JP3799760B2 - Air conditioner for vehicles - Google Patents

Description

【数２】

【００２５】
なお、Ｔset (Dr)とＴset (Pa)は、それぞれドライバー側とパッセンジャー側の温度設定スイッチ６５、６６で設定された設定温度であり、Ｋset 、Ｋｒ、Ｋam、Ｋｓ、Ｋｄ(Dr)、Ｋｄ(Pa)は、それぞれ温度設定ゲイン、内気温度ゲイン、外気温度ゲイン、日射量ゲイン、ドライバー側の温度差補正ゲイン、パッセンジャー側の温度差補正ゲインを表す。
また、Ｋａ(Dr)、Ｋａ(Pa)は、それぞれ外気温度Ｔamがドライバー側とパッセンジャー側の各空調温度に及ぼす影響度合いを補正するゲイン、Ｃｄ(Dr)、Ｃｄ(Pa)は、上記影響度合いに応じた定数、Ｃは補正定数を表す。
但し、Ｋａ(Dr)、Ｋａ(Pa)、Ｃｄ(Dr)、Ｃｄ(Pa)の各値は、車両の形状や大きさ、各吹出口より吹き出される吹出風の風向等、様々なパラメータで変化する。
【００２６】
続いて、ステップ１２０で演算されたＴＡＯ(Dr)及びＴＡＯ(Pa)に基づいて、送風機３の制御電圧ＶＡ（ファンモータ１２への印加電圧）を演算する（ステップ１３０）。この制御電圧ＶＡは、ステップ１２０で演算されたＴＡＯ(Dr)及びＴＡＯ(Pa)にそれぞれ適合した制御電圧ＶＡ(Dr)及びＶＡ(Pa)を図８に示すブロワ特性図より求めた後、それらの制御電圧ＶＡ(Dr)及びＶＡ(Pa)を平均することにより得ている。但し、夏場の冷房運転開始時（クールダウン時）及び冬場の暖房運転開始時（ウォームアップ時）には、車両のイグニッションスイッチ（図示しない）をオンしてから所定時間だけ送風を停止する。つまり、車室内の熱負荷が大きい冷房運転開始時には、イグニッションスイッチをオンした直後の熱風吹出による乗員の不快感を防止する目的で送風機３の遅動制御が行われる。これは、図９に示す遅動制御特性に基づいて行われるもので、例えば、イグニッションスイッチがオンされた時刻ｔ0 から時刻ｔ1 までの間（例えば８秒）はファンモータ１２をオフし、時刻ｔ1 から時刻ｔ2 までの間（例えば２秒）は、送風レベル「Ｌｏ（設定されている最小風量）」が得られる様にファンモータ１２へ制御電圧を印加し、更に時刻ｔ2 から時刻ｔ3 までの間（例えば５秒）は、送風レベルが「Ｌｏ」から「Ｈｉ（設定されている最大風量）」へ徐々に増大する様にファンモータ１２への制御電圧を可変する。そして、時刻ｔ3 以降は、図８に示したブロワ特性図に基づいて制御電圧を決定する。
【００２７】
一方、暖房運転開始時には、イグニッションスイッチをオンした直後の冷風吹出による乗員の不快感を防止する目的で送風機３の遅動制御が行われる。これは、図１０に示す水温遅動制御特性に基づいて行われるもので、例えば、水温センサ６４によって検出される水温ＴＷが所定水温Ｔw1（例えば５０℃）以下に低下している時はファンモータ１２をオフし、水温ＴＷが所定水温Ｔw1を越えて設定水温Ｔw2（例えば７０℃）に達するまでは、水温上昇に伴って風量レベルが徐々に増大する様にファンモータ１２への制御電圧を可変する。そして、水温センサ６４によって検出される水温ＴＷが設定水温Ｔw2以上に上昇した時には、図８に示したブロワ特性図に基づいて制御電圧を決定する。
ステップ１３０で送風機３の制御電圧ＶＡを演算した後、ステップ１２０で演算されたＴＡＯ(Dr)及びＴＡＯ(Pa)に基づいて、図１１に示す吹出口モード特性図より、それぞれドライバー側の吹出口モードとパッセンジャー側の各吹出口モードを決定する（ステップ１４０）。
【００２８】
続いて、ステップ１４０で決定された吹出口モードに基づいて、風向可変手段４６の左右スイングルーバ４９の制御目標位置（傾き角θ）を求める（ステップ１５０）。なお、各センタフェイス吹出口３１、４０に具備された左右スイングルーバ４９の傾き角θは、図１（ドライバー側の吹出口３１、３２を示す）に示す様に、吹出口３１、４０から真正面に向けて空気を吹き出させる時の位置Ａを基準（０度）として、乗員側（ドライバー側センタフェイス吹出口３１であればドライバー側、パッセンジャー側センタフェイス吹出口４０であればパッセンジャー側）をマイナスの値、車室内中央側をプラスの値として説明する。また、各サイドフェイス吹出口３２、４１に具備された左右スイングルーバ４９の傾き角θは、吹出口３２、４１から真正面に向けて空気を吹き出させる時の位置Ｂを基準（０度）として、乗員側をマイナスの値、車両のサイドウィンドウ６８側をプラスの値として説明する。従って、ドライバー側の吹出口３１、３２とパッセンジャー側の吹出口４０、４１とでは、左右スイングルーバ４９の傾き角θが共にプラス側の値およびマイナス側の値でも、吹出風の方向は反対方向となる。
【００２９】
例えば、暖房運転開始時（ウォームアップ時）において、選択された吹出口モードがフットモードの時は、各フット吹出口３４、４２とともに各サイドフェイス吹出口３２、４１からも風が吹き出されるため、この場合は各サイドフェイス吹出口３２、４１に具備された左右スイングルーバ４９の傾き角θを決定する。具体的には、各サイドフェイス吹出口３２、４１から吹き出される風が直接乗員に当たらない様に、サイドウィンドウ６８側（つまりプラス側）へ所定角度（例えば＋５０度）だけ傾ける（図１参照）。また、その後、水温ＴＷの上昇に伴って吹出口モードが変更した場合、例えばフットモードからバイレベルモードに切り替わった場合には、各フット吹出口３４、４２とともに各センタフェイス吹出口３１、４０からも風が吹き出されるため、この場合は各センタフェイス吹出口３１、４０に具備された左右スイングルーバ４９の傾き角θを決定する。具体的には、各センタフェイス吹出口３１、４０から吹き出される風が直接乗員に当たらない様に、車室内中央側（つまりプラス側）へ所定角度（例えば＋５度）だけ傾ける（図１参照）。
【００３０】
また、冷房運転開始時（クールダウン時）において、選択された吹出口モードがフェイスモードの時は、４か所のフェイス吹出口３１、３２、４０、４１から風が吹き出されるため、各センタフェイス吹出口３１、４０に具備された左右スイングルーバ４９と各サイドフェイス吹出口３２、４１に具備された左右スイングルーバ４９の傾き角θを上記の様に決定する。
なお、左右スイングルーバ４９の作動は、選択された吹出口３２、４１（または３１、４０）から風が出始めてから少なくとも所定時間継続し、その後は乗員側（マイナス側）へ向けても良いし、プラス側とマイナス側との間でスイングさせても良い。但し、ウォームアップ時あるいはクールダウン時において、吹出口モードが変更する場合は、変更後の吹出口からは初めて風が吹き出されるため、その変更後の吹出口に具備された左右スイングルーバ４９も作動させる。例えば、ウォームアップ時では、図１２に示す様に、水温ＴＷが所定温度Ｔw1に達した時点でフットモードが選択されると、この時点から少なくとも所定時間ｔ1 だけは各サイドフェイス吹出口３２、４１に具備された左右スイングルーバ４９をサイドウィンドウ６８側へ傾け、その後、水温上昇によって吹出口モードがバイレベルモードに変わった時は、その時点から少なくとも所定時間ｔ2 だけは各センタフェイス吹出口３１、４０に具備された左右スイングルーバ４９を車室内中央側へ傾ける。
左右スイングルーバ４９の作動時間は、ＥＣＵ９に内蔵されたタイマによってカウントしても良いし、各吹出口３１、３２、４０、４１の出口に吹出温度を検出するセンサを取り付け、そのセンサの検出値に基づいて決定しても良い。
【００３１】
