JP3750238B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner, and particularly to warm-up control for warming up a passenger compartment when the outside air temperature is low and the hot water temperature that is a heat source of a heater core is low.
[0002]
[Prior art]
Conventionally, as a warm-up control of a vehicle air conditioner, there is one described in Japanese Utility Model Laid-Open No. 57-63711.
With this device (hereinafter referred to as the conventional device), when the vehicle interior is rapidly heated, the warm water rises in response to the engine heat from the state where the warm water temperature (hereinafter referred to as the water temperature), which is the heat source of the heater core, is low. In the up control process, the blowing mode is switched to a well-known defroster mode, vent (face) mode, bi-level mode, and heater (foot) mode as the water temperature rises.
[0003]
[Problems to be solved by the invention]
By the way, when the water temperature is not so high in the above-mentioned conventional device (when a sufficient feeling of heating cannot be given to the occupant's feet), the occupant's sensation of the upper body is more sensitive, so the upper body such as the vent mode or the bi-level mode The feeling of heating for passengers is improved by blowing air-conditioning air into the cabin.
[0004]
However, the above-described conventional apparatus has a problem that the antifogging property of the window glass of the vehicle is deteriorated when the blowing mode is set to the vent mode or the bi-level mode as described above during the warm-up control.
Therefore, an object of the present invention is to ensure the anti-fogging property of the vehicle window glass during the warm-up control.
[0005]
[Means for Solving the Problems]
Therefore, in the invention described in claims 1 to 5, the control unit (20) is a passage control means (30a when the blower (6) is controlled as a warm-up control, 30b, 31a, 31b, 32a, 32b), when blowing air that has passed through the heating heat exchanger (8) to at least the face air passage (31), the blowing air is also blown to the defroster air passage (30). It is a feature.
[0006]
Thereby, while blowing air to the air path for faces can improve a passenger | crew's feeling of heating, since blowing air is also ventilated also to the air path for defrosters, the anti-fogging property of the window glass of a vehicle can be improved. In particular, in the invention described in claim 3, the control device (20) is characterized in that the operation of the blower (6) is stopped when the temperature of the heat exchange fluid is lower than the first predetermined value.
[0007]
By the way, when the temperature of the heat exchange fluid is lower than the first predetermined value, the blower is operated, and when the ram pressure is generated by running the vehicle, the relatively low temperature blown air is blown from the defroster air passage and reaches the upper body of the occupant. This causes a problem that gives the passenger discomfort.
Therefore, in the invention according to the third aspect, since the operation of the air blower is stopped at this time, the above problem can be prevented in advance.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Next, an embodiment of the present invention will be described with reference to the drawings. First, the overall configuration of the present embodiment will be described with reference to FIG.
The vehicle air conditioner 1 includes a duct 2 that guides air toward the vehicle interior. On the air upstream side of the duct 2, an inside air inlet 3 for sucking in the passenger compartment air and an outside air inlet 4 for sucking outside air are formed. It is adjusted by the air switching door 5. The inside / outside air switching door 5 is driven by this driving means (specifically, a servo motor) 19. As a result, the vehicle air conditioner 1 can switch between an inside air circulation mode in which inside air is taken into the duct 2 and an outside air introduction mode in which outside air is taken into the duct 2 as the inside / outside air mode.
[0009]
In the duct 2, a blower 6, a cooling unit 7, and a heating unit 8 are disposed from the upstream side to the downstream side, and the air that has passed through the heating unit 8 is formed at the downstream end of the duct 2. The air passages 30 to 32 are blown out to various parts in the passenger compartment.
The blower 6 is driven by a fan motor 6a as driving means. The blower 6 generates an air flow in the duct 2 and blows out the air sucked from the inside air inlet 3 or the outside air inlet 4 toward the vehicle interior. The blower 6 generates blown air that passes through a heater core 8 described later.
