JP2012017006A - Vehicle air conditioning device provided with ozone generator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioning device provided with an ozone generator, which can prevent ozone from being released inside the vehicle, reduce a ventilation resistance and cost, and can be utilized without changing an existing unit.SOLUTION: A vehicle air conditioning device 1 includes, inside an air conditioning case 5, at least a heat exchanger 7 for cooling, an internal-external air switching door 25 for adjusting openings of an internal air introducing port 60 and an external air introducing port 21, mode doors (a def-vent passage side door 18, a def-vent switching door 19, and a foot door 22) for adjusting a supplying level of air to outlet opening parts, and an ozone generator 50 for generating the ozone. When the ozone is generated from the ozone generator 50, the mode doors 18, 19 and 22 are set in positions where air supply to each of outlet opening parts 14, 15 and 16 is shut, and inside an air conditioning unit 3 is sterilized.

Description

  The present invention relates to a vehicle air conditioner including an ozone generator that sterilizes and deodorizes components inside a unit such as a heat exchanger by generating ozone.

  Since the unit of the vehicle air conditioner is formed in a box shape, when the air conditioner does not operate, the internal ventilation is poor, and the internal humidity is kept high by the condensed water generated from the cooling heat exchanger.

  For this reason, an evaporator that repeats dehumidification is covered with condensed water, so it tends to become a hotbed of germs that cause malodors, and a sponge-like filter that prevents dust from entering also absorbs condensed water. It is easy to become a hotbed of bacteria that become.

  The bad smell of the air conditioner is caused by the bacteria that have grown on such members, but when sterilizing the inside of the air conditioning unit with ozone, etc., the ozone affects the passengers such as headaches and eyeaches, so it goes to the passenger compartment It is necessary to prevent the release of.

  Thus, as a device for preventing ozone from being released into the passenger compartment, it has been considered that ozone is decomposed by installing an ozone decomposition catalyst in the unit. Specifically, an ozone generating element provided on the upstream side of the evaporator, a humidity sensor for detecting that the surface of the evaporator is wet with condensed water, an ozone decomposition catalyst provided on the downstream side of the evaporator, and humidity A deodorizing device is considered that has a control unit that reduces the blower air volume to a predetermined value and generates ozone from an ozone generating element during a necessary time interval when the sensor detects wetness of the evaporator surface. (See Patent Document 1).

  In addition, when the evaporator deodorization sterilization circuit is formed by the blower and the evaporator circulation passage, and the evaporator deodorization drive switch is turned on according to the request of the occupant, etc., the ozone generated by the ozone generator provided upstream of the evaporator There is also known an evaporator deodorizing and sterilizing apparatus for a vehicle air conditioner that deodorizes and sterilizes an evaporator by using a catalytic filter provided in a circulation passage to decompose remaining unreacted ozone (see Patent Document 2).

  Furthermore, it is considered that ozone in the unit is released outside the vehicle by rotating the blower fan in the reverse direction. Specifically, in an automotive air conditioner sterilization apparatus for sterilizing an automotive air conditioner with ozone, an ozone generator provided on the downstream side of the evaporator for generating ozone during surface sterilization of the evaporator, and the ozone A sterilization apparatus for an automotive air conditioner is provided that includes rotation direction switching means for forcibly exhausting air containing ozone through the evaporator by reversely rotating a blower fan when the generator is operated. (See Patent Document 3).

JP 05-201245 A Japanese Utility Model Publication No. 04-090413 JP 2002-103959 A

  However, in the apparatus described in Patent Document 1 and Patent Document 2, there is a disadvantage that the ventilation resistance is increased and the cost is increased by installing the ozone decomposition catalyst in the unit. In particular, the deodorization and sterilization apparatus described in Patent Document 2 has a disadvantage that the unit becomes large because a circulation passage for circulating ozone in the unit is required.

  Furthermore, although the sterilization apparatus of patent document 3 reversely rotates the blower and releases ozone to the outside of the vehicle, it cannot stop the wind from flowing toward the passenger compartment even when the blower is reversely rotated. In addition, there is no blowing mode for closing all the blowing openings, and at least one is in an open state, so there is a disadvantage that ozone is released into the passenger compartment.