ステップ１５０で左右スイングルーバ４９の制御目標位置（傾き角θ）を決定した後、ドライバー側の目標吹出温度ＴＡＯ(Dr)及びパッセンジャー側の目標吹出温度ＴＡＯ(Pa)をそれぞれ実現するために、下記の数式▲３▼、▲４▼に基づいて第１エアミックスドア２０の開度ＳＷ(Dr)（％）と第２エアミックスドア２３の開度ＳＷ(Pa)（％）を演算する（ステップ１６０）。
【数３】
ＳＷ(Dr)＝（ＴＡＯ(Dr)−ＴＥ）×１００／（ＴＷ−ＴＥ）………………▲３▼
【数４】
ＳＷ(Pa)＝（ＴＡＯ(Pa)−ＴＥ）×１００／（ＴＷ−ＴＥ）………………▲３▼
【００３２】
続いて、ステップ１３０で求めた制御電圧ＶＡが送風機３（ファンモータ１２）に印加される様にモータ駆動回路１３へ制御信号を出力する（ステップ１７０）。
続いて、ステップ１６０で演算した目標開度ＳＷ(Dr)及びＳＷ(Pa)が得られる様に、各エアミックスドア２０、２３を駆動するアクチュエータ２１、２４へ制御信号を出力する（ステップ１８０）。
続いて、ステップ１４０で決定したドライバー側の吹出口モード及びパッセンジャー側の各吹出口モードが得られる様に、各アクチュエータ３８、３９、４０へ制御信号を出力する（ステップ１９０）。
続いて、ステップ１５０で求めた左右スイングルーバ４９の制御目標位置（傾き角θ）が得られる様に、左右スイング部４７のモータ５０へ制御信号を出力する（ステップ２００）。
【００３３】
（本実施例の効果）
本実施例によれば、暖房運転のウォームアップ時及び冷房運転のクールダウン時に、送風ダクト２内への送風が開始されてから少なくとも所定時間は、吹出口３２、４１（または３１、４０）から吹き出される吹出風が直接乗員に当たらない方向へ左右スイングルーバ４９を作動させることにより、ウォームアップ時であれば冷たい風、クールダウン時であれば熱風が直接乗員に当たることによる不快感を防止できる。
ウォームアップ時を例として説明すると、図１３に示す様に、エンジンスタート（イグニッションスイッチ：オン）から２分経過した時、水温センサ６４で検出される水温ＴＷが予め定めてあった所定水温Ｔw1（図１０参照）まで上昇すると、風量レベルが徐々に上がり始める。ここで、例えば吹出口モードがフットモードになっていたとすると、各サイドフェイス吹出口３２、４１からは、外気温度と略同等の冷風（約−１０℃）が出ていることになる（図１４参照）。このため、各サイドフェイス吹出口３２、４１から風が出る前に左右スイングルーバ４９をサイドウィンドウ６８側（プラス側）へ５０度程度傾ける。これにより、各サイドフェイス吹出口３２、４１から吹き出される風は、図１の実線Ｃに示す様に、サイドウィンドウ６８側へ吹き付けられて乗員には当たらない。
【００３４】
この状態が所定時間（数十秒）継続されると、ダクト（各フェイスダクト２５、２８の分岐点から吹出口３２、４１までの通路）自体が暖められるため、左右スイングルーバ４９を乗員側へ向けても各サイドフェイス吹出口３２、４１から冷風が吹き出されることはなく、水温ＴＷに応じた温風が吹き出されて快適な暖房感を得ることができる。なお、上記の状態を所定時間継続した後は、乗員の暖房のために左右スイングルーバ４９を乗員側へ向けても良いし、サイドウィンドウ６８の曇り防止のためにサイドウィンドウ６８側へ向け続けても良い。あるいは、両方の目的を得るために乗員側とサイドウィンドウ６８側との間でスイングさせても良い。
【００３５】
また、この後、フェイスモードが選択された場合には、各センタフェイス吹出口３１、４０と各サイドフェイス吹出口３２、４１の４か所から風が吹き出される。この時、先程まで風が出ていた各サイドフェイス吹出口３２、４１は、すでにダクト自体が暖められているために各吹出口３２、４１より吹き出される風を乗員側へ向けても問題はないが、各センタフェイス吹出口３１、４０に通じるダクト（各フェイスダクト２５、２８の分岐点から吹出口３１、４０までの通路）は未だ外気温度近く（約−１０℃）になっているため、各センタフェイス吹出口３１、４０から初めて出る風は、外気温度に近い冷風となる。そこで、今度は各センタフェイス吹出口３１、４０に具備された左右スイングルーバ４９を車室内中央側（プラス側）へ５度程度傾ける。これにより、各センタフェイス吹出口３１、４０から吹き出される風は、図１の実線Ｄに示す様に、車室内中央側へ吹き付けられて乗員には当たらない。この状態を所定時間（数十秒）続けた後は、乗員を暖めるために左右スイングルーバ４９を乗員の方へ向けても良いし、後席側の暖房補助のために車室内中央側を向け続けても良い。
【００３６】
（変形例）
本実施例では、各フェイス吹出口３１、３２、４０、４１に具備された風向可変手段４６に左右スイング部４７と上下スイング部４８とを備えるが、本実施例の効果を得るためであれば左右スイング部４７だけでも良い。
また、上記実施例では、送風ダクト２内に第１空気通路１７と第２空気通路１８とを設けてドライバー側とパッセンジャー側とを独立に空調制御できる例について説明したが、ドライバー側とパッセンジャー側とを分けることなく、一様に空調制御する構成でも本発明を適用できることは言うまでもない。
上記実施例では、送風ダクト２内への送風が開始されてから少なくとも所定時間は、吹出口３２、４１（または３１、４０）から吹き出される吹出風が直接乗員に当たらない方向へ左右スイングルーバ４９を作動させているが、例えば冷房時であれば、エバ後温度ＴＥが所定の温度に下がるまで、また暖房時であれば、水温ＴＷが所定の温度に達するまで、吹出風が直接乗員に当たらない様に、各左右スイングルーバ４９を作動させても良い。
【００３７】
なお、吹出口モードが変更した場合に、変更後の吹出口に具備された左右スイングルーバ４９を所定角度だけ傾ける様に制御しているが、最初に選択される吹出口に具備された左右スイングルーバ４９だけを所定角度だけ傾ける様に制御しても良い。また、クールダウン時及びウォームアップ時に送風機３を遅動制御しているが、必ずしも遅動制御を実行する必要はない。即ち、イグニッションスイッチがオンされると直ぐに送風が開始される場合でも、送風ダクト２への送風が開始されてから少なくとも所定時間は、吹出口から吹き出される吹出風が直接乗員に当たらない方向へ左右スイングルーバ４９を傾ければ良い。
更に、本実施例では、左右スイングルーバ４９によって吹出風が直接乗員に当たらない方向へ制御しているが、上下スイングルーバ５３によって制御しても良い。例えば、吹出風が車室内の上方または下方へ流れる様に上下スイングルーバ５３の傾き角を制御すれば、吹出風が直接乗員に当たるのを避けることが可能である。また、左右スイングルーバ４９と上下スイングルーバ５３の両方で吹出風が直接乗員に当たらない様に制御しても良い。
【００３８】
上記の実施例では、数式▲１▼、▲２▼を用いた目標吹出温度ＴＡＯ(Dr)及びＴＡＯ(Pa)の演算時において、ドライバー側とパッセンジャー側との差に対応した各演算項の補正を外気温度Ｔamにより行う構成としたが、これに代えて、数式▲１▼、▲２▼における各演算項の補正を、それぞれに対応した目標吹出温度ＴＡＯ(Dr)及びＴＡＯ(Pa)の高低に応じて行う構成としても同等の効果が得られる。
また、吹出口モードは、目標吹出温度ＴＡＯ(Dr)及びＴＡＯ(Pa)により決定されるものであり、しかも、実際に車室内の空気の流れを考慮した場合、ドライバー側とパッセンジャー側への吹出温度や各乗員での気流干渉状態が吹出口モード毎に相違していることも十分考えられるため、数式▲１▼、▲２▼における設定温度Ｔset (Dr)及びＴset (Pa)の差に対応した各演算項の補正を、それぞれに対応した吹出口モードにより行う構成とした場合でも相応の効果が得られる。
