JP3812083B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that includes a partition member that divides an interior of an air conditioning case into a first air passage through which vehicle interior air or vehicle exterior air flows and a second air passage through which vehicle interior air mainly flows. Is.
[0002]
[Prior art]
As a conventional technique of the vehicle air conditioner as described above, there is a technique disclosed in Japanese Patent Laid-Open No. 7-47831. In the configuration of this prior art, an inside air inlet and an outside air inlet are formed at one end of the air conditioning case, and a foot outlet, a defroster outlet, and a face outlet are formed at the other end. The internal space of the air conditioning case is partitioned by a partition plate with a first air passage through which mainly cabin air flows and a second air passage through which outside air mainly flows, and a blower is provided in the air conditioning case. An evaporator and a heater core are provided. Furthermore, it is described in the prior art that a post-evaporation temperature sensor for detecting an air temperature (post-evaporation temperature) immediately after passing through the evaporator is provided.
[0003]
[Problems to be solved by the invention]
However, in the prior art described above, no consideration is given to the concern about the behavior of the evaporator in the inside / outside air two-layer mode when the outside air temperature is equal to or lower than a predetermined temperature (for example, 0 ° C.). Specifically, the data shown in FIG. 9 is obtained for the case where the post-evaporation temperature sensor is provided on the first air passage side where mainly the vehicle interior air flows, and the data shown in FIG. The data shown in FIG. 10 was obtained when the post-evaporation temperature sensor was provided.
[0004]
It can be seen from these data, the case of providing the temperature sensor after evaporator to the second air passage (outside air layer) side, as shown in FIG. 10, the first air passage (inside air when the low outside air temperature region Since the operation of the evaporator is stopped before the post-evaporation temperature on the (layer) side decreases to the limit frost temperature (for example, 3 ° C.), the dehumidifying performance of the vehicle interior air on the first air passage side decreases. Therefore, there arises a problem that the inner surface of the window glass is easily clouded.
[0005]
Further, when a post-evaporation temperature sensor is provided on the first air passage (inside air layer) side, as shown in FIG. 9 , dehumidifying performance can be secured in each of the first and second air passages, but the outside air temperature is The post-evaporation temperature on the second air passage side in the low outside air temperature region of 10 ° C. or lower is lower than the second predetermined temperature. Thus, when the operation state of the evaporator is controlled based on the post-evaporation temperature on the first air passage side, the post-evaporation temperature on the second air passage side is the second predetermined temperature in the low outside air temperature region. Even if the temperature falls below the temperature, the operation of the evaporator is continued. Therefore, there is a possibility that the evaporator on the second air passage (outside air layer) side is frosted (frosted). Therefore, the resistance (air flow resistance) of the air passing through the evaporator on the second air passage side is increased, and the amount of air blown toward the inner surface of the window glass is reduced, so that there is a problem that the antifogging performance of the window glass is lowered. .
[0006]
Further, when the outside air temperature is in a high outside air temperature region that is a predetermined value (for example, 35 ° C.) or more, the face mode is selected as the outlet mode. In this case, the vehicle interior air that has passed through the first air passage on the downstream side of the evaporator and the air outside the vehicle compartment that has passed through the second air passage are mixed and then blown out from the face outlet. However, on the downstream side of the evaporator, the low-temperature (for example, 25 ° C.) vehicle interior air in the first air passage (inside air layer) and the high-temperature (for example, 35 ° C.) outside vehicle interior air in the second air passage (outside air layer) When the mixture is mixed, a problem arises that white mist is generated due to the temperature difference between the inside and outside air.
[0007]
OBJECT OF THE INVENTION
An object of the present invention is to prevent a decrease in dehumidification performance at the time of a low outside air temperature region or frost formation of a cooling heat exchanger, and prevent generation of white mist at a high outside air temperature region. It is providing the air conditioning apparatus for vehicles which can eliminate the problem at the time of the action | operation of a heat exchanger.