  By the way, the above-mentioned ozone generator performs silent discharge in air containing oxygen, and as shown in FIG. 11, by applying a voltage around 2 kV lower than when ozone is generated, positive ions and It is possible to generate negative ions. Both of these ions can sterilize the inside of the unit without affecting the passengers like ozone, but because of their high reactivity, the lifetime is short and the ozone generator must be operated for a long time. A sufficient effect cannot be obtained. Therefore, sterilization using only ions is not practical because the load on the battery is high.

  The present invention has been made in view of the above-mentioned problems, and it is possible to prevent ozone from being released into the passenger compartment and to sterilize the inside of the unit, thereby reducing ventilation resistance and cost. The main object of the present invention is to provide a vehicle air conditioner including an ozone generator that can be used without changing an existing unit.

  An air conditioner for a vehicle provided with an ozone generator of the present invention cools an air conditioning case in which an air flow path is formed, a blower arranged in the air conditioning case, and air introduced through the blower. A cooling heat exchanger, an inside / outside air switching door provided on the most upstream side of the air conditioning case to adjust the opening between the inside air introduction port and the outside air introduction port, and the cooling heat exchanger of the air conditioning case In a vehicle air conditioner comprising at least a mode door that adjusts the supply degree of air to a blowout opening provided on the downstream side and an ozone generator that can generate ozone, In the ozone generation mode for generating ozone, the mode door is set at a position where the air supply to the blowing opening is blocked.

  The vehicle air conditioner sets the mode door to a position that shuts off the air supply to the blowout opening during the ozone generation mode in which ozone is generated from the ozone generator. It becomes possible to prevent. Further, since ozone is not released into the passenger compartment, it is not necessary to arrange an ozone decomposition catalyst, and it is possible to reduce ventilation resistance and cost. Furthermore, since it is not necessary to provide a circulation path for circulating ozone in the air conditioning case, the existing unit can be used without being changed.

Further, it is desirable that the blower is stopped and the inside / outside air switching door is set at a position where the inside / outside air inlet is closed in the ozone generation mode so that ozone is sufficiently distributed in the unit.
In other words, the blower is stopped and the ozone generator is placed downstream of the cooling heat exchanger, so the air filter or evaporator becomes a passage resistance, and the ozone that escapes from the outside air inlet enters the air conditioning unit. It is possible to keep it.

  Furthermore, as mentioned above, air filters and evaporators are hotbeds of germs that cause bad odors. If ozone is generated upstream of these, most of the ozone is attached to the air filters and evaporators. Since the entire sterilization becomes difficult, it is desirable to dispose the ozone generator downstream of the cooling heat exchanger.

  Furthermore, since the specific gravity of ozone is heavier than that of air, it is desirable to arrange the ozone generator at a position higher than the center position in the vehicle vertical direction of the cooling heat exchanger.

  In order to prevent ozone from being released into the passenger compartment, it is desirable to operate the blower after the ozone generation mode is finished to discharge the ozone in the air conditioning case out of the passenger compartment.

Here, the operation of the blower is to operate for a predetermined time when engine start is detected after completion of the ozone generation mode. When the engine start is detected after completion of the ozone generation mode, the blower operates. Even if it is operated before the time required for extinction elapses, an ozone sensor for detecting the ozone concentration is provided in the air conditioning case, and the operation of the blower detects the start of the engine after the end of the ozone generation mode. In this case, the operation may be performed until the ozone concentration detected by the ozone sensor becomes a predetermined concentration or less.
In addition, when the ozone concentration in an air-conditioning case is below a predetermined concentration, you may make it operate an air conditioner, without discharging | emitting ozone by the action | operation of an air blower.

  Furthermore, the discharge of ozone to the outside of the passenger compartment described above is completed because the general air conditioning case has a drain for discharging condensed water generated from the heat exchanger for cooling to the outside. Later, ozone in the air conditioning case may be discharged out of the passenger compartment from the drain.

  The air conditioning case is further provided with an openable and closable ozone discharge port that discharges ozone generated from the ozone generator, and after the ozone generation mode ends, ozone in the air conditioning case is discharged from the ozone discharge port to the outside of the vehicle compartment. You may do it.

