JP2010120414A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of preventing malfunction caused by motive power of a compressor becoming the maximum value without spoiling comfortability of an occupant directly receiving out-blowing wind as much as possible even at the initial time of cooling operation. <P>SOLUTION: This air conditioner for the vehicle includes a blower, an evaporator to cool blown air generated by the blower by heat exchanging with a refrigerant, a control part to automatically control the blower by computing air capacity of the blower in accordance with an environmental load and indoor set temperature of the vehicle, and blows off the air from the blower automatically controlled by the control part indoor as air-conditioning air through the evaporator. The control part controls the blower by air capacity smaller than air capacity FO computed in accordance with the environmental load and the indoor set temperature of the vehicle at the initial time of the cooling operation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that automatically controls the amount of conditioned air blown into a passenger compartment.

  A conventional vehicle air conditioner of this type is disclosed in Patent Document 1. This vehicle air conditioner includes a blower disposed in a blower passage, an evaporator that cools the blown air sucked by the blower, a heater core that heats the blown air that has passed through the evaporator, and a controller that automatically controls the blower and the like. And.

  The control unit brings the required heat quantity of the blowing air (in other words, the target blowing temperature) in accordance with the environmental load and the setting room temperature in order to bring the vehicle room temperature close to the set room temperature set by the occupant and to maintain it. It calculates and automatically controls the air volume of the blower according to the required amount of heat of the blown air (target blowout temperature). Specifically, during cooling operation, the target blowing temperature is set lower as the environmental load becomes higher (higher outside air temperature, higher vehicle interior temperature, more solar radiation, etc.) Accordingly, the air volume of the blower is largely controlled (see Patent Document 1). That is, the necessary heat amount (target blowing temperature) by the blowing air is adjusted according to the magnitude of the environmental load.

According to this control, if the actual blowing temperature can be set to the target blowing temperature or a temperature close to the target blowing temperature, the entire interior of the vehicle compartment can be quickly set to the set room temperature.
JP 58-26618 A

  However, when the cooling operation is frequently used, usually, the environmental load of the vehicle is often high at the initial operation. When the environmental load of the vehicle is high, the air volume of the blower is controlled to the maximum. Therefore, the evaporator is required to have a large cooling capacity, and the power of the compressor tends to reach the maximum value. When the power of the compressor reaches the maximum value, problems such as adversely affecting the performance of vehicle operation may occur.

  Moreover, under a situation where the environmental load is high and the air volume of the blower is large, the cooling capacity of the evaporator is actually insufficient, so that the blowing temperature is difficult to decrease to the target blowing temperature. Therefore, a cool air is not felt, and a large amount of blown air is blown into the passenger compartment for a long time, and a passenger who is directly exposed to the conditioned air may feel uncomfortable for a long time.

  Therefore, the present invention provides a vehicle air that can prevent a problem caused by the maximum power of the compressor without losing the comfort of an occupant who directly receives the blown wind even at the initial stage of cooling operation. It aims at providing a harmony device.

  The invention of claim 1 which achieves the above object is characterized in that a blower, an evaporator for cooling the blown air generated by the blower by heat exchange with a refrigerant, an air load of the blower based on an environmental load of the vehicle and an indoor set temperature. A vehicle air conditioner that includes a control unit that calculates and automatically controls the blower, and the air blown by the blower that is automatically adjusted by the control unit is blown into the vehicle interior as conditioned air through the evaporator. The control unit controls the blower with an air volume smaller than the calculated air volume based on the environmental load of the vehicle and the indoor set temperature at the initial stage of the cooling operation.

  The invention of claim 2 is the vehicle air conditioner according to claim 1, wherein the air volume is smaller than the calculated air volume only when the calculated air volume based on the environmental load of the vehicle and the indoor set temperature exceeds a threshold value. The blower is controlled by the above.

  The invention according to claim 3 is the vehicle air conditioner according to claim 1 or 2, wherein the calculated air volume based on the environmental load of the vehicle and the indoor set temperature is used only when the occupant determines only the front seat. The blower is controlled with a small air volume.