[0008]
[Means for Solving the Problems]
According to the first aspect of the present invention, when the cooling heat exchanger is operating, the mode is switched to the outside air introduction mode by the suction port mode switching means. Thereby, the vehicle exterior air sucked from the outside air suction port is blown out into the vehicle interior through both the first air passage and the second air passage. Accordingly, the temperature of the air sucked into the cooling heat exchanger does not cause a temperature difference between the first air passage side and the second air passage side, so that the dehumidification performance is lowered or cooled in the low outside air temperature region. The heat exchanger for frost can be prevented from forming frost, and the generation of white mist in the high outside air temperature region can be prevented. As a result, problems during operation of the cooling heat exchanger can be solved.
[0009]
According to the invention described in claim 2, during the operating time of the refrigerant compressor is a predetermined value or more within a predetermined time, by switching to the outside air introduction mode, outside air is first air passage sucked from outside air suction port And the second air passage are blown into the vehicle interior. Thereby, the temperature of the air sucked into the cooling heat exchanger does not cause a temperature difference between the first air passage side and the second air passage side, so that the same effect as the invention according to claim 1 is achieved. can do. Note that when the discharge capacity of the refrigerant compressor is equal to or greater than a predetermined value, the mode may be switched to the outside air introduction mode.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
[Configuration of First Embodiment]
1 to 7 show a first embodiment of the present invention, and FIG. 1 is a diagram showing an overall structure of a ventilation system of a vehicle air conditioner.
[0011]
In the vehicle air conditioner of the present embodiment, each air-conditioning means of the air-conditioning unit 1 that air-conditions a vehicle interior of a vehicle on which a diesel engine (hereinafter abbreviated as an engine) is mounted is provided by an air-conditioning control device (hereinafter referred to as an ECU) 9. It is an auto air conditioner configured to automatically control the vehicle interior temperature so as to always maintain the set temperature by controlling.
[0012]
First, the configuration of the air conditioning unit 1 will be described with reference to FIG.
The air conditioning unit 1 is mounted on the vehicle so that the upper side in the figure is the front side of the vehicle (engine side), the lower side in the figure is the rear side of the vehicle (inside the vehicle interior), and the left-right direction in the figure is the vehicle width direction. An air conditioning case 2 that forms an air passage that guides air is provided. The air conditioning case 2 is formed of a resin material such as polypropylene, and is configured by connecting an inside / outside air switching means, a blower 8, a cooler unit, and a heater unit in order from the air upstream side. In addition, broken lines X and Y in FIG. 1 indicate these binding sites. The inside / outside air switching means and the blower 8 will be described later.
[0013]
In the cooler unit, an evaporator (refrigerant evaporator) 15 constituting one configuration of the refrigeration cycle 10 mounted on the vehicle is provided. The refrigeration cycle 10 includes a compressor (refrigerant compressor) 11 that compresses refrigerant by a driving force of an automobile engine, a condenser (refrigerant condenser) 12 that condenses and liquefies the compressed refrigerant, and a gas-liquid refrigerant that has been condensed and liquefied. A receiver (gas-liquid separator) 13 for separating and flowing only the liquid refrigerant downstream, an expansion valve (expansion valve, decompression means) 14 for decompressing and expanding the liquid refrigerant, and the evaporator 15 for evaporating the decompressed and expanded refrigerant It consists of.
[0014]
The evaporator 15 is a component corresponding to the cooling heat exchanger of the present invention, and is arranged so as to penetrate the partition plate 20 to be described later so as to block the entire interior of the air-conditioning case 2. An air cooling action for cooling and an air dehumidifying action for dehumidifying the air passing through itself are performed. That is, the evaporator 15 includes a first cooling unit that cools air flowing in the first air passage 18 described later and a second cooling unit that cools air flowing in the second air passage 19 described later.
[0015]
The compressor 11 is connected to an electromagnetic clutch 16 that intermittently transmits transmission of rotational power from the engine to the compressor 11. When the electromagnetic clutch 16 is energized, the rotational power of the engine is transmitted to the compressor 11, air cooling action is performed by the evaporator 15, and when the energization of the electromagnetic clutch 16 is stopped, the engine and the compressor 11 are shut off. The air cooling action by the evaporator 15 is stopped.
