JP2007245989A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently prevent the frosting of an evaporator and the generation of a sense of incongruity in an occupant when stopping air conditioning on a front seat side and carrying out air-conditioning on a back seat side. <P>SOLUTION: In an air conditioning system 10, air conditioning by a front air conditioner 12 by using the evaporator 20, and cooling by a rear cooler 14 using the evaporator 20 can be independently carried out. On an air conditioning duct 30 of the front air conditioner, a discharging port opened into an instrument panel and a discharging damper 98 opening and closing the discharging port are provided. When the rear cooler is operated while the operation of the front air conditioner is stopped, a blower fan 44 is driven, and the discharging damper is driven to open the discharging port and discharge cooled air conditioning wind into the instrument panel. A temperature rise in the instrument panel can be suppressed while preventing the frosting of the evaporator and the incompatible feeling of the occupant. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that is provided in a vehicle and air-conditions a passenger compartment.

  The vehicle is provided with an air conditioner (hereinafter referred to as an air conditioner) in which a refrigeration cycle is constituted by a compressor (compressor), a condenser (condenser), and an evaporator (evaporator), and is cooled by passing through the evaporator. The vehicle interior is air-conditioned by adjusting the temperature of the air and blowing it out into the vehicle interior.

  In recent years, in addition to the driving force of the engine, the vehicle includes a hybrid vehicle that can be driven by the driving force of the electric motor, and an electric vehicle that is provided with an electric motor instead of the engine and runs by the driving force of the electric motor. It is popular.

  Such a vehicle is provided with a rechargeable storage battery (hereinafter referred to as a battery), and the electric motor is driven by the electric power supplied from the battery, and the battery is charged to continue with the driving force of the electric motor. Driving is possible.

  Generally, a battery generates heat not only when it is charged, but also when power is supplied to the electric motor (when it is discharged). When this battery is mounted in a trunk room behind the rear seat of the vehicle, the temperature on the rear seat side rises. Further, when the temperature of the battery rises, performance degradation occurs.

  From here, the proposal of the air-conditioner which enables the cooling of the battery mounted behind the rear seat with the air conditioning of a rear seat is made | formed (for example, refer patent document 3).

  In the proposal of Patent Document 3, the storage battery can be cooled by supplying air that has passed through the evaporator for the rear seat by switching the damper to the battery storage case.

  By the way, as a method of selectively supplying a refrigerant to each of a plurality of evaporators, a method using an electromagnetic valve is generally used, and a vehicle air conditioner using an electromagnetic valve has been proposed (for example, Patent Documents). 2, see Patent Document 3).

  In the proposal of patent document 2, the 1st evaporator used for the air conditioning of a vehicle interior and the 2nd evaporator used for cooling in a refrigerator are provided, and the refrigerant | coolant compressed by the variable capacity compressor and thermally radiated by the capacitor | condenser in each evaporator is provided. It is designed to be circulated.

  Further, in this proposal, the refrigerant is alternately circulated to the first evaporator and the second evaporator by the electromagnetic valve, and the supply time of the refrigerant is controlled to prevent freezing of the surface of the evaporator. It is suggested to cool the battery securely.

  In Patent Document 3, for example, when separate evaporators (evaporators) are used for the front seat side and the rear seat side, in the single mode in which only the front seat side is air-conditioned, the temperature in the vicinity of the evaporator on the rear seat side is set. By closing the solenoid valve when the temperature is lower than the temperature, it is possible to prevent the operation sound of the solenoid valve from being felt as abnormal noise while preventing the occurrence of frost in the evaporator on the rear seat side.

  From here, when the refrigerant can be circulated to each of the front seat side and rear seat side evaporators, for example, the front seat side air conditioner is turned off and the rear seat side evaporator is used to cool only the battery. When trying to do so, there is also a method using a solenoid valve, but when delaying the operation of the solenoid valve, it is necessary to operate a blower fan in order to suppress frosting. Contrary to this, air that has passed through the evaporator will be blown out from any of the outlets.

Further, simply stopping the flow of the refrigerant using an electromagnetic valve does not necessarily mean that energy is effectively used.
JP 2004-182157 A Japanese Patent Laid-Open No. 10-96561 JP 10-119560 A

  The present invention has been made in view of the above-described facts, and can be individually air-conditioned using an evaporator provided on each of the front seat side and the rear seat side, for example, when the air conditioning on the front seat side is turned off. An object of the present invention is to provide a vehicle air conditioner that effectively uses the energy of the evaporator on the front seat side and prevents frost from being blown out into the passenger compartment.

  In order to achieve the above object, the present invention provides a compressor and a condenser, a front-seat evaporator provided on each of the front seat side and the rear seat side and capable of air-conditioning by a refrigeration cycle formed between the compressor and the condenser, and A rear-seat evaporator, a front-seat air-conditioning unit that air-conditions air that has passed through the front-seat evaporator as air-conditioned air, a rear-seat-side air-conditioning unit that air-conditions air that has passed through the rear-seat evaporator, and A front seat side air conditioning duct provided with a front seat side evaporator and concealed by an instrument panel, and the conditioned air formed in the front seat side air conditioning duct and passing through the front seat side evaporator are placed in the instrument panel. The air-conditioning operation of the front seat side air-conditioning unit was stopped, and the opening that enables air blowing, the opening / closing means that opens and closes the opening, When the rear seat side air-conditioning unit in state is the air conditioning operation, characterized in that it comprises a control means for opening the opening by operating the closing means.

