JP2005335526A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To combine comfortability and defogging by defogging window glass while giving a soft feeling of air-conditioning to occupants. <P>SOLUTION: When an outside glass estimated temperature becomes lower than an outside air dew point in an instrument panel blowoff mode of blowing air-conditioning air out of an instrument panel upper face blowoff port 15, a control means 200 reduces the quantity of air-conditioning air from the instrument panel upper face blowoff port 15, or stops the blowoff of air-conditioning air from the instrument panel upper face blowoff port 15. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle air conditioner that makes it possible to prevent fogging of a window glass without impairing the feeling of air conditioning to a passenger, and to achieve both comfort and anti-fogging.

Conventionally, several techniques for preventing fogging of a window glass in a vehicle air conditioner are known. For example, in order to prevent the outside fogging of the window glass that is likely to occur mainly during cooling operation, it is described that the blowing to the window glass is stopped when the blowing temperature to the window glass is lower than the dew point temperature of the air outside the vehicle cabin. (See Patent Document 1). In addition, for example, in order to prevent fogging inside the window glass that is likely to occur mainly during heating operation, when the cloud prevention and dehumidification capacity is reduced, the amount of air blown from the defroster (DEF) outlet is increased, or It is described to increase (see Patent Document 2).
Japanese Patent Laid-Open No. 11-190547 JP 2002-120545 A

  However, in the former case, the blowout temperature is lower than the glass temperature during normal cooling operation, so when comparing the blowout temperature and the dew point temperature of the outside air of the passenger compartment to determine the outside fogging of the window glass, there is an outside fogging. More opportunities to judge. Therefore, there is a high possibility that the blowing will be stopped before the window glass is fogged, and there is a possibility that the frequency of blowing to the window glass will be reduced more than necessary.

  In the latter case, the amount of air-conditioned air blown from the defroster outlet is used to warm the window glass, and the amount of air-conditioned air blown from the foot (FOOT) outlet is reduced by the amount blown from the defroster outlet. To do. Therefore, there is a possibility of reducing the heating capacity as a whole.

  The present invention has been made in view of the above points, and it is possible to prevent fogging of the window glass while giving a soft feeling of air conditioning to the occupant, and to achieve both comfort and anti-fogging. An object of the present invention is to provide a vehicle air conditioner.

  In order to achieve the above object, the technical means according to claims 1 to 16 are employed.

According to the first aspect of the present invention, at least the defroster outlet for removing the fog on the window glass of the vehicle, the foot outlet for blowing air to the feet of the passenger, and the inner surface of the window glass from the upper surface of the instrument panel of the vehicle. An air conditioning unit that blows out conditioned air from each air outlet, provided with an instrument panel upper surface air outlet that indirectly blows air toward the occupant side
Control means for controlling the blowout amount of the conditioned air blown out from each blowout outlet according to the heat load of the vehicle, and controlling the blowout outlet mode including the instrument panel blowout mode blown out from the instrument panel upper face blowout outlet,
The control means is a vehicle air conditioner that controls the amount of conditioned air that is blown out from the instrument panel upper surface outlet at least in the instrument panel blowing mode.
First means for determining the dew point temperature of the outside air of the passenger compartment (outside air dew point temperature) and second means for determining the estimated outside glass temperature outside the vehicle window glass,
In the instrument panel blowing mode, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet or stops the conditioned air from the instrument panel upper outlet when the estimated outside glass temperature is lower than the outside air dew point temperature. It is characterized by that.

  As a result, in the present invention, in the instrument panel blowing mode, air-conditioning air is blown from the instrument panel upper surface outlet toward the inner surface of the window glass, and air is blown indirectly to the passenger, thereby enabling comfortable air conditioning with less draft feeling. Become.

  In addition, although it is more likely to be clouded by blowing out from the instrument panel upper surface outlet, in the present invention, the occurrence of fog on the outside of the vehicle window glass is determined directly from the estimated outside glass temperature and the outside air dew point temperature. By doing so, it becomes possible to perform the anti-fogging treatment in a timely manner. Moreover, since the anti-fogging treatment can be performed in a timely manner, for example, in the instrument panel blowing mode by cooling operation, it becomes possible to blow air-conditioned air from the instrument panel upper surface outlet relatively frequently. It is possible to achieve both a low and comfortable air conditioning.

  According to the second aspect of the present invention, when the estimated outside glass temperature is lower than the sum of the outside air dew point temperature and the offset temperature value, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet, or By stopping the blowing of conditioned air from the top panel outlet, the possibility of fogging on the outside of the window glass can be predicted in advance by the amount set for the offset temperature value, so it is ensured that fogging will occur on the outside of the window glass. It becomes possible to prevent.

  According to the third aspect of the present invention, the outside air humidity sensor that detects the humidity (outside air humidity) of the outside air of the passenger compartment and the outside air temperature sensor that detects the temperature (outside air temperature) of the outside air of the passenger compartment are provided. The means obtains the outside air dew point temperature based on the outside air humidity and the outside air temperature, so that the outside air dew point temperature can be detected using, for example, a wet air diagram.

  According to the fourth aspect of the present invention, the solar radiation sensor that detects the amount of solar radiation irradiated into the vehicle interior, the internal air temperature sensor that detects the temperature (internal air temperature) of the vehicle interior air, and the vehicle traveling speed are detected. The second means can estimate the outside glass temperature that is difficult to detect by determining the outside glass estimated temperature based on at least the outside air temperature, the inside air temperature, the amount of solar radiation, and the vehicle traveling speed. It becomes possible.

  According to the fifth aspect of the present invention, the air conditioning unit has the air outlet opening / closing doors that respectively control the air volume of the conditioned air blown from the air outlets of the defroster air outlet, the foot air outlet, and the instrument panel upper air outlet. The control means can control each opening degree of each outlet opening / closing door independently by controlling each opening degree of each outlet opening / closing door, thereby performing desired air conditioning control. It can be performed.

According to the sixth aspect of the invention, at least the defroster outlet for removing the fog on the window glass of the vehicle, the foot outlet for blowing air to the feet of the passenger, and the inner surface of the window glass from the upper surface of the instrument panel of the vehicle. An air conditioning unit that blows out conditioned air from each air outlet, provided with an instrument panel upper surface air outlet that indirectly blows air toward the occupant side
Control means for controlling the blowout amount of the conditioned air blown out from each blowout port according to the heat load of the vehicle, and controlling the blowout mode including the foot mode blown out to the feet of the occupant,
The control means is a vehicle air conditioner that controls the amount of conditioned air blown from the foot outlet at least in the foot mode,
A third means for determining the dew point temperature of the passenger compartment air (inside air dew point temperature), and a fourth means for determining the estimated inner glass temperature inside the window glass of the vehicle,
The control means is characterized in that, in the foot mode, when the estimated inner glass temperature becomes lower than the inside air dew point temperature, the conditioned air is blown out from the instrument panel upper surface outlet in addition to the foot outlet.