[0016]
A heater core 17 that reheats the cold air that has passed through the evaporator 15 is provided in the heater unit. As shown in FIGS. 2 and 3, the heater core 17 is arranged so that the cool air forms first and second bypass passages 18a and 19a that bypass the heater core 17, and cools the engine inside. This is a heating heat exchanger in which cooling water flows and recools the cold air using the cooling water as a heating heat source. Further, the heater core 17 is disposed so as to penetrate a partition plate 20 to be described later and partially block the width direction or height direction of the air conditioning case 2 in the air conditioning case 2, and a first air passage 18 to be described later. It is comprised from the 1st heating part which heats the air which flows through the inside, and the 2nd heating part which heats the air which flows through the inside of the 2nd air passage 19 mentioned later.
[0017]
Rotating shafts 3 a and 4 a are provided on the air upstream side of the heater core 17 so as to be rotatable with respect to the air conditioning case 2. The plate-like first and second air mix doors 3 and 4 are integrally coupled to the rotary shafts 3a and 4a. In addition, servo motors 39 and 40 (see FIG. 5) as driving means are connected to the rotating shafts 3a and 4a. Then, the rotation shafts 3a and 4a are rotated by the servo motors 39 and 40, so that the first and second air mix doors 3 and 4 rotate between the solid line position in FIG. 2 and FIG. Move. That is, the first and second air mix doors 3 and 4 adjust the ratio of the amount of cold air passing through the heater core 17 and the amount of hot air passing through the first and second bypass passages 18a and 19a depending on the stop position. It functions as a blowing temperature adjusting means for adjusting the blowing temperature of the air blown into the passenger compartment.
[0018]
The cooler unit and the heater unit are coupled by, for example, claw fitting or a screw member as coupling means. In the cooler unit and the heater unit, as shown in FIG. 1, a partition plate 20 extending in a substantially vertical direction causes a first air passage (inside air passage) 18 in which mainly the inside air flows and mainly outside air to flow. A flowing second air passage (outside air passage) 19 is partitioned. The evaporator 15, the heater core 17, and the rotation shafts 3 a and 4 a are disposed across the first air passage 18 and the second air passage 19.
[0019]
The first air passage 18 is an air passage that blows vehicle interior air (hereinafter referred to as “inside air”) sucked from a first inside air suction port 5a, which will be described later, from the foot outlet to the vehicle interior through the foot (FOOT) opening 2a. is there. The second air passage 19 allows the outside air of the passenger compartment (hereinafter referred to as “outside air”) sucked from an outside air suction port 5c, which will be described later, through the defroster (DEF) opening 2b and the face (FACE) opening 2c. It is a ventilation path that blows out into the passenger compartment from the face outlet and side face outlet.
[0020]
The partition plate 20 is a part corresponding to the partition member of the present invention, and is interrupted at a site slightly upstream from the most downstream side of the air conditioning case 2 and downstream of the heater core 17. A communication hole 20 a that connects the air passage 18 and the second air passage 19 is formed. The communication hole 20a is opened and closed by a foot door described later.
[0021]
A FOOT opening 2a, a DEF opening 2b, and a FACE opening 2c are formed at the most downstream end of the air conditioning case 2. A foot duct (not shown) is connected to the FOOT opening 2a. A foot air outlet (corresponding to the first air outlet of the present invention), which is the most downstream end of the foot duct, is used for the feet of the passenger. Hot air is blown out mainly toward the club. Further, a defroster duct (not shown) is connected to the DEF opening 2b, and a front shield glass is connected from a defroster outlet (corresponding to the second outlet of the present invention) which is the most downstream end of the defroster duct. Mainly warm air is blown out toward the inner surface.
[0022]
Further, a center face duct and a side face duct (both not shown) are connected to the FACE opening 2c. Among these, the conditioned air introduced into the center face duct is blown out from the center face outlet, which is the most downstream end of the center face duct, toward the passenger's head and chest. Furthermore, the conditioned air introduced into the side face duct is blown out toward the inner surface of the side shield glass from the side face outlet that is the most downstream end of the side face duct.