  Invention of Claim 4 is the air conditioning apparatus for vehicles in any one of Claims 1-3, Comprising: When the temperature of the air which passed the said evaporator is less than a regulation value, Control is performed to increase the air volume stepwise.

  The invention according to claim 5 is the vehicle air conditioner according to claim 4, wherein when the air volume of the blower is increased, the air is blown out also from a blower outlet that does not directly hit the passenger. Features.

  A sixth aspect of the present invention is the vehicle air conditioner according to the fourth or fifth aspect, wherein at the initial stage of the cooling operation, the air volume of the blower increased stepwise increases the environmental load of the vehicle and the indoor setting. Until the calculated air volume based on the temperature is reached.

  The invention according to claim 7 is the air conditioning apparatus for a vehicle according to any one of claims 3 to 6, wherein whether or not the passenger is only the front seat is determined by detection of a heat detection means of the seat. This is performed by at least one of the information and the opening / closing history information of the rear seat door.

  According to the first aspect of the present invention, in the period when the cooling operation is frequently used, the environmental load is usually high at the initial stage of the operation, but the air volume of the blower is suppressed to be smaller than the calculated air volume based on the environmental load. Therefore, the cooling capacity required for the compressor becomes low, and the power of the compressor does not reach the maximum value. In addition, since the blowout temperature is lowered quickly as much as the air volume of the blower is kept small, the time when the passenger who feels the blown wind directly feels uncomfortable is shortened. As described above, it is possible to prevent problems caused by the compressor power reaching the maximum value without losing as much as possible the comfort of an occupant who is directly in the cooling operation and directly receives the blown air.

  According to the invention of claim 2, in addition to the effect of the invention of claim 1, when the environmental load is not high at the initial stage of the cooling operation, the air volume of the blower is calculated as the calculated air volume based on the environmental load and the indoor set temperature. The That is, when the environmental load is not high, the motive power of the compressor does not reach the maximum value, and the blowing air tends to be cold, so that the comfort of the passenger can be maintained. Further, if the air volume of the blower is further reduced in a region where the air volume is originally low, the passenger comfort cannot be maintained, and thus such a problem can be prevented.

  According to the invention of claim 3, in addition to the effect of the invention of claim 1 or claim 2, it is possible to minimize the comfort of an occupant (for example, an occupant in the rear seat) who does not directly receive the blowing air.

  According to the invention of claim 4, in addition to the effects of the inventions of claims 1 to 3, in order to increase the air volume after the blowing air becomes comfortable, a large amount of conditioned air hits the occupant. Can be prevented.

  According to the invention of claim 5, in addition to the effects of the inventions of claims 1 to 4, it is possible to quickly cool the passenger compartment while preventing a large amount of conditioned air from directly hitting the occupant. Further, for example, if an increased amount of conditioned air is blown out from the blowout port that blows out along the glass, it contributes to suppression of radiant heat from the outside.

  According to the invention of claim 6, in addition to the effect of the invention of claim 4 or 5, it is possible to smoothly shift from the control at the initial stage of the cooling operation to the subsequent normal control without adding complicated control. be able to.

  According to the invention of claim 7, in addition to the effects of the inventions of claims 3 to 6, it can be reliably detected whether or not the passenger is only the front seat. The heat detection means for the seat and the opening / closing history means for the rear seat door are used in addition to the air flow control of the blower. If the vehicle is equipped with these means, the front passenger is not required to increase the cost. It is possible to detect whether there is only a seat.

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

(First embodiment)
1 to 3 show a first embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a vehicle air conditioner A, FIG. 2 is a characteristic diagram of a calculated air volume of a blower 11 according to a target blowing temperature, and FIG. 3 is an air flow control flowchart of the blower 11.

