JP2003136934A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of restraining flushing of a face securing an anti-fogging ability for a window. SOLUTION: An air conditioner ECU10 is provided with a first increasing means 'a' as an anti-fogging control for increasing a blow-off volume, a blow- off temperature, a distributing rate of wind or a blow-off speed of air- conditioned wind to a window on prescribed conditions, and with a decreasing means 'c' for decreasing with time the blow-off volume, the blow-off temperature, the distributing rate of wind or the blow-off speed of the air-conditioned wind increased by the first increasing means 'a'. Accordingly, a high defrosting performance is exerted immediately after the anti-fogging control is executed and flushing of the face increasing with time is prevented by decreasing the blow-off volume or the blow-off temperature to the window with time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner capable of automatically controlling an air conditioning capacity such as an air flow rate and a temperature of an air conditioning air blown into a vehicle compartment, and more particularly to an antifogging control for defrosting a window of a vehicle. is there.

[0002]

2. Description of the Related Art Conventionally, an air conditioning system for a vehicle provides a comfortable environment in the vehicle interior by controlling the amount of air-conditioning air blown out, the temperature, etc., and prevents the fogging of the window or removes the fogging of the window. The purpose is to secure the driver's field of vision and enable safe and comfortable driving.

Here, in the description of Japanese Patent No. 2938540, as the control in the heat / def mode, the blowing temperature is lowered to avoid the burning of the face, and the overall air volume is increased to increase the blowing temperature. It compensates the decrease in the heating capacity of the passenger compartment due to the decrease of

[0004]

However, if the blowout temperature is lowered too much, it becomes difficult to secure the anti-fog ability of the window and the heating ability of the passenger compartment, and there is a problem that the noise is increased by increasing the air volume. is there.

The present invention has been made in view of the above conventional problems, and an object of the present invention is to provide an air conditioning system for a vehicle capable of suppressing the hot flash of the face while ensuring the antifog performance of the window. It is in.

[0006]

In order to achieve the above object, the present invention employs the following technical means.

According to the first aspect of the invention, the air conditioning control means (10) performs, as the anti-fogging control, the first increase for increasing the blown air volume, the blown air temperature, the air distribution ratio, or the blown air speed of the air-conditioned wind to the window under a predetermined condition. Means (a) and decreasing means (c) for decreasing the blown air volume, blown air temperature, blown air ratio, or blown air velocity of the conditioned air increased by the first increasing means (a) over time And

As a result, immediately after the anti-fog control is entered, the high clouding ability is exerted, and the hot flash of the face which increases with the passage of time causes the amount of air blown to the window, the temperature of the blown air, etc. It can be avoided by gradually lowering it.

According to the second aspect of the present invention, the amount of air-conditioning air blown, the temperature of the air-blowing, the air distribution ratio, or the air-blowing speed increased by the first increasing means (a) are maintained or increased for a predetermined condition or for a predetermined time. A second increasing means (b) is provided, and the second increasing means (b) is provided between the first increasing means (a) and the decreasing means (c). As a result, even after entering the anti-fogging control, it is possible to exhibit a higher clearing ability.

According to the third aspect of the present invention, the antifogging control selecting means (57) for executing the antifogging control is provided, and the occupant operates the antifogging control selecting means (57), whereby the first and the first 2 Select whether to decrease the blown air volume, blown air temperature, blown air ratio, or blown air velocity of the conditioned air increased by the increasing means (a, b) with time by the decreasing means (c), or to maintain it substantially constant. The feature is that it is possible. As a result, the occupant can select a control pattern that also takes comfort into consideration and a control pattern that prioritizes the cloudiness clearing ability.

According to the fourth aspect of the invention, the blowout mode display means (52) for displaying that the anti-fogging control is being executed is provided, and the number is increased by the first and second increasing means (a, b). When the amount of air-conditioning air, the temperature of air-blowing, the proportion of air distribution, or the air-blowing speed of the air-conditioning air decreases with time in the reducing means (c) and reaches a predetermined value, the display in the air-blowing mode display means (52) is canceled. And This makes it possible to eliminate the occupant's discomfort by combining the actual balloon situation and the balloon mode display.

According to the fifth aspect of the present invention, the blowing air volume, the blowing temperature, the air distribution ratio, or the blowing speed of the conditioned air increased by the first and second increasing means (a, b) is decreased by the means (c).
When the anti-fogging control selecting means (57) is selected by the occupant's operation after decreasing with time and reaching a predetermined value, the anti-fogging control is restarted and the first and second increasing means of the previous time ( The amount of increase of the air conditioning airflow, the temperature of airflow, the proportion of airflow, the proportion of airflow, or the speed of airflow that has increased in a) or b) is increased, or the time for maintaining or increasing the time is lengthened, or a reduction means (c) The feature is that the degree of decrease with time is loosened.

As a result, it is judged that the window is in an environment where it is easy to fog because the anti-fog control is selected again.
Corresponding to the situation, the anti-fog control is performed in a state in which the cloudiness clearing ability is increased from the previous time.

