JP3816317B2 - Air conditioner for vehicles - Google Patents

Description

【００２９】
エアコンＥＣＵ５０は、本発明の空調制御手段、乗員不在判定手段、熱負荷判定手段に相当するもので、内部にＣＰＵ、メモリ（ＲＯＭまたはＥＥＰＲＯＭ、ＲＡＭ）、およびＩ／Ｏポート（入力／出力回路）等の機能を含んで構成される周知のマイクロコンピュータが設けられている。そして、エアコンＥＣＵ５０には、図１および図３に示したように、エアコン操作パネル５１、運転席側ルーバ操作（ＳＷＩＮＧＳＷ）パネル５２および助手席側ルーバ操作（ＳＷＩＮＧＳＷ）パネル５３から各スイッチ信号が入力される。
【００３０】
エアコン操作パネル５１は、車室内前面の車幅方向の中央部にインストルメントパネル４０に一体的に設置されている。エアコン操作パネル５１には、エアコン（Ａ／Ｃ）スイッチ５４、内外気切替スイッチ５５、フロントデフロスタ（ＤＥＦ）スイッチ５６、リヤデフロスタスイッチ５７、デュアル（ＤＵＡＬ）スイッチ５８、吹出口モード（ＭＯＤＥ）切替スイッチ５９、ブロワ風量切替スイッチ６０、オート（ＡＵＴＯ）スイッチ６１、オフ（ＯＦＦ）スイッチ６２、液晶表示装置（ディスプレイ）６３、運転席側温度設定スイッチ６４および助手席側温度設定スイッチ６５等が設置されている。
【００３１】
上記のうちのＤＵＡＬスイッチ５８は、本発明のスイッチ手段に相当するもので、運転席側の温度調節と助手席側の温度調節とを互いに独立して行う左右独立温度コントロールを指令する左右独立制御指令手段（左右独立空調スイッチ）である。そして、運転席側温度設定スイッチ６４は、運転席側空調ゾーン内の温度を希望温度に設定するための運転席側の温度設定手段である。また、助手席側温度設定スイッチ６５は、助手席側空調ゾーン内の温度を希望温度に設定するための助手席側の温度設定手段である。
【００３２】
運転席側ルーバ操作パネル５２は、インストルメントパネル４０の中央部においてエアコン操作パネル５１の右隣に設置され、運転席側センタ、サイドルーバ４３、４６の両方をスイング可能にするＭＡＴＣＨスイッチ６６、運転席側センタルーバ４３をスイング可能にするＣＥＮＴＥＲスイッチ６７、運転席側サイドルーバ４６をスイング可能にするＳＩＤＥスイッチ６８およびスイングモード切替スイッチ６９とから構成されている。
【００３３】
上記のうちＭＡＴＣＨスイッチ６６、ＣＥＮＴＥＲスイッチ６７、ＳＩＤＥスイッチ６８は、平常位置（ＯＦＦ）と押込位置（ＯＮ）とを持つプッシュ式スイッチである。スイングモード切替スイッチ６９は、「ＳＴＯＰ（スイング停止）」、「ＡＵＴＯ（オートスイング）」、「Ｒｒ」、「Ｕ−ＤＳＷＩＮＧ（上下方向スイング）」、「Ｒ−ＬＳＷＩＮＧ（左右方向スイング）」の各切替位置を有するロータリー式スイッチである。
【００３４】
なお、スイングモード切替スイッチ６９は、「ＡＵＴＯ」に設定されると、運転席側センタ、サイドルーバ４３、４６をオートルーバ制御するように指令を出力する。そして、スイングモード切替スイッチ６９は、「Ｒｒ」に設定されると、例えば車両の運転席側前席よりも後席（助手席側後席または運転席側後席）の風量配分が多くなるように運転席側センタ、サイドルーバ４３、４６をスイングさせる後席優先空調モードを実施するように指令を出力する。
【００３５】
また、スイングモード切替スイッチ６９は、「Ｕ−ＤＳＷＩＮＧ」に設定されると、運転席側センタ、サイドルーバ４６を所定のスイング範囲で上下方向（Ｕ−Ｄ方向）にスイングさせる（マニュアルルーバ制御）ように指令を出力する。さらに、スイングモード切替スイッチ６９は、「Ｒ−ＬＳＷＩＮＧ」に設定されると、運転席側センタ、サイドルーバ４３を所定のスイング範囲で左右方向（Ｒ−Ｌ方向）にスイングさせる（マニュアルルーバ制御）ように指令を出力する。
