JP2014034271A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a discomfort to an occupant at a driver seat due to cool air at the initial period of blowing.SOLUTION: When the cooling water temperature Tw of a traveling engine is lower than a threshold value TW3, the cool air exhaust control (a step S105) is performed. Thus, the cool air staying in an area from an electric heater 80 in an air conditioning case 20 to a branch part of a foot ventilation passage 120 and a knee ventilation passage 130 is discharged to feet of an occupant at a driver seat from an outlet 120a of the foot ventilation passage 120. After that, when the cooling water temperature Tw of the traveling engine becomes higher than the threshold value TW3, the electric heater knee air conditioning air blowing control is performed. Thus, the air conditioning air heated by a heater core 60 and the electric heater 80 in a lower passage 22 is blown off from an outlet 130a of the knee ventilation passage 130 to the knees of the occupant at a driver seat. Thus, at starting, immediately the occupant can be made to feel warm.

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, the vehicle air conditioner described in Patent Document 1 is known. In this vehicle air conditioner, an electric heater serving as an auxiliary heater is installed in the air passage between the heat exchanger for heating and the foot outlet to compensate for the lack of heating capacity.

  The vehicle air conditioner also includes an outside air introduction mode for introducing outside air outside the vehicle, and an inside air mode in which air in the vehicle is circulated to the heat exchanger of the vehicle air conditioner to air-condition with the air in the vehicle. Have. The vehicle air conditioner can set an internal / external air two-layer flow mode that is set such that a layer through which the outside air flows and a layer through which the inside air flows are separately partitioned.

  However, in this vehicle air conditioner, an electric heater is installed in a part on the inside air side of the air blowing side of the heat exchanger for heating, or the air heated by the electric heater goes out from the outlet as it is, There is no detailed description of whether it is mixed with unheated air and exits from the outlet.

  Although the vehicle air conditioner described in Patent Document 1 is not described in detail as described above, all the air heated by the electric heater is probably FOOT in the maximum heating state (MAX-HOT). It is expected that the air is blown from the outlet.

  However, in a state other than the maximum heating state (for example, the room is stable in a comfortable state and does not require the maximum heating state), not all the air heated by the electric heater is blown from the FOOT outlet. It has a configuration. In other words, the air passing through the electric heater and the cold air are mixed and blown out.

  In short, in this vehicle air conditioner, it is expected that 100% electric heater will always pass through during maximum heating (MAX-HOT), but when maximum heating is not required (non-MAX-HOT) ) Is thought to be mixed with cold air.

Japanese Patent No. 3750255

  In this case, even if the maximum heating is not required, the driver who gets into the passenger compartment from a cold place is exposed to the wind mixed with the cold air, so the heating performance for the driver is insufficient. There is. Accordingly, there is a demand for a vehicle air conditioner that can perform effective immediate heating in response to a driver's request even in a state where the vehicle interior does not require maximum heating.

  Therefore, the present inventors, in the vehicle air conditioner in which the inside / outside air two-layer mode can be set, as shown in FIG. When the 80 is installed and the immediate effect heating mode is selected, the air warming performance at the beginning of the ride is obtained by blowing high-temperature and small-air-volume air heated by the electric heater 80 from the knee outlet 130a to the driver's knee. We examined improvement.

  According to the study by the present inventors, in the initial stage of blowout, cold air (see hatched portion in the figure) accumulated in the space from the downstream of the electric heater to the knee blowout opening is blown out toward the knee as cold wind. For passengers, the problem is very cold and uncomfortable.

  Here, the reason for aiming at the knee is that the distance from the outlet to the occupant is closer than when aiming at the feet and blowing air conditioning from the outlet, and because of the lower body, the amount of clothes is also small compared to the upper body in winter In addition, compared to the foot portion, the clothing is more likely to stick to the surface of the human body and is more likely to be affected by outside air temperature when sitting. For this reason, when warm air is applied to the knee, warmth can be immediately felt, but when cold air is applied to the knee, there is a contradiction that it is very cold and uncomfortable.

  Such a problem also occurs when warm air is blown to calves, hands, etc. other than the passenger's knees in order to make the passenger feel warmth immediately.

  In view of the above points, the present invention provides a vehicular air conditioner that reduces the feeling of discomfort to an occupant due to cold air at the initial stage of blowing, and makes the occupant feel warmth comfortably. With the goal.

In order to achieve the above object, in the invention according to claim 1, an air conditioning case (20) that forms a flow path for circulating air toward the vehicle interior,
A heating heat exchanger (50, 80) disposed in the air conditioning case for heating the air;
First and second passages (120, 130) for circulating the conditioned air that has passed through the heating heat exchanger toward the passengers in the vehicle compartment,
A switching door (94) for opening and closing each of the first and second passages,
A vehicle air conditioner in which a distance between the air outlet of the first passage and the occupant is shorter than a distance between the air outlet of the second passage and the occupant. ,
First control means (S105) for controlling the switching door to stop the blowing of the conditioned air from the air outlet of the first passage and to blow the conditioned air from the air outlet of the second passage. )When,
After the control of the first control means is finished, the switching is performed so that the blowing of the conditioned air from the air outlet of the second passage is stopped and the conditioned air is blown from the air outlet of the first passage. And a second control means (S106) for controlling the door.

  According to the first aspect of the present invention, the cool air staying in the second passage or the air conditioning case can be blown out from the second passage by blowing out the conditioned air from the second passage. In the second passage, the distance between the air outlet and the occupant is longer than that in the first passage. For this reason, it is possible to reduce discomfort to the occupant due to cold air at the initial stage of blowing. Thereafter, warm air as conditioned air is blown out from the first passage to the occupant so that the occupant can feel warmth immediately.

  As described above, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of blowing, and to make the occupant feel warmth comfortably.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a figure which shows the structure of the vehicle air conditioner in 1st Embodiment of this invention. It is the elements on larger scale of the vehicle air conditioner in 1st Embodiment. It is a block diagram of the electric heater in 1st Embodiment. It is a flowchart which shows the air-conditioning control process in 1st Embodiment. It is a figure for demonstrating the flow of the conditioned air in the vehicle air conditioner in 1st Embodiment. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 2nd Embodiment of this invention. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 3rd Embodiment of this invention. It is a flowchart which shows the control process of the electric heater in 3rd Embodiment. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 4th Embodiment of this invention. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 5th Embodiment of this invention. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 6th Embodiment of this invention. It is a flowchart which shows the air-conditioning control process in the vehicle air conditioner in 7th Embodiment of this invention. It is a figure for demonstrating the air-conditioning control process in 7th Embodiment. It is a figure for demonstrating the air-conditioning control process in 7th Embodiment. It is a figure for demonstrating the air-conditioning control process in 7th Embodiment. It is the elements on larger scale of the vehicle air conditioner in 8th Embodiment of this invention. It is the elements on larger scale of the vehicle air conditioner in 9th Embodiment of this invention. It is the elements on larger scale of the vehicle air conditioner in 10th Embodiment of this invention. It is the elements on larger scale of the vehicle air conditioner in 11th Embodiment of this invention. It is the elements on larger scale of the vehicle air conditioner in the comparative example of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are given the same reference numerals in the drawings in order to simplify the description.

(First embodiment)
1 and 2 show a configuration of a first embodiment of a vehicle air conditioner according to the present invention.

  As shown in FIG. 1, the vehicle air conditioner 10 includes an air conditioning case 20, a blower 30, inside / outside air switching boxes 40a, 40b, a cooling heat exchanger 50, a heater core 60, air mix doors 70a, 70b, an electric heater 80, A defroster door 90, a face door 91, front seat foot doors 92a and 92b, a rear seat foot door 93, and a foot-knee switching door 94 are provided.

  The air conditioning case 20 forms a flow path for circulating air toward the vehicle interior. The air conditioning case 20 is provided with a partition wall 23 that separates into an upper channel 21 and a lower channel 22.