  Thereby, it is possible to determine the occurrence of fogging inside the window glass of the vehicle directly from the estimated inner glass temperature and the inside air dew point temperature, and to perform the antifogging process in a timely manner. In addition, since the anti-fogging treatment can be performed in a timely manner, for example, in the foot mode during the heating operation in winter, the opportunity to blow conditioned air from the top panel outlet for heating the window glass is narrowed down. It is possible to increase the air volume ratio of the conditioned air from the blowout port and allow the warm conditioned air blown out from the instrument panel upper surface blowout port to reach the passenger to some extent. This makes it possible to achieve both defogging of the window glass and comfortable air conditioning.

  According to the seventh aspect of the present invention, when the estimated inner glass temperature is lower than the total value of the inside air dew point temperature and the offset temperature value, the control means maximizes the blowout of conditioned air from the instrument panel upper surface outlet, or By increasing the air volume of the conditioned air from the top panel outlet, the possibility of fogging inside the windowpane can be predicted in advance by the amount set for the offset temperature value, thus ensuring that fogging inside the windowpane occurs. It becomes possible to prevent.

  According to an eighth aspect of the present invention, the inside air humidity sensor for detecting the humidity (inside air humidity) of the cabin air and the inside air temperature sensor for detecting the temperature (inside temperature) of the cabin air are provided, and the third means By obtaining the inside air dew point temperature based on the inside air humidity and the inside air temperature, for example, the inside air dew point temperature can be detected using a humid air diagram.

  According to the ninth aspect of the present invention, the solar radiation sensor that detects the amount of solar radiation irradiated into the vehicle interior, the outside air temperature sensor that detects the temperature (outside air temperature) of the vehicle exterior air, and the vehicle traveling speed are detected. The fourth means can estimate the inner glass temperature that is difficult to detect by determining the estimated inner glass temperature based on at least the outside air temperature, the inside air temperature, the amount of solar radiation, and the vehicle traveling speed. It becomes possible.

  According to the invention described in claim 10, when the estimated inner glass temperature is lower than the total value of the inside air dew point temperature and the offset temperature value in the foot mode, the control means is configured to use the defroster outlet and the instrument panel upper surface outlet. By blowing out the conditioned air, the window glass can be rapidly heated, and the occurrence of fogging can be reliably prevented.

According to the eleventh aspect of the present invention, at least a face outlet that directly blows air to the occupant side, a defroster outlet that defrosts the window glass of the vehicle, a foot outlet that blows air to the feet of the occupant, and an inlet of the vehicle An instrument panel top surface air outlet that indirectly blows air toward the occupant side from the top surface of the instrument panel toward the inner surface of the window glass, and an air conditioning unit that blows conditioned air from each air outlet,
Control means for controlling the blowout amount of the conditioned air blown out from each blowout outlet according to the heat load of the vehicle, and controlling the blowout outlet mode including the instrument panel blowout mode blown out from the instrument panel upper face blowout outlet,
The control means is a vehicle air conditioner that controls the amount of conditioned air blown out from the instrument panel upper surface outlet at least in the instrument panel blowing mode,
First means for determining the dew point temperature of the outside air of the passenger compartment (outside air dew point temperature), and second means for determining the estimated outside glass outside the window glass of the vehicle,
In the instrument panel blowing mode, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet or stops the conditioned air from the instrument panel upper outlet when the estimated outside glass temperature is lower than the outside air dew point temperature. It is characterized by that.

  As a result, in the present invention, in the instrument panel blowing mode, air-conditioning air is blown from the instrument panel upper surface outlet toward the inner surface of the window glass, and air is blown indirectly to the passenger, thereby enabling comfortable air conditioning with less draft feeling. Become.

  In addition, although it is more likely to be clouded by blowing from the top panel outlet, the present invention directly determines the occurrence of fog on the outside of the vehicle window glass from the estimated outside glass temperature and the outside air dew point temperature. By doing so, it becomes possible to perform the anti-fogging treatment in a timely manner. Moreover, since the anti-fogging treatment can be performed in a timely manner, for example, in the instrument panel blowing mode by cooling operation, it becomes possible to blow conditioned air from the instrument panel upper surface outlet relatively frequently.

  Moreover, even when the air volume of the conditioned air blown out from the instrument panel top air outlet is reduced or stopped for anti-fogging, it is possible to suppress the decrease in air conditioning performance by using the face air outlet to compensate for the reduced air volume. It is possible to achieve both the anti-fogging of the window glass and the comfortable air-conditioning with less draft feeling.

  According to the twelfth aspect of the present invention, in the instrument panel blowing mode, the control means opens both the instrument panel upper surface outlet and the face outlet and blows out from both outlets during the air conditioning transition toward the set temperature. When air conditioning is stable and reaches the set temperature, at least air is blown out from the top panel outlet, and the amount of conditioned air blown from the top panel outlet is larger than the amount of conditioned air blown from the face outlet. Thus, it becomes possible to achieve both control responsiveness to the set temperature and comfortable air conditioning with little draft feeling in a substantially air conditioning stable state.

According to the invention described in claim 13, at least the face air outlet that directly blows air to the occupant side, the defroster air outlet that defrosts the window glass of the vehicle, the foot air outlet that blows air to the feet of the occupant, and the vehicle interior An instrument panel top surface air outlet that indirectly blows air toward the occupant side from the top surface of the instrument panel toward the inner surface of the window glass, and an air conditioning unit that blows conditioned air from each air outlet,
Control means for controlling the blowout amount of the conditioned air blown out from each blowout port according to the heat load of the vehicle, and controlling the blowout mode including the foot mode blown out to the feet of the occupant,
The control means is a vehicle air conditioner that controls the amount of conditioned air blown from the foot outlet at least in the foot mode,
A third means for determining the dew point temperature of the passenger compartment air (inside air dew point temperature), and a fourth means for determining the estimated inner glass temperature inside the window glass of the vehicle,
The control means is characterized in that, in the foot mode, when the estimated inner glass temperature becomes lower than the inside air dew point temperature, the conditioned air is blown out from the instrument panel upper surface outlet in addition to the foot outlet.

  Thus, the same effect as in the sixth aspect can be obtained, and it is possible to achieve both the anti-fogging of the window glass and the comfortable air conditioning.

  According to the invention described in claim 14, in the vehicle air conditioner according to claim 1 or 11, the first means obtains the outside air dew point temperature using external information obtained from the outside of the vehicle, and 2 means, by obtaining the outside glass estimated temperature using external information obtained from the outside of the vehicle, it is possible to omit to some extent the sensors dedicated to the air conditioner, such as the outside air temperature and the amount of solar radiation, necessary for air conditioning control Become.

  According to the invention of claim 15, in the vehicle air conditioner of claim 6 or claim 13, the fourth means obtains the estimated inner glass temperature using external information obtained from the outside of the vehicle. The effect similar to that of the fourteenth aspect can be obtained.

  According to the sixteenth aspect of the present invention, the external information is the weather information of the surrounding area of the vehicle updated and stored in the data center, and is information that the control means obtains from the data center via the Internet. In the present invention, it is possible to obtain weather information that is closer to the actual condition from a data center installed outside the vehicle, and it is possible to omit a sensor dedicated to the air conditioner to some extent.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a diagram illustrating the overall configuration of a vehicle air conditioner, and FIG.