【００３６】
助手席側ルーバ操作パネル５３は、運転席側ルーバ操作パネル５２と同様にして、ＭＡＴＣＨスイッチ７０、ＣＥＮＴＥＲスイッチ７１、ＳＩＤＥスイッチ７２およびスイングモード切替スイッチ７３とから構成されている。上記のうちＭＡＴＣＨスイッチ７０、ＣＥＮＴＥＲスイッチ７１、ＳＩＤＥスイッチ７２は、平常位置（ＯＦＦ）と押込位置（ＯＮ）とを持つプッシュ式スイッチである。スイングモード切替スイッチ７３は、「ＳＴＯＰ（スイング停止）」、「ＡＵＴＯ（オートスイング）」、「Ｒｒ」、「Ｕ−ＤＳＷＩＮＧ（上下方向スイング）」、「Ｒ−ＬＳＷＩＮＧ（左右方向スイング）」の各切替位置を有するロータリー式スイッチである。
【００３７】
なお、スイングモード切替スイッチ７３は、スイングモード切替スイッチ６９と同様にして、「ＡＵＴＯ」に設定されると、助手席側センタ、サイドルーバ４３、４６をオートルーバ制御を実施するように指令を出力する。そして、スイングモード切替スイッチ７３は、「Ｒｒ」に設定されると、例えば車両の助手席側前席よりも後席（運転席側後席または助手席側後席）の風量配分が多くなるように助手席側センタ、サイドルーバ４３、４６をスイングさせる後席優先空調モードを実施するように指令を出力する。
【００３８】
また、スイングモード切替スイッチ７３は、「Ｕ−ＤＳＷＩＮＧ」に設定されると、助手席側センタ、サイドルーバ４６を所定のスイング範囲で上下方向（Ｕ−Ｄ方向）にスイングさせる（マニュアルルーバ制御）ように指令を出力する。さらに、スイングモード切替スイッチ７３は、「Ｒ−ＬＳＷＩＮＧ」に設定されると、助手席側センタ、サイドルーバ４３を所定のスイング範囲で左右方向（Ｒ−Ｌ方向）にスイングさせる（マニュアルルーバ制御）ように指令を出力する。
【００３９】
ここで、図３に示したように、運転席側、助手席側センタグリル４１間には、運転席側、助手席側センタＦＡＣＥ吹出口２１、３１を開閉するシャッタ（図示せず）を手動操作するためのドア開閉スイッチ７４が設けられている。また、運転席側、助手席側センタグリル４１および運転席側、助手席側サイドグリル４２には、各センタ、サイドルーバ４３、４６のルーバ方向を手動操作により左右方向、上下方向に動かすためのノブ７５、７６が設けられている。
【００４０】
さらに、エアコンＥＣＵ５０は、各センサからのセンサ信号が図示しない入力回路によってＡ／Ｄ変換された後に、マイクロコンピュータに入力されるように構成されている。ここで、車室内の空調熱負荷として、図１７の横軸に示したように、吹出温度、外気温、車室内温度、吹出風速、車室内温度と設定温度の温度偏差、ブロワ制御電圧（送風機への印加電圧）、エバ後温度、皮膚温度、シート温度、ステアリング温度、ブロワ風量、日射量、設定温度、車速、吹出口モードまたは日射方向を用いたが、乗員数等も考えられ、これらの値を検出するセンサや、温度を設定する温度設定手段、目標吹出温度を決定する目標吹出温度決定手段をも空調熱負荷検出手段として使用できる。ここで、内気温センサ９１を２個使用して、運転席側空調ゾーン内および助手席側空調ゾーン内にそれぞれ設置しても良い。
【００４１】
本実施形態では、車室内の空気温度（車室内温度、内気温）を検出する内気温検出手段としての内気温センサ９１、車室外の空気温度（以下外気温と言う）を検出する外気温検出手段としての外気温センサ９２、および運転席側、助手席側空調ゾーン内に照射される日射量ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）を検出する日射検出手段としての日射センサ９３、エバポレータ１０を通過した直後の空気温度（エバポレータ温度、以下エバ後温度と言う）を検出するエバ後温度検出手段としてのエバ後温度センサ９５、および車両のエンジンの冷却水温を検出する冷却水温検出手段としての冷却水温センサ９６等を使用している。
