JP3724466B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that suppresses blowing of cold air from a face outlet in a bi-level mode at the start of winter heating operation.
[0002]
[Prior art]
Conventionally, in winter, when the engine of a vehicle is started, the temperature of the hot water flowing through the heater core (heating heat exchanger) of the vehicle air conditioner is low, and thus cold air blows out into the passenger compartment. In order to prevent the blowing of cold air, the hot water temperature gradually rises after the engine is started, and when the temperature rises to a warm water temperature (for example, 35 ° C.) at which a feeling of heating is obtained for the occupant, the blower is started. .
[0003]
And if warm water temperature rises further, according to the rise of warm water temperature, the ventilation volume of conditioned air will be expanded. As described above, the air conditioning control in the process in which the temperature of the air blown into the passenger compartment increases after the start of heating is referred to as warm-up control.
[0004]
For the purpose of improving the feeling of heating during the warm-up control described above, Japanese Patent Laid-Open No. 10-157440 proposes a vehicle air conditioner that automatically controls the blowing mode as follows. That is, at the time of warm-up control, the temperature of the conditioned air is very low at the initial stage of the control. Therefore, when the conditioned air is blown toward the upper body of the occupant, it feels cold. For this reason, a technology is disclosed in which the foot mode is set at the start of heating operation, and when the engine coolant temperature rises above a predetermined temperature, the foot mode is switched to the bi-level mode, and air is blown out to the upper body side as well as the passenger's foot side. Has been.
[0005]
[Problems to be solved by the invention]
In the above prior art, there is no way of distinguishing between the bi-level mode during warm-up control and the bi-level mode used in the intermediate period such as spring or autumn, so the upper and lower airflow ratios are always kept the same. Running level mode.
[0006]
However, if the bi-level mode is executed during warm-up control while maintaining the same upper / lower airflow rate ratio as in the bi-level mode used in the middle period such as spring or autumn, the face duct will be switched when switching from the foot mode to the bi-level mode. A phenomenon occurs in which a large amount of cold air accumulated in the air blows out from the face outlet. Not only that, the air blown by the heating heat exchanger is also cooled by the face duct, and the temperature drops. As a result, at the time of switching to the bi-level mode, a large amount of cold air is blown out toward the occupant's upper body, giving the occupant discomfort.
[0007]
Further, in the rear seat side air conditioning unit such as a wagon car, the face duct is disposed so as to rise from the vicinity of the vehicle floor to the ceiling, so that the face duct used is longer than the front seat side air conditioning unit. For this reason, the rear seat side air conditioning unit not only has more cool air accumulated in the duct than the front seat side air conditioning unit, but also increases the amount of air cooled by the duct. Therefore, the rear seat side has a larger amount of cool air blown out from the face outlet when the bi-level mode is switched, and the passenger's heating feeling becomes worse than the front seat side.
[0008]
In view of the above problems, an object of the present invention is to suppress cool air that blows out from a face air outlet toward an occupant at the initial stage of a bilevel mode during warm-up control in winter.
[0009]
[Means for Solving the Problems]
  In order to achieve the above object, in the invention according to claim 1, a blower (7) that blows air toward the passenger compartment,
  A heating heat exchanger (14) for heating the air blown from the blower (7);
  A foot opening (18) that is provided on the downstream side of the air flow of the heat exchanger for heating (14) and blows air toward the passenger's feet in the passenger compartment;
  A face duct (19) connected to the downstream side of the air flow of the heating heat exchanger (14);
  A face air outlet (19b) that is provided in the face duct (19) and blows out the air to the upper body of the passenger in the passenger compartment,
  After warming-up control in the process of increasing the temperature of the air blown into the vehicle interior after the start of heating for blowing the air blown by the heat exchanger (14) for heating into the vehicle interior, the main opening from the foot opening (18) First, the first bi-level mode in which air is blown out and a small amount of air is blown out from the face outlet (19b) is executed,
  The second bi-level mode is executed after the execution of the first bi-level mode in which the blowing rate of the air blown out from the face outlet (19b) is increased compared to the first bi-level mode.And
  The operation time of the second bilevel mode is longer than that of the first bilevel modeIt is characterized by.
