Conventionally, air conditioners for vehicles that are used in warm regions such as Southeast Asia and the like do not have a heating means such as a heater core or the like and only perform cooling.
This cooling device includes a compressor that sucks and compresses a refrigerant, and an evaporator that evaporates liquid refrigerant discharged and cooled from the compressor to cool air.

[0003] Among the cooling devices, an auto cooler that automatically controls the temperature of the air blown into the vehicle compartment and the switching of the air outlet mode detects the air temperature immediately after passing through the evaporator, and based on the detected value, detects the compressor temperature. The temperature of the blown air is automatically controlled by adjusting the cooling temperature of the evaporator by controlling the operation of the evaporator. For the outlet mode,
Other than the bi-level mode at the beginning of the cool down, the automatic control is performed so that the face mode is always set. Note that the automatic cooler is automatically controlled so as to always be in the inside air introduction mode.

[0004]

By the way, even if it is a warm region, it may be used in an environment where the outside air temperature is low (for example, 10 ° C. to 20 ° C.) or an environment where the humidity is high, such as when traveling in a mountainous area at a high altitude. A cooler may be used, and in such an environment, the window glass tends to be fogged.

[0005] Among the air conditioners for vehicles having heating means widely used in Japan, a heating operation in a foot mode is performed in an automatic air conditioner for automatically controlling the temperature of air blown into a vehicle compartment, an outlet mode, and the like. When it is determined that the environment is such that the windowpane is easily fogged, there is known a control for setting the foot-def mode so as to achieve both the antifogging property of the windowpane and the heating performance of the vehicle interior.

If the control by the auto air conditioner is applied to the auto cooler as it is to make the foot differential mode to ensure both the anti-fog property and the cooling performance, cool air is blown to the feet of the occupant. Because
The feet are too cold and the feeling of warmth worsens. In addition, in order to ensure anti-fog properties with an auto cooler, it is necessary to lower the cooling temperature of the evaporator and blow out high-dehumidifying air to the window glass, so that even cooler wind is blown to the feet of the occupants. As a result, the feeling of warmth deteriorates.

SUMMARY OF THE INVENTION In view of the above, it is an object of the present invention to provide a vehicle air conditioner which does not have a heating means and performs only air conditioning, while ensuring both anti-fog properties of a window glass and cooling performance in a vehicle cabin. And

[0008]

According to the first aspect of the present invention, a cooling means (11) for cooling air is provided, and a cooling temperature (Te) of the cooling means (11) is controlled. In a vehicle air-conditioning system that adjusts the cool air temperature by adjusting the target air temperature (TA) of the air blown into the vehicle cabin.
When O) is equal to or higher than a predetermined temperature, it is determined that the environment is such that the window glass of the vehicle is easily fogged. If this determination is made, the cooling temperature (Te) is lowered, and the window glass and the upper body of the occupant are lowered. It is characterized in that it is controlled to be in a face differential mode in which cold air is blown to both sides.

Accordingly, when the above determination is made, the cooling temperature (Te) is lowered, so that air having a high dehumidifying ability can be blown out to the window glass, so that the anti-fog property of the window glass can be secured. .

Here, if the dehumidifying ability is increased in this way, the blowing temperature becomes low. If such cold air is blown to the feet of the occupant, the feet become too cold and the feeling of warmth is deteriorated.
On the other hand, according to the present invention, the face differential mode is set when the determination is made, so that the cooling performance in the vehicle compartment can be secured without blowing cold air to the feet of the occupant. Therefore, it is possible to achieve both the anti-fogging property and the cooling performance.

Further, in the invention according to claim 2, the conditions for the determination are that the outside air temperature (Tam) is equal to or lower than a predetermined value, that the engine cooling water temperature (Tw) is equal to or lower than a predetermined value, It is characterized in that at least one condition of (Ts) being equal to or less than a predetermined value, vehicle speed being equal to or higher than a predetermined value, and humidity being equal to or higher than a predetermined value is added.

Here, the factors of fogging of the vehicle window glass are roughly classified into the temperature of the window glass and the humidity of the vehicle interior air. The lower the temperature of the window glass is, and the higher the humidity of the vehicle interior air is, the more the window becomes. Glass fogging is likely to occur. The lower the outside air temperature (Tam), the lower the engine coolant temperature (Tw), and the smaller the amount of solar radiation (Ts),
The higher the vehicle speed and the greater the degree of cooling by the traveling wind, the lower the temperature of the window glass can be considered. Therefore, according to the second aspect of the present invention, it is possible to improve the certainty of determining whether or not the environment is such that the window glass is easily fogged.