【００４２】
また、運転席側、助手席側空調ゾーン内に吹き出す空調風の吹出温度をそれぞれ検出する運転席側、助手席側吹出温度センサ９４ａ、９４ｂを使用しても良い。さらに、エアコンＥＣＵ５０の入力回路には、助手席側前席の乗員在席または乗員不在を検出する乗員不在検出手段としてのシートベルト装着信号が入力されるように構成されている。なお、シートベルト装着信号は、助手席側前席に着座した乗員がシートベルトを装着した際に発信される乗員情報検出手段である。
【００４３】
〔第１実施形態の制御方法〕
次に、本実施形態のエアコンＥＣＵ５０による制御方法を、図１ないし図２７に基づいて説明する。ここで、図７はエアコンＥＣＵ５０の制御プログラムの一例を示したフローチャートである。
【００４４】
先ず、イグニッションスイッチ（ＩＧ）がＯＮされてエアコンＥＣＵ５０に直流電源が供給されると、制御プログラム（図７のルーチン）の実行が開始される。このとき、先ず、データ処理用メモリ（ＲＡＭ）の記憶内容等を初期化（イニシャライズ）する（ステップＳ１）。
【００４５】
次に、各種データをデータ処理用メモリに読み込む。すなわち、各種スイッチからのスイッチ信号や各種センサからのセンサ信号を入力する（ステップＳ２）。具体的には、運転席側温度設定スイッチ６４による運転席側の設定温度Ｔｓｅｔ（Ｄｒ）、助手席側温度設定スイッチ６５による助手席側の設定温度Ｔｓｅｔ（Ｐａ）、内気温センサ９１の検出値である車室内温度ＴＲ、外気温センサ９２の検出値である外気温ＴＡＭ、日射センサ９３の検出値である運転席側、助手席側の日射量ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）等を入力する。さらに、助手席側前席のシートベルト装着信号を入力しているか否かを読み込む。
【００４６】
次に、上記のような記憶データおよび下記の数２の式、数３の式に基づいて、運転席側の目標吹出温度ＴＡＯ（Ｄｒ）、および助手席側の目標吹出温度ＴＡＯ（Ｐａ）を演算する（目標吹出温度決定手段：ステップＳ３）。
【００４７】
【数２】

【数３】

【００４８】
但し、Ｔｓｅｔ（Ｄｒ）、Ｔｓｅｔ（Ｐａ）は、それぞれ運転席側の設定温度、助手席側の設定温度を表し、ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）は、それぞれ運転席側、助手席側の日射量を表す。また、ＴＲ、ＴＡＭは、それぞれ車室内温度、外気温を表す。Ｋｓｅｔ、ＫＲ、ＫＡＭ、ＫＳ、Ｋｄ（Ｄｒ）およびＫｄ（Ｐａ）は、それぞれ温度設定ゲイン、車室内温度ゲイン、外気温ゲイン、日射量ゲイン、第１、第２空調ゾーンの温度差補正ゲインを表す。
【００４９】
なお、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）は、それぞれ外気温ＴＡＭが運転席側空調ゾーンおよび助手席側空調ゾーンの各空調温度に及ぼす影響度合を補正するゲインを表し、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）は上記影響度合に応じた定数、Ｃは補正定数を表す。ここで、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）といった値は、車両の形や大きさ、空調ユニット１の吹出方向等様々なパラメータで変化する。
【００５０】
