JP3814987B2

JP3814987B2 - Air conditioner for vehicles

Info

Publication number: JP3814987B2
Application number: JP29132097A
Authority: JP
Inventors: 健二石田; 毅義則; 祐一梶野
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 1997-10-23
Filing date: 1997-10-23
Publication date: 2006-08-30
Anticipated expiration: 2017-10-23
Also published as: JPH11123931A

Description

【０００１】
【発明の属する技術分野】
本発明は、車室内を冷房する車両用空調装置に関するもので、特に、車室内の座席から直接冷風を吹き出して座席を冷却可能な車両用空調装置に関する。
【０００２】
【従来の技術】
従来より、上記した車両用空調装置として、冷却用熱交換器（エバポレータ）および送風ファンを収容する空調ダクトを備え、この空調ダクト内にて形成される冷風を、乗員頭部等（座席以外の所定部位）へ向けて吹き出して、車室内全体を冷却するとともに、この冷風を座席へ導き、座席から直接吹き出させて、座席を冷却するものがある。
【０００３】
【発明が解決しようとする課題】
ところで、通常の車両用空調装置では、冷房始動時は、送風ファンによる送風量を最大とし、冷房定常時には、送風量を小さくする、といった制御を行なっている。
ところが、空調ダクト内の冷風を座席まで導くためのダクトが比較的長く、大きな通風抵抗となるため、冷房定常時、つまり、送風ファンによる送風量が小さいとき、冷風が座席へほとんど送風されなくなり、座席の冷却効果がほとんどなくなる、といった問題があった。
【０００４】
本発明は上記問題に鑑みてなされたもので、空調ダクト内の送風ファンによる送風量が小さいときも、座席の冷却効果を得ることを目的とする。
【０００５】
【課題を解決するための手段】
上記目的を達成するために、請求項１ないし５に記載の発明では、車室内の座席（６）以外の所定部位に向けて空気を吹き出す空気吹出部（１１、１２、１３）を備える空調ダクト（１０）に、冷却用熱交換器（３）および第１送風手段（２）を設け、
さらに空調ダクト（１０）に、冷却用熱交換器（３）にて冷却、除湿された冷風を座席（６）に導く座席冷却用ダクト（８）を設け、この座席冷却用ダクト（８）内に内気を導入する内気導入部（９、８ａ）を設け、
座席冷却用ダクト（８）に対する、冷風および内気の導入量を切り替える切替手段（８ｂ）を備え、
冷房始動時は、第１送風手段（２）による送風量を大きく設定するとともに、切替手段（８ｂ）により空調ダクト（１０）と座席冷却用ダクト（８）との間を全開して、空調ダクト（１０）の冷風を座席冷却用ダクト（８）内に導入し、
冷房定常時は、第１送風手段（２）による送風量を小さく設定するとともに、第２送風手段（９０）を作動させ、かつ、切替手段（８ｂ）により内気導入部（９、８ａ）を全開して、内気を座席冷却用ダクト（８）内に導入することを特徴としている。
【０００６】
ここで、冷房定常時においては、内気が低温で低湿度であるので、第２送風手段（９０）を作動させて、低温、低湿度な内気を、座席冷却用ダクト（８）を経て座席（６）に導いて、座席（６）から直接吹き出させることにより、座席（６）を冷却できる。このようにして、第１送風手段（２）による送風量が小さくなったときも、座席（６）の冷却効果を得ることができる。
【０００７】
請求項２に記載の発明のように、請求項１に記載の車両用空調装置は、具体的には、冷房始動時に、切替手段（８ｂ）を、空調ダクト（１０）と座席冷却用ダクト（８）との間が全開状態となり、内気導入部（９、８ａ）が全閉状態となる位置に操作し、
一方、冷房定常時には、切替手段（８ｂ）を、空調ダクト（１０）と座席冷却用ダクト（８）との間が全閉状態となり、内気導入部（９、８ａ）が全開状態となる位置に操作すらばよい。
また、請求項３に記載の発明では、冷房始動時に、冷風を座席冷却用ダクト（８）内に導入させ、冷房定常時に、内気を座席冷却用ダクト（８）内に導入させるように切替手段（８ｂ）を制御する制御手段（１００）を備えているので、冷房始動時と冷房定常時のそれぞれに応じて、自動的に、座席（６）の冷却効果を持たせることができる。
また、請求項４に記載の発明では、冷房定常時に、冷風と内気とを、所定の風量割合で座席冷却用ダクト（８）内に導入させるよう、切替手段（８ｂ）の操作位置を乗員の手動操作にて切替可能としている。
このように、内気に加えて、この内気よりもさらに低温、低湿度な冷風も、座席冷却用ダクト（８）内に導入することにより、内気のみを座席冷却用ダクト（８）内に導入する場合に比べて、座席（６）の冷却効果をより効果的に得ることができる。
【０００８】
また、請求項５に記載の発明では、座席加熱用ダクト（８）に連結される、自在に変形可能な袋部材（７１）の内部に、座席（６）に沿った形状の緩衝部材（７２）を収容してなる空気吹出部材（７）を、座席（６）の内部に設け、袋部材（７１）の吹出孔（７１ｂ）から座席（６）に直接温風を吹き出すことを特徴としている。
【０００９】
このような構成によれば、座席（６）の内部に空気吹出部材（７）が設けてあるので、座席（６）の位置が変更しても、常に確実に座席（６）に冷風および内気を送風可能となる。なお、空気吹出部材（７）は、自在に変形可能な袋部材（７１）の内部に、座席（６）に沿った形状の緩衝部材（７２）を収容してなるので、座席（６）に乗員が座ったときに、座席（６）の座り心地を良好に保ちつつ、空気吹出部材（７）の形態を保つことができる。
【００１０】
なお、上記のように、座席（６）の内側から外側に向けて冷風や内気を吹き出す場合、座席（６）に圧接される乗員の背中や尻が大きな通風抵抗となるため、従来技術を適用すると、第１送風手段（２）による送風量が小さいときに、座席（６）にさらに冷風が吹き出されにくくなる、といった問題があったが、本発明によれば、第２送風手段（９０）にて積極的に内気を送風するので、上記問題を効果的に解決できる。
【００１１】
【発明の実施の形態】