  According to this invention, when the air conditioning can be performed by operating the front seat air conditioning unit and the rear seat air conditioning unit individually using one refrigeration cycle, the air conditioning operation of the front seat air conditioning unit is stopped. When air conditioning using the rear seat air conditioning unit is performed in the state, the opening provided in the front seat air conditioning duct is opened by the opening / closing means.

  As a result, air that has passed through the front-seat evaporator of the front-seat air conditioning unit that has been stopped is discharged into the instrument panel, and the conditioned air that has passed through the front-seat evaporator passes from the outlet to the front seat. Prevents being blown out.

  Therefore, the passenger does not feel uncomfortable due to the conditioned air being blown out from the outlet of the front seat air conditioning unit. Further, by generating a slight amount of conditioned air, it is possible to prevent the front seat evaporator from generating frost.

  The invention according to claim 2 is the invention according to claim 1, further comprising temperature detection means for detecting a temperature in the instrument panel provided with the front seat air conditioning duct, wherein the control means is the temperature detection means. The opening / closing means is actuated to open the opening when the temperature detected by (1) exceeds a preset temperature.

  According to the present invention, the temperature in the instrument panel is detected by the temperature detecting means, and when the detected temperature exceeds the set temperature, the opening / closing means is operated to open the opening, and the conditioned air is generated in the instrument panel. To be blown out.

  In general, various electronic devices are arranged on an instrument panel of a vehicle, and these electronic devices generate a lot of heat. In electronic equipment, temperature rise may affect the operation.

  From this, the temperature in the instrument panel can be lowered to prevent the temperature rise in the instrument in the instrument panel, and the cooling load in the passenger compartment can be suppressed.

  The invention according to claim 3 includes an electromagnetic valve capable of opening and closing a refrigerant circulation path to the front seat evaporator according to the invention of claim 2, wherein the control means is detected by the detection means. When the temperature is equal to or lower than the set temperature, the solenoid valve is operated to stop the supply of the refrigerant to the front seat evaporator.

  According to the present invention, the solenoid valve is provided in the refrigerant circulation path to the front seat evaporator, and when the temperature in the instrument panel is equal to or lower than the set temperature, the solenoid valve is closed, whereby the front seat evaporator is connected to the front seat evaporator. Refrigerant circulation can be stopped.

  Thereby, when the temperature in the instrument panel is a temperature that does not require cooling, the refrigerant is stopped from circulating in the front seat evaporator, and frost is prevented from occurring in the front seat evaporator. .

  According to a fourth aspect of the present invention, in the third aspect of the invention, when the air-conditioning operation in the energy saving mode is selected, the control means operates the electromagnetic valve to supply the refrigerant to the front seat side evaporator. It is characterized by stopping.

  According to this invention, when the energy saving mode is selected, circulation of the refrigerant to the front seat side evaporator is stopped.

  Thereby, the circulation amount of the refrigerant | coolant in a refrigerating cycle is suppressed, the load of a compressor is reduced, and the energy-saving effect can be acquired. At the same time, frost can be prevented from occurring in the front seat side evaporator.

According to a fifth aspect of the present invention, there is provided a front seat evaporator that can be air-conditioned by a refrigeration cycle formed between a compressor and a condenser, and a front seat air conditioner that is provided with the front seat evaporator and concealed by an instrument panel. Ducts,
An opening that is formed in the front seat air conditioning duct and allows the conditioned air that has passed through the front seat evaporator to be blown into the instrument panel; an opening / closing means that opens and closes the opening; and the front seat side A temperature detecting means for detecting a temperature in the instrument panel provided with an air conditioning duct; and the opening and closing means is operated when the temperature detected by the temperature detecting means exceeds a preset temperature. Open / close control means for opening the section.

  According to the present invention, the temperature detecting means for detecting the temperature in the instrument panel is provided, and when the temperature detected by the temperature detecting means exceeds a preset temperature, the air-conditioning wind is opened by opening the opening. Into the instrument panel.

  By sending the conditioned air that has passed through the front-seat evaporator into the instrument panel, it is possible to prevent the temperature of the electronic device from rising, thereby reducing the cooling load when air-conditioning the vehicle interior, Appropriate operation of the electronic device can be enabled.

  According to a sixth aspect of the present invention, in the fifth aspect of the present invention, the electromagnetic valve capable of opening and closing a refrigerant circulation path to the front seat side evaporator, and the electromagnetic valve when the air-conditioning in the energy saving mode is set. And an electromagnetic valve control means for driving to stop the supply of the refrigerant to the front seat evaporator.

  According to this invention, when the energy saving mode is set, the solenoid valve is operated so that the circulation of the refrigerant to the front seat side evaporator is stopped.

  Thereby, since the circulation amount of a refrigerant | coolant is suppressed, the load of a compressor is reduced and the energy consumption required for the drive of a compressor can be suppressed.