次に、上記のステップＳ３で求めた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）に基づいてブロワ風量｛ブロワモータ９に印加するブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）｝を演算する（ステップＳ４）。具体的には、上記のブロワ制御電圧ＶＡは、運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）にそれぞれ適合したブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を図８の特性図に基づいて求めると共に、それらのブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を平均化処理することにより得ている。
【００５１】
次に、上記のステップＳ３で求めた運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、図９の特性図とに基づいて運転席側空調ゾーンおよび助手席側空調ゾーンの各吹出口モードを決定する（ステップＳ５）。具体的には、吹出口モードの決定においては、上記の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）が低い温度から高い温度にかけて、ＦＡＣＥモード、Ｂ／ＬモードおよびＦＯＯＴモードとなるように決定されている。
【００５２】
ここで、エアコン操作パネル５１に設けられたＭＯＤＥ切替スイッチ５９を操作することにより、ＦＡＣＥモード、Ｂ／Ｌモード、ＦＯＯＴモードまたはＦ／Ｄモードのうちのいずれかの吹出口モードに固定される。また、エアコン操作パネル５１に設けられたＤＥＦスイッチ５６を操作すると、ＤＥＦモードが設定される。
【００５３】
なお、ＦＡＣＥモードとは、乗員の上半身または顔部に向けて空調風を吹き出す吹出口モードである。また、Ｂ／Ｌモードとは、乗員の上半身または顔部および足元部に向けて空調風を吹き出す吹出口モードである。そして、ＦＯＯＴモードとは、乗員の足元部に向けて空調風を吹き出す吹出口モードである。さらに、Ｆ／Ｄモードとは、乗員の足元部および車両のフロントウインドウの内面に向けて空調風を吹き出す吹出口モードである。
【００５４】
また、ＤＥＦモードとは、車両のフロントウインドウの内面に向けて空調風を吹き出す吹出口モードである。ここで、Ｂ／Ｌモードは、ＦＯＯＴモード、Ｆ／ＤモードおよびＤＥＦモードよりも乗員の上半身への空調が強くなるか、あるいは乗員の上半身への吹出割合または吹出風量が多くなる吹出口モードである。また、ＦＡＣＥモードは、Ｂ／Ｌモードよりも乗員の上半身への空調が強くなるか、あるいは乗員の上半身への吹出割合または吹出風量が多くなる吹出口モードである。
【００５５】
次に、運転席側Ａ／Ｍドア１５のＡ／Ｍ開度ＳＷ（Ｄｒ）（％）および助手席側Ａ／Ｍドア１６のＡ／Ｍ開度ＳＷ（Ｐａ）（％）を演算する（ステップＳ６）。なお、このようなＡ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）の演算は、運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、エバ後温度センサ９５にて検出したエバ後温度（ＴＥ）と、冷却水温センサ９６にて検出した冷却水温（ＴＷ）と、下記の数４の式および数５の式とに基づいて行われる。
【００５６】
【数４】

【数５】

【００５７】