  This air conditioner is an auto air conditioner that automatically controls the temperature in the passenger compartment 4 to always maintain a desired temperature set by a passenger. The air conditioner unit 100 for air conditioning the passenger compartment 4 and the air conditioner unit 100 It consists of the air-conditioner control apparatus 200 which controls the apparatus which comprises.

  The air conditioner unit 100 includes an air conditioning duct 20 that is disposed below the back side of the instrument panel 2 and forms an air passage 11 that guides conditioned air into the passenger compartment 4. On the most upstream side of the air flow of the air conditioning duct 20, an inside / outside air switching box A having an inside air inlet 21 and an outside air inlet 22 is provided. Inside / outside air switching doors 23 are rotatably mounted inside the suction ports 21 and 22, and the inside / outside air switching doors 23 are driven by an actuator 40 such as a servo motor, thereby enabling the inside / outside air circulation mode and the inside / outside air-conditioning modes. The suction mode is switched between the air mode and the outside air introduction mode.

  A centrifugal blower unit 30 for sending air is provided downstream of the inside / outside air switching box A in the air conditioning duct 20. The blower unit 30 includes a centrifugal fan 31 that is rotatably housed in a scroll case that is integrated with the air conditioning duct 20, and a blower motor 32 that rotationally drives the centrifugal fan 31. The rotational speed (the amount of blown air and the amount of blown air) of the centrifugal fan 31 is controlled by controlling the voltage applied to the blower motor 32 via the blower drive circuit 33.

  An evaporator 24 that constitutes a part of the refrigeration cycle is disposed on the downstream side of the blower unit 30, and the introduced air is dehumidified and cooled by exchanging heat between the refrigerant and the introduced air. A heater core 25 through which engine cooling water flows is disposed on the downstream side, and heat is exchanged between the dehumidified and cooled air and the engine cooling water to heat the air. An air mix door 26 is rotatably disposed on the air inlet side of the heater core 25, and is driven by an actuator 45 such as a servo motor so that the ratio between the amount of air passing through the heater core 25 and the amount of air bypassing the heater core 25 is calculated. The desired conditioned air is adjusted to adjust the temperature of the conditioned air blown into the passenger compartment 4.

  A blower outlet switching box B is provided on the most downstream side of the air flow of the air conditioning duct 20, and a foot (FOOT) opening, a defroster (DEF) opening, and an instrument panel upper surface opening are formed, and these openings The ducts 13a, 14a, and 15a are connected to each other.

  At the most downstream end of these ducts 13a, 14a, 15a, there is a foot (FOOT) outlet 13 for blowing air to the feet of the occupant, and the root of the inner surface of the window glass 1 to remove fog generated on the inner and outer sides of the window glass 1 of the vehicle. Air-conditioning air is blown out from the upper surface of the instrument panel 2 on the passenger side from the defroster (DEF) outlet 14 for blowing air to the side and the defroster outlet 14 toward the inner surface of the front window glass 1. An instrument panel upper surface outlet 15 for indirectly blowing conditioned air to the occupant side along the inner surface is provided.

  In addition, as shown in FIGS. 2 (a) and 2 (b), the instrument panel upper surface outlet 15 is a occupant in the entire area (inside the alternate long and short dash line) including the driver's seat and the passenger seat side of the resin instrument panel 2. It consists of a large number of small-diameter holes drilled on a slope inclined to some extent toward the side. The conditioned air thus blown out (illustrated by reference numeral 3) is gently blown to the passenger side by gently changing the flow direction due to the inner surface gradient of the window glass 1, and a draft feeling (feeling that the wind directly hits the skin). It becomes a soft air-conditioning wind without air.

  Inside the air outlets 13 to 15, air outlet open / close doors 17 and 18 and a door 19 for adjusting the air discharge amount are rotatably attached and are driven by actuators 41 to 43 such as servo motors, respectively. Thus, the blowout of air-conditioned air from the blowout ports 13 to 15 or the blowout amount can be individually adjusted.

  The outlet mode includes an instrument panel outlet (quasi-FACE) mode, a bi-level (B / L) mode that is an intermediate mode between the instrument panel outlet mode and the foot mode, a foot (FOOT) mode, and a foot differential (F / F) that combines the foot mode and the differential mode. D) mode and differential (DEF) mode, and the outlet opening / closing doors 17, 18, and 19 are controlled in accordance with an instruction from the air conditioner control device 200, which will be described later, and these outlet modes are switched.

  The instrument panel upper surface outlet 15 is used not only in the instrument panel outlet mode but also in other modes such as the differential mode and the foot mode in order to prevent the window glass 1 from being fogged.

  The air conditioner control device 200 has a microcomputer and an input / output circuit including a CPU, a ROM, a RAM, and the like (not shown). The storage device 201 is composed of the ROM or a rewritable nonvolatile memory, and stores various control tables and data processing tables as shown in FIGS. The air conditioner control device 200 includes an operation signal of an operation panel 50 provided in the front surface of the passenger compartment 4, for example, air conditioner ON / OFF information, set temperature information, blower air volume switching information, air outlet mode switching information, suction mode switching information, auto Air conditioner / manual air conditioner selection information, etc. are input.

  Further, sensor signals from various sensors 61 to 67 are input to the air conditioner control device 200. Here, the various sensors 61 to 67 are an inside air temperature sensor 61 that detects the temperature (inside air temperature) of the air inside the passenger compartment 4, an outside air temperature sensor 62 that detects the temperature of the air outside the passenger compartment 4 (outside air temperature), and the passenger compartment. 4, a solar radiation sensor 63 that detects the amount of solar radiation radiated inside the vehicle 4, an indoor air humidity sensor 64 that detects the humidity of the air inside the passenger compartment 4 (inside air humidity, normal relative humidity), and the humidity of the air outside the passenger compartment 4 (outside air humidity, normal An outside air humidity sensor 65 for detecting a relative humidity), a vehicle speed sensor 66 for detecting a traveling speed of the vehicle, and other sensors 67 such as an after-evaporation temperature sensor and an engine coolant temperature sensor.

Here, the inside air humidity sensor 64 is attached at the same position as the inside air temperature sensor 61 for detecting inside air, and the outside air humidity sensor 65 is attached inside the outside air introduction port of the inside / outside air switching box A.
The sensor signals from these various sensors 61 to 67 are subjected to waveform processing by an input / output circuit (not shown), and analog signals are appropriately AD converted into digital signals.

(Operation)
Next, the operation of the air conditioner 100 by the air conditioner control apparatus 200 will be described. FIG. 3 is a flowchart of the main routine of the air conditioner control process executed in the control device 200.

When an ignition switch (not shown) is turned on and this routine is started, first, the contents of the data processing memory (RAM) are initialized (step 310), and then the operation panel 50 and various sensors 61-61 are initialized. The signal from 67 is input (step 320). Based on the various signals, the required blowout temperature TAO corresponding to the heat load of the vehicle (sum of the amount of heat moving inside and outside the passenger compartment 4) is calculated by the following equation (step 330).
(Equation 1)
TAO = KSET / TSET-KR / TR-KAM / TAM-KS / TS + C0
Where TSET represents the set temperature, TS represents the amount of solar radiation (intensity of solar radiation) obtained by the solar radiation sensor 63, TR represents the internal air temperature obtained by the internal air temperature sensor 61, TAM represents the external air temperature obtained by the external air temperature sensor 62, and KSET, KR, KAM, and KS are gains or correction coefficients, and CO is a constant.