In the sixth aspect of the present invention, the air conditioning control means (10) is configured such that, when the window is in an environment condition in which the window is not easily fogged, the blast of air conditioning air which is increased by the first and second increasing means (a, b) or It is characterized in that the amount of increase in the blowout temperature or the air distribution ratio or the blowout wind speed is reduced, or the time during which it is maintained or increased is shortened, or the degree of decrease with time is increased by the reducing means (c). . As a result, when the window is in an environmental condition in which it is difficult for the window to fog, the anti-fog control is performed in a state in which the ability to clear the fog is lowered, so that it is possible to further avoid the burning of the face.

In the seventh aspect of the invention, the air conditioning control means (10) is provided with an antifogging control selection means (5) by an operation of an occupant.
When 7) is selected, the defogging control is started, and the amount of conditioned air blown out is increased by the first and second increasing means (a, b) as compared with the case where the defogging control is automatically started. Increase the blowout temperature or the air distribution rate or the blowout wind speed, or increase the time to maintain or keep increasing,
Alternatively, the decreasing means (c) is characterized in that the degree of decrease with time is moderated.

As a result, the antifogging control is performed in a state in which the antifogging ability is increased in response to the situation where the antifogging control is selected by the occupant's will. Incidentally, the reference numerals in parentheses of the above-mentioned respective means are examples showing the corresponding relationship with the concrete means described in the embodiments described later.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) FIGS. 1 to 5 show a first embodiment of the present invention, and FIG. 1 shows the entire structure of an automatic air conditioner system. 2 is a view showing an instrument panel, and FIG. 3 is a view showing an air conditioner operation panel.

The vehicle air conditioner of this embodiment, a so-called car air conditioner, controls each air conditioner (actuator) in an air conditioner unit 1 for air conditioning the interior of a vehicle such as an automobile equipped with a water-cooled engine for traveling. An automatic air conditioner system configured to be controlled by means (hereinafter referred to as an air conditioner ECU) 10.

The air conditioning unit 1 controls the temperature and blows air on the driver seat side (including the rear seats behind the driver seat) and the passenger seat side (including the rear seats behind the passenger seat) in the passenger compartment. The air conditioner unit can change the exit mode and the like independently of each other.

The air conditioning unit 1 is equipped with an air conditioning duct 2 arranged in front of the passenger compartment of the vehicle. An inside / outside air switching door 3 and a blower 4 are provided on the upstream side of the air conditioning duct 2. The inside / outside air switching door 3 is a suction port switching unit that is driven by an actuator such as a servo motor 5 to change the opening degree between the inside air suction port 6 and the outside air suction port 7 (so-called suction port mode).

The blower 4 is a centrifugal blower which is rotationally driven by a blower motor (blower fan drive means) 9 controlled by a blower drive circuit 8 to generate an air flow toward the vehicle interior in the air conditioning duct 2. Blower 4
Is an air conditioner blown from each of the driver-side and passenger-side air outlets, which will be described later, toward the driver-side and passenger-side air conditioning zones in the passenger compartment (especially inside the driver-side and passenger-side front windows). A blown air amount varying means or a blown air velocity varying means for changing the blown airflow rate or the blown wind speed is configured.

At the center of the air conditioning duct 2, the air conditioning duct 2
An evaporator (cooling heat exchanger) 41 for cooling the air passing through is provided. Also, the evaporator 4
A heater core (heating heat exchanger) 42 that heats the air passing through the first and second air passages 11 and 12 by exchanging heat with the cooling water of the engine is provided on the air downstream side of 1.
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 traveling using electric power, the evaporator may be replaced with a Peltier element.

On the upstream side of the air from the heater core 42, the driver side and passenger side air mixes (A) for independently controlling the temperatures of the driver side air conditioning zone and the passenger side air conditioning zone in the passenger compartment. / M) Doors 15 and 16 are provided. Then, A / M doors 15 and 16 on the driver's side and the passenger's side
Are driven by actuators such as servo motors 17 and 18, and are blown from the driver seat side and passenger seat side air outlets, which will be described later, to the driver seat side and passenger seat side air conditioning zones (particularly the driver seat side and the passenger seat side). A driver seat side and a passenger seat side blowout temperature varying means for changing the blowout temperature of the conditioned air blown toward the inside of the front window).

Here, the evaporator 41 of this embodiment is used.
Is a component of the refrigeration cycle. A refrigeration cycle is a belt compressor driven by an output shaft of a vehicle running engine mounted in an engine room of a vehicle to compress and discharge a refrigerant, and a refrigerant compressor (compressor) that discharges the refrigerant. A refrigerant condenser (condenser) for condensing and liquefying, a liquid receiver (receiver) for separating the liquid refrigerant flowing in from this condenser into a gas-liquid separation, and an expansion valve (expansion valve) for adiabatically expanding the liquid refrigerant flowing in from this receiver. , And the evaporator (refrigerant evaporator) for evaporating and evaporating the refrigerant in the gas-liquid two-phase state flowing from the expansion valve.

Among these compressors, the air conditioner EC
Rotational force from the engine is interrupted by the electromagnetic clutch controlled by U10. Then, when the electromagnetic clutch is turned on and the compressor is activated, the evaporator 41 cools and dehumidifies the air passing through the inside of the air conditioning duct 2, so that the temperature inside the vehicle interior decreases and the inside of the window including the front window becomes less likely to be fogged. .