  As described above, according to the present invention, the vehicle air conditioner sets the mode door to the position where the air supply to the blowout opening is cut off in the ozone generation mode in which ozone is generated from the ozone generator. It becomes possible to prevent being released into the room, and the components inside the unit can be sterilized and deodorized while ensuring the safety of passengers. In addition, according to the vehicle air conditioner, since the arrangement of the ozone decomposition catalyst is not required, it is possible to reduce the ventilation resistance and cost, and it is possible to reduce the wind noise caused by the ventilation resistance. . Furthermore, since it is not necessary to provide a circulation passage for circulating ozone in the air conditioning case, the existing air conditioning unit can be used without being changed, and versatility can be improved.

FIG. 1 is a cross-sectional view illustrating the air conditioning unit according to the first embodiment. FIG. 2 (a) shows an example of an alternating current high voltage type ozone generator, and FIG. 2 (b) shows an example of an ozone generator having a needle electrode. FIG. 3 is a block diagram illustrating the configuration of the control device of the vehicle air conditioner according to the first embodiment. FIG. 4 is a cross-sectional view showing the flow of air in the vehicle air conditioner, where (a) shows the time of cooling, (b) shows the time of ozone generation, and (c) It shows the time of ozone discharge. FIG. 5 is a flowchart illustrating a control example of the ozone generator according to the first embodiment. FIG. 6 is a block diagram illustrating the configuration of the control device of the vehicle air conditioner according to the second embodiment. FIG. 7 is a flowchart illustrating an example of control of the ozone generator according to the second embodiment. FIG. 8 is a block diagram illustrating the configuration of the control device of the vehicle air conditioner according to the third embodiment. FIG. 9 is a flowchart illustrating an example of control of the ozone generator according to the third embodiment. FIG. 10 is a cross-sectional view illustrating the air conditioning unit according to the fourth embodiment. FIG. 11 is a graph showing the relationship between the voltage and the generation amount of ozone and ions in the ozone generator.

  Hereinafter, a vehicle air conditioner provided with the ozone generator of the present invention will be described with reference to the drawings.

  A vehicle air conditioner 1 shown in FIG. 1 is an example of an embodiment of the present invention, and is a vertical full center installation mounted on a center console portion of a vehicle. The vehicle air conditioner 1 is arranged closer to the vehicle compartment side than the partition wall that divides the engine room and the vehicle compartment, and basically includes an intake unit 2 and an air conditioning unit 3.

  The air conditioning unit 3 includes a blower 6 for sending air from the intake unit 2 to the downstream side in an air conditioning case 5 in which an air flow path 4 is formed, an evaporator for cooling the air sent by the blower 6, and the like. Heat exchanger 7 for cooling, an air filter 8 arranged on the windward side of the heat exchanger 7 for cooling, and a heat exchanger 9 for heating such as a heater core for heating the air cooled by the heat exchanger 7 for cooling. The ozone generator 50 is disposed along the air flow path 4 on the downstream side of the cooling heat exchanger 7 and above the heating heat exchanger 9 and arranged along the wall surface in the vehicle front direction. In the air mix chamber 13 in which cold air and hot air are mixed, a first air mix door 10 for adjusting the amount of air that has passed through the cooling heat exchanger 7 and a heat exchanger 9 for heating. Air volume that passed through Together with the second air mix door 28 are respectively provided to adjust, in the upstream of the heating heat exchanger 9, the sub-mix door 27 for adjusting the air volume passing the heating heat exchanger 9 is provided.

  In this embodiment, the blower 6 is composed of a fan called a centrifugal multiblade fan (sirocco fan) and a motor that drives the fan. As shown in FIG. An opening that opens in the left-right direction of the vehicle is provided with respect to 5, and is inserted and arranged in a lying state so that the drive shaft of the motor extends along the left-right direction of the vehicle from this opening. The air filter 8 and the cooling heat exchanger 7 are erected so that all the air introduced in the air flow path 4 passes through. The cooling heat exchanger 7 includes, for example, corrugated fins and the like. The tube is formed by alternately stacking a plurality of stages and has a tank at the end in the longitudinal direction of the tube, and is piped to a compressor, a condenser, an expansion valve, etc. (not shown) to constitute a refrigeration cycle. The blower 6 and the cooling heat exchanger 7 are relatively close to each other, and the blower 6 is disposed immediately above the cooling heat exchanger 7.