[0023]
And the foot door 21, the defroster door 22, and the face door 23 are provided in the site | part upstream of each opening part 2a-2c. The foot door 21 is an air outlet switching door that opens and closes an air inflow passage to the foot duct, the defroster door 22 is an air outlet switching door that opens and closes an air inflow passage to the defroster duct, and the face door 23 is connected to the center face duct. It is a blower outlet switching door which opens and closes an air inflow passage.
[0024]
The doors 21 to 23 are connected by a link mechanism (not shown), and the link mechanism is driven by a servo motor 41 (see FIG. 5) as a driving unit. That is, when the servo motor 41 moves the link mechanism, the doors 21 to 23 move so that each outlet mode described later can be obtained. Further, the air inflow passage to the side face duct is not opened / closed by the doors 21 to 23. In the vicinity of the side face air outlet, an unillustrated air outlet grill is provided in which an occupant manually opens and closes the side face air outlet, and the air inflow passage to the side face duct is opened and closed by the air outlet grill.
[0025]
Next, the configuration of the inside / outside air switching means and the blower 8 will be described with reference to FIG. Here, FIG. 4 is a schematic perspective view seen from the direction of arrow C in FIG.
As shown in FIG. 4, the inside / outside air switching means is for taking at least one or both of inside air and outside air into the air conditioning case 2, and the inside / outside air switching box 5 constituting the most upstream air of the air conditioning case 2. And first and second suction port switching doors 6 and 7 that are rotatably mounted in the inside / outside air switching box 5. Inside the inside / outside air switching box 5, a blower 8 that generates an air flow toward the vehicle interior is disposed. The inside / outside air switching box 5 is formed with a first inside air inlet 5a corresponding to the first inlet 8a of the blower 8, and a second inside air inlet 5b corresponding to the second inlet 8b of the fan 8. And the outside air inlet 5c is formed.
[0026]
The 1st suction inlet switching door 6 is corresponded to the suction inlet mode switching means of this invention, and is a plate-shaped door which opens and closes the 1st inside air suction inlet 5a. Moreover, the 2nd suction inlet switching door 7 is corresponded to the suction inlet mode switching means of this invention, and is a plate-shaped door which opens and closes the 2nd inside air suction opening 5b and the outside air suction opening 5c. The first and second suction port switching doors 6 and 7 are connected to servo motors 42 and 43 (see FIG. 5) as driving means, respectively. It is rotated between the solid line position and the alternate long and short dash line position.
[0027]
Further, the inside / outside air switching box 5 is formed with a communication path 30 that communicates the second inside air suction port 5b or the outside air suction port 5c with the first suction port 8a. The first intake port switching door 6 fully closes the communication passage 30 when the first inside air suction port 5a is fully opened (the position indicated by the solid line in FIG. 4), and fully closes the first inside air suction port 5a (see FIG. 4). 4), the communication passage 30 is fully opened.
[0028]
The blower 8 is a component corresponding to the blowing means of the present invention, and is disposed at the approximate center in the inside / outside air switching box 5. The blower 8 includes a first fan 31, a second fan 32, and a blower motor 33 that rotationally drives the first and second fans 31 and 32. Here, the first and second fans 31 and 32 are integrally formed, and the diameter of the second fan 32 is larger than the diameter of the first fan 31. And these 1st, 2nd fans 31 and 32 are each accommodated in the 1st, 2nd scroll casing parts 34 and 35 in which the air suction side exhibits a bell mouth shape. The terminal portions (air blowing sides) of the first and second scroll casing portions 34 and 35 communicate with the first and second air passages 18 and 19, respectively. Further, the first and second scroll casing portions 34 and 35 share the partition portion 36.
[0029]
Next, the structure of the control system of this embodiment is demonstrated based on FIG. Here, FIG. 5 is a block diagram showing a control system of the vehicle air conditioner.
The air conditioner ECU (corresponding to the air conditioning control means of the present invention) 9 that controls the air conditioning means of the air conditioning unit 1 receives switch signals from the switches on the operation panel 37 provided on the front surface of the passenger compartment. Here, each switch on the operation panel 37 switches, for example, an air conditioner switch 50 for instructing activation and stop of the refrigeration cycle 10, a temperature setting switch for setting a passenger compartment set temperature, and an inlet mode. Inlet switching switch for switching, air outlet switching switch for switching the air outlet mode, air volume switching switch for switching the air volume of the first and second fans 31 and 32, auto for instructing auto control of each air conditioning means Such as a switch.