According to the third aspect of the present invention, the air distribution ratio between the amount of differential cold air blown to the windowpane and the amount of face cold air blown to the upper body of the occupant is determined by the degree of fogging of the windowpane. Since the ratio is such that the larger the difference, the larger the differential cooling air volume is, the anti-fogging property can be ensured.

In the invention according to a fourth aspect, when the determination is made, control is performed so as to be in an outside air introduction mode in which air to be cooled by the cooling means (11) is introduced only from outside air. I have.

Thus, the outside air having a lower humidity than the inside air is cooled by the cooling means (11), so that the dehumidifying ability of the air blown out to the window glass can be further enhanced, and the anti-fog property of the window glass is improved. Can be done.

The reference numerals in the parentheses of the above means are examples showing the correspondence with specific means described in the embodiments described later.

[0017]

1 to 4 show an embodiment of the present invention. FIG. 1 shows a vehicle cooling apparatus which does not have a heating means and performs only cooling, and is provided in a vehicle interior. FIG. 3 is an overall configuration diagram of an auto cooler that can automatically control switching of the temperature of air blown to the air and the mode of an air outlet.

The auto cooler according to the present embodiment is configured such that each air conditioning means in an air conditioning unit 1 for air conditioning the interior of a vehicle equipped with an internal combustion engine (engine) is controlled by an air conditioning controller (air conditioner ECU) 10. I have.
And the air conditioning unit 1 is arranged on the front side in the passenger compartment,
The vehicle is provided with an air-conditioning duct 2 that internally forms an air passage for guiding conditioned air into the vehicle interior.

At the most upstream side of the air conditioning duct 2, an inside / outside air switching box having an outside air suction port 3 and an inside air suction port 4 is provided. Further, inside the inside / outside air switching box, a suction port mode is provided. A switching door 5 is attached. The inlet mode switching door 5 is driven by a servomotor 6 to introduce an outside air (outside air) from the outside air inlet 3 into the outside air, and an inside air to introduce the inside air (inside air) from the inside air inlet 4. Switch between circulation mode.

Next, a centrifugal blower is provided downstream of the inside / outside air switching box. This centrifugal blower includes a centrifugal fan 7 that generates an airflow toward the vehicle interior.
And a blower motor 8 for driving the centrifugal fan 7 to rotate.
And a scroll casing integrally formed with the air conditioning duct 2. The applied voltage (blower control voltage) of the blower motor 8 is controlled by the blower drive circuit 9.

Next, on the downstream side of the air from the centrifugal blower, an evaporator (cooling), which is a cooling heat exchanger that cools and dehumidifies the air passing therethrough and forms a component of a refrigeration cycle mounted on the vehicle, is provided. Means 11 are disposed so as to entirely cover the air passage in the air conditioning duct 2.

The refrigeration cycle includes a compressor (refrigerant compressor) 12 for compressing and discharging the refrigerant sucked by the engine driving force of the vehicle, a condenser (refrigerant condenser) 13 for condensing and liquefying the compressed refrigerant, (Gas-liquid separator) 14 that separates the separated refrigerant into gas and liquid and allows only the liquid refrigerant to flow downstream, an expansion valve (expansion valve) 15 that decompresses and expands the liquid refrigerant, and the evaporator 11
It is composed of Here, the compressor 12 is rotationally driven by transmitting the rotational power of the engine via an electromagnetic clutch that is energized and controlled by the compressor drive circuit 16. The refrigerating cycle is the compressor 1
The activation and deactivation of the evaporator 11 causes the evaporator 11 to perform the cooling and dehumidifying action on the air, and the stop of the compressor 12 causes the evaporator 11 to stop the cooling and dehumidifying action on the air.

In the cooling apparatus having no heating means such as a heater core and a temperature adjusting means such as an air mixing door as in the present embodiment, the compressor drive circuit 16
The cooling temperature Te of the evaporator 11
The temperature is adjusted by adjusting the temperature.