【図面の簡単な説明】
【図１】ドライバー側のサイドフェイス吹出口より吹き出される吹出風のスイング角度を示す模式図である。
【図２】車両用空調装置の全体構成図である。
【図３】風向可変手段の全体図である。
【図４】左右スイング部の構成図である。
【図５】上下スイング部の構成図である。
【図６】車両のダッシュボードを示す正面図である。
【図７】ＥＣＵの制御プログラムを示すフローチャートである。
【図８】送風機の制御電圧を決定するブロワ特性図である。
【図９】クールダウン時におけるブロワの遅動制御特性図である。
【図１０】ウォームアップ時におけるブロワの水温遅動制御特性図である。
【図１１】吹出口モードを決定する吹出口モード特性図である。
【図１２】吹出口モードと水温との関係を示すタイムチャートである。
【図１３】本実施例の作動を示すタイムチャートである。
【図１４】外気温度とサイドフェイス吹出口の吹出温度との関係を示すグラフである。
【符号の説明】
１ 車両用空調装置
９ ＥＣＵ（制御手段）
２５ ドライバー側フェイスダクト
２８ パッセンジャー側フェイスダクト
３１ ドライバー側センタフェイス吹出口
３２ ドライバー側サイドフェイス吹出口
４０ パッセンジャー側センタフェイス吹出口
４１ パッセンジャー側サイドフェイス吹出口
４６ 風向可変手段
６８ サイドウィンドウ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner provided with wind direction changing means capable of changing the direction of blown air blown from a blower outlet.
[0002]
[Prior art]
In a conventional vehicle air conditioner, when engine cooling water is used as a heat source for heating, the temperature of the engine cooling water (hereinafter referred to as water temperature) is still low immediately after the engine is started. And cold air is blown out to the feet of the passengers. Therefore, the blower is stopped until the water temperature reaches a predetermined temperature, and after the water temperature reaches the predetermined temperature, the air volume control is performed to increase the rotation speed (air flow rate) of the blower according to the rise in the water temperature. Yes.
[0003]
[Problems to be solved by the invention]
However, even if the water temperature reaches a predetermined temperature and the air blow is started, the duct itself that sends the blown air to the outlet is cooled, so that the air heated by heat exchange with the hot water dissipates heat while flowing through the duct. It will be cooled by the time it reaches the outlet. Therefore, for example, if the air outlet mode is the foot mode, air is generally blown out from the side face air outlet as well, and as shown in the graph a in FIG. Second) had a problem that a very cold wind was blown out to the passengers from the side face outlet. FIG. 14 is a graph showing the relationship between the water temperature when the outside air temperature is −10 ° C. and the air outlet temperature at the side face outlet, and the difference between the water temperature and the air outlet temperature is large for a while after the start of air blowing. I understand.
The present invention has been made based on the above circumstances, and an object of the present invention is to provide a vehicle air conditioner that can reduce occupant discomfort due to the blowing air blown out at the start of ventilation.
[0004]
[Means for Solving the Problems]
  (Means of Claim 1)
  At least for a predetermined time after the start of air blowing into the duct, the wind direction varying means should be operated in such a direction that the blown air blown out from the blower outlet does not directly hit the passenger.AndFor example, at the time of warm-up of heating operation (at the start of heating), even if the duct itself is cold, the cool wind blown from the outlet does not directly hit the occupant at least for a predetermined time from the start of air blowing. It can prevent occupant discomfort due to the cold wind.