以下、本発明を図に示す実施形態について説明する。
（第１の実施形態）
図１において、本実施形態の空調装置１は、通風経路を形成する樹脂製（例えばポリプロピレン）の空調ダクト１０を備え、この空調ダクト１０は車室内前方に配置される。空調ダクト１０の一端側には、室内空気を吸い込む内気吸込口１ａ、および、室外空気を吸い込む外気吸込口１ｂが形成され、さらに、室内空気および室外空気を所定の割合で切り替え導入する、板ドアからなる内外気切替ドア１ｃが設けてある。このドア１ｃは、回転軸１１ｃを中心にして、図１中実線位置と図１中一点鎖線位置との間を回動可能となっている。
【００１２】
空調ダクト１０の他端側には、車室内の座席６以外の所定部位に向けて空調風（温風、冷風）を吹き出す空気吹出口（図示せず）に連通する空気吹出部１１、１２、１３が形成されている。具体的に、空気吹出部１１、１２、１３は、車室内乗員の上半身側に向けて空調風を吹き出すセンタフェイス吹出口（図示せず）に、ダクト（図示せず）を介して連通するセンタフェイス吹出部１１、車室内のサイドガラス側に向けて空調風を吹き出すサイドフェイス吹出口（図示せず）に、ダクト（図示せず）を介して連通するサイドフェイス吹出部（図示せず）、車室内のフロントガラス内側に向けて空調風を吹き出すデフロスタ吹出口（図示せず）に、ダクト（図示せず）を介して連通するデフロスタ吹出部１２、および、車室内乗員の足元に向けて空調風を吹き出すフット吹出口（図示せず）に、ダクト（図示せず）を介して連通するフット吹出部１３を有する。
【００１３】
さらに、空調ダクト１０の他端には、上記各吹出部１１、１２、１３を開閉する、板ドアからなる開閉ドア１１０、１２０、１３０が設けられている。このドア１１０、１２０、１３０は、回転軸１１０ａ、１２０ａ、１３０ａを中心にして、図１中実線位置と図１中一点鎖線位置との間を回動可能となっている。
そして、空調ダクト１０内の内気吸込口１ａ、および、外気吸込口１ｂから、上記空気吹出部１１、１２、１３へ空気を送風する送風ファン２、送風空気を冷却するエバポレータ（冷房用熱交換器）３、送風空気を加熱するヒータコア（暖房用熱交換器）４を、ダクト１内の一端側から他端側にかけて順に配置してある。送風ファン２の送風量は、最大（例えば３５０ｍ³／ｈ）から最小（例えば１００ｍ³／ｈ）までの間を、直線的に変動可能となっている。
【００１４】
また、ヒータコア４の上流には、このヒータコア４を通過する空気量と、バイパスする空気量との比を調節する、板ドアからなるエアミックスドア５が配置されている。このドア５は、回転軸５ａを中心にして、図１中実線位置と図１中一点鎖線位置との間を回動可能となっている。
上記エバポレータ３は図示しない圧縮機、凝縮器、受液器、減圧器とともに周知の冷凍サイクルを構成する冷却用熱交換器であり、空調ダクト１０内の空気を冷却、除湿する。上記圧縮機は車両用水冷式エンジンにより電磁クラッチ（図示せず）を介して駆動される。また、上記ヒータコア４はエンジン冷却水を熱源とする加熱用熱交換器であり、上記エバポレータ３にて冷却された冷風を再加熱する。
【００１５】
車室内には、座席６が複数設けられており、この座席６は背部６１および座部６２を有する。背部６１および座部６２は、針金からなる骨組みに沿って緩衝材を配置し、この緩衝材および骨組みの外周部を被覆部材（例えば革等）にて覆ったものである。そして、運転者用の座席（前方側の座席）６の背部６１の骨組みの内部には、図２に示すような空気吹出部材７が収容されている。空気吹出部材７は、自在に変形可能な材料（例えば硬化ビニル樹脂等）からなる袋部材７１の内部に、緩衝材（例えば発泡性ウレタン等）からなる、背部６１に沿った形状の緩衝部材７２を収容してなる。なお、緩衝部材７２に袋部材７１が接着されている。
【００１６】
袋部材７１の下方部には、この袋部材７１と同じ材料からなる座席冷却用ダクト８との連結部７１ａが一体に設けられており、背部６１の側面部の下端側から外部へ取り出されるようになっている。この連結部７１ａは、座席６の移動に伴って伸縮可能な長さに形成されている。また、連結部７１ａには、逆止弁７３が設けられている。具体的には、接着固定されている。この逆止弁７３により、袋部材７１の内部から外部へ空気が逆流することを防止できる。また、緩衝部材７２には、連結部７１ａに連通するとともに、背部６１全体に空気をゆきわたらせるような形状の空気通路７２ａが形成されている。
【００１７】
また、袋部材７１のうち、乗員の背中が当たる部位には、空気通路７２ａに対応して、袋部材７１の内外を連通する空気吹出孔７１ｂが多数形成されている。この空気吹出孔７１ｂは、直径が例えば１０ｍｍ〜１５ｍｍ程度である。また、背部６１の被覆部材にも、同様にして空気吹出孔（図示せず）が多数形成されている。
【００１８】
ここで、座席６の内部に空気吹出部材７が設けてあるので、座席６の位置が変更しても、常に確実に座席６に冷風および内気を送風可能となる。なお、空気吹出部材７は、自在に変形可能な袋部材７１の内部に、座席６に沿った形状の緩衝部材７２を収容してなるので、座席６に乗員が座ったときに、座席６の座り心地を良好に保ちつつ、空気吹出部材７の形態を保つことができる。
【００１９】
また、袋部材７１の空気吹出孔７１ｂの配置場所や形状、大きさ等は自由にレイアウト可能であるので、座席６の所定部位に冷風を吹き出させることが容易に実現可能となる。
そして、空調装置１の空調風を空気吹出部材７へ導くために、空調装置１の空調ダクト１０の他端には、座席用吹出部１４が形成されており、この座席用吹出部１４から吹き出す空調風を、袋部材７１の連結部７１ａまで導くための樹脂製の座席冷却用ダクト８が、座席用吹出部１４および袋部材７１の連結部７１ａにそれぞれ連結されている。この座席冷却用ダクト８は、座席６の下方に配置されている。なお、座席冷却用ダクト８の一端と座席用吹出部１４とが、図示しない締結手段（例えばネジ）にて締めつけ固定されており、座席冷却用ダクト８の他端と袋部材７１の連結部７１ａとが、接着にて固定されている。
【００２０】
