JP2018069976A - Air conditioning device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel economy by increasing an inside air circulation amount while inhibiting generation of fog on a window glass when outside temperature is low and engine coolant temperature is low.SOLUTION: When an ignition is turned on from off while an inside air and outside air mixture mode is selected, an air conditioning device for a vehicle conducts moisture correction control so as to increase an outside air introduction amount when a difference between temperature in the vicinity of a window glass and outside temperature is equal to or higher than a specified value and engine coolant temperature is equal to or lower than a specified water temperature.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle air conditioner mounted on, for example, an automobile, and particularly relates to a technical field in which air outside a vehicle interior and air inside the vehicle interior are simultaneously introduced as conditioned air to adjust the temperature.

  In general, an air conditioner for a vehicle is provided with an inside / outside air switching device for selecting air inside the vehicle interior (inside air) and air outside the vehicle interior (outside air) and introducing it as air conditioning air. The inside / outside air switching device includes a blower casing in which an inside air introduction port for introducing inside air and an outside air introduction port for introducing outside air are formed. The outside air introduction port communicates with the outside of the passenger compartment through an opening formed in the cowl or the like in the vehicle body. An inside / outside air switching damper that opens and closes the inside air introduction port and the outside air introduction port is provided in the blower casing. The introduced air-conditioning air is temperature-adjusted by a cooling heat exchanger, a heating heat exchanger, etc., and then blown out from the selected outlet among the defroster outlet, vent outlet, and heat outlet to the passenger compartment. It is like that.

  The vehicle air conditioners disclosed in Patent Documents 1 and 2 control the inside / outside air switching damper to adjust the temperature by introducing the inside air, and then after adjusting the temperature by introducing the outside air and adjusting the temperature by introducing the outside air. The outside air introduction mode to be supplied to the vehicle interior, and after adjusting the temperature by introducing both the inside air and the outside air, can be switched to three intake modes of the inside and outside air mixing mode to be supplied to the vehicle interior. Yes. Auto air conditioner control that automatically sets the intake mode, blowing mode, air volume, blowing temperature, etc. based on the conditions inside and outside the cabin (interior temperature, outside temperature, solar radiation) and the set temperature set by the passenger Is called.

  In Patent Document 1, the introduction ratio between outside air and inside air can be changed in the inside / outside air mixing mode, and the inside air circulation mode is set when the humidity inside the vehicle measured by the humidity sensor is 20% or less, and the outside air introduction mode when the humidity is 50%. It is said.

  In Patent Document 2, a determination unit that determines whether or not the window glass is easily fogged is provided. When the determination unit determines that the window glass is not easily fogged, at least the inside air is circulated and the determination unit determines that the window glass is likely to be fogged. As an outside air introduction mode, the window glass is prevented from being fogged. Furthermore, a control mode for gradually increasing the inside air circulation amount in the inside / outside air mixing mode, a control mode for maintaining the ratio between the inside air and the outside air, and a control mode for gradually increasing the amount of outside air introduced in the inside / outside air mixing mode are provided. The control mode is selected based on the ease of fogging of the window glass. There is an advantage that the amount of energy consumption required for heating can be reduced by reducing the ventilation amount by increasing the inside air circulation amount in a range where the window glass is not fogged.

  Patent Document 3 also controls the inside / outside air switching damper based on a humidity sensor, as in Patent Document 1.

JP-B-1-27891 Japanese Patent No. 5152355 Japanese Utility Model Publication No. 56-70311

  By the way, as described above, the ease of fogging of the window glass of the vehicle is detected by the humidity sensor, and when the window glass is easily fogged based on the detection result, the inside / outside air switching damper is operated in the direction in which the outside air introduction amount increases. When the window glass is not easily fogged, it is considered that accurate control can be performed by operating the inside / outside air switching damper in a direction in which the inside air circulation amount increases.

  Here, considering the case where a temperature / humidity sensor that detects both humidity and temperature in the vicinity of the window glass is provided as means for detecting the ease of fogging of the window glass of the vehicle, the temperature / humidity sensor is generally covered with a cover or the like. It has a heat capacity. For this reason, when the window glass temperature changes suddenly, the temperature detected by the temperature / humidity sensor is difficult to follow the actual window glass temperature change, especially immediately after the engine is started during a cold start. On the other hand, the temperature / humidity sensor tends to output a temperature lower than the actual window glass temperature.

  Detecting the window glass temperature low makes it easy to determine that the window glass is cloudy despite the fact that the actual window glass is clear, and this increases the amount of outside air introduced unnecessarily. Increasing the amount of outside air introduced increases the amount of ventilation in the passenger compartment, increases the amount of heating energy consumed, and does not improve the fuel efficiency without achieving the amount of internal air circulation as originally intended for linear intake. Become.

  Therefore, when the outside air temperature is low and the engine water temperature is low, it is conceivable to perform dry correction control so that the inside air circulation amount is increased, thereby increasing the inside air circulation amount. When the test was conducted, it was found that fogging may occur in the window glass if dry correction control is performed when the difference between the window glass temperature and the outside air temperature is large.

  The present invention has been made in view of the above points, and the object of the present invention is to circulate the inside air while suppressing the occurrence of fogging on the window glass when the outside air temperature is low and the engine water temperature is low. The purpose is to increase fuel consumption by increasing the amount.

  In order to achieve the above object, in the present invention, when the ignition of the vehicle is switched from OFF to ON, the difference between the window glass temperature and the outside air temperature is obtained, and this difference is large, and the engine water temperature is low. In some cases, the amount of outside air introduced was increased.

The first invention is
A blower casing formed with an inside air introduction port that introduces air in the vehicle interior and circulates it into the vehicle interior, and an outside air introduction port that introduces air outside the vehicle compartment;
An inside / outside air switching damper that is provided in the blower casing and opens and closes the inside air inlet and the outside air inlet;
Inside / outside air switching damper driving means for driving the inside / outside air switching damper;
A temperature / humidity sensor disposed in the vehicle interior for detecting temperature and humidity in the vicinity of the window glass in the vehicle interior;
A controller for controlling the inside / outside air switching damper driving means,
The control device controls the inside / outside air switching damper driving means to operate the inside / outside air switching damper in a direction in which the outside air introduction amount increases when the window glass is easily fogged based on the detection result of the temperature / humidity sensor. On the other hand, when the window glass is difficult to be fogged, the inside / outside air mixing mode for controlling the inside / outside air switching damper driving means to operate the inside / outside air switching damper in the direction in which the inside air circulation amount increases can be selected. In vehicle air conditioners,
The vehicle air conditioner includes an outside air temperature detecting means for detecting an outside air temperature, and an engine water temperature detecting means for detecting an engine water temperature of the vehicle,
When the inside / outside air mixing mode is selected when the vehicle ignition is switched from OFF to ON, the control device uses the temperature near the window glass detected by the temperature / humidity sensor and the outside air temperature detecting means. When the difference between the detected outside air temperature is not less than a predetermined value and the engine water temperature detected by the engine water temperature detecting means is not more than the predetermined water temperature, the humidity correction control is performed so that the amount of outside air introduced is increased. To do.