  As described above, according to the present invention, when the front seat air conditioning unit is stopped and the air conditioning operation of the rear seat air conditioning unit is performed, the conditioned air that has passed through the front seat evaporator is passed into the instrument panel. Discharge. Accordingly, it is possible to prevent the front seat evaporator from being frosted without causing the passenger to feel uncomfortable, and to obtain an excellent effect that the energy of the refrigerant circulated through the evaporator can be used effectively.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle air conditioner (hereinafter, referred to as an air conditioner system 10) applied to the present embodiment.

  As a vehicle provided with the air conditioner system 10, in addition to a general configuration that travels by the driving force of the engine, a hybrid vehicle that can travel by an electric motor in addition to the engine, or an electric that travels by an electric motor instead of the engine. A car or the like can be applied.

  In the following description, a hybrid vehicle or an electric vehicle provided with an electric motor will be described. As a result, a vehicle in which the air conditioner system 10 is provided, for example, a storage battery ( It is possible to apply a general configuration provided with an omission of illustration (hereinafter referred to as a battery).

  The air conditioner system 10 includes a front air conditioner 12 that is provided on the front side of the passenger compartment and mainly air-conditions the passenger compartment from the front side of the passenger compartment, and a rear cooler 14 that is provided at the rear of the passenger compartment and cools the rear side of the vehicle. .

  The air conditioner system 10 includes a compressor 16 and a condenser 18, and includes an evaporator 20 for the front air conditioner 12 and an evaporator 22 for the rear cooler 14. The evaporators 20 and 22 are provided with expansion valves 24A and 24B, respectively. Yes.

  Thereby, in the air conditioner system 10, the refrigerating cycle which circulates a refrigerant | coolant is formed, and the evaporators 20 and 22 can cool air.

  The front air conditioner 12 is provided with an air conditioner unit 26. As shown in FIG. 2, the air conditioner unit 26 is disposed in an instrument panel 28 (hereinafter referred to as an instrument panel 28) of the vehicle and is hidden by the instrument panel 28.

  As shown in FIG. 1, an air conditioning duct 30 in which the evaporator 20 is disposed is formed in the air conditioning unit 26. This air conditioning duct 30 is formed with an air inlet 32A for introducing outside air and air inlets 32B and 32C for introducing inside air (hereinafter collectively referred to as air inlet 32) at one opening end. Thus, it is possible to introduce air outside the vehicle or air inside the vehicle interior.

  In addition, a plurality of outlets are formed at the other opening end of the air conditioning duct 30. In the present embodiment, as an example, a defroster outlet 34 (a center defroster outlet 34A and a side defroster outlet 34B), A register outlet 36 (a center register outlet 36A, a side register outlet 36B), a foot outlet 38, and a rear foot outlet 42 opened to the foot on the rear seat side through a rear heater duct 40 are provided.

  In the air conditioning duct 30, a blower fan 44 is provided as a blowing means between the air intake port 32 and the evaporator 20, and is driven by a blower motor 46 to suck outside air or inside air from the air intake port 32, and the evaporator. It is sent to 20.

  In the air conditioning duct 30, an inside / outside air switching damper 48 is provided in the vicinity of the air inlet 32, and the inside / outside air switching damper 48 opens the air inlet 32 </ b> A and sucks outside air. The inside air circulation mode for sucking the air in the passenger compartment opening the air intake ports 32B and 32C is switched.

  A heater core 50 is provided on the downstream side of the evaporator 20, and an air mix damper 52 is provided between the evaporator 20 and the heater core 50. In addition, as the heater core 50, when the engine is provided, the passing air is heated using the cooling water of the engine. In an electric vehicle or the like, the passing air is heated using a heating means such as a PTC heater.

  The air that has passed through the evaporator 20 is heated by being partially sent to the heater core 50 by the air mix damper 52, and the air that has been cooled by passing through the evaporator 20 and the air that has been heated through the heater core 50 are: Mixing in the air conditioning duct 30 generates conditioned air having a predetermined temperature.

  A plurality of mode switching dampers 54 corresponding to the respective outlets are provided in the air conditioning duct 30, and the outlets through which the conditioned air is blown out are selected by the respective mode switching dampers 54.

  In the front air conditioner 12, a FACE mode, a BI-LEVEL mode, a FOOT mode, a FOOT / DEF mode, and a DEF mode are set as air-conditioning air blowing modes. Thus, for example, in the FACE mode, the conditioned air is blown from the center register outlet 36A and the side register outlet 36B. In the BI-LEVEL mode, the center register outlet 36A, the side register outlet 36B, and the foot outlet 38 are used. Air conditioned air is blown out from. In the front air conditioner 12, the conditioned air is blown mainly from the foot outlet 38 in the FOOT mode, and the defroster outlet 34 (center defroster outlet 34A, side defroster outlet 34B) and the foot outlet mainly in the FOOT / DEF mode. The conditioned air is blown out from the port 38, and the conditioned air is blown out mainly from the defroster outlet 34 in the DEF mode.

