JP2009292385A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of suppressing feeling deterioration of a front seat occupant accompanying the operation of an auxiliary blower in the air conditioner for the vehicle having the auxiliary blower. <P>SOLUTION: The air conditioner for the vehicle is equipped with a duct (32) for a rear seat for circulating air-conditioned air to a blowing port (36) for the rear seat to be the blowing port for blowing the air-conditioned air toward the upper body of an occupant when the occupant sitting on the rear seat in a cabin, the auxiliary blower (33) which is provided on the duct (32) for the rear seat and increases the air volume of the air-conditioned air blown to the blowing port (36) for the rear seat, and a control means (100) for controlling the operation of the auxiliary blower (33). The control means (100) at least turns on the auxiliary blower (33) in the case of the highest cooling load and controls in the case of the highest heating load so that the blast volume of the auxiliary blower (33) becomes small compared with the case of the highest cooling load. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a vehicle interior.

  Patent Document 1 discloses a vehicle air conditioner that can supply conditioned air to the rear seat side in addition to the front side of the vehicle interior. This vehicle air conditioner includes a rear seat duct that distributes the conditioned air blown to the rear seat, and an assist blower (auxiliary blower provided in the rear seat duct) as a supply system of the conditioned air to the rear seat. ).

Then, by operating the assist blower, the conditioned air is actively blown from the rear seat outlet provided at the front end of the rear seat duct.
Japanese Patent Laid-Open No. 9-86138

  By the way, when the assist blower is operated, the air flow is blown to the rear seat duct side, whereby the air amount passing through the heater core in the air conditioning case (warm air amount) and the flow path bypassing the heater core. There is a possibility that the ratio of the amount of air passing through the bypass passage (the amount of cold air) slightly varies.

  For example, when the rear seat duct is formed by branching from a portion near the bypass passage, the amount of air passing through the bypass passage is increased more than expected by the operation of the assist blower. In this case, since the amount of cool air is larger than expected, the temperature of the conditioned air blown from the front seat side is lower than the set temperature. As described above, a temperature change occurs before and after the operation of the assist blower, or a difference occurs between the set temperature and the actual blowout temperature, thereby causing a problem that the front seat occupant feels uncomfortable.

  In view of the above problems, an object of the present invention is to provide a vehicle air conditioner that can suppress the deterioration of the feeling of the front seat occupant accompanying the operation of the auxiliary blower in the vehicle air conditioner including the auxiliary blower. .

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

  In the first aspect of the present invention, the air conditioning case (10) that forms the air passage (11), the main blower (12) that is arranged in the air conditioning case (10) and blows air, and the rear seat in the vehicle interior A rear-seat duct (32) that distributes conditioned air to a rear-seat air outlet (36), which is an air outlet that blows conditioned air toward the upper body side of the occupant when the occupant gets on, and a rear-seat duct (32 ) And an auxiliary blower (33) for increasing the air volume of the conditioned air blown to the rear seat outlet (36) and a control means (100) for controlling the operation of the auxiliary blower (33). In the vehicle air conditioner, the control means (100) turns on at least the auxiliary blower (33) when the cooling load is maximum, and the cooling load is maximum when the heating load is maximum. Blower of auxiliary blower (33) than the case And controlling so decreases.

  When the auxiliary blower (33) is operated, the temperature of the air-conditioned air blown to the front seat side changes, and the feeling for the front seat occupant deteriorates. Here, the air volume to the rear-seat air outlet (36) that blows out the conditioned air toward the upper body side of the rear-seat occupant generally requires the air-conditioner for the vehicle to function as the cooling side from the viewpoint of head cold foot heat. This is when the air is blown to the upper body side (cold air is required).