  In addition, since the duct is warmed by the warm air flowing in the duct for at least a predetermined time from the start of air blowing, if the wind direction varying means is operated in the direction in which the blown air blown out from the outlet directly hits the passenger, Because a warm air can be blown out toward the passenger, a comfortable heating feeling can be obtained.
[0005]
  On the other hand, at the time of cool-down of the cooling operation (at the start of cooling), even if the duct itself is hot, the warm wind blown from the outlet does not directly hit the occupant at least for a predetermined time from the start of the air blowing. This can prevent the passengers from feeling uncomfortable due to the warm wind. Further, since the duct is cooled by the cold air flowing in the duct for at least a predetermined time from the start of the air blowing, if the wind direction varying means is operated in the direction in which the blown air blown out from the outlet directly hits the occupant thereafter, it is appropriate. Since the cool air can be blown out toward the passenger, a comfortable cooling feeling can be obtained.
  Further, since the control means can independently control the wind direction varying means provided at the driver side air outlet and the wind direction varying means provided at the passenger side air outlet, the driver seat side and the passenger seat side Even when the air outlet modes are different, it is possible to control the wind direction varying means corresponding to each air outlet mode on the driver seat side and the passenger seat side.
[0007]
  (Claims2Means)
  At least for a predetermined time after the start of air blowing into the duct, by operating the air direction varying means in such a direction that the blown air blown out from the outlet does not directly hit the passenger, for example, at the time of warming up the heating operation (heating start ), Even if the duct itself is cold, the cold wind blown from the outlet does not directly hit the occupant for at least a predetermined time from the start of air blowing. Can be prevented.
  In addition, since the duct is warmed by the warm air flowing in the duct for at least a predetermined time from the start of air blowing, if the wind direction varying means is operated in the direction in which the blown air blown out from the outlet directly hits the passenger, Because a warm air can be blown out toward the passenger, a comfortable heating feeling can be obtained.
  On the other hand, at the time of cool-down of the cooling operation (at the start of cooling), even if the duct itself is hot, the warm wind blown from the outlet does not directly hit the occupant at least for a predetermined time from the start of the air blowing. This can prevent the passengers from feeling uncomfortable due to the warm wind. Further, since the duct is cooled by the cold air flowing in the duct for at least a predetermined time from the start of the air blowing, if the wind direction varying means is operated in the direction in which the blown air blown out from the outlet directly hits the occupant thereafter, it is appropriate. Since the cool air can be blown out toward the passenger, a comfortable cooling feeling can be obtained.
  In addition,The control means operates the wind direction varying means so that the blown air blown from the side face blower outlet flows to the side window side of the vehicle, and the blown wind blown from the center face blower outlet flows to the vehicle interior center side. The air direction varying means is operated. Thus, at least a predetermined time from the start of air blowing, it is possible to prevent the air blown from the side face air outlet and the air blown from the center face air outlet from directly hitting the occupant.
[0008]
  (Claims3Means)
  In the vehicle air conditioner according to claim 2,The control means is blown from at least one of the blowout ports when the blowout start time first blown out from the side face blowout port and the blowout start time first blown out from the center face blowout port are different The wind direction varying means is operated in a direction in which the blown wind does not directly hit the passenger. In this case, for example, the wind direction varying means can be operated in a direction in which the blown air blown out from the side face blowout port does not directly hit the occupant for at least a predetermined time after the air blow into the side face duct is started. Alternatively, the wind direction varying means can be operated in a direction in which the blown air blown from the center face blowout port does not directly hit the occupant for at least a predetermined time after the start of blowing into the centerface duct. Preferably, it is desirable to operate the wind direction varying means in such a direction that the blown wind blown out from the blower outlet with the earlier start of blowing does not directly hit the occupant.
[0009]
  (Claims4Means)
  The air conditioner for a vehicle according to any one of claims 1 to 3, wherein in the heating operation or the cooling operation, the air volume control is performed to stop the blowing for a predetermined time after receiving the operation start command. In this case, if it is a heating operation, the temperature of the heating heat source (for example, engine cooling water) can be raised to a predetermined temperature before the start of air blowing. Can be prevented from being blown into the passenger compartment for a long time.
  In the case of cooling operation, the cooling heat exchanger (for example, the evaporator of the refrigeration cycle) can be sufficiently cooled until the air blowing is started. It can prevent being blown into the room for a long time.
[0010]
  (Claims5Means)
  In the vehicle air conditioner according to any one of claims 1 to 4,The control means controls the operation of the wind direction varying means so that the blown air blown out from the air outlet flows upward or downward in the passenger compartment. Thereby, it can prevent that the blowing wind blown from a blower outlet hits a passenger | crew directly at least for the predetermined time from the start of ventilation. The wind direction varying means may be controlled by combining the vertical direction and the horizontal direction.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Next, the vehicle air conditioner of this invention is demonstrated based on drawing.
FIG. 1 is a schematic diagram showing the swing angle of the blowing air blown out from the side face outlet on the driver side.
The vehicle air conditioner 1 of the present embodiment includes a blower duct 2 for sending air into the vehicle interior, as shown in FIG. 2 (entire configuration diagram of the vehicle air conditioner), and at the upstream end of the blower duct 2. A blower 3 provided with inside / outside air switching means (described below) is connected.
[0012]
The inside / outside air switching means includes an inside / outside air switching box 6 having an inside air introduction port 4 for introducing vehicle interior air (inside air) and an outside air introduction port 5 for introducing vehicle compartment outside air (outside air), and this inside / outside air An inside / outside air switching door 7 that is rotatably supported by the switching box 6 and selectively switches between the inside air introduction port 4 and the outside air introduction port 5 is provided. The inside / outside air switching door 7 is driven by an actuator 8 such as a servo motor, and the actuator 8 is energized and controlled by an air conditioner control device (hereinafter referred to as ECU 9) described later.
The blower 3 includes a fan case 10 formed integrally with the inside / outside air switching box 6, a fan 11 accommodated in the fan case 10, and a fan motor 12 that rotationally drives the fan 11. The rotational speed (air flow rate) of the fan motor 12 is determined according to the applied voltage (control voltage VA). The fan motor 12 is energized and controlled by the ECU 9 through a motor drive circuit 13 that varies the applied voltage.
[0013]
A cooling heat exchanger 14 for cooling the air sent from the blower 3 (hereinafter referred to as blown air) is disposed in the blower duct 2, and the blown air is heated downstream of the cooling heat exchanger 14. A heat exchanger 15 for heating is arranged.
The cooling heat exchanger 14 is, for example, an evaporator of a refrigeration cycle, and cools the blown air by heat exchange with a low-temperature refrigerant that circulates inside the evaporator. The heating heat exchanger 15 is, for example, a hot water heater core that uses engine cooling water as a heat source, and heats blown air by heat exchange with engine cooling water (hot water) that flows through the heater core.