  On the other hand, the rear cooler 14 includes an air conditioning duct 56, and a blower fan 58 is provided in the air conditioning duct 56 together with the evaporator 22. Further, the air conditioning duct 56 has one opening end serving as an air intake 60, and when the blower fan 58 is driven by the blower motor 62, the air sucked from the air intake 60 is sent to the evaporator 22.

  The air intake 60 may be one that takes in the inside air (air in the vehicle interior) or one that takes in outside air, and is provided with a switching damper to switch between introduction of inside air and outside air. May be possible.

  A cooling outlet 64 and a rear seat outlet 66 are formed at the other opening end of the air conditioning duct 56, and a mode switching damper 68 is provided in the air conditioning duct 56, and this mode switching damper 68. Thus, each of the cooling outlet 64 and the rear seat outlet 66 is opened and closed.

  The rear seat outlet 66 is opened, for example, toward an occupant seated in the rear seat of the vehicle, so that air cooled by passing through the evaporator 22 is conditioned air to the occupant seated in the rear seat. It can be blown out.

  The cooling outlet 64 is provided in the trunk room of the vehicle or on the rear side of the rear seat, and is opened in a battery box (not shown) in which a battery is accommodated. Thereby, in the air conditioner system 10, the battery can be cooled using the rear cooler 14.

  That is, in the rear cooler 14, the rear seat cooling mode, the battery cooling mode, and the cooling / cooling mode can be selected, and the battery is cooled by selecting the battery cooling mode or the cooling / cooling mode. It has become.

  FIG. 3 shows a block diagram of the air conditioner system 10. The air conditioner system 10 includes an air conditioner ECU 70 that controls the operation of the front air conditioner 12 and the rear cooler 14.

  The air conditioner ECU 70 is driven by a blower motor 46, 62 that drives the blower fans 44, 58, a servo motor 72 that drives the inside / outside air switching damper 48, a servo motor 74 that drives the air mix damper 52, and a mode switching damper 54. A servo motor 76 and a servo motor 78 for driving the mode switching damper 68 are connected. Further, a compressor motor 80 for driving the compressor 16 and an electromagnetic valve 82 for controlling the suction pressure of the compressor 16 are connected to the air conditioner ECU 70.

  When the compressor 16 is switched between the compressor motor 80 and the engine, the air conditioner ECU 70 is connected to a magnet clutch that switches the engine and the compressor motor 80 together with the engine ECU that controls the operation of the engine.

  On the other hand, as shown in FIG. 2, the instrument panel 28 is provided with an operation panel 84 for performing operation / stop, temperature setting, and mode setting of the front air conditioner 12 and the rear air conditioner 14.

  As shown in FIG. 3, an operation panel 84 is connected to the air conditioner ECU 70, thereby enabling an occupant to perform air conditioning operation / stop in the passenger compartment, temperature setting, operation mode setting, and the like. .

  The air conditioner ECU 70 also includes a room temperature sensor 86 for detecting the indoor temperature, an outside air temperature sensor 88 for detecting the outside air temperature, a solar radiation sensor 90 for detecting the amount of solar radiation, and an evaporator for detecting the temperature of the conditioned air that passes through the evaporators 20 and 22. Various sensors such as rear temperature sensors 92A and 92B are connected.

  As a result, the air conditioning ECU 70 can perform air conditioning operation based on the setting of the operation panel 84. The basic operation control of the air conditioner ECU 70 based on the settings on the operation panel 84 and various sensors can be applied with a known configuration, and detailed description thereof is omitted here.

  Incidentally, the vehicle provided with the air conditioner system 10 includes a battery ECU 94 that controls charging and discharging of the battery, and the battery ECU 94 is connected to the air conditioner ECU 70.

  The battery ECU 94 performs the temperature detection and control of the battery chamber as well as the charging / discharging control of the battery, and the battery ECU 94 cools the air conditioner ECU 70 when the temperature in the battery chamber exceeds a predetermined temperature set in advance. Output the request.

  When the air conditioner ECU 70 receives a cooling request for the battery (battery chamber) from the battery ECU 94, the air conditioner ECU 70 switches the operation mode of the rear cooler 14 to the cooling mode or the cooling / cooling mode. That is, when the rear cooler 14 is performing the cooling operation (cooling mode) of the rear seat, the mode is switched to the cooling / cooling mode, and the mode switching damper 68 guides the cooling air to the cooling outlet 64 and the rear seat outlet 66. Further, when the rear cooler 14 is stopped, the cooling air is guided to the cooling outlet 64 by the mode switching damper 68 by operating the rear cooler 14 in the cooling mode.

  As a result, the air conditioner system 10 cools the battery based on a request from the battery ECU 94.

  On the other hand, as shown in FIG. 1, an exhaust port 96 (not shown in FIG. 2) is formed in the air conditioning duct 30 of the front air conditioner 12, and an exhaust damper 98 that opens and closes the exhaust port 96 is provided. Further, as shown in FIG. 3, a servo motor 100 that drives an exhaust damper 98 is connected to the air conditioner ECU 70.

  In the air conditioner ECU 70, the exhaust port 96 is normally closed by the exhaust damper 98, but when the rear cooler 14 is operated while the operation of the front air conditioner 12 is stopped, the servo motor 100 drives the exhaust damper 98. Then, the exhaust port 96 is opened and the blower fan 44 is driven by the blower motor 46.