  The blower 30 is an electric blower that rotates the blower fans 30a and 30b by an electric motor. The blower fan 30 a circulates air toward the vehicle interior in the upper flow path 21. The blower fan 30 b circulates air toward the vehicle interior in the lower flow path 22.

  The inside / outside air switching box 40a is arranged on the upstream side of the air flow with respect to the blower fan 30a. The inside / outside air switching box 40a includes an inside / outside air switching door 41a, an inside air introduction port 42a, and an outside air introduction port 43a. The inside / outside air switching door 41a opens at least one of the inside air introduction port 42a and the outside air introduction port 43a.

  The inside / outside air switching box 40b is disposed on the upstream side of the air flow with respect to the blower fan 30b. The inside / outside air switching box 40b includes an inside / outside air switching door 41b, an inside air introduction port 42b, and an outside air introduction port 43b. The inside / outside air switching door 41b opens at least one of the inside air introduction port 42b and the outside air introduction port 43b.

  The cooling heat exchanger 50 is arranged on the air downstream side of the air conditioning case 20 with respect to the blower fans 30a and 30b. The cooling heat exchanger 50 is disposed across the upper wall 21 and the lower path 22 through the partition wall 23. The cooling heat exchanger 50 constitutes a refrigeration cycle apparatus together with a compressor, a condenser, and a pressure reducing valve, and cools the air blown from the blower fans 30a and 30b by the refrigerant.

  The heater core 60 is disposed on the air downstream side of the air conditioning case 20 with respect to the cooling heat exchanger 40. The heater core 60 passes through the partition wall 23 and is disposed across the upper flow path 21 and the lower flow path 22.

  A bypass passage 21 a that bypasses the heater core 60 out of the cold air from the cooling heat exchanger 40 is provided above the heater core 60 in the upper flow path 21. A bypass passage 21b is provided below the heater core 60 in the lower flow path 22 so that the cool air from the cooling heat exchanger 40 flows through the heater core 60 by bypassing it.

  The air mix door 70a is a door that adjusts the air volume ratio between the air volume passing through the heater core 60 and the air volume passing through the bypass passage 21a in the upper flow path 21. By adjusting the air volume of the air mix door 70a, the temperature of the air blown out from the upper flow path 21 into the vehicle interior is adjusted.

  The air mix door 70b is a door that adjusts the air volume ratio between the air volume passing through the heater core 60 and the air volume passing through the bypass passage 21b in the lower flow path 22. By adjusting the air volume of the air mix door 70b, the temperature of the air blown out from the lower flow path 22 into the vehicle interior is adjusted.

As the air mix doors 70 a and 70 b of the present embodiment, for example, a slide door is used. The electric heater 80 is disposed on the downstream side of the heater core 60 in the lower flow path 22. The electric heater 80 heats the air that has passed through the heater core 60 in the lower flow path 22. In the present embodiment, as shown in FIG. 3, the electric heater 80 includes three PTC heaters (electric heater elements) 80a, 80b, and 80c. The PTC heaters 80a, 80b, and 80c are connected in parallel between the battery Ba and the ground. The electric heater 80 is provided with switches 81a, 81c, 81c for turning on / off the PTC heater for each PTC heater.

  The defroster door 90 opens and closes the defroster outlet 100 (see FIG. 2). The defroster outlet 100 blows out the conditioned air that has passed through the upper flow path 21 (or the lower flow path 22) toward the inner surface of the windshield.

  The face door 91 opens and closes the face outlet 101 (see FIG. 2). The face outlet 101 blows out the conditioned air that has passed through the upper channel 21 (or the lower channel 22) toward the upper half of the occupant.

  The front seat foot door 92a opens either the entrance 110a of the front seat foot ventilation path 110 or the through hole 102 (see FIG. 2). In the partition wall 23, the through hole 102 penetrates between the lower flow path 22 and the downstream side of the electric heater 80 and the upper flow path 21.

  On the downstream side of the front seat foot ventilation path 110, the leg ventilation path 120 and the knee ventilation path 130 are formed to be branched. Therefore, the front seat foot ventilation path 110 passes the conditioned air that has passed through the lower flow path 22 to the foot ventilation path 120 and the knee ventilation path 130. The foot ventilation path 120 is provided with an air outlet 120a that blows conditioned air toward the feet of the driver's seat occupant. The knee ventilation path 130 is provided with an air outlet 130a that blows conditioned air toward the knees of the driver's seat occupant.

  In the present embodiment, the distance between the air outlet 130a of the knee ventilation path 130 and the driver's seat occupant is shorter than the distance between the air outlet 120a of the foot ventilation path 120 and the driver's seat occupant.

  The foot-knee switching door 94 is provided at the branch portion of the foot ventilation path 120 and the knee ventilation path 130 in the front seat foot ventilation path 110. The front seat foot door 92a closes one of the entrance of the foot ventilation path 120 and the entrance of the knee ventilation path 130 and opens the other. The rear seat foot door 93 opens and closes the entrance of the rear seat foot ventilation path. The rear-seat foot ventilation path is provided with an air outlet that blows air-conditioned air to the front passenger's passenger seat.

  The front seat foot door 92b opens and closes the passenger seat foot outlet 141. The passenger seat foot air outlet 141 is an air outlet that blows air conditioned air that has passed through the lower flow path 22 toward the feet of the passenger in the passenger seat.

  Next, the electrical configuration of the vehicle air conditioner 10 of the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, the vehicle air conditioner 10 includes servomotors 150 to 157, sensors 160 to 167, an immediate warm switch 170, a setting switch 171, and an electronic control device 180.

  The servo motor 150 opens and closes the inside / outside air switching door 41a. The servo motor 151 opens and closes the inside / outside air switching door 41b. The servo motor 152 opens and closes the air mix door 70a. The servo motor 153 opens and closes the air mix door 70b. The servo motor 154 opens and closes the defroster door 90, the face door 91, and the front seat foot door 92a independently via the link mechanism 154a. The servo motor 155 opens and closes the front seat foot door 92b. The servo motor 156 opens and closes the foot-knee switching door 94. The servo motor 157 opens and closes the rear seat foot door 93.

  The sensor 160 is blown out of the cooling heat exchanger 50 in the upper flow path 21 and detects the air temperature Tr1. The sensor 161 is blown out of the cooling heat exchanger 50 in the lower flow path 22 and detects the air temperature Tr2. The sensor 162 detects the amount of solar radiation Ts in the passenger compartment. The sensor 163 detects the air temperature Tr in the passenger compartment. The sensor 164 detects the air temperature Tam outside the passenger compartment. The sensor 165 detects the coolant temperature Tw of the traveling engine. The sensor 166 detects the air temperature Bt at the branch point of the foot ventilation path 120 and the knee ventilation path 130. The sensor 167 detects the air temperature Ht blown from the air outlet 120a of the foot ventilation path 120.

  The immediate warm switch 170 is a switch operated to make the driver's seat occupant immediately feel warm. The setting switch 171 is a switch for setting the set temperature Tset of the passenger compartment air.

  The electronic control device 180 is a well-known electronic control device including a memory, a microcomputer, and the like. The electronic control device 180 executes air conditioning control processing in accordance with the execution of the computer program. As the air conditioning control process is executed, the electronic control device 180 performs the servo motors 150 to 157 and the blower 30 based on the detection signals of the sensors 160 to 165, the output signal of the immediate warm switch 170, and the output signal of the setting switch 171. Each electric motor is controlled.

  Next, the operation of this embodiment will be described with reference to FIG. 2, FIG. 4, and FIG.

  The electronic control unit 180 executes the computer program according to the flowchart of FIG. Execution of the computer program is started when the ignition switch IG is turned on.

  First, in step S100, it is determined whether or not the immediate warm switch 170 is turned on. At this time, when the immediate warm switch 170 is turned on, it is determined that the operation for making the driver's seat occupant feel warm immediately is performed, and it is determined as YES.