  In other words, when the engine is cold started, the temperature of the blown air rises as the engine water temperature rises, and the temperature of the window glass rises rapidly, but the temperature / humidity sensor is kept cold at the cold start. Moreover, since it is covered with a cover or the like, it is difficult for hot air to hit and the temperature does not easily rise, and the temperature / humidity sensor may output a temperature lower than the actual window glass temperature. Therefore, it is easy to determine that the window glass is fogged despite the fact that the actual window glass is clear, and this may unnecessarily increase the amount of outside air introduced, which may make it difficult to improve fuel efficiency. There is.

  Therefore, it is conceivable to perform control so that the inside air circulation amount increases when the outside air temperature is low and the engine water temperature is low. This makes it possible to increase the amount of inside air circulation even in a situation where the temperature and humidity sensor cannot cope with the change in the temperature of the window glass. It has been found that there are not a few cases where this occurs.

  In the present invention, when the ignition of the vehicle is switched from OFF to ON, the difference between the temperature near the window glass and the outside air temperature is a predetermined value or more and the outside water introduction amount is increased when the engine water temperature is low. The occurrence of fogging on the glass is suppressed.

According to a second invention, in the first invention,
The predetermined value is increased as the outside air temperature detected by the outside air temperature detecting means decreases.

  According to this configuration, it is possible to perform appropriate control according to the outside air temperature by changing the predetermined value so as to correspond to the outside air temperature.

According to a third invention, in the first or second invention,
The control device is configured to end the wetness correction control when a predetermined time elapses after the ignition of the vehicle is turned from OFF to ON.

  That is, when a predetermined time elapses after the ignition of the vehicle is turned from OFF to ON, the engine water temperature rises and the vehicle interior temperature rises, and the window glass is hardly fogged. In such a case, by ending the wetness correction control, the inside air circulation amount is increased and the fuel consumption is improved.

According to a fourth invention, in any one of the first to third inventions,
When the inside / outside air mixing mode is selected, the control device is configured such that the outside air temperature is not more than a predetermined temperature by the outside air temperature detecting means and the engine water temperature is not more than a first threshold value by the engine water temperature detecting means. Is detected, the dry correction control is performed so that the inside air circulation amount increases.

  According to this configuration, when it is detected that the outside air temperature is low outside air that is equal to or lower than the predetermined temperature, and the engine water temperature is equal to or lower than the first threshold value and during cold start, the inside air circulation amount is increased. Since the dry correction control is performed, the inside air circulation amount can be increased even in a situation where the temperature / humidity sensor cannot cope with a change in the temperature of the window glass.

  According to the first invention, when the ignition of the vehicle is switched from OFF to ON, the difference between the window glass temperature and the outside air temperature is obtained, and when this difference is large and the engine water temperature is low, the outside air Since the introduction amount is increased, the inside air circulation amount can be increased and the fuel efficiency can be improved while suppressing the fogging of the window glass.

  According to 2nd invention, appropriate control according to outside temperature can be performed by enlarging a predetermined value, so that outside temperature becomes low.

  According to the third aspect of the invention, since the humidity correction control can be ended when the vehicle ignition is switched from OFF to ON and the window glass becomes difficult to fog up, the amount of inside air circulation is increased to improve fuel efficiency. Can be made.

  According to the fourth aspect of the invention, the amount of inside air circulation increases when the engine air temperature is low at a low outside air temperature. Fuel consumption can be improved by increasing the amount of inside air circulation.

It is a figure showing the schematic structure of the air-conditioner for vehicles concerning an embodiment. It is a block diagram of a vehicle air conditioner. It is a flowchart which shows the control procedure by a control apparatus. It is a flowchart which shows an intake control procedure. It is a flowchart which shows the correction | amendment procedure of dew point temperature. It is a graph for calculating a wet dew point temperature correction value. 6 is a graph for calculating a threshold value A. 4 is a graph for calculating a threshold value B. It is a graph for calculating a dry dew point temperature correction value.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 is a schematic configuration diagram of a vehicle air conditioner 1 according to an embodiment of the present invention. This vehicle air conditioner 1 is mounted on a vehicle such as an automobile, for example, and after adjusting the temperature by introducing one or both of air in the vehicle interior (inside air) and air outside the vehicle interior (outside air), It is comprised so that it may supply to each part of a vehicle interior. Although not shown, a vehicle interior of the vehicle is provided with a front seat including a driver seat and a passenger seat, and a rear seat disposed behind the front seat.

  The vehicle air conditioner 1 includes an air conditioning casing 10 and a control device (shown in FIG. 2) 30. The air conditioning casing 10 is accommodated, for example, inside an instrument panel (not shown) disposed at the front end of the passenger compartment. The air conditioning casing 10 includes a blower casing 11, a temperature adjusting unit 12, and a blowing direction switching unit 13 in order from the upstream side to the downstream side in the air flow direction. The blower casing 11 is formed with an outside air introduction port 11a and an inside air introduction port 11b. The outside air introduction port 11a communicates with the outside of the passenger compartment through, for example, an intake duct (not shown), and introduces air outside the passenger compartment (outside air). The inside air introduction port 11b is opened inside the instrument panel, and introduces air (inside air) in the passenger compartment to circulate in the passenger compartment. The amount of outside air introduced from the outside air introduction port 11a is the outside air introduction amount. The amount of inside air introduced from the inside air introduction port 11b is the inside air circulation amount.

  Inside the blower casing 11, an inside / outside air switching damper 11c for opening and closing the outside air introduction port 11a and the inside air introduction port 11b is disposed. The inside / outside air switching damper 11 c can be constituted by, for example, a plate-like member, and is supported so as to be rotatable with respect to the side wall of the blower casing 11. The inside / outside air switching damper 11c is driven to have an arbitrary rotation angle by an inside / outside air switching actuator (inside / outside air switching damper driving means) 11d. Thereby, the intake mode is switched. The inside / outside air switching actuator 11d is controlled by the control device 30 as described later.