  The exhaust port 96 is opened in the instrument panel 28 in which the air conditioner unit 26 (air conditioning duct 30) is provided, and the exhaust port 96 is opened by the exhaust damper 98, so that the inside of the air conditioning duct 30 cooled by the evaporator 20 is opened. The conditioned air is blown into the instrument panel 28 instead of the passenger compartment.

  Thereby, in the air conditioner system 10, frost is not generated in the evaporator 20 of the front air conditioner 12. In addition, the air volume of the blower fan 44 at this time is suppressed to the minimum air volume that does not generate frost.

  Further, in the air conditioner system 10, the conditioned air cooled by the evaporator 20 is discharged into the instrument panel 28, so that cold air is blown out from any of the outlets even though the operation of the front air conditioner 12 is stopped. I try to prevent it.

  When the exhaust port 96 is opened, the mode switching damper 54 may be driven by the servo motor 76 to prevent the cooling air from being guided to each outlet.

  On the other hand, the air conditioner ECU 70 is connected with an instrument panel temperature sensor 102 provided as a temperature detection means for detecting the temperature inside the instrument panel 28.

  As shown in FIG. 1, the air conditioner system 10 is provided with an electromagnetic valve 104 that opens and closes the refrigerant flow path to the evaporator 20 between the expansion valve 24 </ b> A of the front air conditioner 12 and the condenser 18.

  As shown in FIG. 3, the electromagnetic valve 104 is connected to the air conditioner ECU 70, so that the air conditioner ECU 70 is driven to the evaporator 20 of the front air conditioner 12 by the electromagnetic valve 104 when the compressor 16 is being driven. The refrigerant conduit can be closed.

  The air conditioner ECU 70 drives the exhaust damper 98 by the servo motor 100 when the temperature in the instrument panel 28 detected by the instrument panel temperature sensor 102 exceeds a preset temperature during the air conditioning operation by the front air conditioner 12. A part of the conditioned air that has mainly passed through the evaporator 20 is blown out from the exhaust port 96 into the instrument panel 28.

  Thereby, in the air conditioner system 10, the temperature rise in the instrument panel 28 is suppressed, and the temperature in the instrument panel 28 is suppressed from being a cooling load when the vehicle interior is air-conditioned.

  Further, in the front air conditioner 12 of the air conditioner system 10, an eco mode is set as an energy saving mode for suppressing energy consumption, and a normal mode (non-eco mode) and an eco mode can be selected. This eco mode can be selected by operating the switch on the operation panel 84.

  In the air conditioner ECU 70, when the eco mode is selected, the electromagnetic valve 104 is operated to stop the circulation of the refrigerant to the evaporator 20. As a result, even when the battery is cooled using the rear cooler 14, the load on the compressor 16 can be reduced.

  At this time, the air conditioner ECU 70 drives the exhaust damper 98 to open the exhaust port 96, thereby reducing the cooling load in the passenger compartment.

  In the air conditioner system 10 configured as described above, the air conditioning of the vehicle interior using the front air conditioner 12 is possible by the switch operation of the operation panel 84. In the air conditioner system 10, when the vehicle interior is cooled, the front air conditioner 12 is used, and the rear cooler 14 is used to bring the entire area from the front seat side to the rear seat side into a comfortable cooling state (air conditioning state). it can.

  Further, the air conditioner system 10 can also cool the battery based on a request from the battery ECU 94, thereby efficiently using the battery and the electric power stored in the battery.

  By the way, in the air conditioner system 10, the rear cooler 14 performs air conditioning and battery cooling of the rear seat when the front air conditioner 12 is stopped, and the battery ECU 94 removes the battery from the battery ECU 94 when the front air conditioner 12 is stopped. When there is a cooling request, the air conditioner ECU 70 drives the compressor 16 to cool the battery or air-condition the rear seat (cooling).

  FIG. 4 shows an outline of battery cooling control using the rear cooler 14. In this flowchart, in the first step 200, it is confirmed whether or not battery cooling is turned on. The battery cooling is turned on when a switch operation on the operation panel 84 or a battery cooling request from the battery ECU 94 is made.

  Here, when an instruction to start (turn on) battery cooling is given, an affirmative determination is made in step 200 and the process proceeds to step 202. In this step 202, it is confirmed whether or not the rear cooler 14 is in the rear seat air conditioning operation (cooling operation).

  At this time, if the rear cooler 14 is in the cooling operation of the rear seat, an affirmative determination is made in step 202 and the routine proceeds to step 204, where the operation mode of the rear cooler 14 is set to the cooling / cooling mode.

  As a result, the mode switching damper 68 (servo motor 78) is operated, the cooling outlet 64 and the rear seat outlet 66 are selected as the outlets, and the cooling air (air-conditioning air) that has passed through the evaporator 22 is supplied to the cooling outlet 64 and The battery is cooled by the cooling air blown from the rear seat outlet 66 and blown from the cooling outlet 64.