Next, on the most downstream side of the air-conditioning duct 2, a DEF outlet 21 for blowing out conditioned air toward the inner surface of a windshield (window glass) 20 of the vehicle, and toward the head and chest (upper body) of the occupant. FACE outlet 22 that blows out conditioned air, FOOT outlet 2 that blows out conditioned air toward the feet of occupants
3 are provided. And these outlets 21, 2
DEF door 24, FACE
A door 25 and a FOOT door 26 are provided, respectively. These doors 24, 25, and 26 are driven by servo motors 27 to 29, respectively, and operate in FACE mode,
An outlet mode of any of the B / L mode, FOOT mode, FOOT / DEF mode, DEF mode, and FACE / DEF mode is set.

The FACE mode is an air outlet mode in which only the FACE air outlet 22 is opened to blow conditioned air toward the occupant's head and chest. The B / L mode is
This is an outlet mode in which the FACE outlet 22 and the FOOT outlet 23 are opened and conditioned air is blown toward the occupant's head and chest and feet. The FOOT mode is an outlet mode in which only the FOOT outlet 23 is opened and the conditioned air is blown toward the feet of the occupant. Also, FOOT / DEF
The mode is an outlet mode in which the DEF outlet 21 and the FOOT outlet 23 are opened and the conditioned air is blown toward the inner surface of the windshield 20 and the feet of the occupant. The DEF mode is an outlet mode in which only the DEF outlet 21 is opened and the conditioned air is blown toward the inner surface of the windshield 20. Further, the FACE / DEF mode is an outlet mode in which the DEF outlet 21 and the FACE outlet 22 are opened to blow conditioned air toward the inner surface of the windshield 20 and the head and chest of the occupant.

Incidentally, among these modes, the FOOT mode and the FOOT / DEF mode are used only during manual control by an outlet mode changeover switch 30 described later, and are not set during automatic control. In FACE / DEF mode, DE
In the present embodiment, the air distribution ratio between the amount of differential cold air blown from the F outlet 21 and the amount of face cold air blown from the FACE outlet 22 is set to, for example, 40:60.

The air conditioner ECU 10 has a CPU, R
A well-known microcomputer including an OM, a RAM, and the like is provided. And the air conditioner ECU1
Numeral 0 controls energization of the blower motor 8 via the servo motors 6, 27 to 29 and the blower drive circuit 9 based on a control program stored in the ROM in advance. Further, the air conditioner ECU 10 controls the energization of the electromagnetic clutch via the compressor drive circuit 16 based on the control program.
Note that the compressor drive circuit 16 has an operation state detection function of detecting a current supplied to the electromagnetic coil of the electromagnetic clutch, and a detection signal thereof is connected to an input terminal of the air conditioner ECU 10.

The input terminals of the air conditioner ECU 10 include an A / C switch, a blower switch, an air outlet mode changeover switch 30, a suction port changeover switch 31, and a temperature setting provided on an air conditioner operation panel in front of a driver's seat in the passenger compartment. A switch 32, a DEF switch 33, an automatic control switch 39 for switching between manual control and automatic control, and the like are connected. The air conditioner ECU 10 receives the sensor signals from the various sensors by using an input circuit (not shown).
After the / D conversion, it is configured to be input to the microcomputer. That is, the air conditioner ECU 1
0 input terminal, the air temperature (inside air temperature) Tr
Inside air temperature sensor (inside air temperature detecting means) 34 for detecting
An outside air temperature sensor (outside air temperature detecting means) 35 for detecting an air temperature (outside air temperature) Tam outside the vehicle compartment, a solar radiation sensor 36 for detecting an amount of solar radiation Ts applied to the vehicle interior, a temperature of engine cooling water (cooling water temperature). A) a cooling water temperature sensor 37 for detecting Tw, a post-evaporation temperature sensor 38 for detecting the air temperature (cooling temperature) Te immediately after passing through the evaporator 11, and the like. Among them, thermistors are used for the inside air temperature sensor 34, the outside air temperature sensor 35, the cooling water temperature sensor 37, and the post-evaporation temperature sensor 38.