次に、図１０および図１１のルーチンが起動して、スイングルーバ制御を実施する（吹出状態決定手段：ステップＳ７）。次に、ステップＳ４で決定されたブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）となるようにブロワ駆動回路８に制御信号を出力する（ステップＳ８）。次に、ステップＳ６で決定されたＡ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）となるようにサーボモータ１７、１８に制御信号を出力する（ステップＳ９）。次に、ステップＳ５で決定された吹出口モードとなるようにサーボモータ２８、２９、３９に制御信号を出力する（ステップＳ１０）。次に、ステップＳ７で決定された風向（ルーバ方向）またはスイング範囲となるようにステッピングモータ４３ａ、４６ａに制御信号を出力する（ステップＳ１１）。
【００５８】
次に、エアコンＥＣＵ５０によるスイングルーバ制御を図１０ないし図２５に基づいて説明する。ここで、図１０および図１１はエアコンＥＣＵ５０によるスイングルーバ制御を示したフローチャートである。
【００５９】
先ず、図１０のルーチンが起動すると、吹出口モードがＦＡＣＥモードまたはＢ／Ｌモードであるか否かを判定する（ステップＳ２１）。この判定結果がＮＯの場合には、図１０のルーチンを抜ける。なお、ステップＳ２１は運転席側、助手席側空調ゾーン毎に独立に判断されることが望ましい。
【００６０】
また、ステップＳ２１の判定結果がＹＥＳの場合には、運転席側、助手席側ルーバ操作パネル５２、５３に設けられたスイングモード切替スイッチ６９、７３が「ＡＵＴＯ」に設定されているか否かを判定する（ステップＳ２２）。この判定結果がＮＯの場合には、スイングモード切替スイッチ６９、７３の設定位置に応じたマニュアルルーバ制御を実施する（ステップＳ２３）。その後に、図１０のルーチンを抜ける。
【００６１】
また、ステップＳ２２の判定結果がＹＥＳの場合には、以下のオートルーバ制御を実施する。最初に図１２の特性図に基づいて、クールダウン（夏季炎天下駐車後の急速冷房）制御を実施する室内環境状態であるか否かの判定を行う（ステップＳ２４）。この判定結果がＮＯの場合には、前席優先モードまたは後席優先空調モード、空調熱負荷（車室内温度と設定温度との温度偏差）および図１３の特性図に基づいて、運転席側、助手席側センタグリル４１および運転席側、助手席側サイドグリル４２の各ルーバフィン４３、４６のスイング範囲を決定（算出）する（ステップＳ２５）。
【００６２】
例えば運転席側センタグリル４１の運転席側センタルーバ４３、４６および助手席側センタグリル４１の助手席側センタルーバ４３、４６を、図１４に示したように、車室内全体（前席および後席）を空調するように所定のスイング範囲（例えば５０°）でスイングさせるようにスイング範囲を決定しても良い。また、運転席側サイドグリル４２の運転席側サイドルーバ４３、４６および助手席側サイドグリル４２の助手席側サイドルーバ４３、４６を、図１５に示したように、車室内全体（前席および後席）を空調するように所定のスイング範囲（例えば５０°）でスイングさせるようにスイング範囲を決定しても良い。
【００６３】
ここで、図１３は、前席シートポジションとスイング範囲との関係を示した特性図である。ここで、図１３の特性図においては、各前席乗員側スイング端が前席の乗員のシートポジションによって変化し、その結果、スイング範囲が変化することを示している。なお、図１３の特性図は、車両毎に違うシートレイアウトやＦＡＣＥ吹出口の位置関係や開口度合などによって補正されることは言うまでもない。また、上記乗員の好みで、乗員が空調風をあまり好まない時はスイング範囲を狭くする方向に補正することで対応できる。なお、本実施形態では、運転席側、助手席側サイドルーバ４３、４６のスイング範囲は、運転席側、助手席側センタルーバ４３、４６のスイング範囲と同じとする。
【００６４】
次に、図７のステップＳ２で読み込んだ日射量ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）と、下記の数６の式とに基づいて、日射量の左右比（Ｈ）を演算（決定）する（ステップＳ２６）。