[0030]
Even during the automatic control, each air conditioning unit is controlled with priority given to the switch signals from the air conditioner switch 50, the suction port changeover switch, the air outlet changeover switch, and the air volume changeover switch. The suction port changeover switch includes an outside air introduction switch for fixing to the outside air introduction mode and an inside air circulation switch for fixing to the inside air circulation mode. Further, the outlet switch includes a face switch for fixing to the face (FACE) mode, a bi-level switch for fixing to the bi-level (B / L) mode, and a foot for fixing to the foot (FOOT) mode. There are a switch, a foot differential switch for fixing to the foot differential (F / D) mode, and a differential switch for fixing to the defroster (DEF) mode.
[0031]
In addition, the air conditioner ECU 9 includes an inside air temperature sensor 51 that detects the air temperature (inside air temperature) in the vehicle interior, an outside air temperature sensor 52 that detects the air temperature outside the vehicle interior (outside air temperature), and the amount of solar radiation irradiated to the inside of the vehicle interior. The sensor signals from the solar radiation sensor 53 to be detected, the water temperature sensor 54 to detect the temperature of the cooling water flowing into the heater core 17, and the post-evaporation temperature sensor 55 to detect the degree of air cooling on the first air passage 18 side immediately after the evaporator 15 are detected. Entered. Among these, the post-evaporation temperature sensor 55 is specifically a temperature detection means such as a thermistor for detecting the air temperature on the first air passage 18 side immediately after passing through the evaporator 15.
[0032]
The air conditioner ECU 9 is provided with a well-known microcomputer including a CPU, ROM, RAM, and the like (not shown), and signals from the sensors 51 to 55 are A / D by an input circuit (not shown) in the air conditioner ECU 9. After the conversion, it is configured to be input to the microcomputer. The air conditioner ECU 9 is supplied with power from a battery (not shown) when an ignition switch (not shown) of an automobile engine is turned on.
[0033]
Next, control processing of the microcomputer of this embodiment will be described with reference to FIGS. Here, FIG. 6 is a flowchart showing control processing by the microcomputer.
[0034]
First, when the ignition switch is turned on and power is supplied to the air conditioner ECU 9, the routine of FIG. 6 is started to perform each initialization and initial setting (step S1). Subsequently, the set temperature set by the temperature setting switch is read (step S2). Subsequently, signals obtained by A / D converting the sensor signals from the inside air temperature sensor 51, the outside air temperature sensor 52, the solar radiation sensor 53, the water temperature sensor 54, and the post-evaporation temperature sensor 55 are read (step S3).
[0035]
Subsequently, a target blowing temperature (TAO) of air blown into the vehicle interior is calculated based on the following formula 1 stored in advance in the ROM (step S4).
[Expression 1]
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Tset is a temperature set by the temperature setting switch, Tr is the inside air temperature detected by the inside air temperature sensor 51, Tam is the outside air temperature detected by the outside air temperature sensor 52, and Ts is the amount of solar radiation detected by the solar radiation sensor 53. Kset, Kr, Kam, and Ks are gains, and C is a correction constant.
[0036]
Subsequently, a blower voltage (voltage applied to the blower motor 33) corresponding to the target blowing temperature (TAO) is determined from a characteristic diagram (map) (not shown) stored in advance in the ROM (step S5). Subsequently, an outlet mode corresponding to the target outlet temperature (TAO) is determined from a characteristic diagram (map) (not shown) stored in advance in the ROM (step S6). Here, in the determination of the outlet mode, the target outlet temperature (TAO) is determined to be the FACE mode, B / L mode, FOOT mode, and F / D mode from a low temperature to a high temperature.
[0037]
In this embodiment, when the defroster switch provided on the operation panel 37 is operated, the foot door 21 and the defroster door 22 are set to the one-dot chain line position in FIG. A DEF mode that blows out toward the inner surface of the shield glass is also set. In any of the air outlet modes, the side face air outlet can be opened and closed by the air outlet grille.