  For example, as shown by a solid line in FIG. 1, when the outside air introduction port 11a is fully closed and the inside / outside air switching damper 11c is rotated until the inside air introduction port 11b is fully opened, the intake mode becomes the inside air circulation mode. The opening degree of the inside / outside air switching damper 11c at this time is 100%. On the other hand, when the outside air introduction port 11a is fully opened and the inside / outside air switching damper 11c is rotated until the inside air introduction port 11b is fully closed as indicated by a virtual line in FIG. 1, the intake mode becomes the outside air introduction mode. . The opening degree of the inside / outside air switching damper 11c at this time is 0%. When the opening degree of the inside / outside air switching damper 11c is between 1% and 99%, both the outside air introduction port 11a and the inside air introduction port 11b are opened, and both the inside air and the outside air are introduced into the temperature control unit 12. Is done. This intake mode is the inside / outside air mixing mode. In the inside / outside air mixing mode, the introduction ratio between the inside air and the outside air is changed according to the opening degree of the inside / outside air switching damper 11c, and thereby the outside air introduction amount and the inside air circulation amount change. Details of the intake mode switching control will be described later.

  Further, since both the outside air introduction port 11a and the inside air introduction port 11b are in the open state in the inside / outside air mixing mode, for example, if the running wind is strong, the running wind enters the blower casing 11 from the outside air introduction port 11a. A part of the air may flow into the passenger compartment from the inside air inlet 11b. At this time, for example, if it is snowing, it is conceivable that snow riding on the traveling wind enters the blower casing 11 from the outside air introduction port 11a and enters the vehicle interior from the inside air introduction port 11b, but this embodiment will be described later. In step SB11 of the flowchart shown in FIG. 4, the entry of snow into the passenger compartment is suppressed.

  As shown in FIG. 1, the blower casing 11 is provided with a blower 15. The blower 15 includes a fan 15a and a blower motor 15b that drives the fan 15a. When the fan 15a rotates, at least one of the inside air and the outside air is introduced into the blower casing 11, and then blown to the temperature adjusting unit 12 provided on the downstream side of the blower casing 11. The blower motor 15b is configured to be able to adjust the number of revolutions per unit time by changing the applied voltage. The amount of blown air varies depending on the rotational speed of the blower motor 15b. The blower motor 15 b is controlled by the control device 30.

  The temperature adjustment unit 12 is a part for adjusting the temperature of the air-conditioning air introduced from the blower casing 11. Inside the temperature control unit 12, a cooling heat exchanger 16, a heating heat exchanger 17, and an air mix door 18 are disposed. That is, a cold air passage R1 is formed in the temperature adjusting unit 12 on the upstream side in the air flow direction, and the cooling heat exchanger 16 is accommodated in the cold air passage R1. Further, the downstream side of the cold air passage R1 is branched into a hot air passage R2 and a bypass passage R3, and the heating heat exchanger 17 is accommodated in the hot air passage R2.

  The cooling heat exchanger 16 can be constituted by, for example, a refrigerant evaporator of a heat pump device or the like, but is not limited thereto, and may be anything that can cool air. Moreover, the heat exchanger 17 for heating can be comprised, for example by the heater core etc. which are supplied with the cooling water of the engine (not shown) mounted in the engine room of the vehicle, However, it is not restricted to this Any device that can heat air, such as an electric heater, may be used. An electric heater can be added as an auxiliary heat source.

  The air mix door 18 is disposed between the cooling heat exchanger 16 and the heating heat exchanger 17, and opens and closes the upstream end of the hot air passage R2 and the upstream end of the bypass passage R3. The air mix door 18 can be comprised, for example with a plate-shaped member, and is supported so that rotation with respect to the side wall of the temperature control part 12 is possible. The air mix door 18 is driven by an air mix actuator 18a so as to have an arbitrary rotation angle. The air mix actuator 18 a is controlled by the control device 30.

  When the air mix door 18 fully opens the upstream end of the hot air passage R2 and fully closes the upstream end of the bypass passage R3, the entire amount of the cold air generated in the cold air passage R1 flows into the hot air passage R2 and heats it. Therefore, warm air flows into the blowing direction switching unit 13. On the other hand, when the air mix door 18 fully closes the upstream end of the hot air passage R2 and fully opens the upstream end of the bypass passage R3, the entire amount of cold air generated in the cold air passage R1 flows into the bypass passage R3. Cold air flows into the blowing direction switching unit 13. When the air mix door 18 is in a rotational position that opens the upstream end of the hot air passage R2 and the upstream end of the bypass passage R3, the cold air and the hot air flow into the blowing direction switching unit 13 in a mixed state. The amount of cool air and the amount of warm air flowing into the blowing direction switching unit 13 are changed depending on the rotation position of the air mix door 18, and conditioned air having a desired temperature is generated. The air mix door 18 is not limited to the plate-shaped door described above, and any configuration may be used as long as it can change the amount of cold air and the amount of hot air. For example, a rotary door, a film door, a louver damper, or the like may be used. Moreover, the structure of temperature control may not be the above-described structure, and may be a structure that can change the amount of cold air and the amount of hot air.

  The blowing direction switching part 13 is a part for supplying the conditioned air whose temperature is adjusted by the temperature adjusting part 12 to each part of the passenger compartment. In the blowing direction switching unit 13, a defroster outlet 21, a vent outlet 22, and a heat outlet 23 are formed. The defroster outlet 21 is connected to a defroster nozzle 24 formed on the instrument panel. The defroster outlet 21 is for supplying conditioned air to the vehicle interior surface of the front window glass (window glass) G. A defroster door 21 a for opening and closing the defroster outlet 21 is provided inside the defroster outlet 21.

  The vent outlet 22 is connected to a vent nozzle 25 formed on the instrument panel. The vent nozzle 25 is for supplying conditioned air to the upper body of the front seat occupant, and is provided at the center in the vehicle width direction of the instrument panel and at both the left and right sides. A vent door 22 a for opening and closing the vent air outlet 22 is provided inside the vent air outlet 22.

  The heat outlet 23 is connected to a heat duct 26 that extends to the vicinity of the passenger's feet. The heat duct 26 is for supplying conditioned air to the feet of passengers. Inside the heat outlet 23, a heat door 23a for opening and closing the heat outlet 23 is provided.

  The defroster door 21a, the vent door 22a, and the heat door 23a are driven by the blowing direction switching actuator 27 to open and close. The blowing direction switching actuator 2 is controlled by the control device 30. The defroster door 21a, the vent door 22a, and the heat door 23a are linked via a link (not shown). For example, the defroster mode and defroster in which the defroster door 21a is open and the vent door 22a and heat door 23a are closed. The vent mode in which the door 21a and the heat door 23a are closed and the vent door 22a is opened, the heat mode in which the defroster door 21a and the vent door 22a are closed and the heat door 23a is opened, the defroster door 21a and the vent door 22a are open Thus, among the plurality of blowing modes such as the differential vent mode in which the heat door 23a is in the closed state, the defroster door 21a and the heat door 23a in the open state, and the vent door 22a in the closed state, the mode is switched to an arbitrary blowing mode. That.