[0010]
  According to this, the first bi-level mode is executed in the initial stage of the warm-up control, and the cool air accumulated in the face duct (19) is gradually blown out from the face air outlet (19b), and the face air outlet (19b) ) Can prevent a large amount of cold air from blowing out at once. At the same time, the warm air sent to the face outlet (19b) can heat the face duct (19) and preheat the face duct (19) before the second bilevel mode is executed.
  Thereby, in 2nd bi-level mode, cooling of the air by a face duct (19) can be suppressed, and the temperature fall of warm air can be suppressed. In this way, the second bi-level mode can provide warm air to the whole body including the upper body of the occupant, thereby improving the occupant's heating feeling.
  Moreover, the second bilevel mode is intended to warm the entire body of the occupant while the first bilevel mode warms the face duct (19). By setting the mode time longer, the passenger's heating feeling can be improved.
[0011]
In invention of Claim 2, in Claim 1, a fan (7), a heat exchanger for heating (14), a foot opening (18), a face duct (19), and a face outlet (19b) are rear. It is arranged to air-condition the seat side space.
[0012]
By the way, in the air conditioning unit that air-conditions the rear seat side space, the face duct (19) is usually longer than the face duct of the front seat side air conditioning unit as described above. For this reason, immediately after the transition to the bi-level mode, a larger amount of cool air is blown out from the front seat side. Therefore, in this invention, the heating feeling of a rear-seat passenger | crew can be improved especially by performing the 1st bi-level mode and the 2nd bi-level mode by the backseat side air conditioning unit 1. FIG.
[0013]
In invention of Claim 3, in Claim 1 or 2, the heat exchanger for heating (14) heats blowing air by using warm water as a heat source,
At least one of the first bilevel mode and the second bilevel mode is executed when at least the hot water temperature (Tw) is equal to or higher than a predetermined value.
[0014]
Here, if the first and second bi-level modes are executed when the hot water temperature Tw has not reached the predetermined value or more, the heater core is not sufficiently warmed, so that cold wind is generated from the face outlet (19b). It blows out toward the upper body, giving passengers discomfort. For this reason, in order to execute the first and second bilevel modes, the hot water temperature Tw needs to be equal to or higher than a predetermined value.
[0015]
According to a fourth aspect of the present invention, in any one of the first to third aspects, at least one of the first bilevel mode and the second bilevel mode is executed for a predetermined time set by a timer. To do.
[0016]
According to this, at least one of the first bi-level mode and the second bi-level mode can be executed for an optimal time set by the timer.
[0019]
  Claim5In the invention described in claim 1, the claims 1 toFourIn any one of the above, the operation time of at least one of the first bilevel mode and the second bilevel mode is set longer when the outside air temperature is low.
[0020]
According to this, the operating time of at least one of the first bilevel mode and the second bilevel mode can be set longer when the outside air temperature is low, and shorter when the outside air temperature is high. The optimum time for the level mode and the second bi-level mode can be set.
[0021]
  Claim6In the invention described in claim 1, the claims 1 toOf 5In any one of the above, at least a foot mode that blocks air from the face outlet (19b) and blows air from the foot opening (18) to the occupant's feet can be set.
  The foot mode is executed before the first bi-level mode during the warm-up control.
[0022]
According to this, at the initial stage of warm-up control, the air-conditioning air blowout temperature is very low, and when the air-conditioning air is blown toward the upper body of the occupant, the foot mode is used to feel cold. Can be suppressed.
[0023]
  Claim7In the invention described in claim6The foot mode is executed again after the second bi-level mode.
[0024]
According to this, the second bi-level mode is for blowing hot air from the face air outlet (19b) and the foot opening (18), so if hot air blows out from the face air outlet (19b) for a long time, Discomfort due to burning is likely to occur. Therefore, the blowing mode can be switched from the second bi-level mode to the foot mode again to suppress discomfort due to the feeling of fire.
[0025]
In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.
[0026]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment shown in the drawings of the present invention will be described.