  In the next step S102, it is determined whether or not the detected water temperature Tw of the sensor 165 (that is, the coolant temperature of the traveling engine) is higher than the threshold value TW1. At this time, when the detected water temperature Tw is higher than the threshold value TW1 (Tw> TW1), YES is determined in step S102.

  In the next step S103, it is determined whether or not the detected water temperature Tw of the sensor 165 is higher than the threshold value TW2. The threshold value TW2 is set to a temperature higher than the threshold value TW1.

  Here, when the detected water temperature Tw of the sensor 165 is lower than the threshold value TW2 (Tw <TW2), it is determined as NO in Step S103.

  In the next step S104, it is determined whether or not the detected water temperature Tw of the sensor 165 is higher than the threshold value TW3. The threshold value TW3 is set to a temperature lower than the threshold value TW2 and higher than the threshold value TW1 (TW2> TW3> TW1). At this time, when the detected water temperature Tw is lower than the threshold value TW3 (TW1 <Tw <TW3), it is determined as NO in Step S104. At this time, cold air exhaust control is performed in step S105. Details of the cold air exhaust control (step S105) will be described later. Then, it returns to step S100.

  Here, if the immediate warm switch 170 is turned on, the detected water temperature Tw of the sensor 165 is higher than the threshold value TW1, and the detected water temperature Tw of the sensor 165 is lower than the threshold value TW3, YES in steps S100 and S102. The determination, the NO determination in steps S103 and 104, and the cold air exhaust control (step S105) are repeated.

  Thereafter, when the detected water temperature Tw of the sensor 165 becomes higher than the threshold value TW3 in a state where the immediate warm switch 170 is turned on, the YES determination in steps S100 and 102 and the NO determination in step S103 are performed, and then step S104. In step S104, it is determined that the detected water temperature Tw is higher than the threshold value TW3 (TW3 <Tw). At this time, in step S106, electric heater knee warm air blowing control is performed. The details of the electric heater knee warm air blowing control (step S106) will be described later.

  In step S103, when the detected water temperature Tw of the sensor 165 is higher than the threshold value TW2 (Tw> TW2), it is determined YES, and the heater core knee warm air blowing control is performed in step S107. Details of the heater core knee warm air blowing control (step S107) will be described later.

  In step S100, when the immediate warm switch 170 is turned off, it is determined that the operation for making the driver's seat occupant feel warm immediately is not performed, and thus, NO is determined. Accordingly, normal control is performed in step S101. In the normal control, the target blowing temperature TAO is calculated based on the detection temperature Tr1 of the sensor 160, the detection temperature Tr2 of the sensor 161, the detected solar radiation amount Ts of the sensor 162, the detection temperature Tr of the sensor 163, and the set temperature Tset of the setting switch 171. Then, the servo motors 150 to 157 and the electric motor of the blower 30 are respectively controlled based on the target blowing temperature TAO and the sensor 165 detection temperature Tw. The target air temperature TAO is a target air temperature that needs to be blown out from the air outlet into the vehicle interior in order to maintain the temperature in the vehicle interior at the set temperature Tset. In the normal control of the present embodiment, the electric heater 80 is stopped. In step S102, when the detected water temperature Tw is lower than the threshold value TW1 (Tw <TW1), it is determined as NO, and the process proceeds to step S101.

  Next, the cold air exhaust control (step S105), the electric heater knee warm air blowing control (step S106), and the heater core knee warm air blowing control (step S107) of this embodiment will be described separately.

  First, the cold air exhaust control (step S105) will be described.

  The inside / outside air switching door 41a is controlled by the servo motor 150 to close the inside air introduction port 42a and open the outside air introduction port 43a. The servo motor 151 controls the inside / outside air switching door 41b to open the inside air introduction port 42b and close the outside air introduction port 43b.

  The electric motor of the air blower 30 is controlled to set the air flow rate of the blower fans 30a and 30b to the first air flow rate (1 level).

  The servo motors 152 and 153 are controlled to set the air mix doors 70a and 70b to the maximum heating position (max hot), respectively. The maximum heating position is a position where the inlet of the bypass passage 21a (21b) is fully closed and the inlet of the heater core 60 is fully opened by the air mix door 70a (70b).

  The switches 81a, 81c, 81c are turned on to energize the PTC heaters 80a, 80b, 80c, respectively. As a result, all the PTC heaters 80a, 80b, and 80c are operated.

  The servo motor 154 is controlled to perform the foot / diff mode as the blowing mode. In the foot / def mode, the defroster door 90 opens the defroster outlet 100, the face door 91 closes the face outlet 101, and the front seat foot door 92 a opens the entrance 110 a of the front seat foot ventilation path 110 and opens the through hole 102. close up.

  The servo motor 156 is controlled, and the foot-knee switching door 94 opens the foot ventilation path 120 and closes the knee ventilation path 130. The servo motor 155 is controlled to close the passenger seat foot outlet 141 by the front seat foot door 92b. The servo motor 157 is controlled to close the rear seat foot outlet by the rear seat foot door 93.

  With such control, in the upper flow path 21, the air outside the vehicle compartment (hereinafter referred to as “outside air”) introduced by the blower fan 30a through the outside air introduction port 43a is blown out toward the cooling heat exchanger 50 by the blower fan 30a. . The blown air is cooled by the cooling heat exchanger 50. The cooled cold air is heated by the heater core 60. The heated warm air is blown out from the defroster outlet 100 toward the inner surface of the windshield as indicated by an arrow A in FIG.

  On the other hand, in the lower flow path 22, vehicle interior air (hereinafter referred to as “inside air”) introduced through the inside air introduction port 43 b by the blower fan 30 b is blown out toward the cooling heat exchanger 50 by the blower fan 30 b. The blown air is cooled by the cooling heat exchanger 50. The cooled cold air is heated by the heater core 60 and the electric heater 80. The heated warm air is blown out from the air outlet 120a to the feet of the driver's seat occupant through the front seat foot ventilation passage 110 and the foot ventilation passage 120 as shown by an arrow B in FIG.

  Next, electric heater knee warm air blowing control (step S106) will be described.

  The electric heater knee warm air blowing control (step S106) is the same as the cold air exhaust control (step S105) except for the air volume control of the blower 30 and the opening / closing control of the foot-knee switching door 94 of the servo motor 156.

  In the electric heater knee warm air blowing control, the blowing amount of the blower 30 is set to a second blowing amount (5 levels) larger than the first blowing amount. The second air volume is set to, for example, an air volume that is five times the first air volume. In addition, the foot-knee switching door 94 can close the entrance of the foot ventilation path 120 and open the entrance of the knee ventilation path 130. Therefore, the warm air heated by the heater core 60 and the electric heater 80 in the lower flow path 22 passes through the front seat foot ventilation path 110 and the knee ventilation path 130 from the outlet 130a as shown by arrow B in FIG. It is blown out to the occupant's knees.

  Next, heater core knee warm air blowing control (step S107) will be described.

  The heater core knee warm air blowing control (step S107) is the same as the electric heater knee warm air blowing control (step S106) except for the control of the electric heater 80. In the heater core knee warm air blowing control, the switches 81a, 81c, 81c are turned off to stop the operation of the PTC heaters 80a, 80b, 80c. For this reason, the warm air heated only by the heater core 60 in the lower flow path 22 passes through the front seat foot ventilation path 110 and the knee ventilation path 130 as shown by an arrow B in FIG. Is blown out.

  According to the present embodiment described above, when the immediate warm switch 170 is turned on, if the coolant temperature Tw of the traveling engine is lower than the threshold value TW3 in step S103, it is determined as NO, and the cool air Exhaust control (step S105) is performed. Accordingly, the conditioned air that has passed through the heater core 60 and the electric heater 80 in the lower flow path 22 is blown out from the air outlet 120a of the foot ventilation path 120 to the feet of the driver's seat occupant. Thus, cold air (cold air pool) staying in the region from the electric heater 80 of the air conditioning case 20 to the branch portion of the foot ventilation path 120 and the knee ventilation path 130 in the front seat foot ventilation path 110 is blown out to the driver's feet. Can do. The distance between the air outlet 120a of the foot ventilation path 120 and the driver's foot is increased. In addition to this, the driver usually wears shoes. For this reason, even if cold air is blown to the feet (that is, shoes) in the initial stage of blowing, it is possible to reduce discomfort to the occupant due to the cold air.