  As shown in FIG. 2, the vehicle air conditioner 1 includes an outside air temperature sensor (outside air temperature detecting means) 31, an inside air temperature sensor 32, a solar radiation amount sensor (sunlight amount detecting means) 33, a cooling water temperature sensor 34, an evaporator sensor 35, A front window vicinity temperature / humidity sensor 37, an operation switch 39, an occupant sensor 40, a vehicle speed sensor (vehicle speed detection means) 41, a wiper switch 42, and an engine water temperature sensor 43 are provided. These sensors 31 to 35, 37, 40, 41, 43 are connected to the control device 30 and output signals to the control device 30. Further, the operation switch 39 is connected to the control device 30 so that the control device 30 can detect the operation state by the occupant. The wiper switch 42 is connected to the control device 30.

  The outside air temperature sensor 31 is disposed, for example, at the front or side of the vehicle outside the passenger compartment, and detects the air temperature (outside air temperature) around the vehicle. The inside air temperature sensor 32 is disposed, for example, in the vicinity of an instrument panel in the passenger compartment, and detects the air temperature (inside air temperature) in the passenger compartment. The solar radiation amount sensor 33 is disposed, for example, in the vicinity of an instrument panel in the passenger compartment, and detects the amount of solar radiation irradiated to the passenger compartment.

  The inside air temperature sensor 32, the outside air temperature sensor 31, and the solar radiation amount sensor 33 can detect information related to cooling that is felt by the occupant. In other words, the inside air temperature output from the inside air temperature sensor 32 is substantially equal to the occupant's atmosphere temperature. A high inside air temperature makes the occupant feel warm and a low inside air temperature makes the occupant feel cold. . Further, when the outside air temperature output from the outside air temperature sensor 31 is high, the passenger feels warm, and when the outside air temperature is low, the passenger feels cold. Further, when the amount of solar radiation output from the solar radiation amount sensor 33 is large, the passenger feels warm, and when the amount of solar radiation is small, the passenger feels cold.

  The cooling water temperature sensor 34 is engine water temperature detection means for detecting the temperature of the cooling water (engine water temperature) of the engine mounted on the vehicle. With this cooling water temperature sensor 34, the temperature of the engine cooling water flowing into the heating heat exchanger 17 can be estimated. Further, the cooling water temperature sensor 34 can estimate the warm-up state of the engine and obtain the temperature of the heating heat source. The evaporator sensor 35 is disposed downstream of the cooling heat exchanger 16 in the air flow direction, and detects the surface temperature of the cooling heat exchanger 16.

  The front window vicinity temperature / humidity sensor 37 is disposed in the vicinity of the inner surface of the front window glass G and in the vicinity of the inner surface thereof, and detects the temperature of the front window glass G in the vicinity of the inner surface of the vehicle interior (see FIG. And a humidity sensor (not shown) for detecting the humidity in the vicinity of the vehicle interior surface of the front window glass G. The temperature sensor and the humidity sensor are mounted on a substrate (not shown). The front window vicinity temperature and humidity sensor 37 is covered with a cover (not shown) made of, for example, a resin material.

  The operation switch 39 is disposed, for example, on an instrument panel or the like. For example, an ON / OFF switch for the air conditioner 1, an air volume switch for increasing or decreasing the air flow, a temperature setting switch for setting the temperature of the passenger compartment, It is composed of an inside / outside air switching switch for switching between the inside air circulation, outside air introduction and inside / outside air mixing modes, an auto switch for selecting whether or not to perform auto air conditioner control, a blowing mode switching switch for switching the blowing direction, a defroster switch, and the like.

  The occupant sensor 40 can detect whether an occupant is seated in the front seat and can also detect whether an occupant is seated in the rear seat. Specifically, for example, a pressure sensor is incorporated in each of the seat cushion portions of the front seat and the rear seat, and it is possible to detect whether or not an occupant is seated by the pressure sensor. In addition, since a sensor for detecting whether or not the front and rear seat belts are in the mounted state is provided in a general vehicle, if the seat belt is in the mounted state using this sensor, the occupant is seated. Can be detected. The vehicle speed sensor 41 can detect the speed of the vehicle, and conventionally known sensors can be used. The signal output from the passenger sensor 40 may or may not be used for the control according to the present embodiment.

  The wiper switch (wiper operating state detecting means) 42 is for operating a wiper provided in the vehicle, and has at least an ON position for operating the wiper and an OFF position for stopping the wiper. doing. In the ON position, the operation speed of the wiper can be switched between high speed, medium speed, and low speed, and intermittent operation can be performed. Since the wiper switch 42 is connected to the control device 30, the control device 30 can detect the operating state of the vehicle wiper by the wiper switch 42.

  Based on the signals (output values) output from the sensors 31 to 35, 37, 40, 41, and 43, and the operation states of the operation switch 39 and the wiper switch 42, the control device 30 performs an inside / outside air switching actuator 11d, It controls the air mix actuator 18a, the blowing direction switching actuator 27, and the blower motor 15b. That is, when the automatic air conditioner control is selected by the auto switch of the operation switch 39, the temperature outside the passenger compartment, the temperature inside the passenger compartment, the amount of solar radiation, the engine coolant temperature, the surface temperature of the cooling heat exchanger 16, the set temperature. Based on the above, the target blowing temperature of the conditioned air supplied to the vehicle interior is determined, the opening degree of the air mix door 18 is calculated so as to be the target blowing temperature, and the air mixing door 18 becomes this opening degree. Thus, the air mix actuator 18a is controlled to rotate the air mix door 18. Thereby, the temperature of the conditioned air becomes the target blowing temperature.

  Further, the control device 30 controls the blowing direction switching actuator 27 so that the blowing mode is mainly the vent mode during cooling, and the blowing direction switching actuator 27 is set so that the blowing mode is mainly the defroster mode and the heat mode during heating. To control. In the case of weakness even during cooling or heating, the blowing direction switching actuator 27 is controlled so as to be in the bi-level mode or the defvent mode. Further, when the defroster switch included in the operation switch 39 is turned on, the blow direction switching actuator 27 is controlled so that the blow mode becomes the defrost mode.

  For example, when heating is performed with a vehicle that has been left for a long time in winter, or when cooling is performed with a vehicle that has been left for a long time in summer, the difference between the target blowing temperature and the inside air temperature becomes large. In such a case, the control device 30 controls the blower motor 15b so as to increase the air volume, but the occupant can also operate the air volume selector switch to obtain the desired air volume. In the automatic air conditioner control, the blower motor 15b is controlled so that the air volume decreases as the difference between the target blowing temperature and the inside air temperature decreases. The blower motor 15b is controlled by changing the applied voltage. However, the present invention is not limited to this, and it is sufficient that the number of rotations of the blower motor 15b can be changed.