In this embodiment, the post-evaporation temperature (TE) which is the detection value of the post-evaporation temperature sensor 74 and the target post-evaporation temperature (T).
A variable capacity compressor having an electromagnetic variable capacity control valve that performs variable capacity control based on a control signal output according to a comparison result with EO) is used.

1 and 2 at the air downstream end of each blowout duct communicating with the air downstream side of the first air passage 11.
As shown in FIG. 2, the driver side defroster (DEF) outlet 20 and the driver side center face (FACE) outlet 2
1, the driver seat side face (FACE) outlet 22 and the driver seat foot (FOOT) outlet 23 are open.

At the air downstream end of each blowout duct communicating with the air downstream side of the second air passage 12, as shown in FIGS. 1 and 2, the passenger's seat side defroster (DEF) outlet 3 is provided.
0, passenger seat side center face (FACE) outlet 31,
The passenger seat side face (FACE) outlet 32 and the passenger seat foot (FOOT) outlet 33 are open.

The driver side and passenger side DEF outlets 2
0 and 30 are air-conditioned air (mainly warm air) to the front window
And the driver-side and passenger-side side FACE outlets 22 and 32 constitute outlets for blowing out conditioned air (mainly warm air) to the side windows.

In the first and second air passages 11 and 12, blowing on the driver's seat side and the passenger's seat side for independently setting the outlet mode for the driver's seat side and the passenger's seat side in the passenger compartment. Exit switching doors 24-26 and 34-36 are provided. The driver side and passenger side outlet switching doors 24 to 26, 3
Reference numerals 4 to 36 are mode switching doors that are driven by actuators such as servo motors 28, 29, 38, 39, and switch the air outlet modes on the driver side and the passenger side, respectively.

Here, as the outlet modes on the driver's side and the passenger's side, FACE mode, B / L mode, and FOOT
Mode, FOOT / DEF mode, DEF mode, and the like. The driver side and passenger side outlet switching doors 24, 34
Is a driver-side or passenger-side defroster door capable of opening and closing the driver-side and passenger-side DEF outlets 20 and 30 independently of each other, and servo motors 28 and 3 for driving the defroster doors.
The numeral 8 constitutes an actuator of an anti-fog means for preventing fogging or frost on the window or controlling the window fogging or frost effectively.

The air conditioner ECU 10 corresponds to the air conditioner control means of the present invention, and is a battery (vehicle-mounted power source) mounted on the vehicle when the ignition switch for starting and stopping the engine is turned on (IG / ON). When DC power is supplied from (not shown), arithmetic processing and control processing are started. Air conditioner ECU 10
As shown in FIGS. 1 and 2, the air conditioner operation panel 5 is integrally installed on the instrument panel 50.
Each switch signal is input from the various operation switches on 1.

On the air conditioner operation panel 51, a liquid crystal display device (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) selector switch 57, blower air volume selector switch 58, A / C switch 59, AUTO switch 6
0, OFF switch 61, driver's seat (DRIVER) side temperature setting switch 62, passenger's seat (PASSENGER) side temperature setting switch 63, low fuel consumption improving switch 64, etc. are installed.

The dual switch 56 in the above is a left / right independent control command means for commanding left / right independent temperature control for independently adjusting the temperature inside the driver side air conditioning zone and the temperature inside the passenger side air conditioning zone. Is. Also, D
The EF switch 54 is equivalent to an air-conditioning switch for instructing whether or not to improve the anti-fog performance of the front window, and is a DEF mode request for requesting to fix (set) the outlet mode (MODE) to the DEF mode. It is a means.

The MODE changeover switch 57 corresponds to the anti-fog control selecting means of the present invention, corresponds to an air-conditioning switch for instructing whether or not to improve the anti-fog performance of the front window, and is operated by a user's manual operation. The F / D mode requesting means for requesting to fix (set) the outlet mode (MODE) to any of the FACE mode, the B / L mode, the F / D mode or the FOOT mode.

On the liquid crystal display 52, a set temperature display section for visually displaying the set temperatures of the driver side and passenger side air conditioning zones, an outlet mode display section (outlet mode display means) for visually displaying the outlet mode, and An air volume display unit for visually displaying the blower air volume is provided. The liquid crystal display 52 may be provided with an outside air temperature display section, an inlet mode display section, and a time display section. Further, 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 an air conditioning operation switch for instructing 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 engine rotation load.

The driver side temperature setting switch 62 is a driver side temperature setting means for setting the temperature inside the driver side air conditioning zone to a desired temperature, and comprises an up switch 62a and a down switch 62b. Further, the passenger side temperature setting switch 63 is a driver side temperature setting means for setting the temperature in the passenger side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b.

Further, the low fuel consumption improving switch 64 is an economy (ECON) switch for instructing whether or not to reduce the operating rate of the compressor of the refrigeration cycle to perform economical air conditioning control in consideration of low fuel consumption and power saving. is there.