[0038]
Then, the target door opening degree (SW) of the 1st, 2nd air mix doors 3 and 4 is calculated based on the following formula 2 previously memorize | stored in ROM (step S7).
[Expression 2]
SW = {(TAO-TE) / (TW-TE)} × 100 (%)
TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 55, and TW is the cooling water temperature detected by the water temperature sensor 54.
[0039]
Moreover, when calculated as SW ≦ 0 (%), the first and second air mix doors 3 and 4 are positions where all of the cold air from the evaporator 15 passes through the first and second bypass passages 18a and 19a ( MAXCOOL position). Further, when calculated as SW ≧ 100 (%), the first and second air mix doors 3 and 4 are controlled to a position (MAXHOT position) through which all the cool air from the evaporator 15 passes through the heater core 17. When calculated as 0 (%) <SW <100 (%), the first and second air mix doors 3 and 4 allow the cool air from the evaporator 15 to flow from the heater core 17 and the first and second bypass passages 18a. , 19a.
[0040]
Subsequently, a control process for determining the inlet mode is performed. That is, the subroutine shown in FIG. 7 is called to determine the set positions of the first and second suction port switching doors 6 and 7 (step S8). Subsequently, control signals are output to the blower motor 33 and the servo motors 39 to 43 so that the control states calculated or determined in steps S5 to S9 are obtained (step S9). In step S10, the control cycle time τ (for example, 0.5 seconds to 2.5 seconds) is awaited, and the process returns to step S2.
[0041]
Next, the control process for determining the suction port mode will be described with reference to FIG. Here, FIG. 7 is a flowchart showing a control process for determining the inlet mode.
First, the suction port mode is determined from the characteristic diagram (map) of FIG. 8 stored in advance in the ROM (step S20). Subsequently, it is determined whether or not the suction port mode determined in step S20 is the inside / outside air two-layer mode (suction port mode determination means: step S21).
[0042]
When the determination result in step S21 is NO, the first suction port switching door 6 is set to the solid line position in FIG. 4 and the second suction port switching door 7 is set to the one-dot chain line position. That is, at this time, the suction port mode is determined so as to be controlled to the inside air circulation mode in which the inside air is introduced into both the first air passage 18 and the second air passage 19 (step S22). Thereafter, the subroutine of FIG. 7 is exited.
[0043]
Moreover, when the determination result of step S21 is YES, it is determined whether the blower outlet mode determined by step S6 of FIG. 6 is DEF mode (blower outlet mode determination means: step S23). When the determination result is YES, the first suction port switching door 6 is set to the one-dot chain line position in FIG. 4 and the second suction port switching door 7 is set to the solid line position. That is, at this time, the suction port mode is determined so as to be controlled to the outside air introduction mode in which outside air is introduced into both the first air passage 18 and the second air passage 19 (step S24). Thereafter, the subroutine of FIG. 7 is exited.
[0044]
Moreover, when the determination result of step S23 is NO, it is determined whether the electromagnetic clutch 16 of the compressor 11 is ON. Specifically, when the electromagnetic clutch 16 is ON time: t and a predetermined value is t0 (for example, 10 seconds), it is determined that the compressor 11 is ON when t ≧ t0 within a predetermined time (for example, 1 minute) ( Step S25). If the determination result is YES, the process proceeds to step S24, and the suction port mode is set so that the outside air is introduced into the first air passage 18 and the second air passage 19 together. decide.
[0045]
Moreover, when the determination result of step S25 is NO, it means that the heating capacity is insufficient with respect to the target outlet temperature (TAO), and the first and second inlet switching doors 6 and 7 are shown in FIG. Set to the solid line position. That is, the suction port mode is determined so as to be controlled to the inside / outside air two-layer mode in which the inside air is introduced into the first air passage 18 and the outside air is introduced into the second air passage 19 (step S26). Thereafter, the subroutine of FIG. 7 is exited.
[0046]
[Operation of First Embodiment]
Next, the operation of each air conditioning means of the air conditioning unit 1 of the present embodiment will be briefly described with reference to FIGS.