[0010]
The cooling means 7 is constituted by the refrigerant evaporator 7 of the refrigeration cycle 10. The refrigeration cycle 10 includes a refrigerant compressor 11, a refrigerant condenser 12, and a decompression unit 13 in addition to the refrigerant evaporator 7, and is a well-known one coupled by a refrigerant pipe 14. The refrigerant compressor 11 is connected to the engine 15 via an electromagnetic clutch 11a, and the power of the engine 15 is transmitted to the refrigerant compressor 11 when the electromagnetic clutch 11a is turned on.
[0011]
The heating means 8 is constituted by a heat exchanger for heating (hereinafter referred to as a heater core) 8 using engine cooling water (hot water) that is a heat exchange fluid as a heat source. The heater core 8 is configured such that engine coolant heated by the engine 15 flows into the heater core 8. In the figure, 16 is a water valve.
In the duct 2, a bypass passage 16 is formed for the cold air from the evaporator 7 to bypass the heater core 8. An air mix door 17 is provided on the air upstream side of the heater core 8 to adjust the ratio of the amount of cold air from the evaporator 7 flowing through the heater core 8 and the amount flowing through the bypass passage 16. The air mix door 17 is driven by the drive means (specifically, a servo motor) 18.
[0012]
Specifically, each of the air passages 30 to 32 includes a defroster air passage 30 for blowing conditioned air toward the inner surface of the vehicle window glass 33, and 31 blowing the conditioned air toward the upper body of the passenger in the vehicle interior. The face air passage 32 is a foot air passage for blowing the conditioned air toward the feet (lower body) of the occupant. The amount of air sent to these air passages 30 to 32 is adjusted by a defroster door 30a, a face door 31a, and a foot door 32a, which are air passage switching door means (passage control means). The door means 30a, 31a, and 32a are driven by servo motors 30b, 31b, and 32b as driving means.
[0013]
Thereby, the air conditioner for vehicles in this embodiment can be switched between a well-known blowing mode, that is, a face mode, a bi-level mode, a foot mode, a foot differential mode, and a defroster mode.
Here, these blowing modes will be briefly described.
(1) Face mode (FACE)
In the face mode, the face air passage 31 is opened by the face door 31a, the defroster air passage 30 and the foot air passage 32 are opened by the defroster door 31a and the foot door 32a, respectively, and the defroster door 30 is opened. To close the defroster air passage 32. Thereby, all the conditioned air is blown to the face air passage 31.
[0014]
(2) Bileval mode (B / L)
In the bi-level mode, the face air passage 31 and the foot air passage 32 are opened by the face door 31a and the foot door 32a, respectively, and the defroster air passage 30 is closed by the defroster door 30a. As a result, the conditioned air is blown into both the face air passage 31 and the foot air passage 32. In this case, the face air passage 31 and the foot air passage 32 are supplied with conditioned air in substantially equal amounts.
[0015]
(3) Foot mode (FOOT)
In the foot mode, the face air passage 31 is closed by the face door 31a, and the foot air passage 32 and the defroster air passage 30 are opened by the foot door 32a and the defroster door 30a, respectively. As a result, the conditioned air is blown into both the face air passage 31 and the foot air passage 32. In this case, about 80% of the conditioned air is blown to the foot air passage 32 and the remaining 20% is blown to the defroster air passage 40.
[0016]
(4) Defroster mode In the defroster mode, the defroster air passage 30 is opened by the defroster door 30a, and the face air passage 31 and the foot air passage 32 are closed by the face door 31a and the foot door 32a, respectively. . As a result, all the conditioned air is blown into the defroster air passage 30.