また、座席冷却用ダクト８には、この座席冷却用ダクト８内に内気を導入するための内気導入口８ａが開口形成されており、この内気導入口８ａに、樹脂製の内気導入ダクト９が連結されている。この内気導入ダクト９も、座席６の下方に配置されている。内気導入ダクト９の一端は、車室内のうち、前側の座席６の下方において、その開口部が床面に対向しないように（換言すれば、上方、または略水平な方向を向くように）配置されている。このようにして、乗員の使用スペースを妨げることなく、かつ、車室内の埃等を吸い込むことを抑制しつつ、内気を吸い込むことができる。
【００２１】
また、内気導入ダクト９の他端は、内気導入口８ａに、上記締結手段にて締めつけ固定されている。また、座席冷却用ダクト８には、この座席冷却用ダクト８内の開閉および内気導入口８ａの開閉を同時に行なう（換言すれば、座席冷却用ダクト８に対する、冷風および内気の導入量を切り替える）、板ドアからなる開閉ドア（切替ドア）８ｂが設けられている。このドア８ｂは、回転軸８１ｂを中心にして、図１中実線位置と図１中一点鎖線位置との間を回動可能となっている。また、内気導入ダクト９には、内気を座席冷却用ダクト８側（つまり、座席６側）へ送風する送風ファン９０が設けられている。なお、送風ファン２、９０は、共に、遠心式多翼ファン（シロッコファン）からなる。
【００２２】
ここで、車室内の前面に設けられた図示しないインストルメントパネルには、車室内の希望温度を乗員が手動設定するための温度設定器１０１（図３参照）が設けられている。そして、車室内気の温度を検出する内気温センサ１０２、車室外気の温度を検出する外気温センサ１０３、車室内に照射される日射量を検出する日射センサ１０４、および、エバポレータ３を通過した直後の空気温度を検出するエバ後センサ１０５等がそれぞれ設けられている。
【００２３】
そして、温度設定器１０１およびセンサ１０２〜１０５からの信号が、電気制御装置１００に入力される。この電気制御装置１００は、入力された各種信号に基づいて、上記各ドア１ｃ、５、１１０、１２０、１３０（回転軸１１ｃ、５ａ、１１０ａ、１２０ａ、１３０ａ）の回動位置や、送風ファン２の作動停止、上記圧縮機の作動停止、エンジン冷却水の断続を行なうウォータバルブの開閉、開閉ドア８ｂの回動位置（回転軸８１ｂの回動位置）、送風ファン９０の作動停止等の制御を行なう。
【００２４】
具体的には、温度設定器１０１からの信号と、内気温センサ１０２からの信号との偏差に基づいて、車室内温度を上記希望温度と一致させるのに必要な熱量を持った温度（ＴＡＯ）の空調風を車室内に送り出すようにしている。
次に、上記構成において本実施形態の作動を説明する。
なお、夏季において、温度設定器１０１により車室内の希望温度が例えば２５℃に設定された場合について説明する。このときは、制御装置１００により、各ドア１ｃ、５、１１０、１２０、１３０（回転軸１１ｃ、５ａ、１１０ａ、１２０ａ、１３０ａ）の回動位置が所定位置（例えば図１中実線で示す位置）とされ、送風ファン２を作動させ、上記圧縮機を作動させ、ウォータバルブを閉じるようにする。
【００２５】
そして、この空調装置１の作動開始直後（冷房始動時）は、ＴＡＯが目標温度よりもかなり低く設定され、これにより、送風ファン２の送風量が最大（例えば３５０ｍ3 ／ｈ）となるように制御される。
このとき、制御装置１００により、ドア８ｂが図１中一点鎖線で示す位置、すなわち、内気導入口８ａ（内気ダクト９）が全閉状態となり、座席加熱用ダクト８が全開状態となる位置とされ、送風ファン９０が停止状態とされる。
【００２６】
これにより、内気吸込口１ａや外気吸込口１ｂから吸い込まれた空気が、エバポレータ３において冷却、除湿され、この冷風が、ヒータコア４をバイパスして、各吹出部１１、１２、１３、および、座席用吹出部１４から吹き出される。さらに、座席用吹出部１４から座席冷却用ダクト８に導入された冷風は、空気吹出部材７の連結部７１ａおよび空気通路７２ａを経て、連通孔７１ｂから座席６の背部６１へ直接吹き出される。このように、空調ダクト１０内のエバポレータ３にて冷却された冷風を、背部６１の内部から外部へ吹き出させることにより、背部６１の冷却を良好に実行可能となる。
【００２７】
なお、空調装置１の作動開始直後から時間が経過するにつれて、徐々に室内温度が下がるため、ＴＡＯが徐々に目標温度に近づき、これに伴って、送風ファン２の送風量が徐々に小さくなるように、制御装置１００にて制御される。
そして、送風ファン２の送風量が最小近傍の所定値（例えば１００ｍ3 ／ｈ）となったとき、制御装置１００が、上記冷房始動時から冷房定常時に切り替わったと判定して、ドア８ｂを図１中実線で示す位置、すなわち、内気導入口８ａ（内気ダクト９）が全開状態となり、座席加熱用ダクト８が全閉状態となる位置とし、送風ファン９０を作動させる。
【００２８】
これにより、エバポレータ３にて冷却された冷風が、各吹出部１１、１２、１３から吹き出されるとともに、内気導入ダクト９から導入される内気が、座席冷却用ダクト８、連結部７１ａ、および、空気通路７２ａを経て、連通孔７１ｂから座席６の背部６１へ直接吹き出される。冷房定常時においては、内気が低温、低湿度であるため、この内気を、背部６１の内部から外部へ吹き出させることにより、背部６１の冷却を良好に実行可能となる。
【００２９】
なお、室内温度が希望温度近傍となったとき、ＴＡＯも目標温度近傍に設定され、これに伴って、送風ファン２による送風量が最小近傍の一定風量とされる。この一定風量と、上記最小近傍の所定値とを一致させてもよい。
（第２の実施形態）
本実施形態では、図４に示すように、開閉ドア８ｂが、図４中実線で示す位置と、図４中一点鎖線で示す位置と、図４中二点鎖線で示す位置とに切替可能となっている。そして、上記インストルメントパネルには、冷房定常時（つまり、送風ファン２による送風量が上記最小近傍の所定値となった後）において、座席６の冷却能力を向上させるよう、乗員が手動切替するための座席冷却強スイッチ１０７（図３参照）が設けられている。
【００３０】
また、送風ファン９０を座席冷却用ダクト８内、換言すれば、開閉ドア８ｂの下流側に配置したものである。なお、送風ファン９０は、このファン９０の上流側（図４中左側）から下流側（図４中右側）にかけて送風するものであり、軸流ファンからなる。