  According to this configuration, since the auxiliary blower (33) is turned on at the maximum cooling load that requires air blowing to the rear seat side, the cold air can be reliably blown to the rear seat side. On the other hand, when the heating load is not required to blow to the rear seat side, control is performed so that the amount of air blower (blower level) by the auxiliary blower (33) is smaller than when the cooling load is maximum. The change in the temperature of the blown air on the front seat side can be reduced, and the uncomfortable feeling to the front seat passenger can be reduced.

  The invention according to claim 2 is characterized in that the control means (100) turns off the auxiliary blower (33) when the heating load is maximum.

  According to this configuration, when the heating load is maximum, the auxiliary blower (33) is turned off and the operation of the auxiliary blower (33) is completely stopped, so that the drive power of the auxiliary blower (33) is saved. At the same time, the uncomfortable feeling to the front seat occupant when the heating load is maximum can be more reliably reduced.

  The invention according to claim 3 is characterized in that the control means (100) performs control so that the smaller the cooling load, the smaller the amount of air blown from the auxiliary blower (33) compared to the case where the cooling load is large. To do.

  The smaller the cooling load, that is, the closer to the maximum heating load state at the opposite end of the maximum cooling load state, the more the airflow to the rear seat outlet (36) is reduced, the more the influence on the air-conditioning comfort of the rear seat occupant is. Few. According to this configuration, when the cooling load is small, the amount of air blown from the auxiliary blower (33) is set lower than when the cooling load is large, so that the front passenger can be kept in a state where the influence on the rear seat occupant is minimized. A sense of incongruity to the seat occupant can be reduced.

  In the invention described in claim 4, the heater core (19) for heating air and the air mix door (18) for adjusting the air volume passing through the heater core (19) are provided, and the air mix door (18) is a cooling load. When the cooling load is small, the opening degree (SW) is set larger than when the cooling load is large, and the control means (100) operates the auxiliary blower (33) with the opening degree (SW) of the air mix door (18). It is characterized by being controlled so as to be linked to.

  In this configuration, the load level of the cooling load or the heating load is determined by the opening degree of the air mix door (18). For example, if the opening degree (SW) of the air mix door (18) is small, it can be determined that the air-conditioning air volume passing through the heater core (19) is small and the operation state is closer to the cooling side (the cooling load is high). On the other hand, if the opening degree (SW) of the air mix door (18) is large, it can be determined that the amount of air-conditioning air passing through the heater core (19) is large and the operation state is closer to the heating side (heating load is high). According to this structure, a load state can be suitably determined by interlocking the action | operation of an auxiliary blower (33) with the opening degree (SW) of an air mix door (18).

  The invention according to claim 5 is characterized in that the control means (100) controls the operation of the auxiliary blower (33) so as to be interlocked with the air conditioning set temperature (Tset).

  For example, if the air conditioning set temperature (Tset) input from the temperature setting switch by the occupant's operation is high, it can be determined that the operation state is generally close to the heating side (heating load is high), and the air conditioning set temperature (Tset) is low. For example, it can be determined that the operation state is generally close to the cooling side (the cooling load is high). According to this configuration, the load state can be suitably determined by interlocking the operation of the auxiliary blower (33) with the air conditioning set temperature (Tset).

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description later mentioned.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram illustrating a configuration of a vehicle air conditioner 1 according to the present embodiment. As shown in FIG. 1, the vehicle air conditioner 1 has an air conditioning case 10 that forms an air passage 11 through which air flows. The air conditioning case 10 is disposed inside the instrument panel in the front part of the vehicle interior.

  The air conditioning case 10 is provided with a centrifugal front blower (main blower) 12 that generates an air flow toward the vehicle interior in the air passage 11. The front blower 12 is controlled in operation by an air conditioning ECU 100 (see FIG. 2), which will be described later, and rotates at a predetermined rotational speed based on a blower voltage applied to a drive motor.