[0017]
In the present embodiment, in addition to the blowing modes (1) to (4), two warm-up blowing modes can be switched during warm-up control to be described later. The two warm-up blowing modes will be described later in detail. The control device 20 that controls the air conditioner includes an inside air temperature sensor 21 that detects the air temperature inside the vehicle interior, an outside air temperature sensor 22 that detects the outside air temperature, a solar radiation sensor 23 that detects the amount of solar radiation irradiated into the vehicle interior, and the heater core 16. A water temperature sensor 36 for detecting the temperature of the hot water flowing through and an after-evaporator sensor 24 for detecting the air temperature immediately after passing through the evaporator 13 are input-connected. The controller 20 is connected to a temperature setter 25 for setting a desired temperature Tset in the passenger compartment, an opening sensor (specifically a potentiometer) 26 for detecting the opening of the air mix door 17, and the like. .
[0018]
The control device 20 is a well-known device including an A / D converter, a microcomputer, etc. (not shown) inside, and signals from the sensors 21 to 24 are A / D converted by the A / D converter. It is configured to be input to the microcomputer later. .
The microcomputer is a well-known computer having a CPU, ROM, RAM, I / O, etc. (not shown), and power is supplied from the battery 28 when the ignition switch 27 of the engine is turned on.
[0019]
Next, the operation of this embodiment will be described based on the flowchart of FIG.
First, when the automatic control processing of the air conditioner is started in step S100, first, initialization processing of data and flags used for the subsequent processing is performed in step S200. In step S300, the set temperature Tset set by the temperature setter 25 and the values (Tr, Tam, Ts, Te, TW) obtained by A / D converting the signals of the sensors 21-24, 36 are read.
[0020]
Then, in step S400, a target blowing temperature (hereinafter referred to as TAO) of the air blown into the vehicle interior is calculated based on various data stored in the RAM and the following formula 1 stored in the ROM.
[0021]
[Expression 1]
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
(Kset, Kr, Kam, Ks, and C are correction constants)
Next, the blower voltage BLW applied to the blower 6 in step S500 is determined based on the TAO calculated in step S400 from the characteristic diagram shown in FIG.
[0022]
In step S600, the suction port mode is determined from the TAO and the characteristics shown in FIG. 3 stored in the ROM.
Next, in step S700, the blowing modes (1) to (3) are determined from the TAO and the characteristics shown in FIG. 4 stored in the ROM.
In step S800, the target opening .theta.0 of the air mix door 17 is calculated based on the various data stored in the RAM and the following formula 2 stored in the ROM.
[0023]
[Expression 2]
θ0 = {(TAO−Te) / (Tw−Te)} × 100 (%)
Next, in S900, when the water temperature detected by the water temperature sensor 36 is low, it is determined whether or not to perform warm-up control for rapidly heating the vehicle. If the determination result in step S900 is NO, the process proceeds to step S1000 and control signals (fan motor 6a, servo) are sent to each actuator so that the control values determined in steps S500 to S800 are obtained. Motors 18, 19, 30b, 31b, 32b) are output.
[0024]
Thereafter, in step 1100, it is determined whether or not a predetermined cycle time τ (for example, 4 seconds) has elapsed since execution of the processing in step 1200, and the next determination is made until the result of this determination is YES. Without performing the process, the process returns to step 1100 again.
Next, the warm-up control determination process in step S900 will be described based on the flowchart of FIG.
[0025]
As shown in FIG. 6, first, in step 910, it is determined whether or not the TAO calculated in step S400 is higher than a predetermined value T1. That is, the TAO is considered to represent the heat load on the vehicle, and it means that the TAO increases as the outside air temperature decreases, and the vehicle interior warms up rapidly as the TAO increases. Therefore, in this step S910, it is determined whether or not it is necessary to rapidly warm the passenger compartment by determining whether TAO is higher than a predetermined value T1.