[0027]
FIG. 1 shows the overall configuration of an embodiment of the present invention. The rear seat side air conditioning unit 1 has an air conditioning case 2 formed of a resin material (for example, polypropylene), and this air conditioning case 2 is configured by integrally fastening a plurality of divided cases, A passage for conditioned air is formed in the interior. The rear seat side air conditioning unit 1 is roughly divided into a blower 7 and one heat exchange unit 9 in which a cooler and a heater are integrated. In this embodiment, as shown in FIG. 2, a blower 7 is arranged in the front of the vehicle in the vicinity of the rear floor of the wagon type luggage compartment provided with a cargo compartment on the rear seat side, and on the vehicle rear side. A heat exchange unit 9 is arranged.
[0028]
The blower 7 as a means for blowing air flowing toward the passenger compartment includes a fan driving motor 10, a centrifugal multiblade fan 11 and a scroll case 12 connected to a rotating shaft thereof.
[0029]
The heat exchange unit 9 described above is connected to the air flow downstream side of the blower 7, and an evaporator 13 is accommodated on the lower side inside the heat exchange unit 9.
[0030]
The evaporator 13 is a heat exchanger for cooling, and is combined with a compressor or the like driven by a vehicle engine (not shown) to constitute a refrigeration cycle. The low-pressure refrigerant in the interior absorbs heat from the air and evaporates to evaporate the air. Cooling.
[0031]
A heating heat exchanger 14 that heats air using hot water (cooling water) of a vehicle engine (not shown) as a heat source is disposed on the downstream side of the air flow of the evaporator 13, that is, on the upper side of the evaporator 13.
[0032]
In the air conditioning case 2, a face opening 17 that blows air to the upper body side of the rear seat occupant and a foot opening 18 that blows to the foot side of the rear seat occupant are formed on the upper surface portion 21 of the heat exchanger 14 for heating. It is. These openings 17 and 18 are disposed above the heating heat exchanger 14 (on the downstream side of the air flow) so as to face the heating heat exchanger 14, respectively.
[0033]
A slide-type blowing mode switching door 15 that opens and closes both the openings 17 and 18 is disposed on the upstream side (downward side) of the openings 17 and 18. The blowing mode switching door 15 reciprocates (slides) along the opening surfaces of both the opening portions 17 and 18 (that is, along the horizontal direction), thereby along the opening surfaces of the opening portions 17 and 18. It is possible to move between a foot opening position indicated by a solid line in FIG. 1 and a face opening position indicated by a one-dot chain line.
[0034]
One end (lower end) of a face duct 19 is connected to the face opening 17, and the other end of the face duct 19 rises up to the ceiling as shown in FIG. The blowout duct portion 19a is formed on the side surface. A plurality of face outlets 19b for blowing air toward the upper half of the rear seat occupant are formed in the outlet duct portion 19a.
[0035]
Further, one end of a foot duct 20 is connected to the foot opening 18, and the foot duct 20 is disposed along the side wall obliquely downward in front of the vehicle from the right side wall of the vehicle as shown in FIG. A plurality of foot outlets 20a are formed on the other end side of the foot duct 20 to blow out air toward the occupant's feet (from the right side wall of the vehicle toward the left side).
[0036]
Note that a front seat side air conditioning unit (not shown) is provided inside the vehicular instrument panel located in the front of the vehicle interior. This front seat air conditioning unit is an air conditioning unit similar to the rear seat air conditioning unit 1.
[0037]
Next, the outline of the electric control unit of the present embodiment will be described. The control device 30 (hereinafter referred to as ECU 30) is a control means for controlling the front seat air conditioning unit and the rear seat air conditioning unit 1, and includes a CPU, ROM and RAM. And the like, and a peripheral circuit thereof. A control program for air conditioning control is stored in the ROM of the ECU 30, and various calculations and processes are performed based on the control program. A sensor detection signal from the air conditioning sensor group 38, an operation signal from the front seat air conditioning panel 39, and an operation signal from the rear seat air conditioning panel 31 are input to the input side of the ECU 30.