【数６】

但し、｛ＴＳ（Ｄｒ）＋ＴＳ（Ｐａ）｝≦１５０Ｗ／ｍ² の場合は、Ｈ＝０．５とする。
【００６５】
次に、運転席側、助手席側のセンタ、サイドルーバ４３、４６のスイング範囲に応じたスイング停止時間を算出（決定）する（スイング停止時間決定手段：ステップＳ２７）。本実施形態では、スイング停止時間を７秒間に設定している。次に、日射左右比を用いて、ステップＳ２７で求めたスイング停止時間を、運転席側前席乗員（ＫＦＯＲＤＲ）側スイング端と助手席側後席乗員（ＫＮＯＴＰＡ）側スイング端とにどれだけ振り分けるか、および助手席側前席乗員（ＫＦＯＲＰＡ）側スイング端と運転席側後席乗員（ＫＮＯＴＤＲ）側スイング端にどれだけ振り分けるかを算出（決定）する（ステップＳ２８）。
【００６６】
上記のスイング停止時間割合の算出には、下記の数７の式〜数１０の式および図１６の特性図を利用する。日射が当たる側の空調ゾーンの乗員側スイング端で長く停止するようにして、日射の当たる側の空調ゾーンの乗員に多くの冷風を供給する。
【００６７】
【数７】

但し、ＦＯＲＤＲ−ＳＴＯＰ−ＴＩＭＥは、運転席側前席乗員側スイング端でのスイング停止時間である。
【数８】

但し、ＮＯＴＤＲ−ＳＴＯＰ−ＴＩＭＥは、助手席側後席乗員側スイング端でのスイング停止時間である。
【００６８】
【数９】

但し、ＦＯＲＰＡ−ＳＴＯＰ−ＴＩＭＥは、助手席側前席乗員側スイング端でのスイング停止時間である。
【数１０】

但し、ＮＯＴＰＡ−ＳＴＯＰ−ＴＩＭＥは、運転席側後席乗員側スイング端でのスイング停止時間である。
【００６９】
次に、各運転席側、助手席側乗員側スイング端および各運転席側、助手席側乗員以外側スイング端でのスイング停止時間に少なくとも１秒間を加算する（ステップＳ２９）。その後に、図１０のルーチンを抜ける。これにより、各運転席側、助手席側乗員以外側スイング端でのスイング停止時間が０秒間とならず、動きにゆったり感がなくなるのを防止できる。
【００７０】
なお、本実施形態では、スイング停止時間を予め７秒間に設定しているが、空調熱負荷が高い時には、図１７の特性図に示したように、トータル停止時間を増加させることで、運転席側、助手席側センタルーバ４３、４６のスイング幅に乗員に向いている割合を増やし、空調効果を上げることができる。この空調効果の向上は、運転席側、助手席側センタルーバ４３、４６のスイング端からスイング端へ風向きが動くのに要する時間を短くしても、同様に、乗員に向いている時間を増やすことができる。
【００７１】
また、前席はフロントウインドウがあるため、日射の影響を受け易いと共に、安全運転のために後席よりも優先的に空調されることが望ましい。このときの前席側停止時間に追加される時間も図１７の特性図に示す。すなわち、日射方向が車両後方よりも車両前方の方が上記のトータル停止時間が長くなるように設定され、車両前方よりも車両側方の方が上記のトータル停止時間が長くなるように設定される。但し、後席に客が乗車している時など特別な場合には、図１７の特性図に示した前席側停止時間に追加される時間を後席側停止時間に追加される時間としても良い。ここで、図１７において、フルオープンとは、全ての吹出口を開口させた場合の吹出口モードである。
【００７２】
また、ステップＳ２４の判定結果がＹＥＳの場合、すなわち、車室内温度ＴＲと運転席側、助手席側の設定温度Ｔｓｅｔ（Ｄｒ）、Ｔｓｅｔ（Ｐａ）との温度偏差が所定値（例えば１５℃）以上の場合には、運転席側、助手席側のセンタルーバ４３、４６および運転席側、助手席側のサイドルーバ４３、４６の原点補正（イニシャライズ）を実施する（ステップＳ３０）。
【００７３】