  The amount of air blown to the upper body of the occupant can be detected by the control of the blower motor 15b and the control of switching the blowing mode by the control device 30. That is, when the blowing mode is the vent mode, the conditioned air is mainly blown to the upper body of the occupant. By detecting the voltage applied to the blower motor 15b in the vent mode, the occupant's upper body is detected. The amount of blown air can be detected. Further, in the heat mode, the amount of air blown to the occupant's upper body as a whole is smaller than that in the vent mode, and this can also be detected by the control device 30.

  Further, the control device 3 controls the inside / outside air switching actuator 27 according to the procedure of the flowchart shown in FIG. The inside / outside air switching actuator 27 is controlled at a predetermined timing when the ignition switch of the vehicle is ON and the vehicle air conditioner 1 is turned ON and the control device 3 determines that heating is required. It has been repeated. During cooling, the inside / outside air switching actuator 27 is basically controlled to be in a mode selected by the occupant (outside air introduction mode or inside air circulation mode).

  In step SA1 after the start, the output values of the sensors 31 to 35, 37, 40, 41, and 43 are read, and the operation states of the operation switch 39 and the wiper switch 42 are read. Each of the sensors 31 to 35, 37, 40, 41, and 43 continuously detects and outputs each value when the ignition switch is turned on from the OFF state and thereafter.

  In step SA2 following step SA1, the front window glass dew point temperature is calculated. The front window glass dew point temperature is basically based on the temperature in the vicinity of the vehicle interior surface of the front window glass G output from the front window vicinity temperature and humidity sensor 37 and the humidity in the vicinity of the vehicle interior surface of the front window glass G. Obtained. The front window glass dew point temperature is continuously calculated when the ignition switch is turned on from the OFF state and thereafter.

  In step SA3 following step SA2, dew point temperature correction is performed. The dew point temperature correction is control for adding a dew point temperature correction value (° C.) to the front window glass dew point temperature calculated in step SA2. The dew point temperature correction value (° C.) includes a wet dew point temperature correction value (° C.) and a dry dew point temperature correction value (° C.), and how to obtain these correction values will be described later.

  In step SA4 following step SA3, a target dew point temperature is calculated. The target dew point temperature is set to a temperature lower than the temperature in the vicinity of the vehicle interior surface of the front window glass G output from the front window vicinity temperature and humidity sensor 37. For example, when the temperature in the vicinity of the vehicle interior surface of the front window glass G is 10 ° C., a temperature lower by about 2 to 3 ° C. is set as the target dew point temperature. The target dew point temperature can be obtained according to a known method. Thereafter, in step SA5, intake control is performed. The blowing mode and the air volume (the voltage applied to the fan drive motor 15b) are also determined based on a known control method.

(Contents of intake control)
The specific contents of the intake control performed in step SA5 are shown in the flowchart of FIG. In step SB1 of the flowchart of FIG. 4, it is determined whether or not the automatic control is performed, that is, whether the automatic air conditioner control or the manual operation by the passenger is selected. Whether or not the auto air conditioner control is performed can be determined by whether or not the auto switch among the operation switches 39 is pressed. If NO is determined in step SB1 and the manual operation is selected instead of the automatic air conditioner control, the process proceeds to step SB2, and it is determined whether or not the intake mode is the outside air introduction mode. Since the inside / outside air mixing mode cannot be selected by manual operation, it is determined in step SB2 which mode is the outside air introduction mode or the inside air circulation mode.

  If it is determined as YES in step SB2 and it is in the outside air introduction mode, it means that the occupant has positively selected the outside air introduction mode, so that the routine proceeds to step SB3 and the target opening degree of the inside / outside air switching damper 11c. Is the outside air opening. The outside air introduction opening is an opening that fully opens the outside air introduction port 11a and fully closes the inside air introduction port 11b, and is 0%. On the other hand, if it is determined as NO in step SB2 and is in the inside air circulation mode, it means that the occupant is positively selecting the inside air circulation mode, so that the process proceeds to step SB4, where the inside / outside air switching damper 11c The target opening is the inside air circulation opening. The inside air circulation opening is an opening that fully closes the outside air introduction port 11a and fully opens the inside air introduction port 11b, and is 100%.

  If YES is determined in step SB1 and the air conditioner control is performed, the process proceeds to step SB5. In step SB5, the corrected front window glass dew point temperature after step SA3 of the flowchart shown in FIG. 3 is used. Then, the target opening degree (f) of the inside / outside air switching damper 11c is calculated so as to be the target dew point temperature calculated in step SA4.

  For example, when the front window glass dew point temperature is higher than the target dew point temperature in step SB5, the target opening degree (f) of the inside / outside air switching damper 11c is calculated so as to increase the outside air introduction amount, and the front window glass dew point temperature is calculated. When the temperature is lower than the target dew point temperature, the target opening degree (f) of the inside / outside air switching damper 11c is calculated so as to increase the inside air circulation amount. When the front window glass dew point temperature is higher than the target dew point temperature, the larger the difference is, the more outside air is introduced, and when the front window glass dew point temperature is lower than the target dew point temperature, the larger the difference is, Increase the amount of inside air circulation.

  That is, the control device 30 detects the ease of fogging of the front window glass G based on the output value of the front window vicinity temperature and humidity sensor 37, and basically the front window glass G is easily fogged based on the detection result. In such a case, the outside air introduction amount is increased, while the inside air circulation amount is increased when the front window glass G is not easily fogged. Thus, in the automatic air conditioner control, basically, the inside / outside air mixing mode in which the outside air introduction amount and the inside air circulation amount are changed based on the ease of fogging of the front window glass G is selected.

  After calculating the target opening degree (f) of the inside / outside air switching damper 11c in step SB5, the process proceeds to step SB6 to determine whether or not the current outside air temperature detected by the outside air temperature sensor 31 is equal to or lower than a predetermined temperature. The predetermined temperature in step SB6 is a temperature that is low enough to snow, and can be, for example, 3 ° C. or lower, 2 ° C. or lower, 1 ° C. or lower, 0 ° C. or lower, or below freezing.

  If it is determined as NO in step SB6 and the current outside air temperature is higher than the predetermined temperature and is not likely to snow, the process proceeds to step SB7. In step SB7, the opening degree (f) obtained in step SB5 is set as the opening degree of the inside / outside air switching damper 11c.

  If it is determined as YES in step SB6 and the current outside air temperature is low enough to snow, it proceeds to step SB8 and whether or not the current solar radiation amount detected by the solar radiation sensor 33 is equal to or less than a predetermined amount. Determine whether. The predetermined amount in step SB8 is a strong solar radiation amount that almost melts in the middle of snowing even if it is snowing. If NO is determined in step SB8 and the amount of solar radiation is large and the snow is likely to melt by solar radiation, the process proceeds to step SB7.