  An inside / outside air switching box 13 is provided on the upstream side of the air flow of the front blower 12. The inside / outside air switching box 13 is formed with an outside air introduction port 14 for introducing air outside the vehicle compartment (outside air) and an inside air introduction port 15 for introducing air inside the vehicle compartment (inside air). The inside / outside air switching box 13 is provided with an inside / outside air switching door 16 that opens and closes the outside air introduction port 14 and the inside air introduction port 15 in order to switch and introduce outside air or inside air based on the suction port mode. The inside / outside air switching door 16 is controlled by the air conditioning ECU 100.

  An evaporator 17 that cools the conditioned air by heat exchange with the refrigerant flowing inside is disposed in the air passage 11 and downstream of the front blower 12. The evaporator 17 constitutes a part of a refrigeration cycle (not shown) in which the refrigerant circulates.

  An air mix door 18 is provided on the downstream side of the air flow of the evaporator 17. A heater core 19 that heats the air cooled by the evaporator 17 is provided on the further downstream side of the air mix door 18 by heat exchange with engine cooling water that circulates inside the air mix door 18. A bypass passage 21 that bypasses the heater core 19 and flows air is formed above the heater core 19. The air mix door 18 is driven by a drive mechanism (not shown) based on the control of the air conditioning ECU 100, the flow rate of high-temperature air reheated after passing through the heater core 19, and the bypass passage 21 bypassing the heater core 19. The ratio with the flow rate of the passing low temperature air can be adjusted.

  A defroster opening 22, a common opening 23, and a foot opening 24 are provided on the downstream side of the heater core 19 and the bypass passage 21. The defroster opening 22 and the common opening 23 are opened and closed by a common outlet mode switching door 25. The foot opening 24 is opened and closed by an outlet mode switching door 26. The air outlet mode switching doors 25 and 26 are controlled by the air conditioning ECU 100 based on the front air outlet mode.

  That is, in the configuration of the present embodiment, when the front seat outlet mode is the face mode, the common opening 23 is opened, and the defroster opening 22 and the foot opening 24 are closed. In the bi-level mode, the common opening 23 and the foot opening 24 are opened, and the defroster opening 22 is closed. In the foot mode and the foot differential mode, the defroster opening 22 and the foot opening 24 are opened, and the common opening 23 is closed. In the defroster mode, the defroster opening 22 is opened, and the common opening 23 and the foot opening 24 are closed.

  From the defroster opening 22, air blown out to the inner surface of the windshield of the vehicle and the like flows out. From the foot opening 24, the air blown out to the lower body side such as a leg portion of an occupant in the front seat of the vehicle interior flows out.

  A center face duct 27 and a side face duct 28 that are formed separately from the air conditioning case 10 are branched and connected to the common opening 23. The air flow downstream end side of the center face duct 27 is connected to a center face outlet 29 that blows conditioned air to the upper body side such as the face of the passenger in the front seat of the vehicle interior. The air flow downstream end side of the side face duct 28 is connected to a side face outlet 31 that blows conditioned air to the upper body side of the passenger in the front seat of the vehicle interior. The center face outlet 29 is provided near the center of the instrument panel, and the side face outlet 31 is provided on the side of the instrument panel.

  A rear seat duct 32 is branched from the center face duct 27 to blow out part of the conditioned air passing through the center face duct 27 to the upper body side of the passenger in the rear seat of the vehicle interior. In the middle of the rear seat duct 32, an assist blower (auxiliary blower) 33 that increases the air volume of the conditioned air blown to the rear seat side is provided. The operation of the assist blower 33 is controlled by the air conditioning ECU 100, and the assist blower 33 rotates at a predetermined rotational speed based on the assist blower voltage applied to the drive motor. The downstream end side of the rear seat duct 32 is connected to a rear seat face outlet 36 for blowing conditioned air to the upper body side such as the face of the passenger in the rear seat of the vehicle interior.