そして、上記座席冷却強スイッチ１０７をオンとすることにより、開閉ドア８ｂが図４中二点鎖線で示す位置とされるとともに、送風ファン９０が作動する（第３作動）。このとき、冷風と内気との送風割合が、冷風：内気＝２：１となるように、開閉ドア８ｂの回動位置が設定されている。これにより、エバポレータ３により冷却された冷風が、各吹出部１１、１２、１３から吹き出され、かつ、送風ファン９０の作動により、座席用吹出部１４から座席冷却用ダクトに冷風が吸い込まれるとともに、内気導入ダクト９からの内気が座席冷却用ダクトに吸い込まれる。よって、冷風および内気が、座席冷却用ダクト８、連結部７１ａ、および、空気通路７２ａを経て、連通孔７１ｂから座席６の背部６１へ吹き出される。
【００３１】
このように、内気に加えて、この内気よりもさらに低温、低湿度な冷風をも、座席冷却用ダクト８内に導入することにより、冷房定常時における座席６の冷却効果を、上記第１の実施形態よりも効果的に得ることができる。
また、送風ファン９０を開閉ドア８ｂの下流側に配置することで、空調ダクト１０内の送風ファン２からの送風量が増減しても、送風ファン９０により、所定量の冷風、および、内気を空気吹出部材７に送風可能となる。
【００３２】
（他の実施形態）
上記第１の実施形態では、送風ファン１０２の送風量に応じて、冷房始動時と、冷房定常時とを判断していたが、これに限定されることなく、冷房運転を開始してから所定時間経過したときが、冷房始動時から冷房定常時に切り替わるときと判断して、上記制御を行なってもよい。このとき、制御装置１００にタイマを設けておく。
【００３３】
また、送風ファン１０２の送風量が上記最小近傍の所定値となったときを、冷房定常時に切り替わるときと判断するとともに、冷房運転を開始してから所定時間が経過しても、送風ファン１０２の送風量が上記最小近傍の所定値とならないときは、上記所定時間が経過したときを、冷房始動時から冷房定常時に切り替わるときと判断してもよい。
【００３４】
また、空調装置１を制御装置１００によるオート制御としていたが、乗員の手動操作によるマニュアル制御としてもよい。この場合、送風ファン２の送風量は、最小から最大までの間を、例えば４段階（Ｌｏ、Ｍ１、Ｍ２、Ｈｉ）に切替可能とする。
このとき、冷房運転開始直後は、乗員の手動操作にて送風ファン２の送風量が最大（Ｈｉ）とされ、これに連動して、開閉ドア８ｂを図１中一点鎖線で示す位置とし、送風ファン９０を停止状態とする。また、ある程度室内が冷房されてきたとき、乗員の手動操作にて送風ファン２の送風量が小さくされるが、この送風ファン２の送風量が、ＬｏやＭ１にされたとき、これに連動して、開閉ドア８ｂを図１中実線で示す位置とし、送風ファン９０を作動する。
【００３５】
また、上記第１の実施形態における空気吹出部材７を廃止して、座席６の両側部に沿ってＬ字状の冷風導入管を設けてもよい。そして冷風導入管に、多数の空気吹出孔を形成し、空調ダクト１０内にて形成される冷風や、冷却された内気（冷風）を、冷風導入管、吹出孔を経て、座席６の中央部へ直接吹き出すようにしてもよい。
【００３６】
また、空気吹出部材７や上記冷風導入管に限定されることはなく、他の種々の手段により、冷風を座席６に吹き出させるようにしてもよい。
また、背部６１だけでなく、座部６２に空気吹出部材７を設けてもよい。
また、上記第１、第２の実施形態では、車室内の冷房時について述べたが、暖房時においても、空調ダクト１０内に形成される温風や、加熱された内気を座席６に供給することにより、座席６を加熱するようにしてもよい。
【図面の簡単な説明】
【図１】本発明の第１の実施形態に係わる車両用空調装置の概略的な全体構成図である。
【図２】第１の実施形態に係わる空気吹出部材の正面図である。
【図３】第１の実施形態に係わる電気制御ブロック図である。
【図４】第２の実施形態に係わる車両用空調装置の概略的な部分構成図である。
【符号の説明】
１０…空調ダクト、１ａ…内気吸込口（空気吸込部）、
１ｂ…外気吸込口（空気吸込部）、１１、１２、１３…吹出部（空気吹出部）、
２…送風ファン（第１送風手段）、３…エバポレータ（冷却用熱交換器）、
６…座席、８…座席冷却用ダクト、９…内気導入ダクト（内気導入部）、
９０…送風ファン（第２送風手段）。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that cools a vehicle interior, and more particularly, to a vehicle air conditioner that can cool a seat by blowing cold air directly from a seat in the vehicle interior.
[0002]
[Prior art]
Conventionally, as the above-described vehicle air conditioner, an air conditioning duct that accommodates a cooling heat exchanger (evaporator) and a blower fan is provided, and the cold air formed in the air conditioning duct is used for occupant heads (other than seats). There is a system that cools the seat by blowing out toward a predetermined part) to cool the entire interior of the vehicle, guiding the cool air to the seat, and blowing it out of the seat directly.
[0003]
[Problems to be solved by the invention]
By the way, in a normal vehicle air conditioner, control is performed such that the amount of air blown by the blower fan is maximized at the time of cooling start, and the amount of blown air is reduced during the normal cooling.