[0047]
When the suction port mode is determined as the inside / outside air two-layer mode and the outlet mode is determined as one of the FACE mode, B / L mode, FOOT mode, or F / D mode, the compressor 11 is ON. That is, when it is determined that the evaporator 15 of the refrigeration cycle 10 is in operation, the first suction port switching door 6 moves to the one-dot chain line position in FIG. 4, and the second suction port switching door 7 reaches the solid line position in FIG. The suction port mode is switched to the outside air introduction mode by moving.
[0048]
Accordingly, the outside air sucked into the inside / outside air switching box 5 from the outside air suction port 5c by the rotation of the first fan 31 passes through the first suction port 8a and is sucked into the first scroll casing portion 34, and the first air passage 18 is drawn. Invade inside. The outside air that has entered the first air passage 18 is cooled when it passes through the first cooling section of the evaporator 15 to become cold air, and then passes through the first heating section of the heater core 17.
[0049]
On the other hand, the outside air sucked into the inside / outside air switching box 5 from the outside air suction port 5c by the rotation of the second fan 32 is sucked into the second scroll casing portion 35 through the communication passage 30 and the second suction port 8b. Into the second air passage 19. The outside air that has entered the second air passage 19 is cooled when it passes through the second cooling section of the evaporator 15 to become cold air, and then passes through the second heating section of the heater core 17.
[0050]
Here, when the outlet mode is the FACE mode, the foot door 21 passes through the first air passage 18 by moving to the one-dot chain line position in FIG. 1, the defroster door 22 to the solid line position, and the face door 23 to the one-dot chain line position. After the air is mixed with the air that has passed through the second air passage 19 through the communication hole 20a, it is blown out from the FACE outlet through the FACE opening 2c toward the head and chest of the passenger in the vehicle compartment. Further, when the air outlet mode is the FACE mode, the amount of air heated in the first and second heating portions of the heater core 17 is small, so that the air is blown out from the FACE air outlet through the first and second air passages 18 and 19. The vehicle interior is cooled by the cold air.
[0051]
On the other hand, when the outlet mode is the B / L mode, by setting the foot door 21 and the defroster door 22 to the solid line position in FIG. 1 and the face door 23 to the one-dot chain line position, the first and second air passages 18 and 19 are set. The conditioned air that has passed through is blown out from the FACE outlet and the FOOT outlet to the head chest and the feet of the passengers in the passenger compartment. In addition, when the outlet mode is the FOOT mode, by setting the defroster door 22 at the position where the foot door 21 and the face door 23 are shown by the solid line in FIG. 1 and the DEF opening 2b is opened a little, about 80% of the conditioned air is reduced. Air is blown out from the FOOT air outlet toward the feet of passengers in the passenger compartment, and about 20% of the conditioned air is blown out from the DEF air outlet toward the inner surface of the front shield glass. Further, when the outlet mode is the F / D mode, the foot door 21 is set to the solid line position in FIG. 1, the defroster door 22 is set to the one-dot chain line position, and the face door 23 is set to the solid line position. The air-conditioning air that is directed toward the air and the air-conditioning air that is directed from the DEF air outlet toward the inner surface of the front shield glass are blown out by the same amount.
[0052]
[Effects of First Embodiment]
In the vehicle air conditioner of the present embodiment, when the compressor 11 is turned on, that is, when it is determined that the evaporator 15 of the refrigeration cycle 10 is operating, the intake air mode is introduced from the inside / outside air two-layer mode to the outside air. Switch to mode. Thereby, the outside air sucked from the outside air suction port 5c is blown out into the vehicle interior through both the first and second air passages 18 and 19.
Therefore, since the temperature difference of the air sucked into the evaporator 15 does not cause a temperature difference between the first air passage 18 side and the second air passage 19 side, the post-evaporation temperature sensor 55 is connected to the first and second air passages 18, 19. Regardless of which one is installed, it is possible to prevent the dehumidification performance from deteriorating in the low outside air temperature range or frosting of the evaporator 15, and to prevent the generation of white fog in the high outside air temperature region.