  As shown in FIG. 1, the vehicle air conditioner A has a refrigeration cycle 1. The refrigeration cycle 1 includes a compressor 2 that compresses refrigerant, a radiator 3 that radiates high-temperature and high-pressure refrigerant discharged from the compressor 2, and decompression means 4 that decompresses the refrigerant that has passed through the radiator 3. The evaporator 5 evaporates the refrigerant depressurized by the depressurizing means 4 and cools the air blown into the passenger compartment, and these are connected by pipes 7a to 7e.

  The compressor 2 is configured to receive a driving force from the vehicle engine 8 and to vary the refrigerant discharge amount by an external control valve (ECV) 9. The external control valve 9 varies the refrigerant discharge amount of the compressor 2 by an external control signal from the control unit 20.

  The evaporator 5 is disposed in a blower air passage 10 that leads into the passenger compartment. A blower 11 is arranged upstream of the evaporator 5 in the blower passage 10. The air volume of the blower 11 is varied by a control voltage (4V to 12V) from the control unit 20. In addition, an outside air inlet (not shown) and an inside air inlet (not shown) are opened in the uppermost stream of the air passage 10. Outside air and inside air are sucked into the air passage 10 by the suction force of the blower 11.

  A heater core 12 is provided downstream of the evaporator 5 in the air passage 10. Engine cooling water is circulated in the heater core 12 and the air is heated by the engine cooling water. A mix door 13 is provided immediately upstream of the heater core 12. The mix door 13 adjusts the ratio of the air volume that passes through the heater core 12 and the air volume that does not pass through the heater core 12 in the cold air that has passed through the evaporator 5. The air that passes through the heater core 12 (usually hot air) and the air that does not pass through the heater core 12 (usually cold air) are mixed downstream of the heater core 12 to obtain conditioned air at a desired temperature. During the cooling operation, control is performed so that the target blowing temperature becomes cool air.

  A plurality of air outlets (a defroster air outlet, a vent air outlet, and a foot air outlet) are provided downstream of the heater core 12 in the air passage 10, and conditioned air is blown out from the air outlet into the vehicle interior. These air outlets are arranged in front of the vehicle from the front seat, and the vent air outlet can be blown out directly against the upper body of the front seat occupant and the foot air outlet can be directly applied to the lower body of the front seat occupant.

  In addition, an after-evaporator air temperature detection sensor S <b> 1 is disposed immediately downstream of the evaporator 5 in the air passage 10. The post-evaporator air temperature detection sensor S1 detects the air temperature that has passed through the evaporator 5 (hereinafter referred to as post-evaporator air temperature Tint). This detection output is output to the control unit 20.

  The control unit 20 includes an ECV adjustment function unit 20a, an air volume adjustment function unit 20b, and a necessary capacity determination function unit 20c. The ECV adjustment function unit 20a controls the external control valve 9 according to a command from the necessary capacity determination function unit 20c. Specifically, the ECV adjustment function unit 20a controls the external control valve 9 according to the output duty ratio. The external control valve 9 controls the refrigerant discharge amount of the compressor 2 in proportion to the output duty ratio. That is, the compressor 2 is controlled to increase the refrigerant discharge amount as the output duty ratio increases, and to decrease the refrigerant discharge amount as the output duty ratio decreases.

  The air volume adjustment function unit 20b controls the blower 11 according to a command from the necessary capacity determination function unit 20c. Specifically, it is controlled by the voltage (4V to 12V) output to the blower 11. The air volume of the blower 11 is varied from LO to HI (see FIG. 2). In addition to the post-evaporator air temperature detection sensor S1, sensor data of the outside air temperature detection sensor S2, the vehicle interior temperature detection sensor S3, the solar radiation sensor S4, and the like are input to the necessary capacity determination function unit 20c, and indoor settings by the passenger Various data such as the temperature Tset and the air volume data of the blower 11 are input. And the air volume etc. of the air blower 11 may be performed automatically according to a passenger | crew's operation, or according to environmental load and indoor preset temperature. When automatically performed according to the environmental load and the indoor set temperature, that is, in the automatic control, the necessary capacity determination function unit 20c controls the air volume of the blower 11 through the air volume adjustment function unit 20a based on the flowchart of FIG. To do.