  If it is determined as YES in step SB8 and the current amount of solar radiation is high enough to melt snow, the process proceeds to step SB9 to determine whether or not the wiper switch 42 is ON. If the wiper switch 42 is ON, it means that snow has fallen to adhere to the surface of the front windshield G. In this case, the process proceeds to step SB10. On the other hand, if it is determined NO in step SB10 and snow is falling but not so much as to adhere to the surface of the front windshield G, the process proceeds to step SB7.

  In step SB10, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 41 is equal to or higher than a predetermined vehicle speed. The predetermined vehicle speed in step SB10 is a reference speed for determining whether or not the vehicle is traveling at a high speed, and can be set, for example, in the range of 60 km / h to 80 km / h. In step SB10, the determination reference speed may be lowered to determine whether or not the vehicle is traveling. If it is determined as YES in step SB10 and the vehicle is traveling at a high speed, the process proceeds to step SB11. In step SB11, the target opening degree of the inside / outside air switching damper 11c is set to the outside air introduction opening degree regardless of the opening degree calculated in step SB5.

  On the other hand, if it is determined as NO in step SB10 and the vehicle is not traveling at high speed, even if it is snowing, the momentum of the traveling wind is weak, and the possibility that the snow rides on the traveling wind and enters the vehicle compartment is low. In this case, the process proceeds to step SB7.

  After the opening degree of the air mix door 18 is determined as described above, the process proceeds to step SA6 in the flowchart shown in FIG. 3 to perform the driving process of the inside / outside air switching actuator 11d. Specifically, the inside / outside air switching actuator 11d is operated so that the opening degree of the inside / outside air switching damper 11c becomes the opening degree set in steps SB11 and SB7 in the flowchart shown in FIG.

(Front window glass dew point temperature correction control)
Next, front window glass dew point temperature correction control will be described based on the flowchart shown in FIG. The front window glass dew point temperature correction control includes wetness correction control that performs correction to increase the amount of outside air introduced, and dry correction control that performs correction to increase the amount of inside air circulation, and can be switched according to the situation.

  In step SC1 of the flowchart shown in FIG. 5, it is determined whether or not the ignition of the vehicle has been switched from OFF to ON. If it is determined as YES in step SC1 and the ignition of the vehicle is turned from OFF to ON, the process proceeds to step SC2. On the other hand, if it is determined as NO in step SC1 and the ignition of the vehicle is ON (IG is ON), the process proceeds to step SC15.

  In step SC2, the temperature in the vicinity of the vehicle interior surface of the front window glass G detected by the front window temperature / humidity sensor 37 is equal to or greater than a value obtained by adding a predetermined value to the current outside air temperature detected by the outside air temperature sensor 31. It is determined whether or not. That is, the value (difference) obtained by subtracting the current outside air temperature detected by the outside air temperature sensor 31 from the temperature in the vicinity of the vehicle interior surface of the front window glass G detected by the front window neighborhood temperature and humidity sensor 37 is equal to or greater than a predetermined value. It is determined whether or not.

  The predetermined value used in step SC2 is not always constant, and changes so as to increase as the current outside air temperature detected by the outside air temperature sensor 31 decreases. For example, if the current outside air temperature detected by the outside air temperature sensor 31 is −20 ° C. or lower, the predetermined value is 3, and if it is higher than −20 ° C. and −10 ° C. or lower, the predetermined value is 2.5. If the temperature is higher than −10 ° C. and 0 ° C. or lower, the predetermined value is 2. If the temperature is higher than 0 ° C., the predetermined value may be 2. This predetermined value is an example, and is not limited to the given numerical values.

  The difference between the temperature in the vicinity of the vehicle interior surface of the front window glass G that is determined as YES in step SC2 and detected by the front window vicinity temperature and humidity sensor 37 and the current outside air temperature detected by the outside air temperature sensor 31 is a predetermined value. If so, the process proceeds to step SC3. On the other hand, the difference between the temperature in the vicinity of the vehicle interior surface of the front window glass G detected by the front window vicinity temperature / humidity sensor 37 determined as NO in step SC2 and the current outside air temperature detected by the outside temperature sensor 31 is the difference. When it is less than the predetermined value, the difference between the temperature of the front window glass G in the vicinity of the vehicle interior surface and the current outside air temperature is small, and the front window glass G is hardly fogged, and the process proceeds to step SC8.

  In step SC3, it is determined whether or not the engine water temperature detected by the engine water temperature sensor 43 is equal to or lower than a predetermined water temperature. The value of the predetermined water temperature used in the determination in step SC3 can be set to 60 ° C., for example, but is not limited to this, and may be any value that can determine that the engine is not completely warmed up.

  If YES in step SC3 and the engine water temperature detected by the engine water temperature sensor 43 is equal to or lower than the predetermined water temperature, the process proceeds to step SC4. On the other hand, if it is determined NO in step SC3 and the engine water temperature detected by the engine water temperature sensor 43 is higher than the predetermined water temperature, the engine is almost warmed up, and the process proceeds to step SC8.

  In step SC4, wetness correction control is performed and the wetness correction flag F1 is set to 1. In the wetness correction control, a wet dew point temperature correction value (° C.) is obtained based on the graph shown in FIG. The horizontal axis of the graph of FIG. 6 indicates the current outside air temperature Ta (detected by the outside air temperature sensor 31 from the temperature Tow (° C.) of the front window glass G near the vehicle interior surface detected by the front window temperature and humidity sensor 37. The vertical axis represents the wet dew point temperature correction value (° C.). The STP2 and STP3 on the horizontal axis are not always constant, and change so as to increase as the current outside air temperature detected by the outside air temperature sensor 31 decreases. For example, if the current outside air temperature detected by the outside air temperature sensor 31 is −20 ° C. or less, STP2 and STP3 are set to 3 and 12, respectively. If it is higher than −20 ° C. and less than −10 ° C., STP2 and STP3 is set to 2.5 and 11.5, respectively, higher than −10 ° C. and below 0 ° C., STP2 and STP3 are set to 2 and 11 respectively, and above 0 ° C., STP2 and STP3 are set to 2 and 11 may be used. This predetermined value is an example, and is not limited to the given numerical values.

  If the value of Tow (° C.)-Ta (° C.) is STP2, the dew point temperature correction value (° C.) is 0, and the value of Tow (° C.)-Ta (° C.) exceeds STP 2 until STP 3, The wet dew point temperature correction value (° C.) is set to be higher in a directly proportional relationship with the value of Tow (° C.) − Ta (° C.). In this embodiment, when the value of Tow (° C.) − Ta (° C.) becomes STP3, the wet dew point temperature correction value (° C.) is set to 4. However, the present invention is not limited to this. Absent. Moreover, even if the value of Tow (° C.) − Ta (° C.) exceeds STP3, the upper limit value is set so that the wet dew point temperature correction value (° C.) does not exceed 4.