However, since the duct for guiding the cool air in the air conditioning duct to the seat is relatively long and has a large ventilation resistance, when the cooling air is steady, that is, when the amount of air blown by the blower fan is small, the cool air is hardly blown to the seat, There was a problem that the cooling effect of the seat almost disappeared.
[0004]
The present invention has been made in view of the above problems, and an object of the present invention is to obtain a seat cooling effect even when the amount of air blown by a blower fan in an air conditioning duct is small.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, in the invention according to any one of claims 1 to 5, an air-conditioning duct including an air blowing portion (11, 12, 13) for blowing air toward a predetermined portion other than a seat (6) in a vehicle interior. (10) is provided with a cooling heat exchanger (3) and a first blowing means (2),
Further, the air conditioning duct (10) is provided with a seat cooling duct (8) that guides the cool air that has been cooled and dehumidified by the cooling heat exchanger (3) to the seat (6). An inside air introduction part (9, 8a) for introducing inside air into
A switching means (8b) for switching the amount of cold air and inside air introduced into the seat cooling duct (8);
At the time of cooling start, the air blowing amount by the first air blowing means (2) is set large , and the air-conditioning duct is fully opened between the air-conditioning duct (10) and the seat cooling duct (8) by the switching means (8b). The cold air of (10) is introduced into the seat cooling duct (8),
At the time of regular cooling, the air blowing amount by the first air blowing means (2) is set small, the second air blowing means (90) is operated , and the inside air introduction parts (9, 8a) are fully opened by the switching means (8b). The inside air is introduced into the seat cooling duct (8).
[0006]
Here, since the inside air is low temperature and low humidity during normal cooling, the second air blowing means (90) is operated, and the low temperature and low humidity inside air passes through the seat cooling duct (8) to the seat ( The seat (6) can be cooled by guiding to 6) and blowing directly from the seat (6). Thus, the cooling effect of the seat (6) can be obtained even when the amount of air blown by the first blower means (2) is reduced.
[0007]
As in the second aspect of the invention, the vehicle air conditioner according to the first aspect of the invention is specifically configured so that the switching means (8b) is connected to the air conditioning duct (10) and the seat cooling duct ( 8) is in a fully open state, and the inside air introduction part (9, 8a) is operated to a fully closed state,
On the other hand, at the time of steady cooling, the switching means (8b) is in a position where the space between the air conditioning duct (10) and the seat cooling duct (8) is fully closed, and the inside air introduction part (9, 8a) is fully open. All you have to do is operate.
In the invention according to claim 3 , the switching means is arranged so that the cool air is introduced into the seat cooling duct (8) at the start of cooling, and the inside air is introduced into the seat cooling duct (8) at the time of steady cooling. Since the control means (100 ) for controlling (8b) is provided, the cooling effect of the seat (6) can be automatically given according to each of the cooling start time and the cooling steady time.
In the invention according to claim 4, the operating position of the switching means (8 b) is set so that the cooling means and the inside air are introduced into the seat cooling duct (8) at a predetermined air volume ratio at the time of steady cooling. Switching is possible by manual operation.
Thus, in addition to the inside air, cold air having a lower temperature and lower humidity than the inside air is also introduced into the seat cooling duct (8), so that only the inside air is introduced into the seat cooling duct (8). The cooling effect of the seat (6) can be obtained more effectively than in the case.
[0008]
Further, in the invention according to claim 5, the cushioning member (72) having a shape along the seat (6) is provided inside the freely deformable bag member (71) connected to the seat heating duct (8). ) Is provided inside the seat (6), and hot air is blown out directly from the blowing hole (71b) of the bag member (71) to the seat (6). .
[0009]
According to such a configuration, since the air blowing member (7) is provided inside the seat (6), even if the position of the seat (6) is changed, the cool air and the inside air are always reliably applied to the seat (6). Can be blown. In addition, since the air blowing member (7) accommodates the buffer member (72) having a shape along the seat (6) inside the freely deformable bag member (71), the air blowing member (7) is provided in the seat (6). When the occupant sits down, the form of the air blowing member (7) can be maintained while keeping the seat (6) comfortable.
[0010]
Note that, as described above, when cold air or inside air is blown out from the inside of the seat (6) to the outside, the occupant's back and buttocks pressed against the seat (6) have great ventilation resistance, so the conventional technology is applied. Then, there was a problem that when the amount of air blown by the first air blowing means (2) is small, the cold air is hardly blown out to the seat (6). However, according to the present invention, the second air blowing means (90). Since the inside air is actively blown, the above problem can be effectively solved.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments shown in the drawings will be described below.
(First embodiment)
In FIG. 1, an air conditioner 1 according to the present embodiment includes a resin (for example, polypropylene) air conditioning duct 10 that forms a ventilation path, and the air conditioning duct 10 is disposed in front of the vehicle interior. An air inlet duct 1a for sucking room air and an outside air inlet 1b for sucking outdoor air are formed on one end side of the air conditioning duct 10, and a plate door for switching and introducing indoor air and outdoor air at a predetermined ratio. An inside / outside air switching door 1c is provided. The door 1c is rotatable between a solid line position in FIG. 1 and an alternate long and short dash line position in FIG. 1 around the rotation shaft 11c.
[0012]
On the other end side of the air conditioning duct 10, air blowing portions 11, 12 communicating with an air blowing port (not shown) for blowing conditioned air (warm air, cold air) toward a predetermined part other than the seat 6 in the passenger compartment, 13 is formed. Specifically, the air blowing parts 11, 12, and 13 communicate with a center face outlet (not shown) that blows conditioned air toward the upper body side of the passenger in the passenger compartment via a duct (not shown). A face blowout part 11, a side face blowout part (not shown) that communicates via a duct (not shown) to a side face blowout outlet (not shown) that blows conditioned air toward the side glass side in the vehicle interior, the vehicle A defroster outlet 12 communicated via a duct (not shown) to a defroster outlet (not shown) for blowing the conditioned air toward the inside of the windshield of the room, and the conditioned air toward the feet of passengers in the vehicle cabin The foot outlet 13 (not shown) that blows out the air is provided with a foot outlet 13 that communicates via a duct (not shown).