  Here, a method for determining the air volume by automatic control will be described. The air volume is determined based on a value corresponding to the calculated temperature TO by calculating the target blowout temperature TO according to the environmental load (in this embodiment, the outside air temperature, the vehicle interior temperature, the amount of solar radiation) and the indoor set temperature. The Specifically, if the outside air temperature, which is the environmental load, is Tamb, the cabin temperature is Tinc, the amount of solar radiation is Qsun, the indoor set temperature input by the occupant is Tset, and the air temperature after the evaporator is Tint, A target blowing temperature TO is calculated.

TO = Kset * Tset-Kamb * Tamb-Kinc * Tinc-Ksun * Qsun + C
Here, Kset, Kinc, and Ksun are control constants, and C is a correction constant.

  Next, the calculated air volume FO is obtained from the calculated target blowing temperature TO based on the characteristic line of FIG. The characteristic line in FIG. 2 is a mortar-shaped characteristic. In the cooling operation, the target blowing temperature TO shifts to the lower side as the elements of the outside air temperature, the passenger compartment temperature, and the amount of solar radiation increase. 11 is increased (maximum HI), and the target blowing temperature TO shifts higher as the above elements become smaller, and the air volume of the blower 11 is decreased (minimum LO). In the heating operation, the smaller the factors of the outside air temperature, the passenger compartment temperature, and the amount of solar radiation, the higher the target blowing temperature TO, and the air volume of the blower 11 is increased (maximum HI). The larger the factor, the lower the target blowout temperature TO, and the air volume of the blower 11 is reduced (minimum LO). The final air volume is determined based on the calculated air volume FO thus obtained. The final air flow determination procedure will be described in detail in the following air flow control flow.

  Hereinafter, the air volume control of the blower 11 will be described. In FIG. 3, the routine shown below is executed every calculation unit time (for example, 100 ms).

  As shown in FIG. 3, first, the target blowing temperature TO is calculated from the environmental load and the indoor set temperature (step S1). Since the calculation of the target blowing temperature TO has been described above, the description thereof will be omitted.

  Next, the calculated air volume FO is obtained from the target blowing temperature TO (step S2). The method for obtaining the calculated air volume FO has also been described above, and will be omitted.

  Next, it is checked whether or not the compressor 2 is in operation (step S3). If it is not in operation, the calculated air volume FO is output to the air volume adjusting function unit 20b as the blown air volume (step S10).

  If the compressor 2 is operating, it is checked whether or not the compressor 2 has changed from being stopped (previous routine state) to operating (step S4). If the operation is changed from the stop (previous routine state) to the operation, the cooling operation initial operation is started (step S5). Otherwise, if it is operating, it is checked whether or not the cooling operation initial operation is being performed (step S6). If the initial operation of the cooling operation is being performed, it is determined whether or not the calculated air volume FO exceeds the threshold air volume β (step S7).

  If the calculated air volume FO is equal to or less than the threshold air volume β, the calculated air volume FO is output to the air volume adjusting function unit 20b as a blown air volume (step S10). Thereby, the air volume of the blower 11 is controlled by the air volume commensurate with the environmental load, that is, the calculated air volume FO. Then, it is determined that the initial cooling operation is finished (step S11).

If the calculated air volume FO exceeds the threshold air volume β, it is compared whether or not the value obtained by subtracting a from the calculated air volume FO is larger than the threshold air volume β (step S8). Here, the a value is a numerical value determined when the calculated air volume FO is the maximum value, and the (FO−a) value is uncomfortable even if the calculated air volume FO is the maximum value even if it directly hits the passenger. It is set so that the air volume can be easily obtained without cooling. This value is obtained in advance by experiments or the like. For example, when the maximum air volume of the blower 11 is 7 m ³ / min and the air volume at which cooling feeling is easily obtained is 5 m ³ / min, the a value is set to about 2 m ³ / min.