  Next, the blower control voltage VA is determined from the calculated required blowing temperature TAO according to a predetermined control characteristic table shown in FIG. 4 (step 340). The suction mode for switching between the inside air and the outside air is also determined based on the required blowing temperature TAO if not manually set (step 350).

  Subsequently, the outlet mode is determined from the calculated required outlet temperature TAO according to a predetermined control characteristic table shown in FIG. 5 (step 360).

  Here, in step 360, each air outlet mode is determined based on the required air outlet temperature TAO, and the air volume ratio from each air outlet 13 to 15 determined according to each air outlet mode is fixed to a preset value. Basically. At that time, the instrument panel upper surface outlet 15 corresponds to a face outlet that is normally blown toward the occupant and has a main role during cooling. By installing the instrument panel upper surface outlet 15, it is possible to eliminate the draft feeling caused by the conditioned air from the face outlet directly hitting the occupant and to provide soft and comfortable conditioned air.

  Next, control for preventing fogging of the window glass 1 is performed (step 370). In this embodiment, in order to eliminate the draft feeling which a passenger | crew feels, the instrument panel upper surface outlet 15 is provided, so that the window glass 1 is likely to be fogged. Therefore, by using the estimated glass temperature and the air dew point temperature that are directly related to the fogging phenomenon, it is possible to determine the occurrence of fogging in advance and with high accuracy, and to perform the antifogging process at a more desirable timing. Details of this step 370 will be described later.

  Subsequently, the opening degree of the air mix door 26 is determined from the calculated required blowing temperature TAO according to a predetermined control characteristic table (step 380), and each device is controlled according to the processing result of each step 340 to 380, and desired It will be controlled to the air conditioning state.

  Next, the control process (step 370) which prevents the fogging of the window glass 1 which is the principal part of this invention is demonstrated using FIGS.

  6 shows, for example, in the instrument panel blowing mode determined in step 360 shown in FIG. 3, such as during cooling operation in summer, the outside glass estimated temperature TWS1 outside the window glass 1 is the outside air dew point temperature of the vehicle exterior air. When it becomes lower than TX1, fogging is likely to occur on the outer surface of the window glass 1. Therefore, it is necessary to determine the occurrence of fogging in advance with high accuracy and to perform the antifogging process in a timely manner.

Therefore, first, the estimated outside glass temperature TWS1 outside the window glass 1 is calculated by the following equation (outside glass temperature estimating equation) based on the various signals read in Step 320 (Step 411).
(Equation 2)
TWS1 = TAM + KSPD1 · V · (KSS1 · TS + KRR1 · TR)-C1
However, TAM is the outside air temperature obtained by the outside air temperature sensor 62, V is the traveling speed of the vehicle obtained by the vehicle speed sensor 66, TS is the amount of solar radiation obtained by the solar radiation sensor 63, and TR is the inside air temperature obtained by the inside air temperature sensor 61. KSPD1, KSS1, and KRR1 are correction coefficients, and C1 is a constant. This step 411 constitutes the second means.

Subsequently, the outside air dew point temperature TX1 of the air outside the passenger compartment is calculated from the outside air humidity (usually relative humidity) and the outside air temperature TAM obtained by the outside air humidity sensor 65 read in step 320 by a wet air diagram ( Step 412).
Here, FIG. 7 is an explanatory diagram showing the outline of the wet air diagram. When the outside air humidity (normally relative humidity RH) and the outside air temperature TAM are known, the intersection point with the saturation curve when the absolute humidity RHW is constant. Becomes the outside air dew point temperature TX1. Therefore, by storing the main characteristics constituting such a wet air diagram in the storage device 201 in the air conditioner control device 200 in advance, the outside air dew point temperature TX1 can be calculated. This step 412 constitutes the first means.
Therefore, in step 413, when the estimated outside glass temperature TWS1 of the window glass 1 is lower than the total value of the outside air dew point temperature TX1 and the offset temperature value TO1, there is a high possibility that fogging will occur outside the window glass 1. Prediction is possible, and the process proceeds to step 414 to set the anti-fog priority mode. This anti-fogging priority mode is necessary for prevention of fogging during this period in preference to the air volume value, even though there is an air volume (blower control voltage) value determined by the required blowing temperature TAO as shown in FIG. This is a mode for setting to a proper operating state.

In step 414, control is performed in consideration of air-conditioning in the passenger compartment while giving priority to prevention of fogging of the window glass 1. As a control method, the blower outlet opening / closing door 19 is controlled to fully close the instrument panel upper face blower outlet 15 and the voltage level of the blower motor 32 is lowered to stop the blowing of conditioned air from the instrument panel upper face blower outlet 15 or Reduce airflow. Alternatively, the air volume of the conditioned air blown from the instrument panel upper surface outlet 15 is set to a level at which the air conditioning performance in the passenger compartment can be maintained to the minimum while preventing the occurrence of fogging. Therefore, the instrument panel upper surface outlet 15 is closed until it reaches a predetermined opening (for example, a predetermined first opening determined based on experience), and the air volume of the blower motor 32 is reduced (see FIG. 8). Alternatively, the blower outlet opening / closing door 19 is kept at the current opening and the blower motor 32 alone is controlled to stop the blowing of the conditioned air from the instrument panel upper face blower outlet 15 or reduce the air volume.
In step 414, one of the three control methods described above is performed, but the above control methods are combined according to the difference between the outside air dew point temperature TX1 and the estimated outside glass temperature TWS1 of the window glass 1. You may do it.

  Incidentally, the air conditioner unit 100 shown in FIG. 8 is changed from the schematic structure shown in FIG. 1 to a practical structure that is compact in terms of outer shape, but is functionally the same.

  On the other hand, when the outside glass estimated temperature TWS1 is higher than the total value in step 413, it can be predicted that the window glass 1 is less likely to be fogged. Therefore, in step 415, normal control for maintaining the desired air conditioning performance is performed, and the instrument panel upper surface outlet 15 according to the air volume (blower control voltage) value determined by the required outlet temperature TAO as shown in FIG. Controls the volume of conditioned air blown from the At that time, in order to obtain a sufficient air volume, the opening degree of the air outlet opening / closing door 19 of the instrument panel upper surface air outlet 15 is fully opened (maximum) or a predetermined opening degree (for example, a predetermined value determined according to the air volume). To 2nd opening). As a result, the conditioned air is blown out from the instrument panel upper surface outlet 15 toward the window glass 1 and indirectly blown to the occupant, thereby eliminating the draft feeling felt by the occupant while maintaining the desired air conditioning performance. Yes.

  Here, the offset temperature value TO1 is a safety value for preventing the occurrence of fogging in the window glass 1, and a value between 3 and 10K, for example, is set.