  Thereafter, when the coolant temperature Tw of the traveling engine becomes higher than the threshold value TW3, electric heater knee warm air blowing control is performed. Thus, the warm air heated by the heater core 60 and the electric heater 80 in the lower flow path 22 is blown out from the air outlet 130a of the knee ventilation path 130 to the knees of the driver's seat occupant. As a result, the occupant can immediately feel warmth.

  As described above, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of blowing, and to make the driver feel warmth comfortably.

(Second Embodiment)
In the first embodiment, the example in which it is determined whether or not the temperature of the engine coolant is higher than the threshold value TW3 using the detected water temperature Tw of the sensor 165 for detecting the water temperature has been described. In the present embodiment, an example will be described in which it is determined whether or not the temperature of the engine coolant is higher than the threshold value TW3 using the time that has elapsed since the immediate warm switch 170 was turned on.

  FIG. 6 is a flowchart showing the air conditioning control process. The electronic control unit 180 executes the computer program according to the flowchart of FIG. 6 is the same as FIG. 4 except for step S104a.

  In step S104a of FIG. 6, it is determined whether or not the elapsed time since the immediate warm switch 170 is turned on is longer than a predetermined time TiMER0.

  Here, when the elapsed time is smaller than the predetermined time TiMER0, it is determined as NO and the process proceeds to step S105. If the elapsed time exceeds the predetermined time TiMER0, it is determined as YES and the process proceeds to step S106. For this reason, until the elapsed time reaches the predetermined time TiMER0, it is assumed that the temperature of the engine cooling water is lower than the threshold value TW3, and the cold air exhaust control (step S105) is performed. Thereafter, when the elapsed time exceeds the predetermined time TiMER0, the temperature of the engine cooling water is assumed to be higher than the threshold value TW3, and the electric heater knee warm air blowing control (step S106) is performed.

  As described above, similarly to the first embodiment, before the warm air is blown from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the foot ventilation passage 120 and the knee ventilation are supplied from the electric heater 80 in the air conditioning case 20. Cold air (cold air pool) staying in the region up to the branching portion of the path 130 can be blown out to the driver's feet. As described above, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of blowing, and to make the driver feel warmth comfortably.

(Third embodiment)
In the first embodiment, the example in which it is determined whether or not the temperature of the engine coolant is higher than the threshold value TW3 using the detected water temperature Tw of the sensor 165 for detecting the water temperature has been described. In the present embodiment, an example will be described in which it is determined whether or not the temperature of the engine coolant is higher than the threshold value TW3 using the operating time of the electric heater 80.

  First, control processing of the electric heater 80 by the electronic control device 180 of the present embodiment will be described.

  FIG. 7 is a flowchart showing the electric heater 80. The electronic control unit 180 executes the computer program according to the flowchart of FIG.

  First, in step S200, it is determined whether or not the eco mode switch is turned on.

  At this time, when the eco mode switch is on, it is determined that the eco mode is set, and YES is determined. When the eco mode switch is off, it is determined as NO because the eco mode is not set.

  When the eco mode switch is turned on (step S200: YES) and the temperature detected by the sensor 164 (hereinafter referred to as the outside air temperature Tam) is 40 ° C. or higher, it is determined YES in step S201, and in step S207 The switches 81a, 81c and 81c are turned off to stop the PTC heaters 80a, 80b and 80c, respectively.

  When the eco mode switch is turned on (step S200: YES) and 30 ° C. ≦ outside air temperature Tam <40 ° C. (step S201: NO, step S202: YES), the process proceeds to step S208. At this time, it is determined whether or not one PTC heater can be operated by determining whether or not the load current flowing from the battery Ba to the electric load is smaller than the threshold value Ia.

  Here, when the load current is smaller than the threshold value Ia, it is determined that one PTC heater can be operated, and YES is determined in step S208. Accordingly, in step S209, the switches 81a, 81c, and 81c are controlled to start the operation of one of the PTC heaters 80a, 80b, and 80c.

  When the load current is larger than the threshold value Ia, it is determined that the operation of one PTC heater is impossible, NO is determined in step S208, and the process proceeds to step S207.

  When the eco mode switch is turned on (step S200: YES) and 20 ° C. ≦ outside air temperature Tam <30 ° C. (step S202: NO, step S203: YES), the process proceeds to steps S210 and S211.

  At this time, it is determined whether or not the two PTC heaters can be operated by determining whether or not the load current flowing from the battery Ba to the electric load is smaller than a threshold value Ib (<Ia) smaller than the threshold value Ia. To do. Here, when the load current is smaller than the threshold value Ib, it is determined that the two PTC heaters can be operated, and YES is determined in steps S210 and S211 respectively. Accordingly, in step S212, the switches 81a, 81c, and 81c are controlled to start operation of two PTC heaters among the PTC heaters 80a, 80b, and 80c. At this time, after operating one PTC heater among the operations of the two PTC heaters, the operation of the remaining PTC heaters is started after a predetermined period.

  In step S210, when the load current is larger than the threshold value Ia, it is determined that the operation of one PTC heater is impossible, NO is determined, and the process proceeds to step S207. In step S211, when the load current is smaller than the threshold value Ia and the load current is larger than the threshold value Ib, it is determined that the operation of only one PTC heater is possible, NO is determined, and the process proceeds to step S209.

  When the eco mode switch is turned on (step S200: YES) and the outside air temperature Tam <20 ° C. (step S203: NO), the process proceeds to steps S210, S213, S212, and S215.

  At this time, it is determined whether or not the three PTC heaters can be operated by determining whether or not the load current is smaller than the threshold value Ic (<Ib). Here, when the load current is smaller than the threshold value Ic, YES is determined in steps S213, S214, and S215, assuming that three PTC heaters can be operated. Accordingly, in step S216, the switches 81a, 81c, 81c are controlled to start all operations of the PTC heaters 80a, 80b, 80c.

  In step S216, the number of PTC heaters to be operated is increased one by one among the PTC heaters 80a, 80b, and 80c. For example, the PTC heater 80b is activated when a predetermined period has elapsed since the PTC heater 80a was activated. Thereafter, when a predetermined period has elapsed, the PTC heater 80c is operated.

  When the load current is larger than the threshold value Ia in step S213, it is determined that the operation of one PTC heater is impossible, NO is determined, and the process proceeds to step S207. In step S214, when the load current is smaller than the threshold value Ia and the load current is larger than the threshold value Ib, it is determined that only one PTC heater can be operated, NO is determined, and the process proceeds to step S209. In step S215, when the load current is smaller than the threshold value Ib and the load current is larger than the threshold value Ic, it is determined that the operation of only two PTC heaters is possible, NO is determined, and the process proceeds to step S212.

  When the eco mode switch is turned off (step S200: NO) and 60 ° C. ≦ outside air temperature Tam (step S204: YES), the process proceeds to step S207. When the eco mode switch is turned off (step S200: NO) and 50 ° C. ≦ outside air temperature Tam <60 ° C. (step S204: NO, step S205: YES), the process proceeds to step S208. When the eco mode switch is turned off (step S200: NO) and 40 ° C. ≦ outside air temperature Tam <50 ° C. (step S205: NO, step S206: YES), the process proceeds to step S210. When the eco mode switch is turned off (step S200: NO) and 40 ° C.> outside air temperature Tam (step S206: NO), the process proceeds to step S213.

  In this way, the PTC heaters 80a, 80b, and 80c are controlled in accordance with the on / off of the eco mode switch and the outside air temperature Tam.

  Next, air conditioning control processing by the electronic control device 180 of the present embodiment will be described.