The air duct 2 has a first air passage 17 for supplying air to a driver's occupant (hereinafter referred to as a driver) on the downstream side of the cooling heat exchanger 14 by a partition plate 16, and a passenger's occupant (hereinafter referred to as a passenger). And the second air passage 18 for supplying air to. The cooling heat exchanger 14 is arranged over the entire surface of the air duct 2, and the heating heat exchanger 15 penetrates the partition plate 16 in the first air passage 17 and the second air passage 18. And are arranged.
[0014]
The first air passage 17 includes a first bypass passage 19 that bypasses the heat exchanger 15 for heating, and a first air mix door 20 that adjusts the temperature of the blown air that flows through the first air passage 17 and is blown to the driver. Is provided. The first air mix door 20 adjusts the ratio between the amount of air passing through the first bypass passage 19 and the amount of air passing through the heat exchanger 15 for heating disposed in the first air passage 17. The actuator 21 is driven by an actuator 21 such as a motor, and the actuator 21 is energized and controlled by the ECU 9.
The second air passage 18 includes a second bypass passage 22 that bypasses the heat exchanger 15 for heating, and a second air mix door 23 that adjusts the temperature of the blown air that flows through the second air passage 18 and is blown to the passenger. Is provided. The second air mix door 23 adjusts the ratio between the amount of air passing through the second bypass passage 22 and the amount of air passing through the heating heat exchanger 15 disposed in the second air passage 18. It is driven by an actuator 24 such as a motor, and the actuator 24 is energized and controlled by the ECU 9.
[0015]
On the downstream side of the air duct 2, a driver-side face duct 25, a defroster duct 26, a driver-side foot duct 27 that communicates with the first air passage 17, and a passenger-side face duct 28 and a passenger-side foot duct that communicate with the second air passage 18. 29 is connected.
The driver-side face duct 25 is a passage for mainly supplying cold air toward the upper body of the driver. The driver-side face duct 25 is provided between the middle of the passage and is divided into two, and a dashboard 30 (see FIG. 6) is connected to a driver-side center face air outlet 31 (see FIG. 6) that opens at a substantially central portion, and the other is a driver-side side face air outlet 32 (see FIG. 6) that opens at the driver seat side end of the dashboard 30. Connected). The defroster duct 26 is a passage for mainly supplying warm air toward a windshield (not shown) of the vehicle, and is connected to a defroster outlet 33 that opens on the upper surface of the dashboard 30. The driver-side foot duct 27 is a passage for mainly supplying warm air toward the driver's feet, and is connected to a driver-side foot outlet 34 that opens near the driver's feet.
[0016]
In addition, the driver-side face duct 25 is provided with a mode switching door 35 that can selectively open and close the driver-side face outlet 31 and the driver-side side face outlet 32, and upstream of the defroster duct 26 and the driver-side foot duct 27. Mode switching doors 36 and 37 for opening and closing the respective openings are provided in the side openings. Depending on the open / closed state of each of these mode switching doors 35, 36, 37, well-known air outlet modes such as a foot mode, a bi-level mode, a face mode, a differential mode, and a foot / diff mode are obtained. The mode switching doors 35, 36, and 37 are driven by actuators 38 and 39 such as servo motors, and the actuators 38 and 39 are energized and controlled by the ECU 9 (see FIG. 2).
[0017]
On the other hand, the passenger-side face duct 28 is a passage for mainly supplying cold air toward the upper body of the passenger, and is provided to be branched into two from the middle of the passage, and one opens at a substantially central portion of the dashboard 30. The passenger side center face air outlet 40 (see FIG. 6) is connected to the passenger side side face air outlet 41 (see FIG. 6) which opens at the passenger seat side end of the dashboard 30. The passenger-side foot duct 29 is a passage for mainly supplying warm air toward the feet of the passenger, and is connected to a passenger-side foot outlet 42 that opens near the feet of the passenger.
[0018]
The passenger-side face duct 28 is provided with a mode switching door 43 that can selectively open and close the passenger-side face outlet 40 and the passenger-side side face outlet 41, and is provided at the upstream opening of the passenger-side foot duct 29. Is provided with a mode switching door 44 for opening and closing the opening. Depending on the open / closed state of these mode switching doors 43 and 44, well-known air outlet modes such as a foot mode, a bi-level mode, and a face mode are obtained. Each mode switching door 43, 44 is driven by an actuator 45 such as a servomotor, and the actuator 45 is energized and controlled by the ECU 9 (see FIG. 2).
The mode switching door 35 provided on the driver side face duct 25 and the mode switching door 43 provided on the passenger side face duct 28 close the center face outlets 31 and 40 when the foot mode is selected. It operates to open the side face outlets 32 and 41 side.
[0019]
In the driver side face outlet 31 and driver side face face outlet 32, and the passenger side face outlet 40 and passenger side face outlet 41, as shown in FIG. 3, the direction of the blowing air can be changed. Variable means 46 is provided. The wind direction varying means 46 includes a left / right swing unit 47 for changing the direction of the blown wind to the left / right direction (vehicle width direction), and an up / down swing unit 48 for changing the direction of the blown wind to the vertical direction. In addition, since the wind direction variable means 46 comprised by each blower outlet 31, 32, 40, 41 is a structure substantially the same, it attaches | subjects and demonstrates the same code | symbol.
As shown in FIG. 4, the left and right swing unit 47 includes a plurality of left and right swing louvers 49 that can adjust the angle in the left and right direction, a motor 50 that generates a rotational force for driving each left and right swing louver 49, The arm 51 and the link lever 52 transmit the rotational force to the left and right swing louvers 49.
[0020]
As shown in FIG. 5, the vertical swing unit 48 includes a plurality of vertical swing louvers 53 capable of adjusting an angle in the vertical direction, a motor 54 that generates a rotational force for driving the vertical swing louvers 53, and the motor 54. The arm 55 and the link lever 56 transmit the rotational force to the vertical swing louvers 53.
The motor 50 of the left / right swing unit 47 and the motor 54 of the vertical swing unit 48 are energized and controlled by the ECU 9 based on detection values (resistance ratios) of the potentiometers 57 and 58, respectively. The potentiometer 57 of the left and right swing unit 47 detects the tilt angle θ (position of the link lever 52) of each left and right swing louver 49 by the resistance ratio, and the potentiometer 58 of the vertical swing unit 48 detects the tilt angle θ of each vertical swing louver 53. The (position of the link lever 56) can be detected by the resistance ratio.
[0021]
The ECU 9 incorporates a microcomputer in which a control program relating to air conditioning control, various arithmetic expressions, and the like are stored. The ECU 9 outputs operation signals based on various operations on the air conditioner operation panel 59 (see FIG. 6), and air conditioning. Detection signals from various detection means (described below) related to the control are input, and after these input signals are arithmetically processed according to the control program, the above-mentioned various actuators and motor drive circuit 13 are energized and controlled based on the processing results. To do.