  In step SC5 following step SC4, a wetness correction control release condition determination process for ending the wetness correction control is performed. Specifically, a process of measuring an elapsed time after the determination at step SC1 is YES, that is, after the ignition is switched from OFF to ON is performed.

  In step SC6 following step SC5, it is determined whether or not a wetness correction control cancellation condition is satisfied. Specifically, if the elapsed time after the ignition is switched from OFF to ON, for example, 20 minutes elapses, it is considered that the temperature in the passenger compartment rises and the windshield glass G is unlikely to become cloudy. It is determined that the condition is satisfied (YES), and the process proceeds to Step SC7. On the other hand, if the elapsed time since the ignition is switched from OFF to ON does not pass, for example, 20 minutes, it is considered that the front window glass G is difficult to fog up, so the wetness correction control cancellation condition is not satisfied ( NO) is determined and step SC7 is skipped. In step SC7, the wetness correction control is terminated and the wetness correction flag F1 is set to zero.

  On the other hand, it is determined as NO in step SC2, and in step SC8 which is determined as NO in step SC3, it is determined whether or not the current outside air temperature detected by the outside air temperature sensor 31 is within a predetermined range. . In this step SC8, for example, it is determined whether or not the outside air temperature detected by the outside air temperature sensor 31 is in a range (predetermined range) of −15 ° C. or more and 10 ° C. or less. That is, when the outside air temperature is less than −15 ° C. or higher than 10 ° C., it is determined as NO and the process proceeds to step SC14, so that the dry correction control in step SC11 is prohibited. On the other hand, if the outside air temperature detected by the outside air temperature sensor 31 is in the range of −15 ° C. or more and 10 ° C. or less, it is determined as YES and the process proceeds to Step SC9.

  In step SC9, it is determined whether the engine water temperature is equal to or lower than a predetermined threshold A. That is, the engine water temperature when the ignition switch in the OFF state is turned on is obtained from the cooling water temperature sensor 34, and is stored in the control device 30, and the engine water temperature stored in the control device 30 is stored. Based on the above, the above determination is made in step SC9.

  The predetermined threshold A in step SC4 is the first threshold and is obtained based on the graph shown in FIG. The horizontal axis of the graph in FIG. 7 is the outside air temperature (° C.) detected by the outside air temperature sensor 31, and the vertical axis is the threshold value A (° C.). When the outside air temperature is −15 ° C., the threshold A is 5 ° C., and when the outside air temperature is 10 ° C., the threshold A is 20 ° C. When the outside air temperature is in the range of −15 ° C. to 10 ° C., the threshold A increases in proportion to the increase in the outside air temperature. That is, the control device 30 is configured to increase the threshold value A as the outside air temperature detected by the outside air temperature sensor 31 increases. In the graph of FIG. 7, the outside air temperature and the threshold value A are exemplifications, and specific temperatures can be changed within a range in which the effect of the present embodiment is exerted.

  If it is determined as YES in step SC9 of the flowchart shown in FIG. 5 and the engine water temperature when the ignition switch in the OFF state is turned on is not more than the predetermined threshold A, the process proceeds to step SC10. If the engine water temperature is higher than the predetermined threshold A when it is determined NO in step SC9 and the ignition switch in the OFF state is turned on, the process proceeds to step SC14. Therefore, the dew point temperature correction process in step SC11 is performed. Will be banned.

  In step SC10, it is determined whether or not the front window glass dew point temperature is equal to or lower than a predetermined threshold B when the ignition switch of the vehicle is turned on (IG ON) from the OFF (IG OFF) state. That is, the front window glass dew point temperature calculated when the ignition switch in the OFF state is turned on is temporarily stored in the control device 30, and based on the front window glass dew point temperature stored in the control device 30. The above determination is made in step SC10.

  The predetermined threshold B in step SC10 is the second threshold and is obtained based on the graph shown in FIG. The horizontal axis of the graph of FIG. 8 is the outside air temperature (° C.) detected by the outside air temperature sensor 31, and the vertical axis is the threshold value B (° C.). When the outside air temperature is −15 ° C., the threshold value B is −16.5 ° C., and when the outside air temperature is 10 ° C., the threshold value B is 12.5 ° C. When the outside air temperature is in the range of −15 ° C. to 10 ° C., the threshold value B increases in proportion to the increase in the outside air temperature. That is, the control device 30 is configured to lower the threshold value B as the outside air temperature detected by the outside air temperature sensor 31 decreases. In the graph of FIG. 8, the outside air temperature and the threshold value B are exemplifications, and specific temperatures can be changed within a range where the effect of the present embodiment is exerted.

  If it is determined as YES in step SC10 and the front window glass dew point temperature when the ignition switch in the OFF state is turned on is equal to or lower than the predetermined threshold B, the process proceeds to step SC11. If the front window glass dew point temperature is higher than the predetermined threshold B when the ignition switch in the OFF state determined to be NO in step SC10 is turned on, the process proceeds to step SC14, so the dew point temperature in step SC11. Correction processing is prohibited.

  In step SC11, dry correction control is performed and the dry correction flag F2 is set to 1. In the dry correction control, a dry dew point temperature correction value (° C.) is obtained based on the graph shown in FIG. The horizontal axis of the graph of FIG. 9 is the outside air temperature (° C.) detected by the outside air temperature sensor 31, and the vertical axis is the dry dew point temperature correction value (° C.). When the outside air temperature is -15 ° C, the dry dew point temperature correction value (° C) is -2 ° C, and when the outside air temperature is 10 ° C, the dry dew point temperature correction value (° C) is -1 ° C. When the outside air temperature is in the range of −15 ° C. to 10 ° C., the dry dew point temperature correction value (° C.) increases in proportion to the increase in the outside air temperature.

  In step SC12 following step SC11, dry correction control release condition determination processing for ending dry correction control is performed. Specifically, a process of reading the engine water temperature detected by the engine water temperature sensor 43 as needed is performed.

  In step SC13 following step SC12, it is determined whether or not the dry correction control cancellation condition is satisfied. Specifically, when the engine water temperature detected by the engine water temperature sensor 43 exceeds 70 ° C., for example, it is determined that the dry correction control cancellation condition is satisfied (YES), and the process proceeds to step SC14. On the other hand, if the engine water temperature detected by the engine water temperature sensor 43 does not exceed, for example, 70 ° C., it is determined that the dry correction control cancellation condition is not satisfied (NO), and step SC14 is skipped. In step SC14, the dry correction control is ended and the dry correction flag F2 is set to zero.