[0038]
The air-conditioning sensor group 38 includes various sensors 38a to 38f for detecting the front seat inner temperature Trf, the rear seat inner temperature Trr, the outside temperature Tam, the solar radiation amount Ts, the evaporator cooling temperature Te, the hot water temperature Tw, and the like. Is provided.
[0039]
The front seat side air conditioning panel 39 is disposed in the vicinity of an instrument panel (not shown) in front of the driver's seat in the passenger compartment, and is provided as an operation member. The ECU 30 drives the front seat side actuator group 40 according to a predetermined control program based on the input of the operation signal of the front seat side operation member and the detection signal of the air conditioning sensor group 38.
[0040]
On the other hand, the rear seat side air-conditioning panel 31 is disposed in a rear seat side region or the like in the vehicle interior, and the rear seat side temperature setting switch 31a outputs a set temperature signal on the rear seat side in the vehicle interior. The side air volume changeover switch 31b outputs a signal for manually setting on / off of the rear seat side fan 7 and air volume switching of the rear seat fan 7.
[0041]
The blowout mode switch 31c outputs a signal for manually setting the face mode, the bi-level mode, and the foot mode as the rear seat blowout mode.
[0042]
In the face mode, the rear seat face opening 17 is fully opened by the sliding blow mode switching door 15, the rear seat foot opening 18 is closed, and the conditioned air is supplied only from the rear seat face outlet 19b. Is a mode to blow out the upper body of the rear seat passenger in the passenger compartment.
[0043]
In the bi-level mode, the face opening 17 and the foot opening 18 on the rear seat side are substantially half-opened, and the upper body of the rear seat occupant and the foot of the rear seat occupant from both the face opening 17 and the foot opening 18 on the front seat side. In this mode, the air-conditioning air is blown out in substantially the same amount.
[0044]
The foot mode is a mode in which the rear seat face opening 17 is closed, the rear seat foot opening 18 is fully opened, and conditioned air is blown out from the rear seat foot outlet 20a to the rear seat passenger feet.
[0045]
The auto switch 31d is a switch for automatically controlling the rear seat air conditioning unit 1.
[0046]
Next, the operation of this embodiment in the above configuration will be described. FIG. 3 is a flowchart showing an outline of a control program executed by the ECU 30 of the present embodiment. The control program of FIG. The process starts when the member auto switch 31d is turned on, and in step S100, a control flag, various timers, and the like are initialized. Next, in step S110, the input signal of the air conditioning sensor group 38, the signal of the front seat side air conditioning panel 39, and the signal of the rear seat side air conditioning panel 31 for detecting the vehicle environmental state that affects the air conditioning state of the vehicle interior are obtained. Acquired and stored in a RAM (not shown).
[0047]
Subsequently, in S120, the target temperature of the air blown to the rear seat side of the vehicle interior, that is, the rear seat target blown air temperature TAOr (hereinafter referred to as TAOr) is calculated from the read value based on the following formula 1.
[0048]
[Expression 1]
TAOr = Kset × Tsetr−Kr × Trr−Kam × Tam−Ks × Ts + C
However, Tsetr: rear seat side set temperature set by the rear seat side temperature setting switch 31a
Trr: temperature detected by the rear seat temperature sensor 38b
Tam: temperature detected by the outside air temperature sensor 38c
Ts: detected value of solar radiation sensor 38d
Kset, Kr, Kam, Ks: Control gain
C: Constant for correction
Next, in step S130, it is determined whether the hot water temperature Tw, which is the heat source of the heating heat exchanger 14, is equal to or higher than a predetermined value as shown in FIG.
[0049]
If the hot water temperature Tw is equal to or higher than the predetermined value, the process proceeds to step S140, and it is determined whether the rear seat side air temperature obtained from the rear seat air temperature sensor 38b is equal to or lower than the predetermined value as shown in FIG.
[0050]
If the determination in step S140 is less than or equal to the predetermined value, the process proceeds to step S150, where it is determined whether TAOr is within the predetermined range as shown in FIG.