  FIG. 8 is a flowchart showing the air conditioning control process. The electronic control unit 180 executes the computer program according to the flowchart of FIG. 8 is the same as FIG. 4 except for step S104b.

  In step S104b of FIG. 8, it is determined whether or not the elapsed time since the operation of the electric heater 80 is started is longer than a predetermined time TiMER1.

  Here, when the elapsed time is smaller than the predetermined time TiMER1, it is determined as NO and the process proceeds to step S105. If the elapsed time exceeds the predetermined time TiMER1, it is determined as YES and the process proceeds to step S106. Therefore, until the elapsed time reaches the predetermined time TiMER1, it is determined that the temperature of the engine coolant is lower than the threshold value TW3, NO is determined in step S104b, and the cold air exhaust control (step S105) is performed. Thereafter, when the elapsed time exceeds the predetermined time TiMER1, it is determined that the temperature of the engine coolant is higher than the threshold value TW3, YES is determined in step S104b, and electric heater knee warm air blowing control (step S106) is performed.

  Accordingly, as in the first embodiment, before the warm air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the foot ventilation passage 120 and the knee ventilation passage 130 are supplied from the electric heater 80 of the air conditioning case 20. The cold air staying in the region up to the branching portion can be blown out to the driver's feet. Accordingly, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of the blowout, and to make the driver feel warmth comfortably.

(Fourth embodiment)
In the third embodiment, the example in which which of the cold air exhaust control and the electric heater knee warm air blowing control is executed in step S104 according to the operation time of the electric heater 80 has been described. In the present embodiment, it is determined which of the cold air exhaust control and the electric heater knee warm air blowing control is executed by determining whether or not the number of operating PTC heaters is larger than the threshold value H0 (> 1). To do.

  FIG. 9 is a flowchart showing the air conditioning control process. The electronic control unit 180 executes the computer program according to the flowchart of FIG. 9 is the same as FIG. 4 except for step S104c.

  In step S104c of FIG. 10, it is determined whether or not the number of operating PTC heaters is larger than a threshold value H0 (for example, two).

  Here, in step S216 in FIG. 7, as described above, the number of PTC heaters to be operated among the PTC heaters 80a, 80b, and 80c is increased one by one. For this reason, it takes a predetermined time from when the immediate warm switch 170 is turned on until the number of operating PTC heaters exceeds a threshold value H0 (for example, two). That is, by determining whether or not the number of operating PTC heaters exceeds the threshold value H0, it is possible to determine whether or not the temperature of the engine coolant has become higher than the threshold value TW3.

  Therefore, in the present embodiment, when the number of operating PTC heaters is smaller than the threshold value H0, it is determined NO in Step S104c, and cold air exhaust control (Step S105) is performed. Thereafter, when the number of operating PTC heaters exceeds the threshold value H0, it is determined that the temperature of the engine coolant is higher than the threshold value TW3, YES is determined in step S104c, and the electric heater knee warm air blowing control (step S106) is performed. carry out.

  Therefore, as in the first embodiment, before the warm air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the foot ventilation passage 120 and the knee ventilation passage from the electric heater 80 in the air conditioning case 20 are used. Cold air (cold air pool) staying in the region up to 130 branches can be blown out to the driver's feet. Accordingly, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of the blowout, and to make the driver feel warmth comfortably.

(Fifth embodiment)
In the third embodiment, the example of determining which one of the cold air exhaust control and the electric heater knee warm air blowing control is executed according to the operation time of the electric heater 80 has been described, but instead of this, the present embodiment Then, by determining whether or not the power consumption amount of the electric heater 80 is larger than the threshold value Q0, it is determined which of the cold air exhaust control and the electric heater knee warm air blowing control is executed.

  FIG. 10 is a flowchart showing the air conditioning control process. The electronic control device 180 executes the computer program according to the flowchart of FIG. 10 is the same as FIG. 4 except for step S104d.

  In step S104d of FIG. 10, it is determined whether the power consumption of the electric heater 80 is greater than the threshold value Q0.

  Here, in step S216 in FIG. 7, as described above, the number of PTC heaters to be operated among the PTC heaters 80a, 80b, and 80c is increased one by one. For this reason, after the control process of step S216 is started, the power consumption of the electric heater 80 sequentially increases as the number of PTC heaters that perform the heating operation increases. For this reason, it takes a predetermined time from when the immediate warm switch 170 is turned on until the power consumption of the electric heater 80 becomes larger than the threshold value Q0. That is, by determining whether or not the power consumption of the electric heater 80 exceeds the threshold value Q0, it is possible to determine whether or not the temperature of the engine coolant has become higher than the threshold value TW3.

  Here, when the electric power consumption of the electric heater 80 is smaller than the threshold value Q0, it determines with NO, determines with NO by step S104d, and implements cool air exhaust control (step S105). Thereafter, when the electric power consumption of the electric heater 80 becomes larger than the threshold value Q0, it is determined that the temperature of the engine cooling water has become higher than the threshold value TW3, YES is determined in step S104d, and electric heater knee warm air blowing control (step S106) is performed.

  Therefore, as in the first embodiment, before the warm air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the foot ventilation passage 120 and the knee ventilation passage from the electric heater 80 in the air conditioning case 20 are used. The cold air staying in the region up to 130 branches can be blown out to the driver's feet. Accordingly, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of the blowout, and to make the driver feel warmth comfortably.

(Sixth embodiment)
In the first embodiment, the example in which it is determined whether or not the temperature of the engine cooling water is higher than the threshold value TW3 using the detected water temperature of the sensor 165 for detecting the water temperature has been described. In the present embodiment, the temperature of the engine cooling water is set to the threshold value TW3 using the detection temperature of the sensor 166 that detects the air temperature at the branch point of the foot ventilation path 120 and the knee ventilation path 130 (hereinafter referred to as the branch point temperature Bt). An example of determining whether or not it is higher than the above will be described.

  FIG. 11 is a flowchart showing the air conditioning control process. The electronic control device 180 executes the computer program according to the flowchart of FIG. 11 is the same as FIG. 4 except for step S104e.

  In step S104e of FIG. 6, it is determined whether the branch point temperature Bt is higher than a predetermined temperature TAF0.

  Here, when the branch point temperature Bt is lower than the predetermined temperature TAF0, it is determined that the temperature of the engine cooling water is lower than the threshold value TW3, NO is determined in step S104e, the process proceeds to step S105, and the cold air exhaust control is performed. . Thereafter, when the branch point temperature Bt becomes higher than the predetermined temperature TAF0, it is determined that the temperature of the engine cooling water is higher than the threshold value TW3, YES is determined in step S104e, and the electric heater knee warm air blowing control (step S106). To implement.

  Therefore, as in the first embodiment, before the warm air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the foot ventilation passage 120 and the knee ventilation passage from the electric heater 80 in the air conditioning case 20 are used. The cold air staying in the region up to 130 branches can be blown out to the driver's feet. Accordingly, it is possible to reduce the feeling of discomfort to the occupant due to the cold air at the initial stage of the blowout, and to make the driver feel warmth comfortably.

  In the sixth embodiment, the example in which it is determined whether or not the branch point temperature Bt detected by the sensor 166 is higher than the predetermined temperature TAF0 in step S104a has been described. It may be determined whether the detected air temperature Ht is higher than a predetermined temperature TAF0. The sensor 167 is a sensor that detects the air temperature Ht blown from the air outlet 120 a of the foot ventilation path 120.

  Specifically, when the air temperature Ht detected by the sensor 167 is lower than the predetermined temperature TAF0, NO is determined in step S104e, the process proceeds to step S105, and cold air exhaust control is performed. Thereafter, when the branch point temperature Bt becomes higher than the predetermined temperature TAF0, it is determined as YES in Step S104e, and electric heater knee warm air blowing control (Step S106) is performed.

(Seventh embodiment)
In the present embodiment, an example of switching from the cold air exhaust control to the electric heater knee warm air blowing control according to the elapsed time from the start of operation of the traveling engine will be described.