  If the (FO-a) value is larger than β (where β> a), the (FO-a) value is output to the air volume adjustment function unit 20b as the blown air volume (step S9). Thereby, even if it hits a passenger | crew directly, the air volume which is not unpleasant and can obtain a cooling feeling is blown out. If the (FO-a) value is less than or equal to β, the β value is output to the air volume adjustment function unit 20b as the blown air volume (step S12). As a result, it is possible to prevent a situation in which only a small amount of air is blown out in spite of a large environmental load.

  As described above, in the vehicle air conditioner A, the control unit 20 controls the blower 11 with an air volume smaller than the calculated air volume FO based on the environmental load of the vehicle and the indoor set temperature at the initial stage of the cooling operation. Therefore, in the period when the cooling operation is frequently used, the environmental load is usually high at the initial stage of the operation, but the air volume of the blower 11 is suppressed to be smaller than the calculated air volume based on the environmental load. The capacity is lowered, and the power of the compressor 2 does not reach the maximum value. Further, since the blowout temperature is likely to be lowered as much as the air volume of the blower 11 is kept small, the front seat occupant who directly receives the blowout air feels uncomfortable. From the above, it is possible to prevent problems caused by the power of the compressor 2 reaching the maximum value without impairing the comfort of the front seat occupant who directly receives the blown air even when the cooling operation is in the initial stage.

  In the first embodiment, an air volume smaller than the calculated air volume FO ((FO-a) value or β value) only when the calculated air volume FO based on the environmental load of the vehicle and the indoor set temperature exceeds the threshold value β. The blower 11 was controlled. Therefore, when the environmental load is not high at the initial stage of the cooling operation, the air volume of the blower 11 is set to the calculated air volume FO based on the environmental load and the indoor set temperature. That is, when the environmental load is not high, the motive power of the compressor 11 does not reach the maximum value, and the blowing air is a cold air, so that the comfort of the passenger can be maintained. Further, if the air volume of the blower 11 is further reduced in a region where the air volume is originally low, the comfort of the occupant cannot be maintained, and such a problem can be prevented.

(Second Embodiment)
FIG. 4 is an air flow control flowchart of the blower according to the second embodiment of the present invention.

  Compared with the first embodiment, the second embodiment has a means for determining whether or not the occupant is only the front seat, and accordingly, a part of the air volume control flowchart is different. That is, the determination means determines whether or not the occupant is only the front seat from at least one of detection information of the heat detection means of the seat and opening / closing history information of the rear seat door.

  In addition, since the schematic block diagram of the vehicle air conditioner A is substantially the same as 1st Embodiment, FIG. 1 is utilized.

  As shown in FIG. 4, in the control flow of the second embodiment, if it is determined that the compressor 2 is in operation, then a step of checking whether or not the passenger is only the front seat (step S20). ) Is added. If the occupant is only the front seat, the process proceeds to a step (step S3) as to whether or not the stop of the compressor 2 has changed to operation. If the occupant is not only the front seat, the calculated air volume FO is set as the blown air volume. The process proceeds to the step of outputting to the air volume adjustment function unit 20b (step S10).

  The other flowcharts are the same as those in the first embodiment, and will be omitted.

  In the second embodiment, if the occupant is only the front seat, the airflow is weaker than the calculated airflow FO so as not to impair the comfort of the occupant who directly receives the blown air at the initial stage of the cooling operation, that is, the front seat occupant. Blow the wind. When the passenger is also in the rear seat, it is blown out by the calculated air volume FO. As a result, the comfort of the passenger in the rear seat who does not directly receive the blowing wind can be prevented from being lost as much as possible.

  In the second embodiment, the determination as to whether or not the passenger is only the front seat is made based on at least one of detection information of the heat detection means of the seat and opening / closing history information of the rear seat door. Therefore, it can be reliably detected whether or not the passenger is only the front seat. The heat detection means for the seat and the opening / closing history means for the rear seat door are used in addition to the air volume control of the blower 11. If the vehicle is equipped with these means, the occupant can avoid the special cost increase. It is possible to detect whether only the front seat is present.