[0051]
When TAOr is within the predetermined range in step S150, the process proceeds to step S160, and the first bilevel mode is set. In the first bi-level mode, the amount of air blown from the foot opening 18 is large, and the amount of air blown from the face opening 17 is small. For example, the air flow rate is set to about 85% on the foot opening side and about 15% on the face opening side. Subsequently, in step S160, a timer time t1 is set, and counting of the timer time t1 is started. As shown in FIG. 7, the timer time t1 is set according to the outside air temperature.
[0052]
Next, in step S170, it is determined whether the timer time t1 has been counted. If the timer time t1 has not expired, the process proceeds to step S210, and the first bilevel mode is continued. When the timer time t1 expires, the first bilevel mode is terminated, the process proceeds to step S180, and the second bilevel mode is set. Next, a timer time t2 is set, and counting of the timer time t2 is started. As shown in FIG. 8, the timer time t2 is set according to the outside air temperature.
[0053]
Next, in step S190, it is determined whether the timer time t2 has been counted. If the timer time t2 has not expired, the process proceeds to step S210 and the second bilevel mode is continued. If the timer time t2 has expired, or if any one of the determination results in steps S130 to S150 is NO, the process proceeds to step S200, and the normal outlet control based on TAOr is performed as shown in FIG. Set.
[0054]
Step S210 is a process that proceeds after step S200 when the determination result of step S170 is NO, or when the determination result of step S190 is NO. In step S210, according to the blowing mode set in each step, the actuator 15a is driven by the ECU 30 to move the position of the blowing mode switching door 15 to an appropriate position. At the same time, the ECU 30 controls the actuator 16a for controlling the applied voltage of the blower motor 10 and the hot water flow rate based on the values obtained from the TAOr, the air conditioning sensor group 38, etc., and executes air conditioning of the vehicle.
[0055]
Next, the effect of this embodiment is demonstrated.
[0056]
(1) The conditions for selecting the first and second bi-level modes will be described in detail with reference to FIGS.
[0057]
If the first and second bi-level modes are executed when the hot water temperature Tw is equal to or lower than a predetermined value (for example, 20 ° C.) shown in FIG. That is, when Tw is less than the predetermined value, the heater core is not sufficiently warm, so that cold wind blows out from the face outlet 19b toward the occupant's upper body, giving the occupant discomfort.
[0058]
For this reason, the execution of the first and second bilevel modes requires a condition where the hot water temperature Tw is not less than a predetermined value as shown in FIG. This predetermined value is a temperature for providing warm air to the occupant, and is set to 60 ° C. or higher, which is higher than the human body temperature. In FIG. 4, the horizontal axis indicates the hot water temperature Tw, and the vertical axis indicates YES and NO of the determination result of the Tw value in step S130. The hysteresis width is set to 3 ° C. in order to prevent control hunting due to variations in the detected temperature of the hot water temperature Tw in the vicinity of the threshold value.
[0059]
Next, if the first and second bi-level modes are executed when the rear seat room temperature Trr is greater than or equal to a predetermined value (for example, 35 ° C.) shown in FIG. is there. That is, warm air blows out to the upper body side of the occupant while the rear seat side of the passenger compartment is warm, which gives an unpleasant sensation due to the burning feeling of the occupant face.
[0060]
For this reason, in order to execute the first and second bi-level modes, Trr needs a condition equal to or less than a predetermined value. This predetermined value is a temperature for determining whether the occupant needs hot air, and is set to 30 ° C. or less in accordance with the human sense. In FIG. 5, the horizontal axis represents the rear seat side passenger compartment temperature Trr, and the vertical axis represents YES and NO of the determination result of the Trr value in step S140. In order to prevent control hunting, the hysteresis width is set to 5 ° C.
[0061]
Next, when the first or second bi-level mode is executed when TAOr is outside the predetermined range under the TAOr determination conditions, the following problems are caused. In this case, there are two adverse effects when TAOr is at a higher temperature than the predetermined range and when it is at a lower temperature. First, when TAOr is higher than the predetermined range shown in FIG. 6 (for example, 90 ° C.), in the normal flow control of the blown air by TAO, when TAO is high, the flow rate of blowing air is large, and the upper body of the occupant is discharged from the face blowout port 19b. Because a large amount of air is blown out toward the passenger, the passenger feels uncomfortable.