  In the example shown in FIG. 6, the fog prevention control in the instrument panel blowing mode is described. However, the technique shown in FIG. 6 can be applied to the fog prevention control in the defroster mode in addition to the instrument panel blowing mode. That is, in the defroster mode, when the estimated outside glass temperature TWS1 of the outer window glass 1 is lower than the total value of the air dew point temperature TX1 and the offset temperature value TO1, the blowing of conditioned air from the defroster outlet 13 is stopped, Or what is necessary is just to make it reduce the air volume of the conditioned air which blows off from the defroster blower outlet 13 to such an extent that generation | occurrence | production of cloudiness can be prevented.

(Second Embodiment)
Next, FIG. 9 shows an example in which the vehicle air conditioner configured as shown in FIGS. 1 and 2 is applied to prevent fogging during heating. In the foot mode, for example, when the estimated inner glass temperature TWS2 inside the window glass 1 becomes lower than the inside air dew point temperature TX2 of the vehicle interior air, such as during a heating operation in winter, fogging occurs on the inner surface of the window glass 1. It becomes easy. Therefore, it is necessary to determine the occurrence of fogging in advance with high accuracy and to perform the antifogging process in a timely manner.

Therefore, first, the estimated inner glass temperature TWS2 inside the window glass 1 is calculated by the following equation (glass temperature estimating equation) based on the various signals read in step 320 (step 421).
(Equation 3)
TWS2 = TAM + KSPD2 · V · (KSS2 · TS + KRR2 · TR)-C2
However, TAM is the outside air temperature obtained by the outside air temperature sensor 62, V is the traveling speed of the vehicle obtained by the vehicle speed sensor 66, TS is the amount of solar radiation obtained by the solar radiation sensor 63, and TR is the inside air temperature obtained by the inside air temperature sensor 61. KSPD2, KSS2, and KRR2 are correction coefficients, and C2 is a constant. This step 421 constitutes the fourth means.
Subsequently, the inside air dew point temperature TX2 of the cabin air is shown in FIG. 7 based on the inside air humidity (usually relative humidity) and the inside temperature TR obtained by the inside air humidity sensor 64 read in step 320 shown in FIG. Calculation is performed using a wet air diagram (step 422). This step 422 constitutes the third means.
Therefore, in step 423, when the estimated inner glass temperature TWS2 of the window glass 1 is lower than the total value of the inside air dew point temperature TX2 and the offset temperature value TO2, there is a high possibility that fogging will occur on the inner surface of the window glass 1. Prediction is possible, and the process proceeds to step 424 to set the anti-fog priority mode. This anti-fogging priority mode is given priority over the air volume value depending on the state in spite of the air volume (blower control voltage) value determined by the required blowing temperature TAO as shown in FIG. This mode is set to an operating state necessary for preventing fogging.

  In step 424, control is performed in consideration of air-conditioning in the passenger compartment while giving priority to prevention of fogging of the window glass 1. As a control method, although the blower outlet opening / closing door 19 is controlled to open the instrument panel upper face blower outlet 15 fully, the air volume (blower control voltage) value determined by the necessary blowout temperature TAO is maintained (see FIG. 10). Alternatively, the air volume of the conditioned air blown from the instrument panel upper surface outlet 15 is set to a level at which the air conditioning performance in the passenger compartment can be maintained to the minimum while preventing the occurrence of fogging. Therefore, the instrument panel upper surface outlet 15 is opened until it reaches a predetermined opening (for example, a predetermined third opening determined by experience). Alternatively, by keeping the air outlet opening / closing door 19 at the current opening as it is and controlling only the blower motor 32, the air volume from the instrument panel upper surface air outlet 15 is increased. Thereby, not only can the window glass 1 be warmed to prevent the occurrence of fogging, but also warm conditioned air can be blown to the occupant side, and comfort can be maintained.

In step 424, one of the three control methods described above is performed, but the above control methods are combined according to the difference between the inside air dew point temperature TX2 and the estimated inner glass temperature TWS2 of the window glass 1. You may do it.
Here, the air conditioner unit 100 shown in FIG. 10 is changed to a practical structure that is compact in terms of outer shape from the schematic structure shown in FIG. 1, but is functionally the same.

  On the other hand, when the total value is lower than the estimated inner glass temperature TWS2 in step 423, it can be predicted that the window glass 1 is less likely to be fogged. In step 425, the air outlet door 19 is fully closed. Then, stop blowing the conditioned air from the instrument panel upper surface outlet 15 or close the instrument panel upper surface outlet 15 to a predetermined opening (for example, a predetermined fourth opening determined by experience) and The air volume of the conditioned air from the upper air outlet 15 is reduced and the air volume ratio of the air conditioned air from the foot air outlet 13 is increased so that the feeling of heating felt by the occupant is maintained as much as possible.

  The offset temperature value TO2 is a safety value for preventing the occurrence of fogging in the window glass 1 and is set to a value between 3 and 10K, for example.

(Third embodiment)
In the first and second embodiments described above, the air conditioner unit 100 in which the face air outlet is omitted has been described. However, in this embodiment, the antifogging control is performed by the air conditioner unit 100 including both the instrument panel upper surface air outlet and the face air outlet. is there.

  FIG. 11 is a diagram showing the overall configuration of the vehicle air conditioner, and FIG. 12 is a diagram showing the arrangement of the outlets for blowing conditioned air into the vehicle interior.

  The difference from FIGS. 1 and 2 is that a face (FACE) opening is formed in the air conditioner unit 100, and a duct 12a is connected to the opening. The most downstream end of the duct 12a is on the upper body side of the occupant. Two types of face (FACE) outlets 12 of the center 12b and the side 12c that directly blow conditioned air, an outlet opening / closing door 19 inside the outlet 12, and an actuator such as a servo motor that drives the door 19 44.

  FIG. 13 shows a control process for preventing fogging of the window glass 1 during the cooling operation.

  Here, the difference from the control process shown in FIG. 6 of the first embodiment is the processing method of steps 434 and 435. That is, in step 414 in FIG. 6, since the blowout outlet that blows out during cooling is limited to the instrument panel top blowout opening 15, the fog prevention priority mode is set when fogging occurs, and is lower than the air volume (blower control voltage) determined by the required blowout temperature TAO. It is necessary to temporarily reduce the air volume or stop the blower to slightly reduce the air conditioning performance. On the other hand, in the third embodiment, since the instrument panel upper surface outlet 15 and the face outlet 12 are provided, unlike the first embodiment, it is not necessary to specially control the air volume as the antifogging priority mode when fogging occurs. In the third embodiment, the opening control by the air outlet opening / closing door 19 of the instrument panel upper surface air outlet 15 is mainly performed, and the opening degree control by the air outlet opening / closing door 16 of the face air outlet 12 is subordinated. Air volume control is not performed.