(Third embodiment)
FIGS. 5 to 10 show a third embodiment of the present invention, FIG. 5 is a configuration diagram of the air passage 10 around the air outlet, and FIG. 6 is a schematic diagram showing the blowing direction of the vent air outlet 31 and the auxiliary air outlet 40. FIG. 7 is a flow chart for controlling the air flow of the blower 11. FIG. 8A is a characteristic diagram showing the transition of the blown air volume, the blowing temperature, and the passenger compartment temperature at the initial stage of the cooling operation in the third embodiment and the conventional example. b) is a characteristic diagram showing the details of the transition of the blown air volume at the initial stage of the cooling operation, FIG. 9 is a characteristic diagram of the opening / closing control of the auxiliary blowing door 41, and FIG. 10 is the compressor 2 in the third embodiment and the conventional example. It is a characteristic line figure of motive power transition.

  As shown in FIG. 5, in the third embodiment, a defroster outlet 30, a vent outlet 31, and a foot outlet 32 are provided downstream of the heater core 12 of the air passage 10 as in the first embodiment. ing. These air outlets 30, 31, and 32 are opened and closed by a defroster door 33, a vent door 34, and a foot door 35, respectively. The actuators 36, 37, and 38 that respectively drive the defroster door 33, the vent door 34, and the foot door 35 are controlled by the control unit 20.

  In the third embodiment, unlike the first embodiment, an auxiliary air outlet 40 is provided downstream of the heater core 12 in the air passage 10. The auxiliary air outlet 40 is opened and closed by an auxiliary air outlet door 41. The actuator 42 that drives the auxiliary blowing door 41 is controlled by the control unit 20.

  As shown in FIG. 6, the vent outlet 31 is set so as to blow directly to the upper body of the front seat occupant, but the auxiliary outlet 40 does not directly hit the front seat occupant. The auxiliary air outlets 40 on both sides are set to blow out along the side glass.

  In addition, since the other schematic structure figure of the air conditioning apparatus A for vehicles is substantially the same as 1st Embodiment, FIG. 1 is utilized.

  Hereinafter, the air volume control of the blower 11 will be described. In FIG. 7, the routine shown below is executed every calculation unit time (for example, 100 ms).

  As shown in FIG. 7, first, the target blowing temperature TO is calculated from the environmental load and the indoor set temperature (step S1). Since the calculation of the target blowing temperature TO has been described above, the description thereof will be omitted.

  Next, it is checked whether or not the target blowing temperature TO is on the cooling operation side (step S30). As shown in FIG. 2, since the characteristic line of the air volume according to the target blowing temperature TO is a mortar-shaped characteristic, the center of the mortar-shaped characteristic is considered to be a stable period, and therefore the center (in FIG. 2 It is determined whether it is the cooling operation side or the heating operation side with respect to the position of the broken line). If it is not the cooling operation side, the control shifts to the heating operation control (step S31). In the heating operation, the air volume of the blower 11 is controlled by the air volume commensurate with the environmental load, that is, the calculated air volume FO.

  If it is on the cooling operation side, the calculated air volume FO is obtained from the target blowing temperature TO (step S2). The method for obtaining the calculated air volume FO has been described above and will not be described.

  Next, it is checked whether or not the compressor 2 is in operation (step S3). If it is not in operation, the calculated air volume FO is output to the air volume adjusting function unit 20b as the blown air volume.

  If the compressor 2 is operating, it is checked whether or not the compressor 2 has changed from being stopped (previous routine state) to operating (step S4). If the operation is changed from the stop (previous routine state) to the operation, the cooling initial operation operation is started (step S5). Otherwise, if it is operating, it is checked whether or not the cooling operation initial operation is being performed (step S6).

  If the initial operation of the cooling operation is being performed, it is checked whether or not the post-evaporator air temperature Tint is a value that exceeds a specified value of 10 ° C. (step S40). If the post-evaporator air temperature Tint exceeds 10 ° C., the (FO−a) value is output to the air volume adjustment function unit 20b as the blown air volume (step S41).