[0062]
Next, when the warm air is blown toward the upper body side of the occupant when TAOr is lower than the predetermined range shown in FIG. For this reason, in order to execute the first and second bi-level modes, a condition that TAOr is within a predetermined range is necessary. In FIG. 6, the horizontal axis indicates the temperature of TAOr, and the vertical axis indicates YES and NO of the determination result of TAOr in step S150. FIG. 6 shows the temperature at which YES or NO is determined for the calculated TAOr value. Note that the hysteresis width is set to 5 ° C. to prevent control hunting.
[0063]
(2) The execution time of each outlet control will be described with reference to FIGS.
[0064]
The air conditioning at the initial stage of the warm-up control is out of the conditions of steps S130 to S150 because the hot water temperature Tw is low and TAOr is high. At this time, if the hot water temperature Tw has reached a predetermined value (for example, 35 ° C.), the blowing mode is selected according to the normal TAO control as shown in FIG. This is the first foot mode in FIG. FIG. 10 is a characteristic diagram of the present embodiment in which the horizontal axis is the time axis and the vertical axis is the blowing mode.
[0065]
Subsequently, the time when all the conditions of steps S130 to S150 are satisfied is set to 0, and the first bilevel mode is executed for the timer time t1. Then, after the timer time t1, the second bilevel mode is executed for the timer time t2. Thereafter, the foot mode is selected according to the normal outlet control by TAO.
[0066]
As shown in FIGS. 7 and 8, the timer times t1 and t2 are fixed at t1 2 minutes and t2 5 minutes when the outside air temperature is 0 ° C. or higher, and the outside air temperature is between 0 ° C. and −20 ° C. Then, the timer time is set longer as the temperature is lower so that t1 is 2 to 4 minutes and t2 is 5 to 10 minutes. When the outside air temperature is -20 ° C or lower, t1 is 4 minutes and t2 is 10 minutes. And the execution time changes according to the outside air temperature.
[0067]
The purpose of changing the execution time of the first and second bilevel modes differs depending on the outside air temperature. First, in the first bi-level mode, the lower the outside air temperature is, the closer the temperature of the face duct 19 becomes, so that it takes a long time to preheat the face duct 19. This is because in the second bi-level mode, the lower the outside air temperature, the longer the occupant desires warm air toward the whole body including the occupant's upper body for a longer time.
[0068]
When the execution times of the first and second bilevel modes are compared, the execution time of the second bilevel mode is set longer as shown in FIGS. This is because the first bi-level mode warms the face duct 19 as described above, and the second bi-level mode aims to warm the entire body of the occupant, and improves the occupant's heating feeling.
[0069]
(Other embodiments)
(1) In the flowchart of the first embodiment, the threshold value for determining TAOr in step S150 is fixed, but even if the threshold value for determining TAOr according to the outside air temperature changes as shown in FIG. good. This is because when the outside air temperature is low, the occupant wants warm air to blow out toward the occupant's whole body for a long time. In FIG. 11, the horizontal axis indicates the temperature of TAOr, and the vertical axis indicates YES and NO of the determination result of TAOr in step S150. FIG. 11 shows the temperature at which YES or NO is determined for the calculated TAOr value. In addition, a hysteresis width is set to 5 ° C. for this threshold value in order to prevent control hunting. Also, the threshold value G in FIG. 11 is obtained from FIG. In FIG. 12, the vertical axis indicates the set temperature of the threshold G, and the horizontal axis indicates the outside air temperature Tam.degree. C., showing that the threshold changes corresponding to the outside air temperature.
[0070]
{Circle around (2)} Although the warm-up control of the rear seat air conditioning unit 1 has been described in the present embodiment, the present invention is not limited to this, and the warm-up control described above may also be executed in the front seat air conditioning unit.
[0071]
{Circle around (3)} In this embodiment, the air conditioning unit that switches the air outlet opening with the sliding door has been described. However, an air conditioning unit that switches the air outlet opening with the rotary door may be used.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of an embodiment of the present invention.
FIG. 2 is a schematic perspective view of the rear portion of the vehicle showing a vehicle-mounted state of the rear seat air conditioning unit 1 according to the embodiment.