  Further, the rear seat face outlet 36 is provided with a flat-shaped blocking door 34 that opens and closes the rear seat duct 32. The blocking door 34 is rotatable about a rotation shaft 35, and an operation knob (not shown) arranged around the rear seat face outlet 36 is connected to the rotation shaft 35. Accordingly, the blocking door 34 can be opened and closed by manually operating the operation knob by the rear seat passenger.

  The air conditioner 1 further includes an open / close detection switch 37 that generates a signal corresponding to the closed state of the air blowing from the rear seat face outlet 36. The opening / closing detection switch 37 is a micro switch that is linked to the opening / closing operation of the blocking door 34, and is turned on when the blocking door 34 is closed.

  FIG. 2 is a block diagram showing a schematic configuration of an air conditioning ECU (control means) 100 of the vehicle air conditioner 1. As shown in FIG. 2, switch signals from various switches of the control panel 110 provided in the vicinity of the instrument panel and detection signals from various sensors are input to the air conditioning ECU 100. Further, the air conditioning ECU 100 controls the operation of control devices such as the air outlet mode switching doors 25 and 26, the inside / outside air switching door 16, the air mix door 18, the front blower 12, and the assist blower 33 based on the switch signal and the detection signal. It is like that.

  The switch of the control panel 110 includes an air conditioner switch for operating / stopping the refrigeration cycle, a suction port mode switching switch for switching the suction port mode, a temperature setting switch for setting the temperature in the passenger compartment, and switching the air flow rate. There are an air volume changeover switch and an air outlet mode changeover switch for changing the air outlet mode.

  The various sensors include an inside air temperature sensor 111 that detects the air temperature (inside air temperature) in the vehicle interior, an outside air temperature sensor 112 that detects the air temperature outside the vehicle interior (outside air temperature), and the amount of solar radiation that is radiated into the vehicle interior. Solar radiation sensor 113, evaporator outlet temperature sensor 114 that detects the air temperature immediately after passing through the evaporator 17, cooling water temperature sensor 115 that detects the temperature of the engine coolant flowing into the heater core 19, and vehicle travel speed are detected And a seating sensor 117 for detecting the presence or absence of a passenger in the rear seat. The seating sensor 117 is, for example, an electrical contact type that is provided in a rear seat and contacts an electrical contact by a load applied to the seat seat surface when an occupant is seated.

  The air conditioning ECU 100 includes a CPU, a ROM, a RAM, and the like, and a microcomputer 101 that performs various arithmetic processes, and an input circuit 102 that performs A / D conversion on detection signals input from various sensors and outputs the signals to the microcomputer 101. And an output circuit 103 that converts a control signal from the microcomputer 101 into an output signal specification and outputs it to each control device.

  In addition, the air conditioning ECU 100 can transmit and receive data to and from the vehicle side engine ECU 120 and the like based on a predetermined communication protocol. As a result, the air conditioning ECU 100 can receive information such as the operation mode (normal mode / fuel economy priority mode) of the engine ECU 120 from the engine ECU 120.

  Next, the control method of the vehicle air conditioner 1 in this embodiment is demonstrated. FIG. 3 is a flowchart showing an example of a control procedure (main flow) of the vehicle air conditioner 1 executed by the air conditioning ECU 100 in the present embodiment. As shown in FIG. 3, when the ignition switch is turned on and power is supplied to the air conditioning ECU 100, the air conditioning ECU 100 first initializes each parameter and the like (step S1).

  Next, the temperature setting switch, the inside air temperature sensor 111, the outside air temperature sensor 112, the solar radiation amount sensor 113, the evaporator intake air temperature sensor 114, the cooling water temperature sensor 115, the vehicle speed sensor 116, and the seating sensor 117 are read (steps). S2, S3).

  Then, based on the thermal load in the passenger compartment such as the inside air temperature, the outside air temperature, and the amount of solar radiation, and the set temperature Tset (= air conditioning set temperature) set by the occupant, the target blowing temperature TAO for the front seat is calculated (step) S4).