[0053]
Other Embodiment
In this embodiment, the evaporator 15 of the refrigeration cycle 10 is used as a cooling heat exchanger, and the heater core 17 is used as a heating heat exchanger. However, an air cooling component such as a Peltier element is incorporated as a cooling heat exchanger. A heat exchanger may be used, or a heat exchanger incorporating an air heating component such as an electric heater may be used as a heat exchanger for heating.
[0054]
In the present embodiment, the suction port mode is switched from the inside / outside air two-layer mode to the outside air introduction mode when the evaporator 15 is operating. However, when the evaporator 15 is operating, the suction port mode is switched from the inside air circulation mode to the outside air. You may make it switch to introduction mode.
[0055]
In this embodiment, the post-evaporation temperature sensor 55 is installed on the first air passage (inside air layer) 18 side, but an after-evaporation temperature sensor may be installed on the second air passage (outside air layer) 19 side. Further, post-evaporation temperature sensors may be installed in both the first and second air passages 18 and 19, respectively.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an overall configuration of a ventilation system of a vehicle air conditioner (first embodiment).
FIG. 2 is a cross-sectional view taken along the line AA in FIG. 1 (first embodiment).
3 is a cross-sectional view taken along the line BB in FIG. 1 (first embodiment).
4 is a schematic perspective view seen from the direction of arrow C in FIG. 1 (first embodiment). FIG.
FIG. 5 is a block diagram showing a control system of the vehicle air conditioner (first embodiment).
FIG. 6 is a flowchart showing control processing by a microcomputer (first embodiment).
FIG. 7 is a flowchart showing a control process for determining the inlet mode of FIG. 6 (first embodiment).
FIG. 8 is a characteristic diagram showing a relationship between a suction port mode and a target outlet temperature.
FIG. 9 is experimental data when temperature detection means is provided on the first air passage side.
FIG. 10 is experimental data when temperature detecting means is provided on the second air passage side.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Air conditioning unit 2 Air conditioning case 3 1st air mix door 4 2nd air mix door 5 Inside / outside air switching box 6 1st inlet switching door (suction inlet mode switching means)
7 Second suction port switching door (suction port mode switching means)
8 Blower (Blower means)
9 Air conditioner ECU (air conditioning control means)
10 Refrigeration cycle 11 Compressor (refrigerant compressor)
15 Evaporator (cooling heat exchanger)
16 Electromagnetic clutch 18 First air passage 19 Second air passage 20 Partition plate (partition member)
55 Post-evaporation temperature sensor 2a FOOT opening 2b DEF opening 2c FACE opening 5a 1st inside air inlet 5b 2nd inside air inlet 5c Outside air inlet

Claims (2)

(A) an air-conditioning case provided with an outside air inlet for sucking air outside the passenger compartment and an inside air inlet for sucking air inside the passenger compartment on the upstream side in the air flow direction;
(B) air blowing means for generating an air flow toward the vehicle interior in the air conditioning case;
(C) The air conditioning case is provided along the air flow direction, and a first air passage through which either the vehicle interior air or the vehicle exterior air flows and the vehicle exterior air mainly flows through the interior of the air conditioning case. A partition member that partitions into two air passages;
(D) Inside / outside air two-layer mode in which vehicle interior air is sucked into the first air passage from the inside air suction port and air outside the vehicle compartment is sucked into the second air passage from the outside air suction port, and from the outside air suction port. A suction port mode switching means for switching between an outside air introduction mode for sucking outside air into the first air passage and the second air passage;
(E) a cooling heat exchanger that cools the air flowing in the first air passage and the second air passage;
(F) An air conditioner for a vehicle comprising air conditioning control means for controlling the suction port mode switching means so as to switch to the outside air introduction mode when the cooling heat exchanger is operated. The vehicle air conditioner according to claim 1,
The cooling heat exchanger is a refrigerant evaporator of a refrigeration cycle,
The refrigeration cycle has a refrigerant compressor that compresses and discharges the refrigerant,
The air conditioning control means controls the air inlet mode switching means so as to switch to the outside air introduction mode when the operation time of the refrigerant compressor is not less than a predetermined value within a predetermined time. apparatus.

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