FIG. 3 is a flowchart showing the operation of the air conditioner ECU 30 according to one embodiment.
4 is a characteristic diagram showing a threshold value of hot water temperature Tw, which is the determination condition in step S130 of FIG. 3. FIG.
FIG. 5 is a characteristic diagram showing a threshold value of a rear seat room temperature Trr, which is the determination condition in step S140 of FIG.
6 is a characteristic diagram showing a threshold value of a rear seat target blown air temperature TAOr, which is the determination condition in step S150 of FIG. 3. FIG.
FIG. 7 is a characteristic diagram showing the relationship between the time of timer time t1 and the outside air temperature in step S160 of FIG.
FIG. 8 is a characteristic diagram showing the relationship between the time of timer time t2 in step S180 of FIG. 3 and the outside air temperature.
FIG. 9 is a characteristic diagram showing normal control of the air outlet by TAO (TAOr).
FIG. 10 is a characteristic diagram showing a relationship between selection of each blowing mode and elapsed time.
FIG. 11 is a characteristic diagram illustrating a determination threshold value for the rear seat target blown air temperature TAOr.
FIG. 12 is a characteristic diagram showing a relationship between a determination threshold value of the rear seat target blown air temperature TAOr and the outside air temperature.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Rear seat side air conditioning unit, 7 ... Blower, 14 ... Heat exchanger for heating,
15 ... Blow mode switching door, 17 ... Face opening, 18 ... Foot opening,
30 ... ECU, 31 ... Rear seat side air conditioning panel, 31c ... Air outlet mode switch,
38 ... Air conditioning sensor group, 38b ... Rear seat air temperature sensor, 19 ... Face duct,
19a ... Blowout duct part, 19b ... Face outlet, 20 ... Foot duct,
20a ... Foot outlet.

Claims (7)

A blower (7) for blowing air toward the passenger compartment;
A heating heat exchanger (14) for heating the blown air of the blower (7);
A foot opening (18) that is provided on the downstream side of the air flow of the heating heat exchanger (14) and blows air toward the passenger's feet in the passenger compartment;
A face duct (19) connected to the downstream side of the air flow of the heating heat exchanger (14);
A face outlet (19b) that is provided in the face duct (19) and blows out the blown air to the upper body of an occupant in the passenger compartment;
The foot opening (18) at the time of warm-up control in the process of increasing the temperature of the air blown into the vehicle interior after the start of heating for blowing the air blown by the heating heat exchanger (14) into the vehicle interior First, the first bi-level mode in which air is mainly blown out and a small amount of air is blown out from the face outlet (19b) is executed,
A second bi-level mode with increased blowout rate of air blown from the first compared to the bi-level mode said face air outlet (19b), adapted to execute after the execution of the first bi-level mode ,
The vehicle air conditioner characterized in that the operation time of the second bilevel mode is longer than that of the first bilevel mode .   The blower (7), the heating heat exchanger (14), the foot opening (18), the face duct (19), and the face outlet (19b) air-condition the rear seat side space in the vehicle interior. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is arranged as described above. The heating heat exchanger (14) is configured to heat the blown air using hot water as a heat source,
3. The vehicle according to claim 1, wherein at least one of the first bilevel mode and the second bilevel mode is executed when at least the hot water temperature (Tw) is equal to or higher than a predetermined value. 4. Air conditioner.   4. The vehicle air conditioner according to claim 1, wherein at least one of the first bilevel mode and the second bilevel mode is executed for a predetermined time set by a timer. 5. . 5. The vehicle air conditioner according to claim 1, wherein an operating time of at least one of the first bilevel mode and the second bilevel mode is set longer as the outside air temperature is lower. . At least a foot mode that blocks air from the face outlet (19b) and blows air from the foot opening (18) to the occupant's feet is settable,
The vehicle air conditioner according to any one of claims 1 to 5 , wherein the foot mode is executed before the first bilevel mode during the warm-up control . The vehicle air conditioner according to claim 6 , wherein the foot mode is executed again after the second bi-level mode .

Images