Further, inside the air conditioner ECU 10, a central processing unit (CPU) for performing arithmetic processing and control processing, a memory (ROM or EEOROM, RAM), and I / O.
A well-known microcomputer configured to include functions such as a 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, It is configured to be input to the microcomputer.

That is, the air conditioner ECU 10 includes, in the air conditioner ECU 10, an inside air temperature sensor 71 as an inside air temperature detecting means for detecting a vehicle interior temperature (inside air temperature) and an outside air temperature sensor as an outside air temperature detecting means for detecting an outside temperature (outside air temperature) of the vehicle interior. 72 and a solar radiation sensor 73 as a solar radiation detecting means are connected.

Further, an after-evaporation temperature sensor 74 as an after-evaporation temperature detecting means for detecting an air temperature immediately after passing through the evaporator 41 (hereinafter, referred to as an after-evaporation temperature) and a cooling water temperature detecting means for detecting an engine cooling water temperature of the vehicle. Cooling water temperature sensor 75, a humidity sensor 76 as a humidity detecting means for detecting the relative humidity in the passenger compartment, and a refrigerant pressure which is mounted between the high pressure side receiver and the expansion valve of the refrigeration cycle and detects the high pressure side pressure. The sensor 77 and the like are connected.

Here, the humidity sensor 76, together with the inside air temperature sensor 71, includes the instrument panel 50 near the driver's seat.
It is housed in a recess formed in the front surface of the. The recess is closed by a lid 50a having a vent.

Of these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporation temperature sensor 74, and the cooling water temperature sensor 75, temperature sensitive elements such as thermistors are used. Further, the solar radiation sensor 73 is a driver's seat side solar radiation intensity detection means (for example, a photodiode) that detects the amount of solar radiation (solar radiation intensity) TS (Dr) radiated into the driver side air conditioning zone.
And a passenger seat side solar radiation intensity detection means (for example, a photodiode) that detects the solar radiation amount (solar radiation intensity) TS (Pa) radiated in the passenger seat side air conditioning zone.

Next, a control method by the air conditioner ECU 10 will be described with reference to FIG. Here, FIG. 4 shows the air conditioner E.
6 is a flowchart showing an example of a control program of CU10.

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of the control program (routine in FIG. 4) stored in the ROM in advance is started. At this time, the air conditioner ECU 1
The contents stored in the data processing memory (RAM) incorporated in the microcomputer inside the 0 are initialized (step S1).

Next, various data are read into the data processing memory (RAM). That is, the air conditioner operation panel 51
Switch signals from the above various operation switches and sensor signals from various sensors are input (step S2).

In particular, the output signal TR corresponds to the vehicle interior temperature which is the detected value of the inside air temperature sensor 71, the output signal TAM corresponding to the outside air temperature which is the detected value of the outside air temperature sensor 72, and the detected value of the solar radiation sensor 73. Output signal TS corresponding to the amount of solar radiation
(Dr), TS (Pa), an output signal TE corresponding to a post-evaporation temperature which is a detection value of the post-evaporation sensor 74, and an output signal TW corresponding to a cooling water temperature which is a detection value of the cooling water temperature sensor 75.
Enter.

Next, based on the above-mentioned stored data and the stored arithmetic expression, the target outlet temperature TA on the driver's seat side
O (Dr) and the target outlet temperature TAO (P
a) is calculated (step S3). Next, the target blowout temperature TA on the driver's seat side and the passenger's seat side obtained in the above step S3
Blower air volume {blower control voltage VA (Dr) to be applied to the blower motor 9, based on O (Dr), TAO (Pa)
VA (Pa)} is calculated (step S4).

In practice, the blower control voltage VA is
Target blow-out temperature TAO (Dr), T on driver's side and passenger's side
Blower control voltage VA adapted to each AO (Pa)
(Dr), VA (Pa) are obtained based on a predetermined characteristic pattern, and the blower control voltage VA (D
It is obtained by averaging r) and VA (Pa).

Next, based on the above-mentioned stored data and the stored arithmetic expression, A of the driver side A / M door 15
/ M opening SW (Dr) (%) and passenger side A / M door 1
The A / M opening degree SW (Pa) (%) of 6 is calculated (step S5). Target blowout temperature TAO on driver's side and passenger's side
(Dr) and TAO (Pa) are based on those obtained in step S3.

Next, the routine shown in FIG. 5, which will be described later, is activated to perform window anti-fog control (step S6). Next, the target post-evaporator temperature (TEO) determined in the above step
And feedback control (P) so that the actual post-evaporation temperature (TE) which is the detection value of the post-evaporation sensor 74 matches.
The target discharge amount of the compressor is determined by (I control) (step S7). Specifically, the calculation is performed based on an arithmetic expression that stores the solenoid current (control current: In) that is the target value of the control current supplied to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor.

Next, a control signal is output to the blower drive circuit 8 so that the blower control currents VA (Dr) and VA (Pa) determined in step S4 are obtained (step S8). Next, the A / M opening degree SW (D
r) and SW (Pa) so that the servomotors 17, 1
A control signal is output to 8 (step S9).