  Further, the ozone generator 50 is disposed along the wall surface on the downstream side of the cooling heat exchanger 7 and the air filter 8 and close to the first air mix door 10, and the vehicle of the cooling heat exchanger 7 is arranged. It is fixed with a bolt to a flange (not shown) provided at a position higher than the center position in the vertical direction.

  For example, as shown in FIG. 2A, the ozone generator 50 applies a high-voltage AC voltage from a high-voltage AC power source 54 to a pair of electrodes 52 and 59 provided so as to sandwich the ceramic plate 51. It is desirable to use an alternating current discharge type that generates ozone from each electrode by generating plasma discharge and generates clusters having positive ions and clusters having negative ions. Further, as shown in FIG. 2B, a high-voltage power source has a needle-like anode discharge electrode 55 and a needle-like cathode discharge electrode 56, each discharging to a ground electrode 57 to generate ozone. In addition, a type that generates clusters having positive ions and clusters having negative ions may be used.

  As shown in FIG. 11, the ozone generator 50 changes the ozone generation amount and the ion generation amount according to the applied voltage. That is, ions are generated when the applied voltage is around 2 kV, but ozone is not generated until the applied voltage exceeds 3 kV. Therefore, when generating ozone using the ozone generator 50, it is desirable to set the voltage to 3 to 4 kV for operation, and when generating only ions, it is preferable to set the voltage to around 2 kV for operation.

  Further, the air conditioning unit 3 includes warm air through which air heated by the heating heat exchanger 9 as a part of the air flow path 4 passes in the air conditioning case 5 above the heating heat exchanger 9. A passage 11 is formed, and a cool air passage 12 is formed as a part of the air flow path 4 from the downstream side of the cooling heat exchanger 7 to a slightly obliquely lower side with respect to the rotation shaft of the first air mix door 10. . Further, a drain 80 for discharging condensed water generated in the cooling heat exchanger 7 to the outside of the vehicle is provided at the lowermost wall of the cold air passage 12 and on the wall surface behind the vehicle.

  The heat exchanger 9 for heating is formed, for example, by alternately laminating a plurality of corrugated fins and tubes, and has a tank at the longitudinal end of the tube. The first air mix door 10 is a butterfly type in this embodiment as shown in FIG.

  On the downstream side of the air mix chamber 13 where the hot air passage 11 and the cold air passage 12 of the air conditioning unit 3 merge, a defrost blowing opening 14, a vent blowing opening 15, and a foot blowing opening 16 are provided. The air conditioning case 5 is appropriately opened so as to face the surface. Although not shown on the leeward side of the vent blowing opening 15, the side vent blowing opening may be opened to the air conditioning case 5 at a predetermined position.

  Further, in these embodiments, an air guide wall 17 that guides air from the downstream side of the heat exchanger 9 for heating to the foot blowing opening 16 is formed so that the air mix chamber 13 and the foot blowing opening 16 are connected. A communicating foot side passage 36 is connected to the air mix chamber 13. Further, on the downstream side of the air flow path 4, a differential vent side passage 37 that communicates the air mix chamber 13 with the defrost blowing opening 14 and the vent blowing opening 15 is connected to the air mix chamber 13.

  A butterfly-type foot door 22 that adjusts the air flow toward the foot-side passage 36 is rotatably disposed so as to face the air mix chamber 13 region at the upper end of the air guide wall 17.

  Further, in the region of the air mix chamber 13 that is above the vehicle from the upper ends of the first air mix door 10 and the air guide wall 17, the differential vent passage side door 18 is rotatably arranged. The differential vent passage side door 18 is for adjusting at least the amount of air directed toward the differential vent passage 37, and the amount of air directed toward the differential vent passage 37 from a substantially horizontal position where the amount of air toward the differential vent passage 37 is eliminated. It rotates within the range up to the maximum vertical position. In addition, the differential vent passage side door 18 is a butterfly type like the first air mix door 10 in this embodiment.

The defrost blowing opening 14 and the vent blowing opening 15 are selectively opened and closed by a differential vent switching door 19 that is swingably disposed on the periphery of the opening of the vent blowing opening 15. The differential vent switching door 19 is a cantilever type comprising a rotating shaft and a door body extending in the radial direction of the rotating shaft.
Therefore, the above-described foot door 22, the differential vent passage side door 18, and the differential vent switching door 19 constitute a mode door that adjusts the degree of air supply to each of the blowing openings 14, 15, and 16.