  FIG. 12 is a flowchart showing the air conditioning control process. The electronic control unit 180 executes the computer program according to the flowchart of FIG.

  First, in step S100, it is determined whether or not the immediate warm switch 170 is turned on. At this time, when the immediate warm switch 170 is turned off, it is determined as NO, the process proceeds to step S304, and the immediate effect mode 0 is performed. The immediate effect mode 0 is the same as the normal control in step S101 in FIG.

  In step S100, when the immediate warm switch 170 is turned on, it is determined as YES, the process proceeds to step S300, and it is determined whether or not the electric heater can be used for air conditioning control.

  Specifically, it is determined whether or not the electric heater can be used for the air conditioning control by determining whether or not the load current flowing from the battery Ba to the electric load is smaller than the threshold value Ix.

  Here, when the load current is larger than the threshold value Ix, NO is determined in step S300 because it is impossible to use the electric heater for the air conditioning control. Accordingly, the process proceeds to step S304 and the immediate effect mode 0 is performed.

  When the load current is smaller than the threshold value Ix, it is determined that the electric heater can be used for the air conditioning control, and YES is determined in step S300. Accordingly, it is determined whether or not the coolant temperature Tw of the traveling engine detected by the sensor 165 is 20 ° C. or higher.

  At this time, when the coolant temperature Tw is less than 20 ° C., NO is determined in step S301. Accordingly, the process proceeds to step S305 and the immediate effect mode 1 is performed. Details of the immediate effect mode 1 will be described later.

  When the cooling water temperature Tw is 20 ° C. or higher and lower than 60 ° C., YES is determined in step S301 and NO is determined in step S302. Accordingly, the process proceeds to step S306 and the immediate effect mode 2 is performed. Details of the immediate effect mode 2 will be described later.

  When the cooling water temperature Tw is 60 ° C. or higher, YES is determined in step S302. Accordingly, the process proceeds to step S303 and the immediate effect mode 3 is performed. Details of the immediate effect mode 3 will be described later.

  Next, the immediate effect mode 1, the immediate effect mode 2, and the immediate effect mode 3 of this embodiment will be described separately.

(Immediate effect mode 1)
The immediate effect mode 1 is a mode in which cold air exhaust control and electric heater knee warm air blowing control are performed. In the present embodiment, the foot-knee switching door 94 is controlled based on the elapsed time from the start of operation of the traveling engine, and the cold air exhaust control is switched to the electric heater knee warm air blowing control. The cold air exhaust control and the electric heater knee warm air blowing control of this embodiment are the same as those of the first embodiment except for the control timing of the foot-knee switching door 94 and the air flow control of the blower 30.

  Hereinafter, the control timing of the foot-knee switching door 94 and the air volume control of the blower 30 according to this embodiment will be described.

  FIG. 13 shows the control timing of the foot-knee switching door 94.

  First, the servo motor 156 is controlled with the start of operation of the traveling engine, the foot-knee switching door 94 opens the foot ventilation path 120 and closes the knee ventilation path 130.

  Thereafter, when the elapsed time “sec” that has elapsed since the start of operation of the traveling engine reaches “delay time + 34”, control of the servo motor 156 for opening and closing the foot-knee switching door 94 is started. Accordingly, the foot-knee switching door 94 closes the entrance of the foot ventilation path 120 and opens the entrance of the knee ventilation path 130.

  Here, “delay time + 34” is a time obtained by adding the delay time and 34 “sec”. As shown in FIG. 14, the delay time changes according to the outside air temperature Tam.

  When the outside air temperature is equal to or higher than a predetermined temperature (for example, −5 ° C.), the delay time is zero. When the outside air temperature is equal to or lower than a predetermined temperature (for example, −5 ° C.), the delay time is set so that the delay time increases as the outside air temperature decreases from the predetermined temperature (for example, −5 ° C.).

  For this reason, the lower the outside air temperature, the later the switching timing of the foot-knee switching door 94 (that is, the timing at which the electric heater knee warm air blowing control is started instead of the cold air exhaust control) is delayed.

  FIG. 15 shows the relationship between the elapsed time “sec” that has elapsed since the start of operation of the traveling engine and the amount of air blown by the blower 30.

  When the elapsed time “sec” reaches “delay time + 32”, the air volume (blower level) of the blower 30 is set to the first air volume (1 level), and when the elapsed time reaches “delay time + 37”, As the elapsed time elapses, the air volume of the blower 30 is gradually increased from the first air volume to the second air volume. Thereafter, when the elapsed time reaches “delay time + 47”, the air flow rate of the blower 30 reaches the second air flow rate (5 levels). Then, even if time passes, the ventilation volume of the air blower 30 maintains 2nd ventilation volume.

  As described above, in the immediate effect mode 1 of this embodiment, the foot-knee switching door 94 opens the entrance of the foot ventilation path 120 and closes the entrance of the knee ventilation path 130. After that, when the elapsed time from the start of operation of the traveling engine reaches “delay time + 32”, the air volume of the blower 30 is set to the first air volume. Thereby, the cold air exhaust control is started. Thereafter, when the elapsed time reaches “delay time + 34”, the foot-knee switching door 94 closes the entrance of the foot ventilation path 120 and opens the knee ventilation path 130. Thereafter, when the elapsed time reaches “delay time + 37”, the air flow rate of the blower 30 is gradually increased from the first air flow rate to the second air flow rate as the elapsed time elapses. Thereafter, when the elapsed time reaches “delay time + 47”, the air flow rate of the blower 30 reaches the second air flow rate. Thereby, instead of the cold air exhaust control, the electric heater knee warm air blowing control is started.

(Immediate effect mode 2)
In the immediate effect mode 2, as the coolant temperature Tw of the traveling engine rises, the first mode is changed to the second mode, and the third mode is changed in this order.

  In the first mode, the foot ventilation path 120 is closed by the front seat foot door 92 a and the entrance of the knee ventilation path 130 is opened. Thereby, warm air can be blown out from the air outlet 130a of the knee ventilation path 130.

  In the second mode, the entrance of the foot ventilation path 120 and the entrance of the knee ventilation path 130 are opened by the front seat foot door 92a. Thereby, warm air can be blown out from each of the air outlet 120a of the foot air passage 120 and the air outlet 130a of the knee air passage 130.

  In the third mode, the front seat foot door 92a opens the entrance of the foot ventilation path 120 and the entrance of the knee ventilation path 130, and the front seat foot door 92b opens the passenger seat foot outlet 141. Thereby, warm air can be blown out from each of the air outlet 120a of the foot air passage 120, the air outlet 130a of the knee air passage 130, and the passenger seat foot air outlet 141.

(Immediate effect mode 3)
In the third mode, the foot ventilation path 120 is closed by the front seat foot door 92a and the entrance of the knee ventilation path 130 is opened. At this time, the amount of air blown from the blower 30 is gradually reduced as the coolant temperature Tw of the traveling engine increases. This makes it possible to reduce the amount of warm air from the air outlet 130a of the knee ventilation path 130 as the cooling water temperature Tw increases.

  According to this embodiment described above, after the operation of the traveling engine is started, the foot-knee switching door 94 opens the foot ventilation path 120 and closes the knee ventilation path 130. After that, when the elapsed time from the start of operation of the traveling engine reaches “delay time + 32”, the air volume of the blower 30 is set to the first air volume. Thereby, the cold air exhaust control is started. Thereafter, when the elapsed time from the start of operation of the traveling engine reaches “delay time + 34”, the servo motor 156 is controlled to close the entrance of the foot ventilation path 120 by the foot-knee switching door 94 and to open the knee ventilation path. Open 130 entrances. Thereafter, when the air volume of the blower 30 is increased from the first air volume to the second air volume, the electric heater knee warm air blowing control is started instead of the cold air exhaust control. Therefore, as in the first embodiment, before the warm air is blown from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's seat occupant, the cold air accumulated in the lower flow path 22 before the start is ventilated. The air can be blown out from the air outlet 120a of the road 120 to the feet of the driver's seat occupant.