Next, the servomotors 28, 29, 38, 39 are brought into the air outlet mode determined in step S6.
The control signal is output to (step S10). Next, the solenoid current determined in step S7 (control current: I
n) is output to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor (step S11). After that, the process returns to the control process of step S2.

Next, the window anti-fog control by the air conditioner ECU 10 will be described with reference to FIGS. Here, FIG. 5 is a flowchart showing the window anti-fog control. Since these controls are performed independently on the driver's seat side and the passenger's seat side, the following description will be given on the driver's seat side.

First, when the routine of FIG. 5 is started, the outlet mode is set to F / D (FOOT / DE) in step S21.
F) It is determined whether or not the mode is set. Then, if the determination result is NO, the process proceeds to step S22, and the state of the other outlet mode set in the present air conditioner is executed. By the way, DEF outlet 2 to the front window
The opening degree of the DEF door 24 that controls the blown air volume from 0 and 30 is 0% in the FACE mode / B / L mode in the other outlet modes, 5% in the heating priority FOOT mode, and the anti-fogging priority DEF mode. Then, the opening is 50%.

When the F / D mode is selected and the result of the determination in step S21 is YES, the process proceeds to step S23, in which the heating of the passenger compartment is performed while the window anti-fog control is performed in the F / D mode. Done. Step S
In the graph in 23, DE in anti-fogging control to which the present invention is applied
The time-dependent transition of the opening degree of the F door 24 is shown.

The graph of step S23 shows the case where the FOOT mode is switched to the F / D mode, and the opening degree of the DEF door 24 is increased from 5% to 30% when the mode is switched (first increasing means a). Then, the opening degree of the DEF door 24 increased to 30% decreases with time (decreasing means c), and in the present embodiment, it is controlled so as to be maintained at the point where it decreases to 10% after 25 minutes. The transition at the time of this decrease may be linear, curvilinear, or stepwise.

Further, in the present embodiment, an example in which the opening degree of the DEF door is varied as a variable amount of the conditioned air blown to the window is shown. The air distribution ratio or the blowing air speed may be variable.

Next, the features of this embodiment will be described. The air conditioner ECU 10 performs, as the anti-fogging control, the first increasing means a for increasing the amount of the conditioned air blown to the window, the blowing temperature, the air distribution ratio, or the blowing speed under predetermined conditions, and the air conditioning increased by the first increasing means a. And a reducing means (c) for reducing the blown air volume, the blown air temperature, the air distribution ratio, or the blown air velocity with time.

As a result, immediately after the anti-fog control is entered, the high cloudiness is exerted, and the hot glow of the face which increases with the passage of time depends on the amount of air blown to the window, the temperature of the blown air, etc. with the passage of time. It can be avoided by gradually lowering it.

(Second Embodiment) FIG. 6 shows a second embodiment of the present invention, and is a characteristic diagram showing the transition of the DEF door opening with the passage of time. In the same flowchart as the first embodiment (FIG. 5), if the F / D mode is selected and the determination result of step S21 is YES, step S
23 is different only in that the processing is performed according to the content of step S33 (FIG. 6), and the interior of the vehicle is heated while the anti-fog control of the window is performed in the F / D mode.

The graph in FIG. 6 (step S33) is FOO.
In the case of switching from the T mode to the F / D mode, when the switching is performed, the opening degree of the DEF door 24 is temporarily changed from 5% to 30%.
% (First increasing means a). Then, from there, the opening degree of the DEF door 24 is further increased from 30% to 40% (second increasing means b). Then, the opening degree of the DEF door 24 increased to 40% decreases with time (decreasing means c), and in the present embodiment, it is controlled so as to be maintained at 10% after 25 minutes.

As described above, the feature of the present embodiment is to maintain or increase the blown air volume, the blown air temperature, the air distribution ratio, or the blown air velocity of the conditioned air increased by the first increasing means a for a predetermined condition or for a predetermined time. The second increasing means b is provided, and the second increasing means b is used as the first increasing means a and the decreasing means c.
It has been established between and. As a result, even after entering the anti-fogging control, it is possible to exhibit a higher clearing ability.

In the graph, the first increasing means a and the second increasing means b are shown with different increasing gradients so that they can be easily understood, but this is the same increasing gradient and the normal DEF door is opened. Degree (eg 40%)
%) May be continuously increased.

(Third Embodiment) FIG. 7 shows a third embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. In summary, with respect to the flow charts of the first and second embodiments, step S42 for determining whether or not to perform hot flash prevention is provided before the F / D mode is selected and the control of steps S23 and S33 is performed. It is a thing.

For setting whether or not to prevent the hot flash, the occupant selects the F / D mode with the MODE changeover switch 57 of the air conditioner operation panel 51, and then, the up switch 62a on the driver side or the passenger side, 63a or the down switches 62b and 63b may be selected.

First, when the routine of FIG. 7 is started, it is determined in step S41 whether the outlet mode is the F / D mode. Then, if the determination result is NO, the process proceeds to step S42, and the normal air outlet mode state set in the air conditioner is executed. Then, when the F / D mode is selected and the determination result of step S41 is YES, the process proceeds to step S43.