  Thereafter, in step 206, it is confirmed whether or not the cooling operation of the rear seat by the rear cooler 14 is turned off. In step 208, it is confirmed whether or not the battery cooling is turned off.

  Here, if the battery cooling is turned off during the cooling operation of the rear cooler 14 (negative determination in step 206), an affirmative determination is made in step 208. Thereby, it transfers to step 110 and sets the operation mode of the rear cooler 14 to the air_conditioning | cooling mode.

  Thus, the rear seat outlet 66 is selected by the mode switching damper 68, and the rear cooler 14 cools the rear seat.

  On the other hand, when a negative determination is made in step 202 because the rear cooler is stopped, and when the rear seat cooling is turned off while operating in the cooling / cooling mode and an affirmative determination is made in step 206, Move to 212.

  In step 212, the rear cooler 14 is set to the battery cooling mode. Thereafter, the cooling outlet 64 is selected by the mode switching damper 68, and the operation of the rear cooler 14 is performed (step 214).

  As a result, the battery is cooled by the cooling air blown from the cooling outlet 64.

  Further, when the rear cooler 14 is operated in the battery cooling mode, in step 216, it is confirmed whether or not the battery cooling is turned off. In step 218, whether or not the rear seat cooling operation by the rear cooler 14 is turned on is checked. Check.

  Here, when the cooling operation of the rear seat is turned on, an affirmative determination is made in step 218, the process proceeds to step 204, and the operation in the cooling / cooling mode is started.

  On the other hand, when the battery cooling is turned off, an affirmative determination is made in step 216, the process proceeds to step 220, and the operation of the rear cooler 14 is stopped.

  On the other hand, the air conditioner ECU 70 operates the front air conditioner 12 in conjunction with the rear cooler 14 when the front air conditioner 12 is stopped. At this time, in the air conditioner ECU 70, the blower fan 44 of the front air conditioner 12 is driven to generate a slight air volume, and the exhaust damper 98 is driven to open the exhaust port 96, from the register outlet 36 and the like. Air-conditioning air is prevented from being blown out.

  Here, an outline of the interlock control of the front air conditioner 12 accompanying the operation of the rear cooler 14 will be described with reference to FIG. In the front air conditioner 12, the exhaust port 96 is normally closed by the exhaust damper 98.

  In this flowchart, it is confirmed whether or not the front air conditioner 12 is turned off in the first step 230, and in step 232, it is confirmed whether or not the rear cooler 14 is turned on.

  Here, when the rear cooler 14 is turned on to cool the rear seat or cool the battery while the front air conditioner 12 is stopped (No at step 230), the interlock control of the front air conditioner 12 is started. .

  In this interlock control, the exhaust damper 98 is operated by the servo motor 100 in step 232 to open the exhaust port 96. At the same time, in step 236, the blower motor 46 is driven so that a preset air volume is generated by the blower fan 44.

  As a result, the air cooled through the evaporator 20 of the front air conditioner 12 is blown into the instrument panel 28.

  Thereafter, in step 238, it is confirmed whether or not the eco mode is selected by a switch operation on the operation panel 84. When the eco mode is selected, an affirmative determination is made in step 238 and the process proceeds to step 240.

  In this step 240, the solenoid valve 104 closes the conduit that circulates the refrigerant to the evaporator 20 of the front air conditioner 12. Thereby, the circulation of the refrigerant to the evaporator 20 is stopped, and the load on the compressor 26 is reduced.

  On the other hand, when the eco mode is not selected, a negative determination is made in step 238 and the process proceeds to step 242. In step 242, the instrument panel temperature sensor 102 detects the instrument panel temperature Ti in the instrument panel 28.

  In the next step 244, it is confirmed whether or not the detected instrument panel temperature Ti exceeds the set temperature Ts. As the set temperature Ti, a temperature that compensates for an appropriate operation of the electronic device disposed in the instrument panel 28 can be used.

  Here, when the instrument panel temperature Ti is equal to or lower than the set temperature Ts (Ti ≦ Ts), an affirmative determination is made in step 244 and the process proceeds to step 240, and the electromagnetic valve 104 is closed.

  Accordingly, the cooling air blown into the instrument panel 28 from the exhaust port 96 is prevented from being accelerated in the instrument panel 28, and the load on the compressor 16 is reduced.

  On the other hand, when the instrument panel temperature Ti exceeds the set temperature Ts (Ti> Ts), a negative determination is made at step 244 and the routine proceeds to step 246, where the electromagnetic valve 104 is opened and the refrigerant is circulated to the evaporator 20. To.

  Thus, the cooling air that has passed through the evaporator 20 is blown into the instrument panel 28 from the exhaust port 96, and cooling in the instrument panel 28 is promoted.

  In this manner, while blowing the air that has passed through the evaporator 20 into the instrument panel 28, in step 248, it is confirmed whether or not the rear cooler 14 has been turned off, that is, whether or not cooling of the rear seat and cooling of the battery have been stopped. In step 250, it is confirmed whether or not the front air conditioner 12 is turned on.

  Here, when the rear cooler 14 is turned off, an affirmative determination is made in step 248 and the routine proceeds to step 252 where the solenoid valve 104 is opened, the exhaust port 96 is closed and the blower fan 44 is stopped, and the interlock control is terminated. .