ここで、運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドルーバ４３、４６のイニシャライズは、図１８に示したルーバ原点補正方向のスイング端（イニシャライズ位置）につき当たるようにステッピングモータ４３ａ、４６ａに制御出力を送り、そのルーバ位置を原点とし、運転席側前席の乗員（ドライバー）および助手席側前席の乗員（パッセンジャー）のシートポジションが前の時は若干のパルスをステッピングモータ４３ａ、４６ａに送り、ドライバーおよびパッセンジャーのシートポジションが後の時は多くのパルスをステッピングモータ４３ａ、４６ａに送ることで、運転席側、助手席側センタグリル４１の運転席側、助手席側センタルーバ４３、４６のルーバ方向および運転席側、助手席側サイドグリル４２の運転席側、助手席側サイドルーバ４３、４６のルーバ方向（スイング停止方向）がドライバーの顔部方向およびパッセンジャーの顔部方向に向くように目標値を決定する。
【００７４】
ここで、図１８に示したイニシャライズ位置につき当てて原点補正を実施するのは、本実施形態の吹出状態変更装置が、運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドルーバ４３、４６の現在位置（現在のルーバ方向）を検出する吹出方向検出手段としてのポテンショメータを持っていないので、ドライバーおよびパッセンジャーによって運転席側、助手席側のセンタルーバ４３、４６または運転席側、助手席側のサイドルーバ４３、４６を直接動かして運転席側、助手席側のセンタルーバ４３、４６または運転席側、助手席側のサイドルーバ４３、４６の現在位置を変えると、ルーバ方向（吹出方向）を前席乗員の顔部方向に正確に向けることができないからである。また、図１８に示したイニシャライズ位置につき当てるのは、この原点補正は１０秒間程の時間がかかるため、少しでもドライバーおよびパッセンジャーに早く空調風（冷風）が供給できるようにするためである。なお、図１８にはスイング拡大方向も記している。
【００７５】
次に、助手席側前席（パッセンジャーシート）に乗員が不在であるか否かを判定する。具体的には、助手席側前席に着座した乗員がシートベルトを装着した際に発信されるシートベルト装着信号を入力しているか否かを判定する（ステップＳ３１）。この判定結果がＮＯの場合、つまり助手席に乗員が着座（在席）していると判断した場合には、クールダウン初期（空調過度時）で、且つ前席優先空調モードのスイング停止方向に各風向可変ルーバ等の風向可変手段を設定する。
【００７６】
具体的には、ドライバーのシートポジションに従って、運転席側センタグリル４１の運転席側センタルーバ４３、４６および運転席側サイドグリル４２の運転席側サイドルーバ４３、４６を、図１８に示したように、ドライバーの顔部方向に向ける（ステップＳ３２）。これにより、車室内が非常に暑い時には、ドライバーが安全な運転を行えるように、ドライバーの上半身に多くの冷風が供給される。次に、パッセンジャーのシートポジションに従って、助手席側センタグリル４１の助手席側センタルーバ４３、４６および助手席側サイドグリル４２の助手席側サイドルーバ４３、４６を、図１８に示したように、パッセンジャーの顔部方向に向ける（ステップＳ３３）。その後に、図１１のルーチンを抜ける。
【００７７】
ここで、クールダウン制御の途中で、車室内温度が例えば３１℃まで下がってきても、冷風を乗員に集中し続けると、局所冷房となり、乗員に不快感を与えてしまう可能性があるため、各センタルーバおよび各サイドルーバのスイングを開始するようにしても良い。なお、スイングが一定の状態で長く続くと、乗員の快適感が低下するため、所定の位置でランダムな時間、スイングを停止させるようにしても良い。しかし、空調熱負荷がある程度高い条件で上記のようなランダムスイングを行うと、冷風の吹出方向または吹出位置が乗員を外す方向または位置の時に、数十秒間のスイング停止時間があると、乗員が暑く感じ不快感を与えてしまうため、なるべく乗員の上半身（特に顔部）に近い所でスイングを停止するようにする。また、空調熱負荷が低い条件で上記のようなランダムスイングを行って、乗員の上半身（特に顔部）に近い所で、数十秒間のスイング停止時間があると、乗員が寒く感じ不快感を与えるため、なるべく乗員を外す方向または位置でスイングを停止するようにする。