In step S43, it is determined whether or not fire prevention is to be performed. Then, if the determination result is NO (no fire protection is implemented), the process proceeds to step S42, and the normal outlet mode state set in the air conditioner is executed. Incidentally, the opening degree of the DEF door 24 in the F / D mode is constant at 30%.

Then, the determination result of step S41 is YE.
In the case of S (fire protection is carried out), step S44
Go to. The control content in step S44 is the control content in steps S23 and S33 of the first and second embodiments, and F /
When the mode is switched to the D mode, the opening degree of the DEF door 24 is increased by the first and second increasing means a and b, and the increased opening degree of the DEF door 24 is decreased by the decreasing means c with time. The interior of the vehicle is heated while the F / D mode is controlled to perform the anti-fog control of the window.

As described above, the feature of the present embodiment is that the anti-fog control selecting means 57 for executing the anti-fog control is provided, and the occupant operates the anti-fog control selecting means 57 so that the first and second anti-fog controls are operated. It is possible to select whether the blowing amount of air-conditioning air, the blowing temperature, the air distribution ratio, or the blowing velocity increased by the increasing means a and b is decreased by the reducing means c with time, or is maintained substantially constant. This allows
The occupant can select a control pattern that also considers comfort and a control pattern that prioritizes the cloudiness clearing ability.

(Fourth Embodiment) FIG. 8 shows a fourth embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. In general, it relates to the display of the blowing mode on the liquid crystal display 52 or the like, and is executed at the same time as the anti-fog control in steps S23 and S33 of the above-described embodiments.

First, when the routine of FIG. 8 is started, the opening degree of the DEF door 24, which has once increased in steps S23 and S33, decreases with time in the decreasing means c in step S51, and the opening value is reduced to a predetermined value in this embodiment. One after 25 minutes
It is determined whether or not it has become 0%. Then, while the determination result is NO, the process proceeds to step S52, and the blowout mode display is the F / D mode. Then, when the opening degree of the DEF door 24 becomes 10% of the predetermined value and the determination result in step S51 is YES, the process proceeds to step S53, the F / D mode of the blowout mode display is released, and the FOOT mode display is displayed. It is a thing.

As described above, the feature of this embodiment is that the blowout mode display means 52 for displaying that the antifogging control is being executed is provided, and the air conditioning increased by the first and second increasing means a, b. When the amount of blown air, the blowing temperature, the air distribution ratio, or the blowing speed of the wind decreases with time in the reducing means c and reaches a predetermined value, the display in the blowing mode display means 52 is canceled.

Accordingly, the occupant's sense of discomfort can be eliminated by matching the actual blowing state and the blowing mode display. It should be noted that the predetermined value in step S51 is not necessarily a value that decreases with time by the reducing means c and is maintained, but it is also possible to cancel the display and switch the display at the time when it reaches, for example, 15%.

(Fifth Embodiment) FIGS. 9 and 10 show a fifth embodiment of the present invention, and FIG. 9 is a flow chart showing control relating to anti-fogging control. It is executed simultaneously with the anti-fog control in steps S23 and S33 in the embodiment.

First, when the routine of FIG. 9 is started, in step S61, the opening degree of the DEF door 24, which has once increased in steps S23 and S33, decreases with the decrease means c with time, and becomes the predetermined value in this embodiment. One after 25 minutes
It is determined whether or not it has become 0%. Then, while the determination result is NO, the routine returns and the determination of this step S61 is repeated.

Then, after the opening degree of the DEF door 24 becomes 10% of the predetermined value and the determination result of step S61 becomes YES, it is desired to increase the air flow rate from the DEF door 24 in step S62. It is determined whether or not the operation has been performed. The operation for increasing the air flow rate from the DEF door 24 is, for example, the case where the F / D mode is selected again by the MODE changeover switch 57 by the operation of the passenger. While the determination result is NO, the routine returns and the determination of this step S62 is repeated.

Then, after the antifogging control in steps S23 and S33 is performed and the value has dropped to a predetermined value (step S61), the determination result in step S62 is YES (again, DEF).
If an operation to increase the air volume has been entered), the process proceeds to step S63, and it is determined that a situation requiring a clearing ability higher than the previous clearing ability of the anti-fogging control is required, and in step S63, it is determined to be higher than the previous one. The antifogging control is performed again by using a means for increasing the defogging ability (DEF ratio increasing control).

The means for increasing the cloudiness clearing ability compared to the previous time will be described with reference to the characteristic diagram of FIG. 10 showing the transition of the DEF door opening over time. In contrast to the previous transition indicated by the solid line in the figure, the means 1 increases the increase amount when switching to the F / D mode from the previous 30% to 35%. Further, in the means 2, the maintenance time in the state of being increased to 30% is lengthened. Further, in the means 3, the degree of decrease with time after the increase to 30% is moderated. Alternatively, the transition may be a combination of these means.