  Further, when the front air conditioner 12 is turned on, an affirmative determination is made in step 250 and the routine proceeds to step 254, where the air conditioning operation by the front air conditioner 12 is set to be performed, and the interlock control is terminated.

  In the air conditioner system 10, when the compressor 16 is driven, the refrigerant is circulated to the evaporator 20 of the front air conditioner 12 in a state where the electromagnetic valve 104 is opened. At this time, the frost of the evaporator 20 can be prevented by driving the blower fan 44.

  In addition, by driving the blower fan 44, conditioned air cooled by the evaporator 20 is generated, and this conditioned air is blown out from any of the outlets.

  At this time, in the air conditioner ECU 70, the conditioned air in the air conditioning duct 30 is blown out from the exhaust port 96 into the instrument panel 28, so that the conditioned air is blown into the vehicle compartment even though the front air conditioner 12 is stopped. It is possible to reliably prevent the passenger from feeling uncomfortable.

  On the other hand, various electronic devices are arranged in the instrument panel 28 of the vehicle, and these electronic devices generate a lot of heat. This heat becomes a cooling load when the vehicle interior is air-conditioned.

  At this time, the conditioned air is blown out from the exhaust port 96, whereby the heat generated by the electronic equipment provided in the instrument panel 28 can be prevented from being a cooling load, and the temperature inside the instrument panel 28 is increased due to this heat. Can be suppressed.

  Further, when the instrument panel temperature Ti detected by the instrument panel temperature sensor 102 is equal to or lower than the set temperature Ts, the cooling of the inside of the instrument panel 28 is unnecessary, so that the exhaust damper 98 is driven to a position where the exhaust port 96 is closed, The blower fan 44 is stopped and the solenoid valve 104 is closed. As a result, when the rear cooler is activated and the front air conditioner 12 is inactive (stopped), the evaporator 20 of the front air conditioner 12 can be prevented from generating frost and the load of the compressor 16 can be prevented. Can be reduced.

  Further, in the front air conditioner 12, the eco mode can be selected when the electromagnetic valve 104 is provided. When the eco mode is selected, the air conditioner ECU 70 does not depend on the detection result of the instrument panel temperature sensor 102. The solenoid valve 104 is operated to stop the circulation of the refrigerant to the evaporator 20 of the front air conditioner 12.

  Thereby, in the air conditioner system 10, when the rear cooler 14 is operated, the load on the compressor 16 can be reduced, and the energy consumption for driving the compressor 16 can be suppressed.

  As described above, in the air conditioner system 10, the evaporator 20 is circulated while preventing the frost of the evaporator 20 provided in the front air conditioner 12 even when the rear cooler 14 is operated with the front air conditioner 12 stopped. It is possible to effectively use the energy of the refrigerant.

  An instrument panel temperature sensor 102 is connected to the air conditioner ECU 70. The air conditioner ECU 70 detects that the instrument panel temperature Ti detected by the instrument panel temperature sensor 102 during the air conditioning operation of the front air conditioner 12 exceeds the set temperature Ts. By driving the exhaust damper 98 by the motor 100 and opening the exhaust port 96, the inside of the instrument panel 28 is cooled.

  FIG. 6 shows an outline of instrument panel cooling control performed using the front air conditioner 12. This flowchart confirms whether or not the front air conditioner 12 is in the air conditioning operation in the first step 260.

  The instrument panel cooling control is started when the front air conditioner 12 is in the air conditioning operation state and is determined to be affirmative in step 260. In the next step 262, the instrument panel temperature sensor 102 detects the instrument panel temperature Ti in the instrument panel 28. In step 264, it is confirmed whether the instrument panel temperature Ti exceeds the set temperature Ts.

  Here, if the air in the instrument panel 28 is heated and the instrument panel temperature Ti detected by the instrument panel temperature sensor 102 exceeds the set temperature Ts (Ti> Ts), an affirmative determination is made in step 264 and the process proceeds to step 266. .

  In step 266, the exhaust port 96 is opened by moving the exhaust damper 98 by the servo motor 100. As a result, part of the conditioned air (cooling air) that has passed through the evaporator 20 is blown into the instrument panel 28 from the exhaust port 96, and the instrument panel 28 is cooled.

  Thereafter, in step 268, it is confirmed whether or not the front air conditioner 12 is turned off. When the air conditioning operation of the front air conditioner 12 is continued, the instrument panel temperature Ti is detected at a predetermined timing.

  As a result, cooling in the instrument panel 28 proceeds, and when the instrument panel temperature Ti becomes equal to or lower than the set temperature Ts, a negative determination is made in step 264 and the process proceeds to step 270. In this step 270, the servo motor 100 is operated and the exhaust port 96 is closed by the exhaust damper 98. Thereby, the cooling in the instrument panel 28 is stopped.

  As described above, in the air conditioner system 10, when the air conditioning operation is performed by the front air conditioner 12, the conditioned air (cooling air) that has passed through the evaporator 20 in the air conditioning duct 30 blows into the instrument panel 28 from the exhaust port 96. Thus, the temperature rise in the instrument panel 28 is suppressed, and the electronic device provided in the instrument panel 28 is prevented from becoming unstable due to the influence of heat generated by itself, and is kept in an appropriate operating state. .