  In this embodiment, the delay time is set so that the delay time increases as the outside air temperature decreases from a predetermined temperature (for example, −5 ° C.). For this reason, the timing at which the cold air exhaust control and the electric heater knee warm air blowing control are started is delayed as the outside air temperature is lower. For this reason, when the outside air temperature is lower than a predetermined temperature (for example, −5 ° C.), the delay time is set to a long time, and after waiting for the temperature of the engine cooling water to rise, the cold air exhaust control and the electric heater Knee warm air blowing control can be started. Thereby, in the electric heater knee warm air blowing control, warm air having a sufficiently high temperature can be blown from the knee blowing port 130a of the knee ventilation path 130.

  In the present embodiment, the foot-knee switching door 94 and the blower are used based on the elapsed time since the start of operation of the traveling engine without using the detection temperature of the sensor 165 that detects the coolant temperature Tw of the traveling engine. Each of the 30 blasts is controlled. For this reason, even when the sensor 165 having a low detection accuracy of the low temperature region of the cooling water is mounted in the vehicle air conditioner 10, the control of the cold air exhaust control and the electric heater knee warm air blowing control can be surely performed.

  In the present embodiment, when the elapsed time from the start of operation of the traveling engine reaches “delay time + 32”, the air volume (blower level) of the blower 30 is set to the first air volume. Thereby, when the cooling water temperature Tw of the traveling engine becomes higher than a predetermined temperature (for example, 10 ° C.), the blower 30 can start blowing.

  In this embodiment, compared with the ventilation volume of the air blower 30 at the time of implementing control of electric heater knee warm air blowing control, the ventilation volume of the air blower 30 at the time of implementing cold air exhaust control is small. For this reason, it is possible to reliably avoid giving the driver discomfort due to cold air.

  In this embodiment, after the control of the cold air exhaust control, the air volume of the blower 30 is gradually increased from the first air volume to the second air volume, and the electric heater knee warm air blowing control is started. For this reason, implementation of electric heater knee warm air blowing control can be started, without giving a driver uncomfortable feeling.

(Eighth embodiment)
In the first embodiment, in the cold air exhaust control, the example in which the cold air accumulated in the lower flow path 22 is blown out from the air outlet 120a of the foot ventilation path 120 to the feet of the driver's occupant is described. An example in which cold air is exhausted toward the vicinity will be described.

  FIG. 16 shows the configuration of the vehicle air conditioner 10 of the present embodiment. The knee ventilation path 130 of the present embodiment is provided with an air outlet 130b that blows conditioned air toward the steering and a door 95 that opens and closes the air outlets 130a and 130b. The door 95 is driven by a servo motor 158.

  Therefore, when executing the cold air exhaust control, the electronic control unit 180 controls the servo motor 158 to open the air outlet 130b and close the air outlet 130a. Thereby, cold wind can be exhausted from the blower outlet 130b toward the vicinity of the steering. Thereafter, when the electric heater knee warm air blowing control is executed, the electronic control unit 180 controls the servo motor 158 to close the air outlet 130b and open the air outlet 130a.

  The distance between the air outlet 130b and the driver of the present embodiment is longer than the distance between the air outlet 130a and the driver. Before the hot air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knees of the driver's occupant, the cool air stays in the region from the electric heater 80 in the air conditioning case 20 to the branch portion of the foot ventilation passage 120 and the knee ventilation passage 130. Even if the air is blown out from the air outlet 130b, it is possible to reduce discomfort to the occupant due to the cold air as in the first embodiment.

(Ninth embodiment)
In the first embodiment, in the cold air exhaust control, the example in which the cold air is exhausted from the air outlet 120a of the foot ventilation path 120 to the feet of the driver's seat occupant has been described. In addition, in the present embodiment, FIG. As shown by the arrow A, the front passenger foot door 92b can be used to open the passenger seat foot outlet 141 to blow out cool air from the passenger seat foot outlet 141.

  In the present embodiment, in the cold air exhaust control, the foot-knee switching door 94 closes the entrance of the knee ventilation path 130 and opens the entrance of the foot ventilation path 120. In addition, the passenger seat foot outlet 141 is opened by the front seat foot door 92b. For this reason, as shown by arrows A and B, cold air can be blown out from the air outlet 120a of the foot ventilation path 120 and the passenger seat foot air outlet 141, respectively.

  Here, the distance between the passenger's seat foot outlet 141 and the driver is longer than the distance between the outlet 130a and the driver. For this reason, the cool air staying in the air conditioning case 20 can be blown out from the passenger seat foot outlet 141 before the hot air is blown out from the air outlet 130a of the knee ventilation passage 130 to the knees of the driver's seat occupant. For this reason, as in the first embodiment, it is possible to reduce discomfort to the occupant due to cold air at the initial stage of blowing.

(10th Embodiment)
In the first embodiment, in the cold air exhaust control, the example in which the cold air accumulated in the lower flow path 22 is blown out from the air outlet 120a of the foot ventilation path 120 to the feet of the driver's seat occupant is described. In the embodiment, as shown by an arrow A in FIG. 18, the rear seat foot door 93 can open the rear seat foot ventilation path and cool air can be exhausted from the rear seat foot outlet.

  The distance between the rear seat foot ventilation path of this embodiment and the driver is longer than the distance between the air outlet 130a and the driver. For this reason, before blowing warm air from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's occupant, the region from the electric heater 80 in the air conditioning case 20 to the branch portion of the foot ventilation passage 120 and the knee ventilation passage 130 is provided. The accumulated cool air can be blown out from the rear-seat foot ventilation path. For this reason, it is possible to reduce discomfort to the occupant due to the cold air, as in the first embodiment.

(Eleventh embodiment)
In the first embodiment, in the cold air exhaust control, the example in which the cold air is exhausted from the air outlet 120a of the foot ventilation path 120 to the feet of the driver's seat occupant is described, but instead, in this embodiment, the defroster air outlet An example of exhausting cold air from 100 will be described.

  In this embodiment, when the cold air exhaust control is performed, the front seat foot door 92a closes the entrance 110a of the front seat foot ventilation path 110 and opens the through hole 102. In addition, the defroster outlet 100 is opened by the defroster door 90 and the face outlet 101 is closed by the face door 91. For this reason, the cool air staying in the region from the electric heater 80 in the air conditioning case 20 to the branch portion of the foot ventilation path 120 and the knee ventilation path 130 can be exhausted from the defroster outlet 100 through the through-hole 102.

  The distance between the defroster air outlet 100 of this embodiment and the driver is longer than the distance between the air outlet 130a and the driver. For this reason, before blowing warm air from the air outlet 130a of the knee ventilation passage 130 to the knee of the driver's occupant, the region from the electric heater 80 in the air conditioning case 20 to the branch portion of the foot ventilation passage 120 and the knee ventilation passage 130 is provided. The staying cold air can be blown out from the defroster outlet 100. For this reason, it is possible to reduce discomfort to the occupant due to the cold air, as in the first embodiment.

(Other embodiments)
In the first to eleventh embodiments, the heat exchanger that heats air using engine cooling water as a heat source has been described as the heat exchanger for heating. Instead, the heat of combustion is used as the heat exchanger for heating. You may use the heat exchanger which heats air as a heat source.

  In the first to eleventh embodiments, the example in which the foot / diff mode is performed as the blowing mode in steps S105, S106, and S107 has been described. Instead, the blowing mode is set in steps S105, S106, and S107. The foot mode may be implemented. In the foot mode, the defroster air outlet 100 is closed by the defroster door 90, the face air outlet 101 is closed by the face door 91, the entrance 110a of the front seat foot ventilation passage 110 is opened by the front seat foot door 92a, and the through hole 102 is closed. Mode.

  In the first to eleventh embodiments, an example has been described in which warm air is blown out to the driver's knees in order to make the driver feel the warmth with immediate effect, but instead, it is immediate and warm. In order to make the driver feel the warm air, a warm air may be blown out to a calf or a hand other than the driver's knee.