  If the post-evaporator air temperature Tint is 10 ° C. or less, it is determined whether or not the calculated air volume FO is larger than the value obtained by adding the difference Δ to the previous air volume Fbak (step S43). If (Fbak + Δ) is smaller than the calculated air volume FO, the (Fbak + Δ) value is output to the air volume adjustment function unit 20b as the blown air volume (step S44), and the air volume of the blower 11 is controlled by the (Fbak + Δ) value. If (Fbak + Δ) is smaller than the calculated air volume FO, the air volume is increased step by step by Δ value. If the (Fbak + Δ) value becomes equal to or greater than the calculated air volume FO, that is, if the (Fbak + Δ) value reaches the calculated air volume FO, the calculated air volume FO is output to the air volume adjusting function unit 20b (step S10). Is controlled by the calculated air volume FO. Then, the cooling initial operation is ended (step S11). The blowout air volume determined in this way is stored as Fbak (step S42).

  Next, transition of the blown air volume, the blown temperature, and the passenger compartment temperature at the initial stage of the cooling operation in such control contents will be described with reference to FIG.

  At the start of the cooling operation, the environmental load is large, and the air temperature after the evaporator shows a value exceeding 10 ° C. At the time of the cooling operation start, the calculated air volume FO becomes the maximum value, and in the conventional example, the blower 11 is controlled by the maximum calculated air volume FO. However, in the third embodiment, the blown air volume is the (FO-a) value. Become. As a result, the blowout temperature is lower in the third embodiment than in the conventional example, and the front seat occupant directly hit by the blowout air needs less time to feel uncomfortable.

  In addition, when the post-evaporator air temperature Tint gradually decreases as the passenger compartment temperature decreases and the post-evaporator air temperature Tint becomes 10 ° C. or less (T1 timing), the blown-out air volume is equal to the calculated air volume FO in the conventional example. However, in the third embodiment, the value becomes (Fbak + Δ) and is gradually increased. When the blown air volume reaches the calculated air volume FO (T2 timing), the initial stage of the cooling operation is terminated, and thereafter, the blown air volume is controlled based on normal cooling control. That is, the air volume of the blower 11 is controlled by the calculated air volume FO.

  Further, as shown in FIG. 8B, the blown-out air volume from the time when the post-evaporator air temperature tint becomes 10 ° C. or less to the end of the initial cooling operation is the (FO−a) value and the increased air volume. It is the sum of minutes.

  Further, in the above operation process, when the blown air volume is increased, the opening degree θ of the auxiliary blowing door 41 is controlled as shown in FIG. Thereby, the air volume of (FO-a) is blown out from the vent blower outlet 31, and the almost increased air volume is blown out from the auxiliary blower outlet 40. That is, the increased air volume is blown out so as not to directly hit the passenger.

  In the above operation process, when comparing the power of the compressor 2 at the initial stage of the cooling operation with that of the conventional example, the maximum value of the power of the compressor 2 is kept lower in the third embodiment as shown in FIG. Will be.

  As described above, in the third embodiment, when the temperature of the air that has passed through the evaporator 5 falls below a specified value (10 ° C. in the third embodiment), control is performed to increase the air volume of the blower 11 stepwise. Therefore, since the air volume is increased after the blown air becomes comfortable, it is possible to prevent a large amount of conditioned air from hitting the occupant.

  When the air volume of the blower 11 is increased, the blown air is blown out from the auxiliary air outlet 40 that does not directly hit the passenger. Accordingly, it is possible to quickly cool the passenger compartment while preventing a large amount of conditioned air from directly hitting the passenger. Moreover, since the increased amount of conditioned air is blown from the auxiliary air outlet 40 that blows out along the glass, it also contributes to suppression of radiant heat from the outside.

  In the third embodiment, as shown in FIG. 9, since the opening degree of the auxiliary blowing door 41 is varied according to the increased air volume, the air volume corresponding to the increased air volume is blown from the auxiliary air outlet 40, and the vent air outlet. The amount of air blown from 31 is substantially constant, specifically, it can be suppressed to an air volume that is not uncomfortable and easily obtains a cooling feeling even if it directly hits an occupant.