  As described above, in the air conditioner system 10 applied to the present embodiment, when the front air conditioner 12 and the rear air conditioner 14 can be individually operated, efficient operation using the front air conditioner 12 is possible.

  The present embodiment described above shows an example of the present invention and does not limit the configuration of the present invention.

  For example, in the present embodiment, the rear cooler 14 dedicated to cooling is used on the rear seat side. However, the present invention is not limited to this, and a rear air conditioner capable of cooling and heating may be provided. In this case, the rear foot outlet of the front air conditioner 12 may be provided. 42 can be omitted.

  In the present embodiment, the conditioned air that has passed through the evaporator 20 is discharged into the instrument panel 28. However, the configuration is not limited to this, and the conditioned air is discharged into the trim or roof lining. Also good.

  In the present embodiment, a so-called dual type in which an air conditioner (cooler) is provided on each of the front seat side and the rear seat side has been described as an example, but the present invention is applied to a so-called single type in which the vehicle interior is air-conditioned from the front seat side. It is also possible to cool the battery from the front seat side at this time.

It is a schematic block diagram of the air-conditioning system applied to this Embodiment. It is a schematic perspective view of the principal part which shows the instrument panel in which the air conditioning unit of a front air conditioner is provided. It is a block diagram which shows the control part of an air conditioning system. It is a flowchart which shows the outline of the battery cooling by a rear cooler. It is a flowchart which shows the outline of operation | movement of the front air conditioner linked with the driving | operation of a rear cooler. It is a flowchart which shows an example of instrument panel cooling by a front air conditioner.

Explanation of symbols

10 Air conditioner system (vehicle air conditioner)
12 Front air conditioner (front seat air conditioning unit)
14 Rear cooler (rear seat air conditioning unit)
16 Compressor 18 Condenser 20 Evaporator (front seat evaporator)
22 Evaporator (rear seat side evaporator)
28 Instrument panel (instrument panel)
30 Air conditioning duct (front seat air conditioning duct)
70 Air-conditioner ECU (opening / closing control means, electromagnetic valve control means)
84 Operation panel 96 Exhaust port (opening)
98 Exhaust damper (opening / closing means)
100 Servo motor (opening / closing means)
102 Instrument panel temperature sensor (temperature detection means)
104 Solenoid valve

Claims (6)

A compressor and a condenser, and a front-seat evaporator and a rear-seat evaporator that are provided on each of the front seat side and the rear seat side and can be air-conditioned by a refrigeration cycle formed between the compressor and the condenser;
A front-seat-side air conditioning unit that air-conditions the air that has passed through the front-seat evaporator as conditioned air;
A rear-seat-side air conditioning unit that air-conditions the air that has passed through the rear-seat evaporator as conditioned air;
A front-seat-side air conditioning duct provided with the front-seat-side evaporator and concealed by an instrument panel;
An opening that allows the conditioned air that has been formed in the front seat air conditioning duct and passed through the front seat evaporator to be blown into the instrument panel;
Opening and closing means for opening and closing the opening;
Control means for opening the opening by operating the opening / closing means when the air conditioning operation of the rear seat air conditioning section is stopped while the air conditioning operation of the front seat air conditioning section is stopped;
The vehicle air conditioner characterized by including. Including temperature detection means for detecting the temperature in the instrument panel provided with the front seat air conditioning duct;
2. The vehicle air conditioning according to claim 1, wherein when the temperature detected by the temperature detection unit exceeds a preset temperature, the control unit operates the opening / closing unit to open the opening. apparatus.   An electromagnetic valve capable of opening and closing a refrigerant circulation path to the front seat side evaporator, and the control means activates the electromagnetic valve when the temperature detected by the detection means is equal to or lower than the set temperature. The vehicle air conditioner according to claim 2, wherein supply of the refrigerant to the front seat side evaporator is stopped.   4. The vehicle air conditioning according to claim 3, wherein when the air conditioning operation in the energy saving mode is selected, the control unit operates the electromagnetic valve to stop the refrigerant supply to the front seat side evaporator. 5. apparatus. A front-seat evaporator that can be air-conditioned by a refrigeration cycle formed between a compressor and a condenser;
A front-seat-side air conditioning duct provided with the front-seat-side evaporator and concealed by an instrument panel;
An opening that allows the conditioned air that has been formed in the front seat air conditioning duct and passed through the front seat evaporator to be blown into the instrument panel;
Opening and closing means for opening and closing the opening;
Temperature detecting means for detecting the temperature in the instrument panel provided with the front seat air conditioning duct;
An opening / closing control means for operating the opening / closing means to open the opening when a temperature detected by the temperature detecting means exceeds a preset temperature;
The vehicle air conditioner characterized by including. An electromagnetic valve capable of opening and closing a refrigerant circulation path to the front seat evaporator;
Solenoid valve control means for stopping the supply of the refrigerant to the front seat evaporator by driving the solenoid valve when air conditioning in the energy saving mode is set;
The vehicle air conditioner according to claim 5, comprising:

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