  Next, the blower voltage applied to the drive motor for the front blower 12 is calculated based on the target blowing temperature TAO (step S5). Hereinafter, the applied voltage of the front blower 12 is referred to as “front blower voltage”, and the applied voltage of the assist blower 33 is referred to as “assist blower voltage”. Basically, the front blower voltage is so high that a high cooling / heating capacity is required. For example, during cooling, the front blower voltage increases as the target blowout temperature TAO decreases. During heating, the front blower voltage increases as the target outlet temperature TAO increases.

  After the front blower voltage is selected, the suction port mode corresponding to the target outlet temperature TAO is determined from the characteristic diagram stored in the ROM (step S6). Specifically, the inside air circulation mode is selected when the target blowing temperature TAO is high, and the outside air introduction mode is selected when the target blowing temperature TAO is low.

  Next, the air outlet mode corresponding to the target air temperature TAO is determined from the characteristic diagram stored in the ROM (step S7). Specifically, the foot mode is selected when the target blowing temperature TAO is high, and the bi-level mode is selected in the order of the face mode as the target blowing temperature TAO becomes low.

  Next, the opening SW of the air mix door 18 is determined according to the target blowing temperature TAO, the evaporator blowing temperature detected by the evaporator blowing air temperature sensor 114, the cooling water temperature detected by the cooling water temperature sensor 115, and the like. (Step S8).

  Next, control of the assist blower 33 is determined (step S9). Since this step is a main part of the present invention, details will be described later.

  Next, the control state calculated or determined in Steps S4 to S9 for the control devices such as the air outlet mode switching doors 25 and 26, the inside / outside air switching door 16, the air mix door 18, the front blower 12, and the assist blower 33. A control signal is output so as to be obtained (step S10). Thereafter, the steps S2 to S10 are repeated every time T (for example, 0.25 seconds) (step S11).

  Next, details of assist blower control (assist blower on / off operation or determination of a predetermined blower level (rotation speed, blown air level)) will be described. FIG. 4 is a flowchart showing a control procedure of the assist blower 33 in step 9 of FIG.

  As shown in FIG. 4, first, in step S91, the opening degree (A / M opening degree) SW of the air mix door 18 calculated in the previous step S8 is acquired. In step S92, the opening degree SW is obtained. The air volume of the assist blower 33 is determined. In addition, from this embodiment to 3rd Embodiment demonstrated below, it is common at the point which makes the action | operation of the assist blower 33 interlock | cooperate with opening degree SW.

  FIG. 5 is a flowchart showing further details of the assist blower control in step S92 of FIG. In the present embodiment, the assist blower 33 is controlled by two forms of on / off. As shown in step S <b> 92 </ b> A of FIG. 5, the opening SW of the air mix door 18 is 0%, that is, all the conditioned air cooled by the evaporator 17 while the air mix door 18 is fully closed bypasses the heater core 19. Then, when in the form of passing through the bypass passage 21, the assist blower 33 is controlled to be turned on. When the opening SW of the air mix door 18 is other than 0%, that is, in the region where the temperature is adjusted by blowing air to the heater core 19 side, the assist blower 33 is controlled to be turned off.

  Here, the opening degree SW of the air mix door 18 being 0% means that the ratio of the conditioned air heated by the heater core 19 is 0 and the cooling load is the highest (MAXCOOL). It can be determined that the cooling operation state in which the cooling capacity is required. That is, in this embodiment, the cooling load is determined based on the opening SW of the air mix door 18, and when the cooling load is the maximum, the assist blower 33 is turned on to cool air to the rear seat face outlet 36. The air is actively sent. On the other hand, except when the cooling load is maximum (other than MAXCOOL), the assist blower 33 is turned off to reduce the amount of air blown to the rear seat face outlet 36.