  At the initial stage of the cooling operation, the air volume of the blower 11 increased in a stepwise manner reaches the calculated air volume FO based on the environmental load of the vehicle and the indoor set temperature. Therefore, it is possible to smoothly shift from the control at the initial stage of the cooling operation to the normal control after that without adding complicated control.

(Other)
In each embodiment, the environmental load includes the outside air temperature, the vehicle interior temperature, and the amount of solar radiation. However, the environmental load is a load that hinders the indoor temperature from being set to the indoor set temperature, and is an element that determines the environmental load. Is not limited to these.

1 is a schematic configuration diagram of a vehicle air conditioner according to a first embodiment of the present invention. FIG. 3 is a characteristic diagram of a calculated air volume of the blower according to the target blowing temperature according to the first embodiment of the present invention. 1 is a flowchart illustrating an air flow control of a blower according to a first embodiment of the present invention. It is a flow rate control flowchart of a fan which shows 2nd Embodiment of this invention. It is a block diagram of a ventilation path which shows 3rd Embodiment of this invention centering on a blower outlet. It is the schematic which shows 3rd Embodiment of this invention and shows the blowing direction of a vent blower outlet and an auxiliary blower outlet. It is a flow rate control flowchart of a blower, showing a third embodiment of the present invention. (A) is a characteristic diagram showing the transition of the blown air volume, the blowout temperature, and the passenger compartment temperature at the initial stage of the cooling operation in the third embodiment and the conventional example, and (b) shows the details of the transition of the blown air volume at the initial stage of the cooling operation. FIG. It is a characteristic diagram of the opening / closing control of the auxiliary blowing door according to the third embodiment of the present invention. It is a characteristic diagram of the power transition of the compressor in a 3rd embodiment and a conventional example.

Explanation of symbols

A Air conditioner for vehicles 5 Evaporator 11 Blower 20 Control part

Claims (7)

The blower (11), the evaporator (5) that cools the air generated by the blower (11) by heat exchange with the refrigerant, and the air volume of the blower (11) based on the environmental load of the vehicle and the indoor set temperature. A control unit (20) for calculating and automatically controlling the blower (11), and the air blown by the blower (11) automatically adjusted by the control unit (20) passes through the evaporator (5) and is conditioned air Vehicle air conditioner (A) blown into the passenger compartment as
The controller (20) controls the blower (11) with an air volume smaller than the calculated air volume based on the environmental load of the vehicle and the indoor set temperature at the initial stage of the cooling operation. . The vehicle air conditioner (A) according to claim 1,
The vehicle air conditioner (A) is characterized in that the blower (11) is controlled with an air volume smaller than the calculated air volume only when the calculated air volume based on the environmental load of the vehicle and the indoor set temperature exceeds a threshold value. ). The vehicle air conditioner (A) according to claim 1 or 2,
The vehicle air conditioner (A) is characterized in that the blower (11) is controlled with an air volume smaller than a calculated air volume based on the environmental load of the vehicle and the indoor set temperature only when the occupant determines only the front seat. The vehicle air conditioner (A) according to any one of claims 1 to 3,
When the temperature of the air that has passed through the evaporator (5) falls below a specified value, control is performed to increase the air volume of the blower (11) step by step. . The vehicle air conditioner (A) according to claim 4,
When the air volume of the blower (11) is increased, the vehicle air conditioner (A) is characterized in that the blown air is blown out also from an outlet that does not directly hit the passenger. The vehicle air conditioner (A) according to claim 4 or 5,
The vehicle air conditioner (A) is characterized in that at the initial stage of the cooling operation, the air volume of the blower (11) increased in stages reaches the calculated air volume based on the environmental load of the vehicle and the indoor set temperature. ). The vehicle air conditioner (A) according to any one of claims 3 to 6,
The vehicle air conditioner (A) is characterized in that whether or not the passenger is only the front seat is determined based on at least one of detection information of the heat detection means of the seat and opening / closing history information of the rear seat door.

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