In the first to eleventh embodiments, the example using the electric heater 80 including the three PTC heaters 80a, 80b, and 80c has been described.
The number of PTC heaters constituting the electric heater 80 may be two, or four or more. Moreover, you may comprise the electric heater 80 using electric heater elements other than a PTC heater.

  In the first to eleventh embodiments, the example in which the driver blows warm air in order to make the driver feel warmth immediately is described. However, instead of this, other than the driver, In order to make an occupant feel immediate and warm, warm air may be blown out to other occupants.

  In addition, it is good also as this invention combining any 2 or more Examples among the said 1st-11th Embodiment.

DESCRIPTION OF SYMBOLS 10 Vehicle air conditioner 20 Air conditioning case 30 Blower 40a Inside / outside air switching box 41a Inside / outside air switching door 42a Inside air introduction port 43a Outside air introduction port 40b Inside / outside air switching box 41b Inside / outside air switching door 42b Inside air introduction port 43b Outside air introduction port 50 Heat for cooling Exchanger 60 Heater core 70a Air mix door 70b Air mix door 80 Electric heater 90 Defroster door 91 Face door 92a Front seat foot door 92b Front seat foot door 93 Rear seat foot door 94 Foot-knee switching door 150 Servo motor 160 Sensor 170 Immediate warm switch 171 setting Switch 180 electronic control unit

Claims (17)

An air-conditioning case (20) that forms a flow path for circulating air toward the vehicle interior;
A heating heat exchanger (50, 80) disposed in the air conditioning case for heating the air;
First and second passages (120, 130) for circulating the conditioned air that has passed through the heating heat exchanger toward the passengers in the vehicle compartment,
A switching door (94) for opening and closing each of the first and second passages,
A vehicle air conditioner in which a distance between the air outlet of the first passage and the occupant is shorter than a distance between the air outlet of the second passage and the occupant. ,
First control means (S105) for controlling the switching door to stop the blowing of the conditioned air from the air outlet of the first passage and to blow the conditioned air from the air outlet of the second passage. )When,
After the control of the first control means is finished, the switching is performed so that the blowing of the conditioned air from the air outlet of the second passage is stopped and the conditioned air is blown from the air outlet of the first passage. Second control means (S106) for controlling the door;
A vehicle air conditioner comprising: The heating heat exchanger (50) heats the air using cooling water of a traveling engine as a heat source,
A water temperature sensor (165) for detecting the temperature of the cooling water of the traveling engine;
Water temperature determination means (S104) for determining whether or not the detected temperature of the water temperature sensor has reached a predetermined temperature,
Until the water temperature determination means determines that the detected temperature of the water temperature sensor has reached a predetermined temperature, the first control means performs control of the switching door,
2. The vehicle according to claim 1, wherein when the water temperature determination unit determines that the detected temperature of the water temperature sensor has reached a predetermined temperature, the second control unit starts control of the switching door. 3. Air conditioner. 1st time determination means (S104a) which determines whether the time which passed since the immediate warming switch (170) for making a passenger | crew immediately feel warmth turned on reached predetermined time (TIMR0) or not is provided. ,
The first control means performs the control of the switching door until the first time determination means determines that the time elapsed since the instant warm switch is turned on has reached the predetermined time,
The second control means starts control of the switching door when the first time determination means determines that the time elapsed since the instant warm switch is turned on has reached the predetermined time. The vehicle air conditioner according to claim 1. The heating heat exchanger is an electric heater (80),
A second time determination means (S104b) for determining whether or not the operating time of the electric heater has reached a predetermined time (TIMR1);
The first control means controls the switching door until the second time determining means determines that the operating time of the electric heater has reached a predetermined time (TIMR1),
The second control means starts control of the switching door when the second time determination means determines that the operating time of the electric heater has reached a predetermined time (TIMR1). The vehicle air conditioner according to 1. The heating heat exchanger heats the air using cooling water of a traveling engine as a heat source,
After the start of operation of the traveling engine, the first control means starts control of the switching door,
When the elapsed time from the start of operation of the traveling engine exceeds the first set time, the second control means instead of the first control means starts to control the switching door. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is provided. A blower (30) for generating an air flow that passes through the heating heat exchanger and flows toward the passenger compartment in the air conditioning case;
The first air volume control means for setting the air flow rate of the blower to the first air flow rate before the second control means starts control of the switching door. The vehicle air conditioner as described in any one of thru | or 5.   And second air volume control means for setting the air flow rate of the blower to a second air flow rate that is larger than the first air flow rate after the second control means controls the switching door. The vehicle air conditioner according to claim 6.   The second air volume control means sets the air volume of the blower to the first air volume over time after the air volume of the blower is set to the first air volume by the first air volume control means. The vehicle air conditioner according to claim 7, wherein the air conditioner is gradually increased from a blown amount toward the second blown amount. An outside air temperature sensor (164) for detecting the temperature outside the passenger compartment (Tam),
The vehicle air conditioner according to claim 5, wherein the first set time is set longer as the detected temperature of the outside air temperature sensor becomes lower. The first and second passages are respectively formed by branching on the air downstream side of the heating heat exchanger,
A temperature sensor (166) for detecting an air temperature at a branch point of the first and second passages;
First temperature determination means (S104e) for determining whether or not the temperature detected by the temperature sensor has reached a predetermined temperature,
Until the first temperature determining means determines that the temperature detected by the temperature sensor has reached a predetermined temperature, the first control means performs control of the switching door,
The said 2nd control means starts control of the said switching door, when the said 1st temperature determination means determines with the detected temperature of the said temperature sensor having reached predetermined temperature, The control of the said switching door is started. Vehicle air conditioner. A temperature sensor (167) for detecting the temperature of air blown from the air outlet of the second passage;
Second temperature determination means (104e) for determining whether or not the temperature detected by the temperature sensor has reached a predetermined temperature,
Until the second temperature determining means determines that the temperature detected by the temperature sensor has reached a predetermined temperature, the first control means performs control of the switching door,
The said 2nd control means starts control of the said switching door when the said 2nd temperature determination means determines with the detection temperature of the said temperature sensor having reached predetermined temperature, The control of the said switching door is started. Vehicle air conditioner. The heating heat exchanger is composed of a plurality of electric heater elements that heat the air,
Heater control means (S216) for controlling the heat exchanger for heating so as to increase one by one the electric heater elements operated to heat the air among the plurality of electric heater elements, The vehicle air conditioner according to claim 1. Determination means (S104c) for determining whether or not the number of electric heater elements operated by the heater control means is a predetermined number or more;
The first control means performs the control of the switching door until the determination means determines that the number of the electric heater elements being operated is a predetermined number or more,
The said 2nd control means starts control of the said switching door, when the said determination means determines that the number of the electric heater elements currently operated is more than predetermined number, The control of the said switching door is started. The vehicle air conditioner described. When the heater control means controls the heating heat exchanger, the heating heat exchanger is increased as the operated electric heater elements are increased one by one among the plurality of electric heater elements. The amount of power consumed is increased,
Determination means (S104d) for determining whether or not the power consumption is a predetermined value or more;
Until the determination means determines that the power consumption is greater than or equal to a predetermined value, the first control means controls the switching door,
The vehicle air conditioner according to claim 12, wherein the second control unit controls the switching door when the determination unit determines that the power consumption amount is equal to or greater than a predetermined value. .   The vehicle air conditioner according to any one of claims 1 to 14, wherein the air outlet of the first passage is set so as to blow conditioned air toward the occupant's knee. apparatus.   The air blower outlet of the second passage is a foot blower outlet that blows air-conditioned air toward a passenger other than the passenger in the passenger compartment. The vehicle air conditioner described in 1.   The air conditioner for vehicles according to any one of claims 1 to 15, wherein the air outlet of the second passage is a defroster outlet for blowing conditioned air to an inner surface of a window glass of the vehicle. apparatus.

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