  On the other hand, the intake unit 2 is arranged on either the left or right side in the vehicle width direction with respect to the air conditioning unit 3, and passes through an air intake (not shown) formed in the air conditioning case 5. The air intake unit is in communication with the air intake port of the fan of the blower 6.

  Further, in the intake unit 2, the outside air introduction port 21 and the inside air introduction port 60 open to the air conditioning case 5, and each introduction port 21, 60 extends toward the air intake port formed in the air conditioning case 5. have. Among these, the outside air introduction port 21 opens toward the front in the vehicle traveling direction, and the inside air introduction port 60 opens below the outside air introduction port 21 toward the front obliquely downward in the vehicle traveling direction. The mode switching control between the outside air introduction (FRESH) mode and the inside air circulation (REC) mode is performed, for example, by appropriately rotating the rotary type inside / outside air switching door 25.

  The vehicle air conditioner 1 as described above is desirably controlled as part of the air conditioning control by a control unit (C / U) 40 that performs air conditioning control. Specifically, as shown in FIG. 3, the (C / U) 40 includes a temperature setting unit 31 including a temperature setting switch of the air conditioner, a mode setting unit 32 including a switch for setting a blow-out mode of the air conditioner, A temperature detection means 33 comprising a sensor for detecting the temperature of the passenger compartment and outside air is connected, and at least a signal from an engine control unit (ECU) 30 for controlling the traveling engine is inputted. . Thereby, (C / U) 40 is based on various input signals, the first air mix door 10, the sub mix door 27, the second air mix door 28, the def vent passage side door 18, the def vent switching door 19, the foot door 22, The operation of the blower 6 and the ozone generator 50 is controlled.

  For example, as shown in FIG. 4 (a), when cooling is used in the vent (VENT) mode, the submix door 27, the second air mix door 28, and the foot door 22 are set to the closed positions, while the differential vent passage is provided. The side door 18 is set to a fully open position, and the differential vent switching door 19 is set to a position where the vent blowing opening 15 is opened (position where the defrost blowing opening 14 is closed).

  Further, as shown in FIG. 4B, when the air conditioning unit 3 is sterilized by generating ozone, the inside / outside air switching door 25 is set to the closed position so that air does not leak into the passenger compartment. On the other hand, the foot door 22 and the differential vent passage side door 18 are set to the fully closed position so as to block the air flowing into the blowout side passages 36 and 37, and ozone is generated from the ozone generator 50.

  Further, as shown in FIG. 4 (c), (C / U) 40 operates the blower 6 in a state where the doors leading to the above-described vehicle compartment are closed when ozone is exhausted from the air conditioning unit 3 to the outside of the vehicle. Then, ozone is exhausted from the drain 80.

With the above configuration, the ozone generator 50 is controlled by (C / U) 40 as shown in the flowchart of FIG. First, the (C / U) 40 determines whether or not the engine has started based on reception of a signal indicating that the engine has started from the ECU 30 (S101), and if the engine does not start (S101: No) This determination is repeated. If it is determined in step S101 that the engine has been started (S101: Yes), it is determined whether the vehicle air conditioner 1 has been turned on (S102). The determination is repeated.
On the other hand, if it is determined in step S102 that the vehicle air conditioner 1 is started (S102: YES), the ozone generator 50 is started at a low voltage to start the ion generation mode (S103). This ion generation mode is a mode that is mainly started when the air conditioner is in operation, and is a control mode in which positive ions and negative ions are continuously generated from the ozone generator 50 by setting the applied voltage to 2 to 3 kV.

  The operation of the ozone generator 50 in this ion generation mode is continued until it is determined in step S104 that the air conditioner is stopped. If it is determined that the engine is stopped (S104: YES), the power is supplied to the generator of the traveling engine. Switch from battery power to step S105, the defvent passage door 18 and the foot door 22 are closed, the inside / outside air switching door 25 is switched to the outside air introduction position (S106), and the ozone generator 50 is started at a high voltage (3 kV or more). Then, the ozone generation mode is started (S107).