[0013]
Furthermore, the other end of the air-conditioning duct 10 is provided with opening / closing doors 110, 120, and 130 that are plate doors that open and close the blowing portions 11, 12, and 13, respectively. The doors 110, 120, and 130 are rotatable between a solid line position in FIG. 1 and an alternate long and short dash line position in FIG. 1 around the rotation shafts 110a, 120a, and 130a.
And from the inside air inlet 1a in the air-conditioning duct 10, and the outside air inlet 1b, the ventilation fan 2 which blows air to the said air blowing part 11,12,13, the evaporator (cooling heat exchanger) which cools blowing air 3) A heater core (heating heat exchanger) 4 for heating the blown air is disposed in order from one end side to the other end side in the duct 1. The amount of air blown by the blower fan 2 can vary linearly from the maximum (eg, 350 m ³ / h) to the minimum (eg, 100 m ³ / h).
[0014]
Further, an air mix door 5 made of a plate door is arranged upstream of the heater core 4 to adjust the ratio of the amount of air passing through the heater core 4 and the amount of air to bypass. The door 5 is rotatable between a solid line position in FIG. 1 and a one-dot chain line position in FIG. 1 around the rotation shaft 5a.
The evaporator 3 is a cooling heat exchanger that constitutes a well-known refrigeration cycle together with a compressor, a condenser, a receiver, and a decompressor (not shown), and cools and dehumidifies the air in the air conditioning duct 10. The compressor is driven by a vehicle water-cooled engine via an electromagnetic clutch (not shown). The heater core 4 is a heating heat exchanger that uses engine cooling water as a heat source, and reheats the cold air cooled by the evaporator 3.
[0015]
A plurality of seats 6 are provided in the vehicle interior, and the seat 6 has a back portion 61 and a seat portion 62. The back portion 61 and the seat portion 62 are configured by arranging a cushioning material along a framework made of a wire, and covering the outer periphery of the cushioning material and the framework with a covering member (for example, leather). An air blowing member 7 as shown in FIG. 2 is accommodated inside the framework of the back portion 61 of the driver's seat (front seat) 6. The air blowing member 7 has a cushioning member 72 having a shape along the back portion 61 made of a cushioning material (for example, foaming urethane) inside a bag member 71 made of a freely deformable material (for example, a cured vinyl resin). Contain. The bag member 71 is bonded to the buffer member 72.
[0016]
A connecting portion 71a for connecting to the seat cooling duct 8 made of the same material as that of the bag member 71 is integrally provided at a lower portion of the bag member 71 so as to be taken out from the lower end side of the side surface portion of the back portion 61 to the outside. It has become. The connecting portion 71 a is formed to a length that can be expanded and contracted with the movement of the seat 6. The connecting portion 71a is provided with a check valve 73. Specifically, it is bonded and fixed. The check valve 73 can prevent air from flowing back from the inside of the bag member 71 to the outside. The buffer member 72 is formed with an air passage 72a that communicates with the connecting portion 71a and has a shape that allows the entire back portion 61 to circulate air.
[0017]
Further, in the bag member 71, a plurality of air blowing holes 71 b communicating with the inside and the outside of the bag member 71 are formed corresponding to the air passage 72 a in a portion where the back of the passenger hits. The air blowing hole 71b has a diameter of, for example, about 10 mm to 15 mm. Similarly, a large number of air blowing holes (not shown) are formed in the covering member of the back portion 61.
[0018]
Here, since the air blowing member 7 is provided in the seat 6, even if the position of the seat 6 is changed, it is always possible to reliably blow cool air and inside air to the seat 6. In addition, since the air blowing member 7 accommodates the buffer member 72 having a shape along the seat 6 in the bag member 71 that can be freely deformed, when the occupant sits on the seat 6, The form of the air blowing member 7 can be maintained while maintaining good sitting comfort.
[0019]
In addition, since the arrangement location, shape, size, and the like of the air blowing holes 71b of the bag member 71 can be freely laid out, it is possible to easily blow cool air to a predetermined part of the seat 6.
In order to guide the conditioned air of the air conditioner 1 to the air blowing member 7, a seat blowing portion 14 is formed at the other end of the air conditioning duct 10 of the air conditioning device 1, and blows out from the seat blowing portion 14. Resin-made seat cooling ducts 8 for guiding the conditioned air to the connecting portion 71a of the bag member 71 are connected to the seat blowing portion 14 and the connecting portion 71a of the bag member 71, respectively. The seat cooling duct 8 is disposed below the seat 6. Note that one end of the seat cooling duct 8 and the seat outlet 14 are fastened and fixed by fastening means (for example, screws) (not shown), and the other end of the seat cooling duct 8 and the connecting portion 71a of the bag member 71 are fixed. Are fixed by bonding.
[0020]
The seat cooling duct 8 is formed with an inside air introduction port 8a for introducing the inside air into the seat cooling duct 8. A resin inside air introduction duct 9 is formed in the inside air introduction port 8a. It is connected. The inside air introduction duct 9 is also disposed below the seat 6. One end of the inside air introduction duct 9 is arranged below the front seat 6 in the passenger compartment so that the opening does not face the floor (in other words, facing upward or in a substantially horizontal direction). Has been. In this way, it is possible to suck in the inside air without hindering the use space of the occupant and suppressing sucking in dust or the like in the passenger compartment.
[0021]
The other end of the inside air introduction duct 9 is fastened and fixed to the inside air introduction port 8a by the fastening means. The seat cooling duct 8 simultaneously opens and closes the seat cooling duct 8 and opens and closes the inside air introduction port 8a (in other words, the amount of cool air and inside air introduced into the seat cooling duct 8 is switched). An opening / closing door (switching door) 8b composed of a plate door is provided. The door 8b is rotatable between a solid line position in FIG. 1 and a one-dot chain line position in FIG. 1 about the rotation shaft 81b. The inside air introduction duct 9 is provided with a blower fan 90 that blows the inside air toward the seat cooling duct 8 (that is, the seat 6). The blower fans 2 and 90 are both centrifugal multiblade fans (sirocco fans).