Here, the post-evaporation temperature sensor 38 corresponds to an air-conditioning heat load detecting means for detecting an air-conditioning heat load (cooling heat load) in the vehicle cabin. Specifically, the air immediately after passing through the evaporator 11 is used. It is a post-evaporation temperature detecting means for detecting a temperature (post-evaporation temperature). The post-evaporation temperature Te is also the temperature of the air blown from the air conditioning duct 2 into the vehicle interior. In the present embodiment, the above-mentioned post-evaporation temperature sensor 38 is used as the air conditioning heat load detecting means for detecting the air conditioning heat load (cooling heat load) in the passenger compartment. However, the inside air temperature Tr, the outside air temperature Tam, the cooling water Each detecting means for detecting the temperature Tw, the vehicle speed, the blower air volume, the number of occupants, and the temperature setting means 32 for setting the temperature in the vehicle compartment can also be used.

The air conditioner ECU 10 of the present embodiment
When the air conditioning heat load (cooling heat load) is large, the air conditioner heat load (cooling) is controlled by controlling the energization of the compressor 12 at the frost limit temperature (frost formation limit temperature) just before the surface of the evaporator 11 becomes frosted. When the heat load is small, the energization control of the compressor 12 is performed at a temperature having a margin more than the frost formation limit temperature. In the present embodiment, as shown in FIG. 4 described later, the frost limit temperature is set to 3 ° C.

Next, a control method of the air conditioner ECU 10 according to the present embodiment will be briefly described with reference to FIGS.
Here, FIG. 2 is a flowchart showing an example of a control program of the air conditioner ECU 10. First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, a control program (routine of FIG. 2)
Is started. At this time, first, the storage contents and the like of the data processing memory (RAM) are initialized (Step S).
1). 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 and stored (step S2). Next, the target outlet temperature TAO is calculated (determined) based on the stored data and the following equation (step S3).

[0032]

## EQU1 ## TAO = Kset.Tset-Kr.Tr-K
am · Tam−Ks · Ts + C where Tset represents the set temperature set by the temperature setting switch 32, Tr represents the inside air temperature detected by the inside air temperature sensor 34, and Tam represents the outside air detected by the outside air temperature sensor 35. Ts represents the amount of solar radiation detected by the solar radiation sensor 36. Also, Kset, Kr, Kam, Ks
Represents a temperature setting gain, an inside air temperature gain, an outside air temperature gain, and a solar radiation gain, respectively, and C represents a correction constant.

Next, at the time of the automatic control when the automatic control switch 39 is turned on, the blower control voltage to be applied to the blower motor 8 is calculated (determined) based on the target blow-off temperature TAO obtained in step S3. At the time of manual control, the blower control voltage corresponding to the air volume level set by the air volume setting switch is fixed (Step S).
4).

Next, during the automatic control, the inside air circulation mode is fixed, and during the manual control, the mode is set to the mode set by the suction mode switching switch 31. (Step S
5).

Next, at the time of automatic control, step S
The outlet mode is calculated (determined) based on the target outlet temperature TAO obtained in step 3. In the outlet mode, as shown in the map of FIG. 3, as the target outlet temperature TAO increases from the lower temperature to the higher temperature, the outlet is switched from the B / L mode to the FACE mode to the FACE / DEF mode (step S6). . In the present embodiment, TAO is equal to the first predetermined temperature t.
When the temperature rises to 1 (eg, about −18 ° C.), the mode switches from the B / L mode to the FACE mode, and when TAO rises to the second predetermined temperature t2 (eg, about 33 ° C.), the mode switches from the FACE mode to the FACE / DEF mode. ing.

Accordingly, when the target outlet temperature TAO is extremely lower than the inside air temperature Tr (when TAO is lower than the first predetermined temperature t1), as in the initial stage of the cool down, B is set.
Since the mode is switched to the / L mode, the occupant can feel more cool air. Further, when TAO rises to the second predetermined temperature t2 or more, the windshield is assumed to be in an environment in which the windshield is easily fogged (determined), and the mode is switched to the FACE / DEF mode. A feeling of cold wind can be maintained.

During manual control, the air outlet mode is set to the air outlet mode set by the air outlet mode changeover switch 30.

Next, starting (ON) and stopping (OF) the electromagnetic clutch of the compressor 12 based on each stored data.
F) is determined and compressor control is performed. The on / off state of the electromagnetic clutch is determined by the target evaporator temperature TEO and the post-evaporation temperature Te detected by the post-evaporation temperature sensor 38.
To determine the applied voltage to the electromagnetic clutch, and determine whether the compressor is operating (ON-OFF) (step S).
7).