[0026]
If the determination result in step S910 is YES and it is determined that the vehicle interior needs to be heated rapidly, the process proceeds to step S920, and the detected temperature (Tw) of the water temperature sensor 36 is 70 ° C. (first predetermined value). It is determined whether it is above. Here, the control value determined in the above steps S500 to 800 is the time of steady control in which the heating capability of the heater core 8 is sufficient, that is, the detected temperature (Tw, simply water temperature) of the water temperature sensor 36 is 70 ° C. or higher. It is set to make the passengers feel comfortable. Therefore, if the determination result in step S920 is YES and the detected temperature of the water temperature sensor 36 is 70 ° C. or higher, the process proceeds to step S1000. In this case, the normal blowing mode is the foot mode, and the inside / outside air mode is the outside air introduction mode.
[0027]
On the other hand, if the determination result in step S920 is NO, that is, if the heating capability of the heater core 8 is small and the detected temperature of the water temperature sensor 36 is lower than 70 ° C., the process proceeds to step S1200.
In step S1200, a characteristic diagram different from that in FIGS. 3 and 5 used in steps S500 and 700 is determined for the blow-out mode and the blower voltage as warm-up control.
[0028]
FIG. 7 is a flowchart showing the contents of the warm-up control, which will be described below.
First, in step S1210, it is determined whether or not the detected temperature of the water temperature sensor 36 is 45 ° C. (first predetermined value) or higher. In other words, in step S1210, since the water temperature is determined to be lower than 70 ° C. in step S920, it is determined whether the water temperature is 45 ° C. or higher and lower than 70.
[0029]
If it is determined that the water temperature is 45 ° C. or higher and lower than 70, the process proceeds to step S1220, and the blowing mode is set to the foot mode (3). At this time, the blower voltage is determined by the characteristic diagram of FIG. As shown in FIG. 8, the blower voltage is determined according to the water temperature. As shown in FIG. 8, the blower voltage BLW (the voltage applied to the fan motor 6a, which can be said to be the amount of air blown from the blower 6) increases as the water temperature increases during warm-up control. That is, the characteristic diagram shown in FIG. 8 constitutes warm-up air blowing control means for controlling the air blowing capacity of the blower 6 when the water temperature is 70 ° C. or lower.
[0030]
On the other hand, if the determination result in step S1210 is NO and it is determined that the water temperature is lower than 45, the process proceeds to step S1230. In step S1230, it is determined whether the water temperature is 35 ° C. or higher, that is, whether the water temperature is 35 ° C. or higher and lower than 45 ° C. If this determination result is YES, the flow proceeds to step S1240, and the blowing mode is set to the bi-level / diff mode. .
[0031]
Here, the bi-level differential mode is the fifth blowing mode in the present embodiment, and is as follows.
(5) In the bi-level / diff mode, the face air passage 31 and the foot air passage 32 are opened by the face door 31a and the foot door 32a, respectively, and the defroster air passage 30 is also opened by the defroster door 30a. Open.
[0032]
Thus, the conditioned air is blown from the defroster air passage 30, the face air passage 31, and the foot air passage 32. In this case, the conditioned air is blown into the face air passage 31 and the foot air passage 32 in approximately equal amounts of 40% and to the defroster air passage 30 in the remaining 20%. At this time, the blower voltage is determined by the characteristic diagram of FIG. As shown in FIG. 8, the blower voltage BLW is determined according to the water temperature.
[0033]
If the determination result in step S1230 is NO, the process proceeds to step S1250, in which it is determined whether the water temperature is 25 ° C. or higher, that is, whether the water temperature is 25 ° C. or higher and lower than 35 ° C. If the decision result in the step S1250 is YES, the process proceeds to a step S1260 to set the blowing mode to the face / diff mode.
Here, the bi-level differential mode is the sixth blowing mode in the present embodiment, and is as follows.
[0034]
(6) In the face / def mode, the defroster air passage 30 and the face air passage 31 are opened by the defroster door 30a and the face door 31a, respectively, and the foot air passage 32 is closed by the foot door 32a. .
Thus, the conditioned air is blown from only the defroster air passage 30 and the face air passage 31. In this case, the conditioned air reaches the face air passage 31 at 80%, and the remaining 20% is blown into the defroster air passage 30. At this time, the blower voltage is determined by the characteristic diagram of FIG. As shown in FIG. 8, the blower voltage is determined according to the water temperature.