  Further, in step SC15, which is advanced when it is determined NO in step SC1 and the ignition is in the ON state, it is determined whether or not the wetness correction flag F1 is 1. When it is determined YES in step SC15 and the wetness correction flag F1 is 1, the process proceeds to step SC5 to perform wetness correction control cancellation condition determination processing. On the other hand, if it is determined as NO in step SC15 and the wetness correction flag F1 is 0, the process proceeds to step SC16.

  In step SC16, it is determined whether or not the dry correction flag F2 is 1. When it is determined YES in step SC16 and the dry correction flag F2 is 1, the process proceeds to step SC12 to perform dry correction control cancellation condition determination processing. On the other hand, if NO in step SC16 and the dry correction flag F2 is 0, the process proceeds to the end. This dew point temperature correction control is repeated at a predetermined timing.

(Effect of embodiment)
As described above, according to the vehicle air conditioner 1 according to this embodiment, when the inside / outside air mixing mode is selected, the outside air introduction amount and the inside air circulation amount are based on the ease of fogging of the front window glass G. Since it is changed, it becomes possible to increase the amount of inside air circulation within a range where the windshield G is not fogged, thereby reducing the ventilation amount and reducing the energy consumption required for heating.

  Further, when the engine water temperature is low and the outside air temperature is low, it can be estimated that the temperature / humidity sensor 37 near the front window is kept at a low temperature. When the engine is started from there, the temperature of the air blown out from the defroster outlet 21 rises as the engine water temperature rises, and the temperature of the front window glass G rises rapidly, but the temperature and humidity sensor 37 near the front window is low. Since it is kept cold and covered with a cover, it is difficult for the warm air blown from the defroster outlet 21 to hit, and the temperature does not easily rise, and the temperature / humidity sensor 37 near the front window detects the actual temperature of the front window glass G. It is considered that a lower temperature is output.

  In this embodiment, when it is detected that the outside air temperature is low outside air having a predetermined temperature or less and the engine water temperature is not more than the first threshold and the engine is cold starting, the inside air circulation amount is increased. Since the dry correction process can be performed, the inside air circulation rate can be increased even in a situation where the front window vicinity temperature and humidity sensor 37 cannot cope with the change in the temperature of the front window glass G.

  Further, when the front window glass dew point temperature is low, the number of passengers is small and the window is not easily clouded. Normally, when the front window vicinity temperature / humidity sensor 37 is kept at a low temperature together with the cover, the front window glass dew point temperature is low, and the dew point temperature rapidly increases after the passenger gets on. In particular, when a plurality of passengers get on at once, the rapid increase in the front window glass dew point temperature is noticeable. On the other hand, when the number of occupants is small, the front window glass dew point temperature is difficult to rise and the windows are not easily clouded. However, when the number of occupants is large, the front window glass dew point temperature is easy to rise and the windows are easily cloudy. In this embodiment, by performing the dry correction process, it is possible to increase the amount of inside air circulation in a situation where the windshield dew point temperature is low and the window is hardly fogged.

  Furthermore, in this embodiment, when the ignition of the vehicle is switched from OFF to ON, the difference between the temperature near the front windshield G and the outside air temperature is a predetermined value or more (YES in step SC2), and the engine water temperature is low. If (YES in step SC3), the wetness correction control is performed in step SC4. In this wetness correction control, a positive value is obtained as the wet dew point temperature correction value (° C.) as shown in FIG. In step SA3 in the flowchart shown in FIG. 3, the wet dew point temperature correction value (° C.) is added to the front window glass dew point temperature calculated in step SA2. As a result, the amount of outside air introduced is controlled to increase, so that the front window glass G is prevented from fogging.

  The above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The vehicle air conditioner according to the present invention can be used, for example, when air-conditioning a passenger compartment of an automobile.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 11 Blower casing 11a Outside air introduction port 11b Inside air introduction port 11c Inside / outside air switching damper 11d Inside / outside air switching actuator (inside / outside air switching damper driving means)
30 control device 31 outside temperature sensor (outside temperature detecting means)
33 Solar radiation sensor 34 Cooling water temperature sensor (engine water temperature detection means)
37 Front window temperature and humidity sensor 41 Vehicle speed sensor (vehicle speed detection means)
42 Wiper switch G Front window glass (window glass)

Claims (4)

A blower casing formed with an inside air introduction port that introduces air in the vehicle interior and circulates it into the vehicle interior, and an outside air introduction port that introduces air outside the vehicle compartment;
An inside / outside air switching damper that is provided in the blower casing and opens and closes the inside air inlet and the outside air inlet;
Inside / outside air switching damper driving means for driving the inside / outside air switching damper;
A temperature / humidity sensor disposed in the vehicle interior for detecting temperature and humidity in the vicinity of the window glass in the vehicle interior;
A controller for controlling the inside / outside air switching damper driving means,
The control device controls the inside / outside air switching damper driving means to operate the inside / outside air switching damper in a direction in which the outside air introduction amount increases when the window glass is easily fogged based on the detection result of the temperature / humidity sensor. On the other hand, when the window glass is difficult to be fogged, the inside / outside air mixing mode for controlling the inside / outside air switching damper driving means to operate the inside / outside air switching damper in the direction in which the inside air circulation amount increases can be selected. In vehicle air conditioners,
The vehicle air conditioner includes an outside air temperature detecting means for detecting an outside air temperature, and an engine water temperature detecting means for detecting an engine water temperature of the vehicle,
When the inside / outside air mixing mode is selected when the vehicle ignition is switched from OFF to ON, the control device uses the temperature near the window glass detected by the temperature / humidity sensor and the outside air temperature detecting means. When the difference between the detected outside air temperature is not less than a predetermined value and the engine water temperature detected by the engine water temperature detecting means is not more than the predetermined water temperature, the humidity correction control is performed so that the amount of outside air introduced is increased. A vehicle air conditioner. In the vehicle air conditioner according to claim 1,
The vehicle air conditioner characterized in that the predetermined value is increased as the outside air temperature detected by the outside air temperature detecting means decreases. The vehicle air conditioner according to claim 1 or 2,
The vehicle air conditioner is configured to end the wetness correction control when a predetermined time elapses after the ignition of the vehicle is turned from OFF to ON. In the vehicle air conditioner according to any one of claims 1 to 3,
When the inside / outside air mixing mode is selected, the control device is configured such that the outside air temperature is not more than a predetermined temperature by the outside air temperature detecting means and the engine water temperature is not more than a first threshold value by the engine water temperature detecting means. When the air conditioner is detected, the dry air-conditioning control is performed so that the dry air circulation amount is increased.

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