In this step S7, as shown in the map of FIG. 4, the target evaporator temperature TEO is raised from the first lower limit (for example, 3 ° C.) to the upper limit (for example, 3 ° C.) as the target outlet temperature TAO rises from the low temperature to the high temperature. The temperature is gradually increased to 12 ° C., for example, and TEO is gradually lowered to a second lower limit (eg, 9 ° C.) as TAO increases. In this embodiment,
When TAO rises above a third predetermined temperature t3 (eg, about 7 ° C.), TEO is gradually increased from the first lower limit. When TAO rises to the fourth predetermined temperature t4 (for example, about 30 ° C.) or more, TEO is set to the upper limit. When TAO rises above a fifth predetermined temperature t5 (for example, about 33 ° C.), T
Lower EO gradually. When the TAO rises above the sixth predetermined temperature t6 (for example, about 38 ° C.), TEO is reduced to the second temperature t6.
Set the lower limit.

As a result, TEO is set low on the low side of TAO (lower side than the third predetermined temperature t3).
Cooling capacity and dehumidifying capacity can be secured. The first lower limit is set based on the above-mentioned frost limit temperature (for example, 3 ° C.). Further, when the TAO rises to the high temperature side (the side higher than the third predetermined temperature t3), the TEO is gradually increased, so that an optimal feeling of warmth can be realized. When the TAO rises to the fifth predetermined temperature t5 or more, the environment of the windshield is likely to be fogged (determined) and the TEO is set low, so that air having a high dehumidifying capacity is blown to the windshield. And the antifogging property can be secured.

Here, it can be said that the degree of fogging is higher as the TAO is higher than the fifth predetermined temperature t5.
On the other hand, in the present embodiment, TAO is set to the fifth predetermined temperature t5.
When the temperature rises above, the TEO is gradually lowered, so that the temperature of the TEO is adjusted according to the degree of fogging. That is, since the TEO is lowered as the cloudiness increases, it is possible to prevent the TEO from being lowered unnecessarily and becoming too cold.

Next, the control signals determined in steps S4 to S6 are output to the servo motors 6, 27 to 29, the blower driving circuit 9, etc., and the suction mode switching door 5, the blower motor 8, the DEF door 24, the FACE door 25, FO
The OT door 26 is controlled. Further, the control signal determined in step S8 is output to the compressor drive circuit 16 to control the compressor 12 (step S8). After that, the process returns to the control process of step S2.

As described above, when the target outlet temperature TAO rises to the second and fifth predetermined temperatures or more and it is determined that the environment is such that the windshield is easily fogged, the outlet mode is set to FA.
The mode is switched from the CE mode to the FACE / DEF mode (step S6), and the target evaporator temperature TEO is set lower than the upper limit (step S7).

Therefore, when the above determination is made, the target evaporator temperature TEO is set lower than the upper limit value, so that air having a high dehumidifying ability can be blown out to the windshield, and the anti-fogging property can be secured. When the dehumidifying capacity is increased in this manner, the outlet temperature decreases, so that the FOOT outlet 2
When the air-conditioning air is blown out from step 3, the feet become too cold and the feeling of warmth deteriorates. In contrast, in the present embodiment, the FA
Since the mode is set to the CE / DEF mode, the antifogging property can be secured while preventing the feet from becoming too cold.

Here, from FACE mode to FACE / D
Simply switching to the EF mode reduces the amount of face cold air from the FACE outlet 22 as compared to the FACE mode, so that the occupant feels warmer in air conditioning. On the other hand, simply reducing the target evaporator temperature TEO,
Since the cool air from the FACE outlet 22 decreases, the air conditioning feeling of the occupant becomes cold. On the other hand, in the present embodiment, the FACE / DEF mode is set and the TE
Since O is set low, the above-mentioned feelings are canceled out, so that the air-conditioning feeling when the determination is not made can be maintained, and the cooling performance can be ensured.

(Other Embodiments) In the above embodiment, it is determined that the windshield is easily fogged based on the target blowing temperature TAO.
A value related to at least one of the temperature of the window glass and the humidity of the vehicle interior air may be added. That is, the factors of the fogging of the vehicle window glass are roughly divided into the temperature of the window glass and the humidity of the cabin air, and the fogging of the window glass decreases as the temperature of the window glass decreases and as the humidity of the cabin air increases. More likely to occur.