  Next, the effect of the first embodiment described in detail above will be described. In general, it is necessary to blow air to the rear seat face outlet 36 that blows air-conditioned air toward the upper body side of the passenger's face in the rear seat of the passenger compartment. The required cooling operation. According to the present embodiment, since the assist blower 33 is turned on when the cooling load at which the air blowing to the rear seat side is most required is turned on, the cold air can be reliably blown to the rear seat side. On the other hand, since the assist blower 33 is turned off at the time of a small cooling load or heating that is not required as much as the maximum cooling, the front seat is generated by operating the assist blower 33 when the cooling load is small. The temperature change of the conditioned air on the side and the deviation of the blowing temperature can be reduced, and the uncomfortable feeling to the front seat occupant can be reduced.

  Further, in the present embodiment, the assist blower 33 is activated only when the cooling load is maximum, so that the deterioration of feeling due to the decrease in the amount of air-conditioning air on the front seat side caused by operating the assist blower 33 is also minimized. Can be suppressed.

  Furthermore, if hot air that has passed through the heater core 19 strikes the assist blower 33 that is operating during heating, the heat of the blower motor of the assist blower 33 cannot be dissipated, and the blower motor may generate heat and malfunction. is there. In this respect, according to the present embodiment, since the assist blower 33 is turned off during heating, such a malfunction of the assist blower motor can be prevented in advance.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 6 is a flowchart showing details of the assist blower control corresponding to the second embodiment in step S92 of FIG. In the present embodiment, the description will be focused on differences from the first embodiment, and the same applies to the following third embodiment.

  In this embodiment, the point that the assist blower 33 is controlled by two forms of on / off is the same as that of the first embodiment, but the timing of turning off is different. As shown in step S <b> 92 </ b> B of FIG. 6, the opening SW of the air mix door 18 is 100%, that is, all of the conditioned air cooled by the evaporator 17 while the air mix door 18 is fully open passes through the heater core 19. The assist blower 33 is controlled to be turned off only when in the configuration. On the other hand, except when the heating load is maximum (other than MAXHOT), the assist blower 33 is turned on to blow conditioned air to the rear seat face outlet 36.

  Also in the present embodiment, during cooling including the maximum cooling load (MAXCOOL), the conditioned air is blown to the rear seat side to turn on the assist blower 33. On the other hand, since the assist blower 33 is turned off at the maximum heating load (MAXHOT), it is possible to suppress deterioration in feeling to the front seat occupant at the maximum heating load (MAXHOT).

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 7 is a flowchart showing details of the assist blower control corresponding to the third embodiment in step S92 of FIG.

  In the present embodiment, the assist blower 33 is not controlled to be turned on / off, but is different from the first and second embodiments in that different air volume levels are set according to the opening SW of the air mix door 18. Is different. As shown in step S92C of FIG. 7, the air volume level of the assist blower 33 is changed from “large” to “small” as the opening of the air mix door 18 gradually increases from 0% to 100%. It is set to descend gradually. That is, the airflow level is controlled to be smaller as the cooling load is smaller (on the MAXHOT side) than in the case where the cooling load is larger (on the MAXCOOL side). In step S92C, the “large” air volume level is the maximum air volume possible in performance, and “small” is the minimum air volume possible in performance.

  As described above, when the operating state is on the cooling side, it is desirable that the airflow to the rear seat face outlet 36 is as large as possible in air conditioning comfort. According to the present embodiment, it is possible to reduce a sense of discomfort to the front seat occupant while minimizing the influence of comfort on the rear seat occupant.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIGS. FIG. 8 is a flowchart showing the control procedure of the assist blower 33 in step 9 of FIG. As shown in FIG. 8, first, in step S93, the set temperature Tset obtained in the previous step S2 is acquired, and in step S94, the air volume of the assist blower 33 is determined according to the set temperature Tset. Steps S93 and S94 correspond to steps S91 and S92 in FIG.