  The operation of the main part of the third embodiment will be described. In step 413, when the estimated outside glass temperature TWS1 of the window glass 1 is lower than the sum of the outside air dew point temperature TX1 and the offset temperature value TO1, it can be predicted that the possibility of fogging on the outside of the window glass 1 is high. Go to step 434. At this time, since the air blown out from the instrument panel upper surface outlet 15 is related to fogging of the window glass 1, the instrument panel upper surface outlet 15 is fully closed, or a predetermined opening degree that can suppress the occurrence of fogging (for example, from experience) (Predetermined fifth opening determined). As a result, the amount of air-conditioned air blown out from the face air outlet 12 is increased by the amount that the amount of air-conditioned air blown out from the instrument panel upper surface outlet 15 is reduced, and the air-conditioning performance is maintained as a whole.

On the other hand, when the outside glass estimated temperature TWS1 is larger than the total value in step 413, it can be predicted that the window glass 1 is less likely to be fogged. In step 435, the instrument panel upper surface outlet 15 and the face outlet 12 is fully opened, or the instrument panel upper surface outlet 15 is fully opened or opened to a predetermined opening desired for air conditioning performance (for example, a predetermined sixth opening determined by experience). As a result, the air volume ratio of the conditioned air from the face outlet 12 can be reduced accordingly, and the draft feeling felt by the occupant can be eliminated while maintaining the desired air conditioning performance. (See FIG. 14).
Next, in the vehicle air conditioner having the configuration shown in FIGS. 11 and 12, an example applied to prevent fogging during heating is shown in FIG. For example, when the estimated inner glass temperature TWS2 inside the window glass 1 is lower than the indoor air dew point temperature TX2 of the vehicle interior air, such as during a heating operation in winter, fogging is likely to occur on the inner surface of the window glass 1. Therefore, it is necessary to determine the occurrence of fogging in advance with high accuracy and to perform the antifogging process in a timely manner.

  Since the process for preventing fogging at this time is substantially the same as the control process shown in FIG. 9 of the second embodiment, the description thereof is omitted. The difference from the second embodiment is that the amount of conditioned air blown out from the face outlet 12 is increased or decreased by the amount adjusted for the amount blown out from the instrument panel upper surface outlet 15 to maintain the air conditioning performance as a whole. I have to.

  In steps 424 and 425, by giving priority to the instrument panel upper surface outlet as much as possible, the air volume ratio of the conditioned air from the face outlet 12 can be reduced by that amount, while maintaining the desired air conditioning performance. The draft feeling felt by the occupant is eliminated (see FIG. 15).

  In the third embodiment, the air volume ratios from the face air outlet 12 and the instrument panel upper surface air outlet 15 are not fixed to preset values, and both air outlets according to the required air temperature TAO as shown in FIG. The air volume ratio of the conditioned air blown out from 12 and 15 may be varied. In this example, in the instrument panel blowout mode during cooling operation, when the required blowout temperature TAO is slightly lower than the set value (necessary blowout temperature TAO1) in the substantially air-conditioning stable state, the instrument panel top face outlet 15 and the face outlet 12 Both are fully open, or the instrument panel upper surface outlet 15 is fully opened and the face outlet 12 is set to a predetermined opening (for example, a predetermined seventh opening) (steps 361 and 362), and the required outlet temperature TAO becomes higher than the above set value. The air volume ratio from the face air outlet 12 is reduced or stopped, and the air volume ratio from the instrument panel upper surface air outlet 15 is increased. As a result, the draft feeling felt by the occupant during the air conditioning operation can be eliminated early (step 363).

(Fourth embodiment)
Next, in the vehicle air conditioner having the configuration shown in FIGS. 1 to 3, an example in which sensor equivalent information is obtained from outside the vehicle and the number of sensors mounted on the vehicle is reduced is shown in FIG.

  A feature of the fourth embodiment is that a GPS receiver 300 that detects the current position of the vehicle and a communication device 400 such as a mobile phone are provided, and sensor information that can be substituted in the vehicle-mounted sensor is installed outside the vehicle. By accessing the data center 500, which is an information service means such as a homepage, the weather information and environmental information of the moving area corresponding to the current position of the vehicle is acquired, and the sensor information is used instead.

  In FIG. 17, the data center 500 connected to the Internet 600 periodically measures weather information such as weather, solar radiation, outside air temperature, outside air humidity, etc. for each region and updates the latest measurement data. It has a meteorological server to memorize, and regularly measures environmental information including air quality information such as the amount of atmospheric dirt (for example, dust, exhaust gas components, etc.), pollen scattering, etc. It has an environment server that updates and stores measurement data.

  In the case of this example, among the various sensors 61 to 67, information provided from the outside air temperature sensor 62, the solar radiation sensor 63, and the outside air humidity sensor 65 is sensor information that can be obtained from the data center 500 outside the air conditioner system. These sensors 61 to 67 can be omitted. The environmental information available from the data center 500 is new information that has not been provided in the air conditioner system so far. For example, the inside / outside air introduction of the inside / outside air switching box A is introduced according to air quality information such as air pollution. It can be used to switch modes.

  Therefore, in step 350 for determining the suction mode for switching the inside / outside air in the air conditioner control process shown in FIG. 3, in addition to the required blowout temperature TAO, the suction mode is based on environmental information (air quality information) obtained from the data center 500. Is determined. For example, when air pollution information about the air around the vehicle is obtained as air quality information, the air inside the vehicle compartment can be prevented from becoming dirty by preferentially switching to the inside air circulation mode by introducing the inside air.

  Further, in step 370 for calculating the window glass fogging control amount, for example, processing as shown in FIG. 18 is performed. FIG. 18 is obtained by changing the processes shown in steps 411 and 412 to steps 410, 411a, and 412a among the processes shown in FIG. 6 for preventing the outside of the window glass from being fogged during the cooling operation.

  First, in step 410, the GPS receiver 300 obtains the current position of the vehicle in order to obtain weather information around the vehicle. The communication device 400 connected to the air conditioner control device 200 is used to communicate with the data center 500 over the Internet 600. At that time, the current position information of the host vehicle is transmitted to the data center 500, and the outside air temperature, the amount of solar radiation, and the outside air humidity are obtained (received) as weather information around the vehicle. In steps 411a and 412a, using the substitute sensor information obtained from the outside, etc., the estimated glass temperature TWS1 outside the window glass and the outside air dew point temperature TX1 of the vehicle exterior air are calculated in the same manner as in steps 411 and 412. The subsequent processing (steps 413 to 415) is the same as that in FIG.

  In addition, although FIG. 18 demonstrated the fog prevention process of the window glass outer side at the time of air_conditionaing | cooling operation, substitution sensor information (outside temperature, solar radiation amount) obtained from the outside also about the fog prevention process of the window glass inner side at the time of heating operation, 9 may be used to calculate the estimated glass temperature TWS2 inside the window glass and the inside air dew point temperature TX2 of the passenger compartment air in the same manner as in Steps 421 and 422 shown in FIG.

(Fifth embodiment)
Next, in the vehicle air conditioner configured as shown in FIGS. 1 and 2, an example in which a side air outlet 12 c of the face air outlet 12 is provided in addition to the instrument panel upper air outlet 15 is shown in FIG. 19.