Specifically, the lower the outside air temperature Tam, the more
The lower the temperature of the engine cooling water Tw, the smaller the amount of solar radiation Ts, the higher the vehicle speed, and the greater the degree of cooling by the traveling wind, the lower the temperature of the window glass.
At least one of the following conditions: the outside air temperature Tam is equal to or lower than a predetermined value; the engine cooling water temperature Tw is equal to or lower than a predetermined value; the solar radiation amount Ts is equal to or lower than a predetermined value; May be added as a condition for the determination. Further, the condition that the humidity is equal to or higher than a predetermined value may be added as a condition for the determination.

In the FACE / DEF mode of the above embodiment, the air distribution ratio between the differential cool air flow and the face cool air flow is set to 4
Although it is set to be fixed to 0:60, the air distribution ratio between the differential cool air amount and the face cool air amount may be made variable or multi-stage according to the level of fogging of the window glass. That is, as the target blowing temperature TAO rises, the air distribution of the face cold air volume is reduced, and the air distribution ratio is set to increase the differential cold air volume. Thereby, it is possible to ensure the anti-fogging property.

The target evaporator temperature TE of the above embodiment is
In the setting of O, the target outlet temperature TAO is set to the fifth predetermined temperature t5.
When the temperature rises above, the TEO is gradually lowered as the TAO rises, but the TEO is lowered by a predetermined value (for example, 3 ° C.) with respect to the upper limit (for example, 12 ° C.) without gradually changing. You may.

In the setting of the suction port mode of the above embodiment, the inside air circulation mode is fixed at the time of the automatic control. However, when the environment where the window glass is easily clouded is determined, the outside air introduction mode may be set. Good. Thus, the outside air having a lower humidity than the inside air is cooled by the evaporator 11, so that the dehumidifying ability of the air blown out to the window glass can be further increased, and the anti-fog property of the window glass can be improved.

Further, the ratio between the introduction of outside air and the introduction of inside air may be changed according to the level of fogging of the window glass. That is, if fogging is easy, the amount of outside air introduced is increased.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle cooling device showing an embodiment of the present invention.

FIG. 2 is a flowchart showing a control program according to the cooling device of FIG. 1;

FIG. 3 is a characteristic diagram showing a relationship between a target outlet temperature and an outlet mode according to the cooling device of FIG. 1;

FIG. 4 is a characteristic diagram showing a relationship between a target outlet temperature and a target evaporator temperature in the cooling device of FIG.

[Explanation of symbols]

11: evaporator (cooling means), TAO: target outlet temperature, Te: post-evaporation temperature (cooling temperature), TEO: target evaporator temperature, 21: DEF outlet, 22: FACE outlet.

Claims (4)

[Claims] A cooling device for cooling air, comprising: a cooling unit (11) for cooling air, wherein a cooling temperature (Te) of the cooling unit (11) is adjusted to adjust a cool air temperature. When the target blowout temperature (TAO) is equal to or higher than a predetermined temperature, it is determined that the environment is such that the window glass of the vehicle is easily fogged. If this determination is made, the cooling temperature (Te) is lowered, and A cooling device for a vehicle, wherein the cooling device is controlled to be in a face differential mode in which cool air is blown to both a window glass and an upper body of an occupant. 2. An outside air temperature (Ta)
m) is equal to or less than a predetermined value, and the engine coolant temperature (T
w) is less than or equal to a predetermined value, at least one of the following conditions: the amount of solar radiation (Ts) is equal to or less than a predetermined value, the vehicle speed is equal to or more than a predetermined value, and the humidity is equal to or more than a predetermined value. The vehicle air conditioner according to claim 1, wherein: 3. The air distribution ratio between the amount of differential cold air blown to the windowpane and the amount of face cold air blown to the upper body of the occupant is set such that the larger the degree of fogging of the windowglass, the greater the amount of differential cold air. The vehicle cooling device according to claim 1 or 2, wherein the ratio is increased. 4. An external air introduction mode in which, when the determination is made, an external air introduction mode in which air to be cooled by the cooling means (11) is introduced only from outside air. The cooling device for a vehicle according to any one of the preceding claims.