This ozone generation mode is a mode that is started when the air conditioner is stopped, and is a control mode in which the applied voltage of the ozone generator 50 is set to 3 to 4 kV and ozone is generated for a predetermined time (about 2 to 3 minutes). It is. When it is determined that the engine has not started (S108: No) and a predetermined time has elapsed since the ozone generator 50 was operated (S109: YES), the ozone generation mode is terminated (S110). When the engine is stopped, the defvent passage door 18 and the foot door 22 are kept closed. Therefore, the ozone released into the air conditioning unit 3 during the ozone generation mode can be kept in the air conditioning unit 3, and the internal components can be sterilized and deodorized for a long time.
Thereafter, when it is determined that the engine is started again (S111: YES), the blower 6 is operated at a low speed, and the ozone in the air conditioning case 5 is discharged from the drain 80 (S112).

  As described above, in addition to the normal control of the ozone generator 50, the vehicle air conditioner 1 operates the ozone generator 50 with the air conditioner sealed for a predetermined time after the engine is stopped. Sterilization and deodorization in the device 1 are performed, and ozone is not released into the vehicle interior by closing the foot door 22 and the defvent passage side door 18 in the ozone generation mode, thereby ensuring the safety of the passengers. However, the components inside the unit can be sterilized and deodorized. Moreover, since the vehicle air conditioner 1 equipped with this ozone generator can be used without providing an ozone decomposition catalyst, the ventilation resistance of the air conditioning unit 3 can be reduced and the cost can be reduced. It becomes. Furthermore, since a circulation passage or the like is not required, it is possible to carry out without changing the size of the existing air conditioning unit 3.

Further, when the ion generation mode is used, the ozone generator 50 is provided on the downstream side of the cooling heat exchanger 7 and the air filter 8, so that it is released into the vehicle interior without adhering to these members. It becomes possible to do.
Further, since the ozone generator 50 is provided at a position higher than the center position of the cooling heat exchanger 7 in the vehicle vertical direction, the cooling heat exchanger 7 is utilized by utilizing the fact that ozone has a higher specific gravity than air. It is possible to disinfect by spreading ozone throughout.

Further, the ozone exhaust in the air conditioning unit 3 may be performed based on the elapse of a predetermined time (the time required for ozone disappearance) from the operation of the ozone generator 50. That is, since ozone is decomposed into oxygen and gradually disappears with the passage of time, ozone in the air conditioning unit 3 may have already disappeared after a few days from the occurrence. In such a case, the air conditioner may be operated without performing ozone exhaust.
Hereinafter, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 6, the (C / U) 40 determines whether or not a predetermined time when ozone disappears has elapsed from the end of the ozone generation mode based on the connected timer 90 and performs ozone exhaust.

  Specifically, as shown in FIG. 7, when (C / U) 40 detects engine start after the end of the ozone generation mode (S209) (S210: YES), a predetermined time has elapsed from the end of the ozone generation mode. If the predetermined time has not elapsed (S211: NO), ozone is exhausted from the drain 80 by operating the blower 6 at a low speed (S212).

  As described above, when the ozone has disappeared after a predetermined time has elapsed from the end of the ozone generation mode, ozone exhaust can be omitted, and the vehicle air conditioner 1 can be operated quickly. It becomes.

  Further, the ozone exhaust of the air conditioning unit 3 after the end of the ozone generation mode may be performed according to the ozone concentration in the air conditioning unit 3.

  As shown in FIG. 8, the (C / U) 40 performs ozone exhaust based on the ozone concentration of the air conditioning unit 3 detected by the connected ozone sensor 58.

  Specifically, as shown in FIG. 9, (C / U) 40 determines whether the ozone concentration in the air conditioning unit 3 is equal to or lower than a predetermined value (S311) after the ozone generation mode ends (S309). When exceeding (S311: NO), by operating the blower 6 at low speed, the ozone is exhausted from the drain 80 (S312), and when it is determined that the ozone concentration is below a predetermined value (S311: YES), End ozone exhaust.

  Thus, by exhausting ozone based on the ozone concentration detected by the ozone sensor 58, it is possible to reliably prevent ozone from being released into the passenger compartment, and the ozone concentration falls below a predetermined value. In this case, it is possible to quickly start the air conditioner by omitting ozone exhaust.

  In the above-described embodiment, ozone is exhausted from the drain 80, but an ozone exhaust port may be provided separately.