  In the first and second embodiments shown in FIGS. 1 to 10, the face air outlet 12 is omitted and the instrument panel upper air outlet 15 corresponds to the instrument panel air outlet mode (corresponding to the face mode). When fogging occurs, the anti-fogging priority mode is set, and the air volume of the conditioned air from the instrument panel upper surface outlet 15 is suppressed to temporarily reduce the air conditioning performance. In the present embodiment, in order to improve this point, the side air outlet 12c is added, and basically the air outlet structure from the instrument panel upper surface air outlet 15 is mainly used. This is an example of using.

  The opening degree of the side air outlet 12c is controlled by the air outlet opening / closing door 16 and an actuator 44 such as a servo motor, and the amount of air-conditioned air blown out or the amount of air blown out is adjusted. In this embodiment, it is the same as that of 3rd Embodiment, and the structure which always opens this side blower outlet 12c to the predetermined opening according to each blower outlet mode (instrument panel, foot, differential, bilevel, foot differential). It is.

  Accordingly, in the anti-fogging control during the cooling operation, when the instrument panel upper surface outlet 15 is fully closed or the opening degree is narrowed, it is not necessary to stop the blower or reduce the air volume as shown in step 414 of FIG. The amount of air-conditioning air blown out from the instrument panel upper surface outlet 15 is increased by the amount of air flow from the side outlet 12c, and the overall air-conditioning performance can be maintained.

(Modification)
Next, FIG. 20 shows a modification of the embodiment when the inner surface of the window glass 1 is likely to be fogged, as shown in FIG. 9, for example, during the heating operation in winter. What is different from the example of FIG. 9 is that steps 426 and 427 are added, and step 424a.

  Therefore, when the estimated inner glass temperature TWS2 is significantly lower than the inside air dew point temperature TX2 of the passenger compartment air (step 426), the defroster outlet 14 and the instrument panel top outlet 15 are first fully opened, and the outlets 14 and 15 are warm. When the conditioned air is blown out (step 427), the temperature of the window glass 1 is increased quickly, the temperature rises to some extent, and still when the estimated glass temperature TWS2 is still lower than the dew point temperature TX2 of the vehicle interior air (step 423). The defroster air outlet 14 is fully closed, the instrument panel upper air outlet 15 is fully opened or opened to a predetermined degree of opening, and the conditioned air is blown out.

  Thereby, when there is a high risk of the window glass 1 being fogged, the window glass 1 can be heated quickly by blowing from the instrument panel upper surface outlet 15 and the defroster outlet 14, and thereafter the instrument panel upper surface outlet. By using 15, antifogging and heating effects can be exhibited, and both antifogging and comfort can be achieved.

  In step 427, only the defroster outlet 14 may be fully opened to heat the window glass 1.

  Incidentally, in each of the above-described embodiments, the air conditioner control device 200 has the fog prevention control function during the cooling operation shown in FIG. 6 or FIG. 13 or the fog prevention control function during the heating operation shown in FIG. 9 or FIG. However, it is desirable to have both functions in the air conditioner control device 200 in order to achieve both anti-fogging and comfort.

It is a schematic diagram which shows the whole structure of the vehicle air conditioner which used the instrument panel upper surface blower outlet instead of the face blower outlet common to 1st, 2nd embodiment of this invention. It is explanatory drawing which shows each blower outlet and each blow direction to the vehicle interior of the air conditioner shown in FIG. It is a flowchart which shows the main routine of the air-conditioner control apparatus. FIG. 6 is a control characteristic diagram showing a relationship between a required blowing temperature TAO and a blower control voltage VA. It is a control characteristic figure which shows the relationship between required blowing temperature TAO and blower outlet mode. It is a flowchart which shows the fogging control process of the window glass 1 at the time of air_conditionaing | cooling operation which is the principal part of 1st Embodiment of this invention. It is explanatory drawing which shows the outline | summary of the wet air diagram for calculating | requiring dew point temperature. It is explanatory drawing which shows the operating state of the air conditioner unit 100 responding to the process shown in FIG. It is a flowchart which shows the fogging control process of the window glass 1 at the time of the heating operation which is 2nd Embodiment of this invention. It is explanatory drawing which shows the operation state of the air conditioner unit 100 responding to the process shown in FIG. It is a schematic diagram which shows the whole structure of the vehicle air conditioner using the instrument panel upper surface blower outlet and the face blower outlet which is 3rd Embodiment of this invention. It is explanatory drawing which shows each blower outlet and each blowing direction to the vehicle interior of the air conditioner shown in FIG. It is a flowchart which shows the fogging control process of the window glass 1 at the time of air_conditionaing | cooling operation which is the principal part of 3rd Embodiment of this invention. It is explanatory drawing which shows the operating state of the air conditioner unit 100 responding to the process shown in FIG. It is explanatory drawing which shows the operating state of the air-conditioner unit 100 responding to the fogging control process of the window glass 1 at the time of heating operation. 11 is a flowchart showing a modification in which the instrument panel upper surface outlet and the face outlet are controlled according to the required outlet temperature TAO in the face mode in the air conditioner shown in FIGS. It is a schematic diagram which shows the whole structure of the vehicle air conditioner using the instrument panel upper surface blower outlet which is 4th Embodiment of this invention. It is a flowchart which shows the fogging control process of the window glass 1 at the time of the cooling operation which is the principal part of 4th Embodiment of this invention. It is a schematic diagram which shows the whole structure of the vehicle air conditioner using the instrument panel upper surface blower outlet and the side blower outlet which is 5th Embodiment of this invention. It is a flowchart which shows the modification of the fogging control process of the window glass 1 at the time of the heating operation shown in FIG.

Explanation of symbols

A Inside / outside air switching box B Air outlet switching box 1 Window glass 2 Instrument panel 4 Car compartment 12 Face (FACE) air outlet 13 Foot (FOOT) air outlet 14 Defroster (DEF) air outlet 15 Instrument panel top air outlet 16-19 Door (door opening / closing door)
20 Air conditioning duct 50 Operation panel 61 Inside air temperature sensor 62 Outside air temperature sensor 63 Solar radiation sensor 64 Inside air humidity sensor (part of the third means)
65 Outside air humidity sensor (part of the first means)
66 Vehicle speed sensor 100 Air conditioner unit 200 Air conditioner control device (control means)
300 GPS receiver 400 Communication device 500 Data center 600 Internet

Claims (16)