The various detection means include an inside air sensor 60 that detects the temperature Tr of the passenger compartment air, an outside air sensor 61 that detects the outside air temperature Tam, a solar radiation sensor 62 that detects the amount of solar radiation Ts, and a cooling heat exchanger 14 (evaporator). A post-evaporation temperature sensor 63 that detects the temperature TE of the air that has been heated, a water temperature sensor 64 that detects the temperature TW of the engine coolant supplied to the heat exchanger 15 for heating (heater core), and the like are provided (see FIG. 2). .
[0022]
The air conditioner operation panel 59 is incorporated in the dashboard 30 on the front side of the vehicle interior (see FIG. 6). On the panel 59, a temperature setting switch 65 on the driver side, a temperature setting switch 66 on the passenger side, and a wind direction changing means 46 are provided. Swing switch 67 for operating by manual operation, although not shown below, an auto switch that outputs an air conditioning control command to the ECU 9, an off switch that outputs an operation stop command to the ECU 9, a driver-side air outlet mode changeover switch A passenger side air outlet mode changeover switch and the like are provided. These various switches may be set in a remote controller (not shown).
[0023]
Next, the contents of the air conditioning control by the ECU 9 will be described.
FIG. 7 is a flowchart showing an example of a control program of the ECU 9.
When the auto switch is turned on by the air conditioner operation panel 59, the ECU 9 executes air conditioning control according to the following control program.
First, the contents stored in the data processing memory are initialized (step 100). Subsequently, the set temperatures (driver side and passenger side) set by the temperature setting switches 65 and 66 of the air conditioner operation panel 59 and detection signals from various detection means are read and stored in the data processing memory (step 110).
Subsequently, based on the read data and the following formulas (1) and (2), the driver-side target blowing temperature TAO (Dr) and the passenger-side target blowing temperature TAO (Pa) are calculated (step 120).
[0024]
[Expression 1]

[Expression 2]

[0025]
Note that Tset (Dr) and Tset (Pa) are set temperatures set by the driver side and passenger side temperature setting switches 65 and 66, respectively, and Kset, Kr, Kam, Ks, Kd (Dr), Kd ( Pa) represents a temperature setting gain, an inside air temperature gain, an outside air temperature gain, a solar radiation gain, a driver side temperature difference correction gain, and a passenger side temperature difference correction gain, respectively.
Ka (Dr) and Ka (Pa) are gains for correcting the degree of influence of the outside air temperature Tam on the air conditioning temperature on the driver side and passenger side, respectively, and Cd (Dr) and Cd (Pa) are the degree of influence described above. C represents a correction constant.
However, each value of Ka (Dr), Ka (Pa), Cd (Dr), Cd (Pa) depends on various parameters such as the shape and size of the vehicle, the wind direction of the blown air blown out from each outlet. Change.
[0026]
Subsequently, based on TAO (Dr) and TAO (Pa) calculated in step 120, a control voltage VA (voltage applied to the fan motor 12) of the blower 3 is calculated (step 130). The control voltage VA is obtained by obtaining control voltages VA (Dr) and VA (Pa) respectively suitable for TAO (Dr) and TAO (Pa) calculated in step 120 from the blower characteristic diagram shown in FIG. The control voltages VA (Dr) and VA (Pa) are averaged. However, at the start of the cooling operation in summer (at the time of cool-down) and at the start of heating operation in winter (at the time of warm-up), the air supply is stopped for a predetermined time after the ignition switch (not shown) of the vehicle is turned on. That is, at the start of the cooling operation with a large heat load in the passenger compartment, the slowing control of the blower 3 is performed for the purpose of preventing the passengers from feeling uncomfortable due to the hot air blowing immediately after turning on the ignition switch. This is performed based on the delay control characteristic shown in FIG. 9. For example, the fan motor 12 is turned off from time t0 to time t1 (for example, 8 seconds) when the ignition switch is turned on, and time t1 is set. From time t2 to time t2 (for example, 2 seconds), a control voltage is applied to the fan motor 12 so that the air flow level “Lo (set minimum air volume)” is obtained, and further from time t2 to time t3. In (for example, 5 seconds), the control voltage to the fan motor 12 is varied so that the air blowing level gradually increases from “Lo” to “Hi (the set maximum air volume)”. After time t3, the control voltage is determined based on the blower characteristic diagram shown in FIG.
[0027]
On the other hand, at the start of the heating operation, the slow motion control of the blower 3 is performed for the purpose of preventing occupant discomfort due to cold air blowing immediately after turning on the ignition switch. This is performed based on the water temperature delay control characteristic shown in FIG. 10. For example, when the water temperature TW detected by the water temperature sensor 64 is lower than a predetermined water temperature Tw1 (for example, 50 ° C.), the fan motor 12 until the water temperature TW exceeds the predetermined water temperature Tw1 and reaches the set water temperature Tw2 (for example, 70 ° C.), the control voltage to the fan motor 12 is variable so that the air flow level gradually increases as the water temperature rises. To do. When the water temperature TW detected by the water temperature sensor 64 rises to the set water temperature Tw2 or higher, the control voltage is determined based on the blower characteristic diagram shown in FIG.
After calculating the control voltage VA of the blower 3 in step 130, based on the TAO (Dr) and TAO (Pa) calculated in step 120, the air outlets on the driver side are respectively shown from the air outlet mode characteristic diagram shown in FIG. 11. The mode and each air outlet mode on the passenger side are determined (step 140).
[0028]
Subsequently, the control target position (inclination angle θ) of the left and right swing louver 49 of the wind direction varying means 46 is obtained based on the air outlet mode determined in step 140 (step 150). The inclination angle θ of the left and right swing louver 49 provided in each center face outlet 31 and 40 is directly in front of the outlet 31 and 40 as shown in FIG. 1 (showing the driver outlets 31 and 32). The position A when air is blown out toward the vehicle is defined as a reference (0 degree), and the occupant side (driver side for the driver side center face outlet 31 and driver side for the passenger side center face outlet 40) is negative. The value of the vehicle interior center side will be described as a positive value. In addition, the inclination angle θ of the left and right swing louver 49 provided in each side face outlet 32, 41 is based on the position (B) when air is blown out from the outlet 32, 41 toward the front. A description will be given assuming that the passenger side is a negative value and the side window 68 side of the vehicle is a positive value. Therefore, the direction of the blown air is opposite between the driver-side air outlets 31 and 32 and the passenger-side air outlets 40 and 41 even if the inclination angle θ of the left and right swing louver 49 is a positive value and a negative value. It becomes.