As described above, the feature of the present embodiment is that the blowing air volume, the blowing temperature, the air distribution ratio, or the blowing speed of the conditioned air increased by the first and second increasing means a, b is reduced by the decreasing time by the reducing means c. Becomes less than the specified value
When the anti-fogging control selecting means 57 is selected by the operation of the occupant, the anti-fogging control is started again, and the first and second previous times are performed.
The amount of increase of the conditioned air is increased by the increasing means a, b, the temperature of the conditioned air, the proportion of air distribution, the proportion of air distribution, the speed of the blowing air, or the time for maintaining or increasing the length of time is increased, or the decreasing means c is used. And the degree to which it decreases with time is loosened.

As a result, it is judged that the window is in an environment where it is easy to fog because the anti-fog control is selected again.
Corresponding to the situation, the anti-fog control is performed in a state in which the cloudiness clearing ability is increased from the previous time. Note that, like the fourth embodiment, the predetermined value in step S61 is not necessarily a value which decreases with time by the reducing means c and is maintained, but the DEF in step S62 is reached when it reaches, for example, 15% on the way.
Alternatively, it may be determined whether or not there is an operation to increase the air flow rate from the.

(Sixth Embodiment) FIGS. 11 and 12 show a sixth embodiment of the present invention, and FIG. 11 is a flow chart showing the control relating to the antifogging control. First, FIG.
When the routine is started, it is determined in step S71 whether the outlet mode is the automatic F / D mode. If the determination result is NO in any mode other than the automatic F / D mode, the process returns and the determination in step S71 is repeated. When the automatic F / D mode is selected and the determination result in step S71 is YES, it is determined in step S72 whether or not the outside air temperature TAM is lower than 0 ° C., for example.

If the determination result is YES under the condition that the window where the outside air temperature TAM is lower than 0 ° C. is likely to become cloudy, the process proceeds to step S73. The control content in step S73 is the control content in steps S23 and S33 of the first and second embodiments. For example, the opening degree of the DEF door 24 when switching to the automatic F / D mode is the first and second increasing means a. , B, and the increased opening degree of the DEF door 24 is controlled by the decreasing means c so as to decrease with time, while performing the anti-fog control of the window in the automatic F / D mode, and Heating is done.

If the outside temperature TAM is higher than 0 ° C. and the window is not easily fogged, the result of the determination in step S72 is N.
If it is O, the process proceeds to step S74. Then, as the anti-fogging control under the environmental condition in which the window is hard to be fogged, the anti-fogging control is performed by using the means for lowering the clearing ability (DEF ratio reduction control).

The means for lowering the cloudiness clearing ability will be described with reference to the characteristic diagram of FIG. 12 showing the transition of the DEF door opening over time. In contrast to the normal transition shown by the solid line in the figure, in the present embodiment, when the mode is switched to the auto F / D mode, it is first increased to 30% and then decreased with time, and is maintained at a point where it decreases to 5% after 25 minutes. Controlled by.

This is also the DEF of the fifth embodiment described above.
Contrary to the ratio increasing means (Fig. 10),
After the amount of increase when the mode is switched to the automatic F / D mode as the means 1 is made smaller than usual, or as the means 2 is shortened the maintaining time in the state of being increased to the predetermined value, or after the means 3 is increased to the predetermined value. The degree of decrease with time may be increased, or the transition may be a combination of these means.

Further, since the purpose of the previous step S72 is to judge whether or not the window is in an environment condition in which the window is not easily fogged, it is not limited to the outside air temperature TAM, but for example, the solar radiation amount TS or the vehicle interior temperature TR or the humidity or the outside air ratio. Alternatively, it may be determined whether the glass temperature or the like is on a condition side where it is easy to fog or a condition condition where it is difficult to fog with respect to a predetermined value.

As described above, as a feature of the present embodiment, the air conditioner ECU 10 is configured such that the air conditioner ECU 10 increases the blown air volume or the blown air temperature of the conditioned air by the first and second increasing means a and b when the window is in an environment condition in which the window is not easily fogged. The amount of increase in the air distribution ratio or the blowing air velocity is reduced, the time during which the airflow is maintained or increased is shortened, or the reduction means c increases the degree of decrease with time.

As a result, under environmental conditions in which the window is not easily fogged, the antifogging control is performed with the defrosting ability being lowered, so that it is possible to further avoid the burning of the face.

(Seventh Embodiment) FIG. 13 shows a seventh embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. First, when the routine of FIG. 13 is started, the outlet mode is set to manual F in step S81.
/ D mode is determined. If the determination result is NO in any mode other than the manual F / D mode, the process returns and the determination in step S81 is repeated.

When the manual F / D mode is selected and the result of the determination in step S81 is YES, the process proceeds to step S82, in which the cloudiness is higher than the cloudiness clearance capability of the normal (automatic) anti-fog control. It is determined that the ability is required and the manual F / D mode is selected, and in step S82, the means for increasing the defogging ability over the normal (automatic) (DEF ratio increasing control) is used to again prevent the fog. It controls.

The control content in step S82 is the same as the DEF ratio increasing control in step S63 of the fifth embodiment, and the means 1 to 3 shown in FIG. 10 or a transition in which these means are combined is used. Done.