At least a defroster outlet for removing fog on the window glass of the vehicle, a foot outlet for blowing air to the feet of the occupant, and an instrument panel for indirectly blowing air from the upper surface of the instrument panel toward the inner surface of the window glass. An air conditioning unit that is provided with an upper surface outlet and blows out conditioned air from each of the outlets;
Control means for controlling the blowout amount of the conditioned air blown out from each of the blowout openings according to the heat load of the vehicle, and controlling the blowout outlet mode including the instrument panel blowout mode of blowing out from the instrument panel upper face blowout opening;
The control means is a vehicle air conditioner that controls the amount of the conditioned air blown from the instrument panel top surface outlet at least in the instrument panel outlet mode,
A first means for determining a dew point temperature of the outside air (outside air dew point temperature);
A second means for obtaining an estimated outside glass temperature outside the window glass of the vehicle,
In the instrument panel blowing mode, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet when the estimated outside glass temperature is lower than the outside air dew point temperature, or from the instrument panel upper surface outlet. A vehicle air conditioner that stops blowing out the conditioned air.   When the outside glass estimated temperature is lower than the total value of the outside air dew point temperature and the offset temperature value, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet, or from the instrument panel upper surface outlet. The vehicle air conditioner according to claim 1, wherein blowing of the conditioned air is stopped. An outside air humidity sensor that detects the humidity of the outside air (inside air humidity) and an outside air temperature sensor that detects the temperature of the outside air (outside air temperature);
3. The vehicle air conditioner according to claim 1, wherein the first means obtains the outside air dew point temperature based on the outside air humidity and the outside air temperature. A solar radiation sensor for detecting the amount of solar radiation radiated into the interior of the vehicle, an internal air temperature sensor for detecting the temperature of the vehicle interior air (internal air temperature), and a vehicle speed sensor for detecting the traveling speed of the vehicle,
4. The vehicle air conditioner according to claim 3, wherein the second means obtains the estimated outside glass temperature based on at least the outside air temperature, the inside air temperature, the amount of solar radiation, and the vehicle traveling speed. . The air conditioning unit has air outlet opening / closing doors that respectively control the air volume of the air-conditioned air blown out from the air outlets of the defroster air outlet, the foot air outlet, and the instrument panel upper surface air outlet,
3. The vehicle air conditioner according to claim 1, wherein the control unit performs desired air conditioning control by controlling each opening degree of each of the outlet opening / closing doors. At least a defroster outlet for removing fog on the window glass of the vehicle, a foot outlet for blowing air to the feet of the occupant, and an instrument panel for indirectly blowing air from the upper surface of the instrument panel toward the inner surface of the window glass. An air conditioning unit that is provided with an upper surface outlet and blows out conditioned air from each of the outlets;
Control means for controlling the blowing amount of the conditioned air blown out from each of the blowout ports according to the heat load of the vehicle, and controlling the blowout mode including a foot mode blown out to the feet of the occupant,
The control means is a vehicle air conditioner that controls the amount of the conditioned air blown out from the foot outlet at least in the foot mode,
A third means for determining the dew point temperature of the passenger compartment air (inside air dew point temperature);
A fourth means for determining an estimated inner glass temperature inside the window glass of the vehicle,
In the foot mode, when the estimated inner glass temperature is lower than the internal air dew point temperature, the control means causes the conditioned air to be blown out from the instrument panel upper surface outlet in addition to the foot outlet. A vehicle air conditioner characterized.   When the estimated inner glass temperature is lower than the total value of the inside air dew point temperature and the offset temperature value, the control means maximizes the blowout of the conditioned air from the instrument panel upper surface outlet or from the instrument panel upper surface outlet. The vehicle air conditioner according to claim 6, wherein the air volume of the conditioned air is increased. An indoor air humidity sensor for detecting the humidity of the vehicle interior air (inside air humidity) and an internal air temperature sensor for detecting the temperature of the vehicle interior air (inside air temperature);
The vehicle air conditioner according to claim 6 or 7, wherein the third means obtains the inside air dew point temperature based on the inside air humidity and the inside air temperature. A solar radiation sensor for detecting the amount of solar radiation irradiated into the interior of the vehicle, an outside air temperature sensor for detecting the temperature of the air outside the vehicle compartment (outside air temperature), and a vehicle speed sensor for detecting the traveling speed of the vehicle,
The vehicle air conditioner according to claim 8, wherein the fourth means obtains the estimated inner glass temperature based on at least the outside air temperature, the inside air temperature, the amount of solar radiation, and the vehicle traveling speed. .   In the foot mode, when the estimated inner glass temperature is lower than the total value of the inside air dew point temperature and the offset temperature value, the control means blows out the conditioned air from the defroster outlet and the instrument panel top outlet. The vehicle air conditioner according to claim 6, wherein: At least a face outlet that blows air directly to the occupant side, a defroster outlet that defrosts the window glass of the vehicle, a foot outlet that blows air to the feet of the occupant, and an inner surface of the window glass from the top surface of the instrument panel of the vehicle An air conditioning unit that blows out conditioned air from each of the air outlets is provided with an instrument panel upper surface air outlet that indirectly blows air toward the occupant side.
Control means for controlling the blowout amount of the conditioned air blown out from each of the blowout openings according to the heat load of the vehicle, and controlling the blowout outlet mode including the instrument panel blowout mode of blowing out from the instrument panel upper face blowout opening;
The control means is a vehicle air conditioner that controls the amount of air-conditioned air blown from the instrument panel upper surface outlet at least in the instrument panel outlet mode.
A first means for determining a dew point temperature of the outside air (outside air dew point temperature);
A second means for obtaining an estimated outside glass temperature outside the window glass of the vehicle,
In the instrument panel blowing mode, the control means reduces the air volume of the conditioned air from the instrument panel upper surface outlet when the estimated outside glass temperature is lower than the outside air dew point temperature, or from the instrument panel upper surface outlet. A vehicle air conditioner that stops blowing out the conditioned air.   In the instrument panel blowing mode, the control means is configured to open both the instrument panel upper surface outlet and the face outlet and blow out from both outlets during the air conditioning transition toward the set temperature, while reaching the set temperature. It is made to blow out at least from the instrument panel upper surface outlet when the air conditioning is in a stable state, and the air volume of the conditioned air blown out from the instrument panel upper face outlet is larger than the air volume of the conditioned air blown out from the face outlet. The vehicle air conditioner according to claim 11. At least a face outlet that blows air directly to the occupant side, a defroster outlet that defrosts the window glass of the vehicle, a foot outlet that blows air to the feet of the occupant, and an inner surface of the window glass from the top surface of the instrument panel of the vehicle An air conditioning unit that blows out conditioned air from each of the air outlets is provided with an instrument panel upper surface air outlet that indirectly blows air toward the occupant side.
Control means for controlling the blowing amount of the conditioned air blown out from each of the blowout ports according to the heat load of the vehicle, and controlling the blowout mode including a foot mode blown out to the feet of the occupant,
The control means is a vehicle air conditioner that controls the amount of the conditioned air blown out from the foot outlet at least in the foot mode,
A third means for determining the dew point temperature of the passenger compartment air (inside air dew point temperature);
A fourth means for determining an estimated inner glass temperature inside the window glass of the vehicle,
In the foot mode, when the estimated inner glass temperature is lower than the internal air dew point temperature, the control means causes the conditioned air to be blown out from the instrument panel upper surface outlet in addition to the foot outlet. A vehicle air conditioner. The vehicle air conditioner according to claim 1 or 11,
The first means obtains the outside air dew point temperature using external information obtained from outside the vehicle, and the second means obtains the estimated outside glass temperature using external information obtained from outside the vehicle. A vehicle air conditioner. The vehicle air conditioner according to claim 6 or 13,
The vehicle air conditioner characterized in that the fourth means obtains the estimated inner glass temperature using external information obtained from outside the vehicle.   15. The external information is meteorological information of the surrounding area of the vehicle updated and stored in a data center, and is information obtained from the data center by the control means via the Internet. Item 16. The vehicle air conditioner according to any one of Items 15.

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