[0035]
If the determination result in step S1250 is NO and the water temperature is lower than 25 ° C., the defroster mode, which is the blowing mode (4), is set. At this time, the blower voltage is determined according to the characteristic diagram of FIG. 8. Here, the blower voltage BLW is 0 and the blower is turned off. The reason why the blower is turned off is as follows.
When the air temperature is lower than 25 ° C. and the air blower 6 is operated and a ram pressure is generated by running the vehicle, a relatively low temperature blown air is blown from the defroster air passage 30 and reaches the upper body of the occupant. Problems that cause discomfort occur. Therefore, in this embodiment, since the operation of the blower is stopped at this time, such a problem can be prevented.
[0036]
As described above, in the present embodiment, when it is determined in step S900 that the warm-up control is performed, the process proceeds to step S1200, and the blow-out mode and the blower voltage are set according to the water temperature in order to give the passenger a good feeling of heating. Is determined. That is, when the water temperature is lower than 25 ° C. (first predetermined value), the conditioned air can be blown only to the defroster air passage 30 and the antifogging property of the vehicle window glass 33 is improved.
[0037]
When the water temperature is 25 ° C. or higher and lower than 35 ° C. (second predetermined value), the conditioned air is blown only to the face air passage 31 and the defroster air passage 30. Thereby, while being able to improve a passenger | crew's feeling of heating, the anti-fogging property of a vehicle window glass can be improved.
Further, when the water temperature is 35 ° C. or higher and lower than 45 ° C. (third predetermined value), the conditioned air is blown into the three passages of the defroster air passage 30, the face air passage 31, and the foot air passage 32. Thereby, while a passenger | crew's feeling of heating can be improved further, the anti-fogging property of a vehicle window glass can be improved.
[0038]
When the water temperature is 45 ° C. or higher and lower than 70 ° C. (fourth predetermined value), the conditioned air is blown only through the defroster air passage 30 and the foot air passage 32.
As described above, in the present embodiment, since the conditioned air is constantly blown from the defroster air passage 30 during the warm-up control, the antifogging property of the vehicle window glass can be improved.
[0039]
(Other embodiments)
In the above embodiment, during warm-up control, the operation of the blower 6 is stopped (off) in the defroster mode, but the blower 6 may be operated.
In the above embodiment, the air-conditioning air is blown from the defroster air passage 30 as the two face differential modes and the bi-level differential mode during the warm-up control. However, at least one of these two blowing modes is used. Switching may be possible.
[0040]
In the above embodiment, four blowing modes can be switched during normal control. For example, the following well-known foot differential mode may be added.
In the foot differential mode, the face air passage 31 is closed by the face door 31a, and the foot air passage 32 and the defroster air passage 30 are opened by the foot door 32a and the defroster door 30a, respectively. Thus, in the foot differential mode, the conditioned air is blown into both the face air passage 31 and the foot air passage 32. In this case, the defroster air passage 30 and the foot air passage 32 are supplied with conditioned air in substantially equal amounts.
[0041]
That is, when the water temperature is 45 or higher and lower than 70 ° C., the foot differential mode may be used.
Moreover, although each said embodiment demonstrated what used the heat source (heat exchange fluid) of the heat exchanger for a heating as engine cooling water, this invention is not restricted to this, What kind of thing may be sufficient.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle air conditioner according to an embodiment of the present invention.
FIG. 2 is a flowchart showing the control contents of the control device 15 in the embodiment.
FIG. 3 is a diagram showing a relationship between TAO and a blower voltage in the embodiment.
FIG. 4 is a diagram showing a relationship between TAO and a suction port mode in the embodiment.
FIG. 5 is a diagram illustrating a relationship between TAO and a blowing mode in the embodiment.