Thus, as a feature of this embodiment, the air conditioner ECU 10 starts the antifogging control and automatically starts the antifogging control when the antifogging control selecting means 57 is selected by the operation of the passenger. In comparison with the case in which the first and second increasing means a and b increase the amount of blown airflow of the conditioned air, the blowing temperature, the air distribution ratio, or the amount of increase in the blown air velocity,
Alternatively, the time for maintaining or increasing is lengthened, or the degree of decrease with time is reduced by the reducing means c.

As a result, the anti-fogging control is performed in a state in which the anti-fogging ability is increased corresponding to the situation in which the anti-fogging control is selected by the occupant's will.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an overall configuration of an automatic air conditioner system.

FIG. 2 is a front view showing an instrument panel of a vehicle.

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

FIG. 4 is a flowchart showing a control program of the air conditioner ECU.

FIG. 5 is a flowchart showing window anti-fog control (first embodiment).

FIG. 6 is a characteristic diagram showing a transition of a DEF door opening with time (second embodiment).

FIG. 7 is a flowchart showing control relating to antifogging control (third embodiment).

FIG. 8 is a flowchart showing control relating to antifogging control (fourth embodiment).

FIG. 9 is a flowchart showing control relating to antifogging control (fifth embodiment).

FIG. 10 is a characteristic diagram showing a transition of a DEF door opening with time (fifth embodiment).

FIG. 11 is a flowchart showing control relating to antifogging control (sixth embodiment).

FIG. 12 is a characteristic diagram showing changes over time of the DEF door opening (sixth embodiment).

FIG. 13 is a flowchart showing control relating to antifogging control (seventh embodiment).

[Explanation of symbols]

10 Air conditioner ECU (air conditioning control means) a First increasing means b Second increasing means c Reduction means 52 Liquid crystal display (blowout mode display means) 57 MODE selector switch (anti-fog control selection means)

Claims (7)

[Claims] 1. A vehicle air conditioner comprising an air conditioning control means (10) for defrosting a window of a vehicle under the control of the air conditioning control means (10), wherein the air conditioning control means (10) performs defrost control. The first increasing means (a) for increasing the blown air volume, the blowing temperature, the air distribution ratio, or the blowing speed of the conditioned air to the window under a predetermined condition, and the conditioned air increased by the first increasing means (a). An air conditioner for a vehicle, comprising: a reducing unit (c) for reducing the blown air volume, the blown air temperature, the air distribution ratio, or the blown wind speed with time. 2. A second increasing means for continuously maintaining or increasing the blown air volume, the blown air temperature, the air distribution ratio, or the blown air velocity of the conditioned air increased by the first increasing means (a) for a predetermined condition or for a predetermined time. The vehicle air conditioner according to claim 1, further comprising (b), wherein the second increasing means (b) is provided between the first increasing means (a) and the decreasing means (c). apparatus. 3. An anti-fog control selecting means (57) for executing the anti-fog control is provided, and an occupant operates the anti-fog control selecting means (57), whereby the first and second increasing means ( It is possible to select whether to decrease the blown air volume, the blown air temperature, the blown air ratio, or the blown air velocity of the air-conditioned air, which is increased in a) or b), with the reducing means (c) with time, or to maintain it substantially constant. The vehicle air conditioner according to claim 1 or 2, wherein 4. A blowout mode display means (52) for displaying that the anti-fogging control is being executed is provided, and the conditioned air increased by the first and second increasing means (a, b). The blowout mode display means (52) cancels the display when the blowout air volume, the blowout temperature, the air distribution ratio, or the blowout air velocity decreases with time in the reducing means (c) and reaches a predetermined value. The vehicle air conditioner according to claim 1 or 2. 5. The reducing means (c) reduces the blown air volume, the blown air temperature, the air distribution ratio, or the blown air velocity of the conditioned air, which is increased by the first and second increasing means (a, b), with time. When the anti-fogging control selecting means (57) is selected by the occupant's operation after reaching the predetermined value, the anti-fogging control is started again, and the previous first,
The amount of increase is made larger than the blown air volume, the blown air temperature, the air distribution ratio, or the blown air speed of the conditioned air increased by the second increasing means (a, b), or the time for maintaining or continuing to increase is lengthened, The vehicle air conditioner according to claim 1 or 2, wherein the reducing means (c) reduces the degree of decrease with time. 6. The air-conditioning control means (10), when the window is in an environmental condition in which the window is hard to fog up, blows out the air-conditioning air volume or the air-blowing temperature of the air-conditioned air which is increased by the first and second increasing means (a, b). The amount of increase in the air distribution ratio or the blowing air speed is reduced, or the time for maintaining or increasing is shortened, or the reducing means (c).
3. The vehicle air conditioner according to claim 1, wherein the degree of decrease with time is increased. 7. The air-conditioning control means (10) starts the anti-fog control and automatically performs the anti-fog control when the anti-fog control selection means (57) is selected by an operation of a passenger. Compared with the case of starting, the first and second increasing means (a,
Increase the amount of the blast of the conditioned air, the temperature of the blast, the proportion of the air distribution, or the increase in the blast speed, which is increased in b), or
3. The vehicle air conditioner according to claim 1 or 2, wherein the maintaining or increasing time is lengthened or the decreasing means (c) reduces the degree of decrease with time.