  That is, in the present embodiment, the determination of the cooling load is determined not by the opening SW of the air mix door 18 but by the set temperature Tset, and the operation of the assist blower 33 is linked to the set temperature Tset. It is different from the form. In addition, from this embodiment to 6th Embodiment demonstrated below, it is common at the point which makes the action | operation of the assist blower 33 interlock | cooperate with preset temperature Tset.

  In the present embodiment, the lower limit of the set temperature Tset by the temperature setting switch is 18 ° C. (MAXCOOL), and the upper limit is set to 32 ° C. (MAXHOT).

  FIG. 9 is a flowchart showing further details of the assist blower control in step S94 of FIG. In the present embodiment, the assist blower 33 is controlled by two forms of on / off. As shown in step S94A of FIG. 9, when the set temperature Tset is 18 ° C., the assist blower 33 is controlled to be turned on. When the set temperature Tset is other than 18 ° C., that is, when the set temperature Tset is other than the maximum cooling (MAXCOOL), the assist blower 33 is controlled to be turned off.

  Here, the fact that the set temperature Tset is the lowest value in the settable range means that the cooling load is the highest (MAXCOOL), and it can be determined that the cooling operation state requires the maximum cooling capacity. That is, in this embodiment, the cooling load is determined based on the set temperature Tset, and when the cooling load is maximum, the assist blower 33 is turned on to actively blow cool air to the rear seat face outlet 36. I am doing so. On the other hand, except when the cooling load is maximum (other than MAXCOOL), the assist blower 33 is turned off to reduce the amount of air blown to the rear seat face outlet 36.

  This embodiment is the same control as the first embodiment except that the set temperature Tset is used as a parameter for determining the cooling load, and the same effect can be obtained.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIG. FIG. 10 is a flowchart showing details of the assist blower control corresponding to the fifth embodiment in step S94 of FIG. In the present embodiment, description will be made by paying attention to different points from the fourth embodiment, and the same applies to the following sixth embodiment.

  In this embodiment, the point that the assist blower 33 is controlled by two forms of on / off is the same as that of the fourth embodiment, but the timing of turning off is different. As shown in step S94B of FIG. 10, the assist blower 33 is controlled to be turned off only when the set temperature Tset is 32 ° C., that is, when the set temperature is the maximum value and the heating load is maximum (MAXHOT). . On the other hand, except when the heating load is maximum (other than MAXHOT), the assist blower 33 is turned on to blow conditioned air to the rear seat face outlet 36.

  This embodiment is the same control as the second embodiment except that the set temperature Tset is used as a parameter for determining the cooling load, and the same effect can be obtained.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with reference to FIG. FIG. 11 is a flowchart showing details of the assist blower control corresponding to the sixth embodiment in step S94 of FIG.

  This embodiment is different from the fourth and fifth embodiments in that the assist blower 33 is not controlled to be turned on / off, but different air volume levels are set according to the set temperature Tset. As shown in step S94C of FIG. 11, as the set temperature Tset increases from 18 ° C. to 32 ° C., the air flow level of the assist blower 33 is set to gradually decrease from “large” to “small”. ing. That is, the airflow level is controlled to be smaller as the cooling load is smaller (on the MAXHOT side) than in the case where the cooling load is larger (on the MAXCOOL side). In step S94C, the “large” air volume level is the maximum air volume possible in performance, and “small” is the minimum air volume possible in performance.

  This embodiment is the same control as the third embodiment except that the set temperature Tset is used as a parameter for determining the cooling load, and the same effect can be obtained.

(Other embodiments)
In the third embodiment (or the sixth embodiment), in step S92C of FIG. 7 (or step S94C of FIG. 11), “large” of the air volume level is the maximum possible air volume in terms of performance, and “small” is the performance. Although it is the minimum possible air volume, the air volume level can be appropriately changed. For example, the level “small” may be set such that the air volume level is zero, that is, the assist blower 33 is turned off.