FIG. 6 is a flowchart showing the control contents of the control device 15 in the embodiment.
FIG. 7 is a flowchart showing the control contents of the control device 15 in the embodiment.
FIG. 8 is a diagram showing a relationship between water temperature and blower voltage in the embodiment.
[Explanation of symbols]
6 ... Blower, 6a ... Blower motor, 8 ... Heater core, 20 ... Control device,
DESCRIPTION OF SYMBOLS 30 ... Defroster air passage, 30a ... Defroster door 30b ... Servo motor, 31 ... Face air passage 31a ... Face door, 31b ... Servo motor 32 ... Foot air passage, 32a ... Foot door, 32b ... Servo motor ,

Claims (5)

A heating heat exchanger (8) using a heat exchange fluid as a heat source;
A blower (6) for generating blown air passing through the heating heat exchanger (8);
The blower temperature of the heat exchange fluid as a warm-up control when less than a predetermined value by controlling the blowing capacity of the (6), the blower temperature of the heat exchange fluid as stationary control when the predetermined value or more (6) A control device (20) for controlling the air blowing capacity of
A defroster air passage (30) for blowing the blown air to the window glass (33) of the vehicle;
A face air passage (31) for blowing the blown air to the upper body of the occupant;
A foot air passage (32) for blowing the blown air toward the lower body of the occupant;
Passage control means (30a, 30b, 31a, 31b) for adjusting the amount of blown air sent to the defroster air passage (30), the face air passage (31), and the foot air passage (32). 32a, 32b)
Wherein the control device (20), said passage control means when the blower (6) is controlled as said stationary control (30a, 30b, 31a, 31b , 32a, 32b) by controlling, for the heating When blowing air that has passed through the heat exchanger (8) to at least the face air passage (31), the blowing air is not sent to the defroster air passage (30),
Wherein the control device (20), the warm-up control as the blower (6) said passage control means when it is controlled (30a, 30b, 31a, 31b , 32a, 32b) to control the heating When the blown air that has passed through the heat exchanger (8) is blown into at least the face air passage (31), the blown air is also blown into the defroster air passage (30). Air conditioner. When the blower (6) is controlled as the warm-up control, the control device (20)
When a temperature of the heat exchange fluid is lower than the first predetermined value, the blown air to allow blowing only the defroster air passage (30),
At a temperature of the heat exchange fluid the first predetermined value or more, when lower than a second predetermined value, only by blowing the blowing air and the defroster air passage (30) and the face air passage (31),
At a temperature of the heat exchange fluid and the second predetermined value or more, when the third lower than the predetermined value, the defroster air passage (30), an air passage for the face (31), and the foot air passage (32) The air is blown into the three passages of
At a temperature of the heat exchange fluid wherein the third predetermined value or more, when the fourth lower than a predetermined value, thereby blowing the blowing air only and the and the defroster air passage (30) foot air passage (32) The vehicle air conditioner according to claim 1. Wherein the control device (20), when the temperature of the heat exchange fluid is lower than the first predetermined value, the blower (6) for a vehicle air conditioning system according to claim 2, wherein the stopping the operation of the. Wherein the control device (20), the warm-up control as the blower (6) said passage control means when it is controlled (30a, 30b, 31a, 31b , 32a, 32b) to control the heating When the blown air that has passed through the heat exchanger (8) is blown into at least the face air passage (31), the defroster door (30a) is used to open the defroster air passage (30) and to supply the blown air. The air conditioner for a vehicle according to any one of claims 1 to 3, wherein the air is also blown to the air passage (30) for the defroster. Wherein the control device (20), the blowing capacity of the blower (6) is controlled based on the first predetermined characteristic as the warm-up control,
Wherein the control device (20) is characterized by that control based on different second predetermined characteristic is a predetermined characteristic of blowing capacity the first of the blower (6) as said stationary control The vehicle air conditioner according to any one of claims 1 to 4.

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