[0029]
For example, at the start of heating operation (warm-up), when the selected air outlet mode is the foot mode, wind is blown out from the side face air outlets 32 and 41 together with the foot air outlets 34 and 42. In this case, the inclination angle θ of the left and right swing louver 49 provided at each side face outlet 32, 41 is determined. Specifically, it is inclined by a predetermined angle (for example, +50 degrees) toward the side window 68 side (that is, the plus side) so that the wind blown from the side face outlets 32 and 41 does not directly hit the passenger (see FIG. 1). ). After that, when the air outlet mode is changed as the water temperature TW increases, for example, when the foot mode is switched to the bi-level mode, the center face air outlets 31 and 40 together with the foot air outlets 34 and 42 are used. In this case, the inclination angle θ of the left and right swing louvers 49 provided at the center face outlets 31 and 40 is determined. Specifically, the vehicle is tilted by a predetermined angle (for example, +5 degrees) toward the center of the vehicle interior (that is, the plus side) so that the wind blown from the center face outlets 31 and 40 does not directly hit the passenger (see FIG. 1). ).
[0030]
In addition, when the selected air outlet mode is the face mode at the start of the cooling operation (at the time of cool-down), the wind is blown out from the four face air outlets 31, 32, 40, 41. The inclination angles θ of the left and right swing louvers 49 provided at the face outlets 31 and 40 and the left and right swing louvers 49 provided at the side face outlets 32 and 41 are determined as described above.
The operation of the left and right swing louver 49 may be continued for at least a predetermined time after the wind starts to be emitted from the selected outlets 32 and 41 (or 31, 40), and then directed toward the occupant side (minus side). The swing may be performed between the plus side and the minus side. However, when the air outlet mode is changed at the time of warm-up or cool-down, since the wind is blown out from the air outlet after the change, the left and right swing louvers 49 provided at the air outlet after the change are also included. Operate. For example, at the time of warm-up, as shown in FIG. 12, when the foot mode is selected when the water temperature TW reaches a predetermined temperature Tw1, each side face outlet 32, 41 is at least for a predetermined time t1 from this point. When the air outlet mode is changed to the bi-level mode due to a rise in water temperature, the center face air outlets 31, 49 at least for a predetermined time t 2 from that time point. The left and right swing louver 49 provided at 40 is tilted toward the center of the passenger compartment.
The operating time of the left and right swing louver 49 may be counted by a timer built in the ECU 9, or a sensor for detecting the outlet temperature is attached to the outlet of each outlet 31, 32, 40, 41, and the detected value of the sensor is detected. You may decide based on.
[0031]
After determining the control target position (inclination angle θ) of the left and right swing louver 49 in step 150, in order to realize the driver target air outlet temperature TAO (Dr) and the passenger side air outlet target temperature TAO (Pa), respectively, The opening degree SW (Dr) (%) of the first air mix door 20 and the opening degree SW (Pa) (%) of the second air mix door 23 are calculated based on the formulas (3) and (4) of 160).
[Equation 3]
SW (Dr) = (TAO (Dr) −TE) × 100 / (TW−TE) ……………… ▲ 3 ▼
[Expression 4]
SW (Pa) = (TAO (Pa) −TE) × 100 / (TW−TE) ……………… ▲ 3 ▼
[0032]
Subsequently, a control signal is output to the motor drive circuit 13 so that the control voltage VA obtained in step 130 is applied to the blower 3 (fan motor 12) (step 170).
Subsequently, a control signal is output to the actuators 21 and 24 that drive the air mix doors 20 and 23 so that the target opening degree SW (Dr) and SW (Pa) calculated in step 160 are obtained (step 180). .
Subsequently, a control signal is output to each of the actuators 38, 39, and 40 so that the driver-side air outlet mode and the passenger-side air outlet mode determined in step 140 are obtained (step 190).
Subsequently, a control signal is output to the motor 50 of the left and right swing unit 47 so that the control target position (inclination angle θ) of the left and right swing louver 49 obtained in step 150 is obtained (step 200).
[0033]
(Effect of this embodiment)
According to this embodiment, at the time of warm-up of the heating operation and cool-down of the cooling operation, at least a predetermined time from the start of the air blowing into the air duct 2, from the air outlets 32 and 41 (or 31, 40). By operating the left and right swing louvers 49 in such a direction that the blown-out wind that is blown out does not directly hit the occupant, it is possible to prevent discomfort due to cold wind during warm-up and hot air directly hit the occupant during cool-down. .
The warm-up time will be described as an example. As shown in FIG. 13, when two minutes have elapsed since the engine start (ignition switch: on), the water temperature TW detected by the water temperature sensor 64 is a predetermined water temperature Tw1 ( As shown in FIG. 10, the air flow level gradually starts to rise. Here, for example, assuming that the air outlet mode is the foot mode, cold air (about −10 ° C.) substantially equal to the outside air temperature is emitted from the side face air outlets 32 and 41 (FIG. 14). reference). For this reason, before a wind comes out from each side face blower outlet 32 and 41, the left-right swing louver 49 is inclined about 50 degrees to the side window 68 side (plus side). As a result, the wind blown out from the side face outlets 32 and 41 is blown toward the side window 68 as shown by the solid line C in FIG.
[0034]
If this state is continued for a predetermined time (several tens of seconds), the duct (the passage from the branch point of each face duct 25, 28 to the outlet 32, 41) itself is warmed, so the left / right swing louver 49 is moved to the passenger side. Even if it is directed, the cold air is not blown out from the side face air outlets 32, 41, and the hot air according to the water temperature TW is blown out, and a comfortable heating feeling can be obtained. Note that after the above state is continued for a predetermined time, the left and right swing louvers 49 may be directed toward the occupant for heating the occupant, or continuously directed toward the side window 68 to prevent the side window 68 from fogging. Also good. Or you may make it swing between a passenger | crew side and the side window 68 side in order to acquire both the objectives.
[0035]
After that, when the face mode is selected, wind is blown out from the four locations of the center face outlets 31 and 40 and the side face outlets 32 and 41. At this time, the side face air outlets 32 and 41 where the wind has been emitted up to now are no problem even if the air blown from the air outlets 32 and 41 is directed toward the occupant side because the duct itself has already been warmed. Although the ducts leading to the center face air outlets 31 and 40 (passages from the branch points of the face ducts 25 and 28 to the air outlets 31 and 40) are still close to the outside air temperature (about −10 ° C.). The first winds from the center face air outlets 31 and 40 are cool winds close to the outside air temperature. Therefore, this time, the left and right swing louvers 49 provided at the center face air outlets 31 and 40 are tilted by about 5 degrees toward the vehicle interior center side (plus side). Thereby, as shown by the solid line D in FIG. 1, the wind blown from the center face outlets 31 and 40 is blown toward the center of the vehicle interior and does not hit the passenger. After this state continues for a predetermined time (several tens of seconds), the left and right swing louvers 49 may be directed toward the occupant in order to warm the occupant, and the center of the vehicle interior is directed toward the rear seat to assist heating. You can continue.