  Specifically, as shown in FIG. 10, an ozone exhaust port 85 and an exhaust port door 86 are provided at the lower portion of the air flow path 4 and between the heating heat exchanger 9 and the submix door 27. It is provided in the air conditioning unit 3. When (C / U) 40 exhausts ozone outside the vehicle, it opens the exhaust door 86 and exhausts the ozone from the ozone exhaust port 85 by operating the blower 6 at a low speed.

  Thus, by exhausting ozone from the ozone exhaust port 85, it is possible to shorten the time required for exhausting ozone.

In addition, the structure and control of the vehicle air conditioner 1 provided with the above-mentioned ozone generator are examples, and operation | movement of an ozone generator may be started by a passenger | crew's button operation, for example. Further, the intake unit 2 may be configured such that both the outside air inlet 21 and the inside air inlet 60 can be closed. In this case, the generated ozone can be sterilized without leaking outside. It becomes possible.
The inside / outside air switching door may not be a door that switches between inside air and outside air, and can be implemented as a door that can control the introduction and blockage of outside air and inside air independently.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 3 Air conditioning unit 4 Air flow path 7 Cooling heat exchanger 10 1st air mix door 11 Hot air passage 12 Cold air passage 13 Air mix chamber 18 Defvent side passage door 19 Defvent switching door 22 Foot door 25 Inside / outside air switching Door 27 Submix door 28 Second air mix door 50 Ozone generator 58 Ozone sensor 60 Inside air introduction port 80 Drain 85 Ozone exhaust port 86 Exhaust port door 90 Timer

Claims (10)

An air conditioning case having an air flow path formed therein, a blower disposed in the air conditioning case, a cooling heat exchanger for cooling air introduced through the blower, and the uppermost stream side of the air conditioning case Supplying air to the inside / outside air switching door provided to adjust the opening between the inside air introduction port and the outside air introduction port, and the blowout opening provided downstream of the cooling heat exchanger of the air conditioning case In a vehicle air conditioner comprising at least a mode door for adjusting the degree and an ozone generator capable of generating ozone,
A vehicle air conditioner equipped with an ozone generator, wherein the mode door is set at a position where air supply to the blowout opening is cut off in an ozone generation mode in which ozone is generated from the ozone generator.   2. The vehicle air conditioner equipped with the ozone generator according to claim 1, wherein, in the ozone generation mode, the blower is stopped and the inside / outside air switching door is set to a position where the inside air introduction port is closed.   The vehicle air conditioner provided with the ozone generator according to claim 1 or 2, wherein the ozone generator is disposed downstream of the cooling heat exchanger.   The vehicle air conditioner provided with the ozone generator according to any one of claims 1 to 3, wherein the ozone generator is disposed at a position higher than a center position of the cooling heat exchanger in the vehicle vertical direction. apparatus.   5. The vehicle equipped with an ozone generator according to claim 1, wherein after the ozone generation mode ends, the blower is operated to discharge ozone in the air conditioning case to the outside of the passenger compartment. Air conditioner.   6. The vehicle air conditioner with an ozone generator according to claim 5, wherein the blower is operated for a predetermined time when engine start is detected after the ozone generation mode is finished. .   6. The vehicle air conditioner equipped with an ozone generator according to claim 5, wherein the blower is operated before the time required for the disappearance of ozone elapses after the ozone generation mode ends. apparatus.   An ozone sensor for detecting the ozone concentration is provided in the air conditioning case, and the operation of the blower is performed when the start of the engine is detected after the ozone generation mode is finished, and the ozone concentration detected by the ozone sensor is equal to or lower than a predetermined concentration. The vehicle air conditioner equipped with the ozone generator according to claim 5, wherein the vehicle air conditioner is operated until it becomes. The air conditioning case includes a drain for discharging condensed water generated from the cooling heat exchanger to the outside,
The vehicle air conditioner provided with the ozone generator according to any one of claims 5 to 8, wherein ozone in the air conditioning case is discharged from the drain to the outside of the passenger compartment after the ozone generation mode ends. The air conditioning case further includes an openable and closable ozone discharge port for discharging ozone generated from the ozone generator,
The vehicle air conditioner equipped with an ozone generator according to any one of claims 5 to 8, wherein ozone in the air conditioning case is discharged out of the passenger compartment from the ozone discharge port after completion of the ozone generation mode. apparatus.

Images