  In the third embodiment (or the sixth embodiment), during the step S92C in FIG. 7 (or step S94C in FIG. 11), with the increase in the opening SW of the air mix door 18 (or the increase in the set temperature Tset), The air flow level is linearly decreased from “large” to “small”, but it is not linear, and for example, control may be made so that it gradually decreases stepwise.

  In the fourth to sixth embodiments, the cooling load is determined based on the set temperature Tset. However, the assist blower voltage is set based on the target outlet temperature TAO calculated using the set temperature Tset as one parameter. You may do it.

  Although the temperature setting range in the fourth to sixth embodiments is 18 ° C. (MAXCOOL) to 32 ° C. (MAXHOT), the setting can be appropriately changed without being limited to this value.

It is a schematic diagram which shows the structure of the vehicle air conditioner in 1st Embodiment. It is a block diagram which shows schematic structure of ECU for air conditioning of a vehicle air conditioner. It is a flowchart which shows an example of the control procedure of the vehicle air conditioner which air conditioning ECU performs. It is a flowchart which shows the control procedure of the assist blower in step 9 of FIG. It is a flowchart which shows the further detail of the assist blower control corresponded to 1st Embodiment in FIG.4 S92. It is a flowchart which shows the detail of assist blower control equivalent to 2nd Embodiment in FIG.4 S92. It is a flowchart which shows the detail of the assist blower control equivalent to 3rd Embodiment in FIG.4 S92. It is a flowchart which shows the control procedure of the assist blower in step 9 of FIG. It is a flowchart which shows the detail of assist blower control equivalent to 4th Embodiment in FIG.8 S94. It is a flowchart which shows the detail of assist blower control equivalent to 5th Embodiment in FIG.8 S94. It is a flowchart which shows the detail of the assist blower control equivalent to 6th Embodiment in FIG.8 S94.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 10 Air conditioning case 11 Air passage 12 Front blower (main blower)
18 Air Mix Door 19 Heater Core 32 Rear Seat Duct 33 Assist Blower (Auxiliary Blower)
36 Rear seat face outlet (rear seat outlet)
100 Air-conditioning ECU (control means)

Claims (5)

An air conditioning case (10) that forms an air passage (11), a main blower (12) that is arranged in the air conditioning case (10) and blows air, and the occupant when the occupant gets in the rear seat of the passenger compartment A rear-seat duct (32) that distributes the conditioned air to a rear-seat air outlet (36) that is an air outlet that blows conditioned air toward the upper body side, and the rear-seat duct (32). A vehicle equipped with an auxiliary blower (33) for increasing the air volume of the conditioned air blown to the rear seat outlet (36) and a control means (100) for controlling the operation of the auxiliary blower (33). An air conditioner,
The control means (100) turns on the auxiliary blower (33) at least when the cooling load is maximum, and when the heating load is maximum, the auxiliary means (100) is more effective than when the cooling load is maximum. A vehicle air conditioner that is controlled so as to reduce the amount of air blown from the blower (33).   The said control means (100) turns off the said auxiliary blower (33), when the said heating load is the maximum, The air conditioner for vehicles of Claim 1 characterized by the above-mentioned.   The said control means (100) controls so that the ventilation volume of the said auxiliary blower (33) may become small compared with the case where the said cooling load is large, so that the said cooling load is small. The vehicle air conditioner according to claim 2. A heater core (19) for heating air, and an air mix door (18) for adjusting the amount of air passing through the heater core (19), and the air mix door (18) is configured as described above when the cooling load is small. The opening degree (SW) is set larger than when the cooling load is large,
The said control means (100) controls the action | operation of the said auxiliary air blower (33) so that it may interlock | cooperate with the opening degree (SW) of the said air mix door (18). The vehicle air conditioner as described in any one of them.   The said control means (100) controls the action | operation of the said auxiliary air blower (33) so that it may link with air-conditioning preset temperature (Tset), It is any one of Claims 1-3 characterized by the above-mentioned. The vehicle air conditioner described.

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