[0036]
(Modification)
In the present embodiment, the wind direction varying means 46 provided in each face outlet 31, 32, 40, 41 includes a left / right swing portion 47 and an up / down swing portion 48. However, in order to obtain the effect of the present embodiment, Only the left / right swing part 47 may be used.
Moreover, although the said Example demonstrated the example which provided the 1st air path 17 and the 2nd air path 18 in the ventilation duct 2, and can perform air-conditioning control independently on the driver side and the passenger side, the driver side and the passenger side Needless to say, the present invention can also be applied to a configuration in which air-conditioning control is performed uniformly without dividing the above.
In the above embodiment, the left and right swing louvers in a direction in which the blown air blown out from the air outlets 32 and 41 (or 31, 40) does not directly hit the occupant for at least a predetermined time after the air blowing into the air duct 2 is started. 49, for example, during cooling, the blown wind directly reaches the passenger until the post-evacuation temperature TE decreases to a predetermined temperature, and during heating, until the water temperature TW reaches the predetermined temperature. Each left and right swing louver 49 may be operated so as not to hit.
[0037]
In addition, when the air outlet mode is changed, the left and right swing louver 49 provided in the changed air outlet is controlled to be inclined by a predetermined angle, but the left and right swing provided in the air outlet selected first is controlled. You may control so that only the louver 49 may incline only a predetermined angle. Further, although the blower 3 is controlled to be delayed during cool-down and warm-up, it is not always necessary to execute the delay control. That is, even when the air blow is started immediately after the ignition switch is turned on, the blown air blown out from the air outlet does not directly hit the occupant for at least a predetermined time after the air blow to the air duct 2 is started. The left and right swing louver 49 may be tilted.
Furthermore, in the present embodiment, the left and right swing louvers 49 are controlled so that the blown wind does not directly hit the occupant, but the vertical swing louvers 53 may be used. For example, if the tilt angle of the vertical swing louver 53 is controlled so that the blown air flows upward or downward in the passenger compartment, the blown air can be prevented from directly hitting the passenger. Further, both the left and right swing louvers 49 and the upper and lower swing louvers 53 may be controlled so that the blown wind does not directly hit the occupant.
[0038]
In the above embodiment, when calculating the target outlet temperatures TAO (Dr) and TAO (Pa) using the formulas (1) and (2), correction of each calculation term corresponding to the difference between the driver side and the passenger side is performed. However, instead of this, the correction of each calculation term in the formulas (1) and (2) is performed by adjusting the target blowout temperatures TAO (Dr) and TAO (Pa) corresponding to the levels. The same effect can be obtained even if the configuration is performed according to the above.
The outlet mode is determined by the target outlet temperature TAO (Dr) and TAO (Pa), and when the air flow in the passenger compartment is actually taken into consideration, the outlet side and the passenger side Since the temperature and the airflow interference state of each occupant may be different for each outlet mode, it corresponds to the difference between the set temperatures Tset (Dr) and Tset (Pa) in Equations (1) and (2). A corresponding effect can be obtained even in the case where the correction of each operation term is performed by the corresponding outlet mode.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a swing angle of blown air blown out from a side face blowout port on a driver side.
FIG. 2 is an overall configuration diagram of a vehicle air conditioner.
FIG. 3 is an overall view of a wind direction varying means.
FIG. 4 is a configuration diagram of a left and right swing unit.
FIG. 5 is a configuration diagram of a vertical swing unit.
FIG. 6 is a front view showing a dashboard of the vehicle.
FIG. 7 is a flowchart showing a control program of the ECU.
FIG. 8 is a blower characteristic diagram for determining the control voltage of the blower.
FIG. 9 is a delay control characteristic diagram of the blower during cool-down.
FIG. 10 is a characteristic diagram of the water temperature delay control of the blower during warm-up.
FIG. 11 is an air outlet mode characteristic diagram for determining an air outlet mode.
FIG. 12 is a time chart showing the relationship between the air outlet mode and the water temperature.
FIG. 13 is a time chart showing the operation of this embodiment.
FIG. 14 is a graph showing the relationship between the outside air temperature and the temperature at the side face outlet.
[Explanation of symbols]
1 Vehicle air conditioner
9 ECU (control means)
25 Driver side face duct
28 Passenger side face duct
31 Driver side center face outlet
32 Driver's side face outlet
40 Passenger side center face outlet
41 Passenger side face outlet
46 Wind direction variable means
68 Side window

Claims (5)

A duct having an outlet for blowing out air toward the occupant;
Wind direction varying means capable of changing the direction of the blown air blown from the blowout port;
At least a predetermined time, the air outlet from the air blown is control means and air conditioning system Ru comprising a actuating said air direction changing means in a direction that does not hit the passenger directly blown from being blown is initiated into the duct Because
The outlet mode can be changed independently on the driver side and passenger side,
The control means can independently control the wind direction varying means provided at the air outlet on the driver's seat side and the wind direction varying means provided on the air outlet on the passenger seat side . Air conditioner. A duct having an outlet for blowing out air toward the occupant;
Wind direction varying means capable of changing the direction of the blown air blown from the blowout port;
A vehicle air conditioner comprising: control means for operating the wind direction varying means in a direction in which the blown air blown from the blower outlet does not directly hit the occupant for at least a predetermined time after the start of air blowing into the duct. There,
The duct is a center face duct having a center face outlet opening in a substantially central portion of the front surface of the vehicle interior, and a side face duct having a side face outlet opening to the vehicle side from the center face outlet,
The control means actuates the wind direction varying means so that the blown air blown from the side face blower outlet flows to the side window side of the vehicle, and the blown wind blown from the center face blower outlet is the vehicle interior center side The air conditioner for a vehicle is characterized in that the airflow direction changing means is operated so as to flow into the vehicle. In the vehicle air conditioner according to claim 2 ,
When the blow start time blown first from the side face blowout port is different from the blow start time blown first from the center face blowout port,
The vehicle air conditioner is characterized in that the control means actuates the wind direction varying means in a direction in which the blown air blown from at least one of the outlets does not directly hit an occupant. In the vehicle air conditioner according to any one of claims 1 to 3,
In the heating operation or the cooling operation, the car dual air conditioner it and performs air volume control to stops the air blowing after receiving a command for starting operation for a predetermined time. In the vehicle air conditioner according to any one of claims 1 to 4,
Wherein, car dual air conditioner you characterized by blowing air blown out from the air outlet is to control the operation of the wind direction changing means so as it flows upward or downward in the vehicle compartment.

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