[0022]
Here, an instrument panel (not shown) provided on the front surface of the vehicle interior is provided with a temperature setting device 101 (see FIG. 3) for a passenger to manually set a desired temperature in the vehicle interior. Then, it passed through the inside air temperature sensor 102 that detects the temperature of the passenger compartment air, the outside air temperature sensor 103 that detects the temperature of the passenger compartment outside air, the solar radiation sensor 104 that detects the amount of solar radiation irradiated into the passenger compartment, and the evaporator 3. A post-evaporation sensor 105 or the like for detecting the air temperature immediately after is provided.
[0023]
Then, signals from the temperature setting device 101 and the sensors 102 to 105 are input to the electric control device 100. The electric control device 100 is configured to rotate the doors 1c, 5, 110, 120, and 130 (rotating shafts 11c, 5a, 110a, 120a, and 130a) based on various input signals, Control of the operation of the compressor, the opening and closing of the water valve that performs intermittent operation of the engine coolant, the rotation position of the open / close door 8b (the rotation position of the rotary shaft 81b), the operation stop of the blower fan 90, etc. Do.
[0024]
Specifically, based on the deviation between the signal from the temperature setting device 101 and the signal from the inside air temperature sensor 102, the temperature (TAO) having a heat amount necessary to make the vehicle interior temperature coincide with the desired temperature. The conditioned air is sent out into the passenger compartment.
Next, the operation of this embodiment in the above configuration will be described.
In the summer, a case where the desired temperature in the passenger compartment is set to 25 ° C., for example, by the temperature setting device 101 will be described. At this time, the control device 100 causes the rotation positions of the doors 1c, 5, 110, 120, and 130 (the rotation shafts 11c, 5a, 110a, 120a, and 130a) to be predetermined positions (for example, positions indicated by solid lines in FIG. 1). Then, the blower fan 2 is operated, the compressor is operated, and the water valve is closed.
[0025]
Immediately after the start of the operation of the air conditioner 1 (at the time of cooling start), the TAO is set to be considerably lower than the target temperature, thereby controlling the air blowing amount of the blower fan 2 to be maximum (for example, 350 m <3> / h). Is done.
At this time, the control device 100 sets the door 8b to the position indicated by the one-dot chain line in FIG. 1 , that is, the position where the inside air inlet 8a (the inside air duct 9) is fully closed and the seat heating duct 8 is fully opened. The blower fan 90 is stopped.
[0026]
Thereby, the air sucked from the inside air suction port 1a and the outside air suction port 1b is cooled and dehumidified in the evaporator 3, and this cold air bypasses the heater core 4, and each of the blowing portions 11, 12, 13 and the seat It blows out from the blowing part 14 for a use. Further, the cold air introduced into the seat cooling duct 8 from the seat blowing portion 14 is blown directly from the communication hole 71 b to the back portion 61 of the seat 6 through the connecting portion 71 a and the air passage 72 a of the air blowing member 7. In this way, by cooling the cool air cooled by the evaporator 3 in the air conditioning duct 10 from the inside of the back part 61 to the outside, the back part 61 can be cooled well.
[0027]
Since the room temperature gradually decreases as time elapses immediately after the start of the operation of the air conditioner 1, TAO gradually approaches the target temperature, and accordingly, the amount of air blown by the blower fan 2 gradually decreases. Further, it is controlled by the control device 100.
When the amount of air blown by the blower fan 2 reaches a predetermined value near the minimum (for example, 100 m <3> / h), the control device 100 determines that the air conditioner has been switched from the cooling start time to the normal cooling time, and the door 8b is shown in FIG. The blower fan 90 is operated at a position indicated by a solid line , that is, a position in which the inside air introduction port 8a (inside air duct 9) is fully opened and the seat heating duct 8 is fully closed .
[0028]
Thereby, while the cool air cooled by the evaporator 3 is blown out from each blowing part 11, 12, 13, the inside air introduced from the inside air introduction duct 9 is the seat cooling duct 8, the connecting part 71a, and The air is directly blown out from the communication hole 71b to the back portion 61 of the seat 6 through the air passage 72a. Since the inside air is at a low temperature and low humidity at the time of regular cooling, the inside of the back portion 61 is blown out from the inside of the back portion 61 so that the back portion 61 can be cooled well.
[0029]
When the room temperature becomes close to the desired temperature, TAO is also set near the target temperature, and accordingly, the air flow rate by the blower fan 2 is set to a constant air flow rate near the minimum. The constant air volume and the predetermined value near the minimum may be matched.
(Second Embodiment)
In the present embodiment, as shown in FIG. 4, the open / close door 8b can be switched between a position indicated by a solid line in FIG. 4, a position indicated by a one-dot chain line in FIG. 4, and a position indicated by a two-dot chain line in FIG. It has become. The occupant manually switches the instrument panel so that the cooling capacity of the seat 6 is improved during steady cooling (that is, after the amount of air blown by the blower fan 2 reaches a predetermined value near the minimum). A strong seat cooling switch 107 (see FIG. 3) is provided.
[0030]
Further, the blower fan 90 is disposed in the seat cooling duct 8, in other words, on the downstream side of the opening / closing door 8b. The blower fan 90 blows air from the upstream side (left side in FIG. 4) to the downstream side (right side in FIG. 4) of the fan 90, and is an axial fan.
Then, by turning on the seat cooling strong switch 107, the open / close door 8b is brought to the position indicated by the two-dot chain line in FIG. 4, and the blower fan 90 is activated (third operation). At this time, the rotation position of the open / close door 8b is set so that the air blowing ratio between the cold air and the inside air is cold air: inside air = 2: 1. Thereby, the cold air cooled by the evaporator 3 is blown out from each of the blowout portions 11, 12, and 13 and, by the operation of the blower fan 90, the cold air is sucked into the seat cooling duct from the seat blowout portion 14, Inside air from the inside air introduction duct 9 is sucked into the seat cooling duct. Therefore, the cold air and the inside air are blown out from the communication hole 71b to the back portion 61 of the seat 6 through the seat cooling duct 8, the connecting portion 71a, and the air passage 72a.
[0031]
As described above, in addition to the inside air, the cooling effect of the seat 6 during the cooling steady state is obtained by introducing cool air having a lower temperature and lower humidity than the inside air into the seat cooling duct 8. It can be obtained more effectively than the embodiment.
Further, by arranging the blower fan 90 on the downstream side of the open / close door 8b, even if the amount of blown air from the blower fan 2 in the air conditioning duct 10 increases or decreases, a predetermined amount of cold air and inside air are drawn by the blower fan 90. The air blowing member 7 can be blown.
[0032]
(Other embodiments)
In the first embodiment, the cooling start time and the normal cooling time are determined according to the air flow rate of the blower fan 102. However, the present invention is not limited to this. The above control may be performed by determining that the time has elapsed when switching from the cooling start time to the cooling steady state. At this time, a timer is provided in the control device 100.
[0033]
Further, when the air flow rate of the blower fan 102 reaches a predetermined value in the vicinity of the minimum, it is determined that the airflow is switched during the normal cooling operation, and even if a predetermined time has elapsed after the start of the cooling operation, When the air flow rate does not reach the predetermined value near the minimum, the time when the predetermined time has elapsed may be determined as the time when switching from the cooling start time to the cooling normal time.
[0034]
In addition, although the air conditioner 1 is automatically controlled by the control device 100, it may be manually controlled by a passenger's manual operation. In this case, the amount of air blown from the blower fan 2 can be switched from the minimum to the maximum, for example, in four stages (Lo, M1, M2, Hi).
At this time, immediately after the start of the cooling operation, the blast volume of the blower fan 2 is maximized (Hi) by the manual operation of the occupant, and in conjunction with this, the open / close door 8b is set to the position indicated by the one-dot chain line in FIG. The fan 90 is stopped. Also, when the room has been cooled to some extent, the blast volume of the blower fan 2 is reduced by manual operation of the occupant, but when the blower fan 2 is set to Lo or M1, it is linked to this. Then, the opening / closing door 8b is set to the position indicated by the solid line in FIG.
[0035]
Further, the air blowing member 7 in the first embodiment may be abolished, and an L-shaped cold air introduction pipe may be provided along both side portions of the seat 6. A large number of air blowing holes are formed in the cold air introducing pipe, and the cold air formed in the air conditioning duct 10 or the cooled inside air (cold air) is passed through the cold air introducing pipe and the blowing hole to the central portion of the seat 6. You may make it blow out directly.
[0036]
Moreover, it is not limited to the air blowing member 7 and the said cold wind introduction pipe | tube, You may make it blow off cold wind to the seat 6 by another various means.
Further, the air blowing member 7 may be provided not only on the back portion 61 but also on the seat portion 62.
Moreover, in the said 1st, 2nd embodiment, although the time of air_conditioning | cooling of a vehicle interior was described, the warm air formed in the air-conditioning duct 10 and the heated inside air are supplied to the seat 6 also at the time of heating. Thus, the seat 6 may be heated.
[Brief description of the drawings]
FIG. 1 is a schematic overall configuration diagram of a vehicle air conditioner according to a first embodiment of the present invention.
FIG. 2 is a front view of an air blowing member according to the first embodiment.
FIG. 3 is an electric control block diagram according to the first embodiment.
FIG. 4 is a schematic partial configuration diagram of a vehicle air conditioner according to a second embodiment.
[Explanation of symbols]
10 ... Air conditioning duct, 1a ... Inside air suction port (air suction part),
1b ... Outside air suction port (air suction part), 11, 12, 13 ... Blowout part (air blowout part),
2 ... Blower fan (first blower means), 3 ... Evaporator (cooling heat exchanger),
6 ... Seat, 8 ... Duct for cooling seat, 9 ... Inside air introduction duct (inside air introduction part),
90: A blower fan (second blower).

Claims

An air-conditioning duct having an air suction part (1a, 1b) on one end side and an air blowing part (11, 12, 13) for blowing air toward a predetermined part other than the seat (6) in the passenger compartment on the other end side (10) and
First air blowing means (2) for sending air from the air suction part (1a, 1b) of the air conditioning duct (10) to the air blowing part (11, 12, 13);
A cooling heat exchanger (3) for cooling the air in the air conditioning duct (10);
A seat cooling duct (8) that is provided in the air conditioning duct (10) and that guides the cool air that has been cooled and dehumidified by the cooling heat exchanger (3) to the seat (6);
An inside air introduction portion (9, 8a) provided in the seat cooling duct (8) for introducing inside air into the seat cooling duct (8);
Second blowing means (90) for sending inside air from the inside air introduction part (9, 8a) side in the seat cooling duct (8) to the seat (6) side ;
Switching means (8b) for switching the introduction amount of the cold air and the inside air to the seat cooling duct (8) ,
At the time of cooling start, the air blowing amount by the first air blowing means (2) is set large, and the switching means (8b) fully opens the air conditioning duct (10) and the seat cooling duct (8). And introducing the cold air into the seat cooling duct (8),
During normal cooling, the amount of air blown by the first air blowing means (2) is set small, the second air blowing means (90) is operated , and the inside air introduction section (9, 9 ) is turned on by the switching means (8b). 8a) is fully opened to introduce the inside air into the seat cooling duct (8).

At the time of the cooling start, the switching means (8b) is fully opened between the air conditioning duct (10) and the seat cooling duct (8), and the inside air introduction part (9, 8a) is fully closed. To the position where
At the time of the regular cooling, the switching means (8b) is fully closed between the air conditioning duct (10) and the seat cooling duct (8), and the inside air introduction part (9, 8a) is fully opened. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is operated to a position where

The switching means (8b) is configured to introduce the cold air into the seat cooling duct (8) at the time of cooling start, and to introduce the inside air into the seat cooling duct (8) at a normal cooling time. The vehicle air conditioner according to claim 1 or 2 , further comprising a control means (100) for controlling.

When the cooling is steady, the operating position of the switching means (8b) can be switched by manual operation of the occupant so that the cold air and the inside air are introduced into the seat cooling duct (8) at a predetermined air volume ratio. The vehicle air conditioner according to any one of claims 1 to 3, wherein the vehicle air conditioner is configured as described above.

A freely deformable bag member (71) connected to the seat heating duct (8), and a cushioning member having a shape along the seat (6) housed in the bag member (71). 72) and an air blowing member (7b) formed by the air blowing hole (71b) provided in the bag member (71),
The air blowing member (7) is provided inside the seat (6), and the hot air is directly blown from the blowing hole (71b) of the bag member (71) to the seat (6). The vehicle air conditioner according to any one of claims 1 to 4.