【００７８】
また、ステップＳ３１の判定結果がＹＥＳの場合、つまり助手席側前席に乗員が不在であると判断した場合には、助手席側前席よりも後席を優先して空調する後席優先空調モードであるか後席よりも前席を優先して空調する前席優先空調モードであるかを判定する。具体的には、エアコン操作パネル５１において、ドライバーが手を容易に届かせることが可能な位置に設けられた既存のスイッチであるＤＵＡＬスイッチ５８がＯＮされているか否かを判定する（ステップＳ３４）。このステップＳ３４の判定結果がＮＯの場合、つまり後席優先空調モードが選択されていないと判断した場合には、クールダウン初期（空調過度時）で、且つ運転席優先空調モードのスイング停止方向に各風向可変ルーバ等の風向可変手段を設定する。
【００７９】
具体的には、ドライバーのシートポジションに従って、運転席側センタグリル４１の運転席側センタルーバ４３、４６および運転席側サイドグリル４２の運転席側サイドルーバ４３、４６を、図１９および図２０に示したように、ドライバーの顔部方向に向ける（ステップＳ３５）。これにより、車室内が非常に暑い時には、ドライバーが安全な運転を行えるように、ドライバーの上半身に多くの冷風が供給される。次に、ドライバーのシートポジションに従って、助手席側センタグリル４１の助手席側センタルーバ４３、４６および助手席側サイドグリル４２の助手席側サイドルーバ４３、４６を、図１９および図２０に示したように、ドライバーの顔部方向に向ける（ステップＳ３６）。その後に、図１１のルーチンを抜ける。
【００８０】
また、ステップＳ３４の判定結果がＹＥＳの場合、つまり後席優先空調モードが選択されていると判断した場合には、クールダウン初期（空調過度時）で、且つ後席優先空調モード時のスイング停止方向に各風向可変ルーバ等の風向可変手段を設定する。
【００８１】
具体的には、ドライバーのシートポジションに従って、運転席側センタグリル４１の運転席側センタルーバ４３、４６および運転席側サイドグリル４２の運転席側サイドルーバ４３、４６を、図２１ないし図２４に示したように、ドライバーの顔部方向に向ける（ステップＳ３７）。これにより、後席優先空調モードが選択されていても、車室内が非常に暑い時には、ドライバーが安全な運転を行えるように、ドライバーの上半身に多くの冷風が供給される。次に、助手席側センタグリル４１の助手席側センタルーバ４３、４６および助手席側サイドグリル４２の助手席側サイドルーバ４３、４６を、運転席側後席の乗員の顔部方向に向ける（図２１および図２２参照）。あるいは助手席側後席の乗員の顔部方向に向ける（図２３参照）。あるいは助手席側前席および助手席側後席とサイドウインドウとの間に向ける（図２４参照）。あるいは後席中央部に向ける（ステップＳ３８）。その後に、図１１のルーチンを抜ける。
【００８２】
なお、後席優先空調モードの場合に、運転席側センタグリル４１の運転席側センタルーバ４３、４６および助手席側センタグリル４１の助手席側センタルーバ４３、４６を、図２５に示したように、それぞれ運転席側後席の乗員の顔部方向および助手席側後席の乗員の顔部方向に向けるにようにしても良い。これは、本発明の後席乗員方向でのスイング停止時間が多くなる後席優先空調モードに相当する。このとき、上記のようなクールダウン初期の後席快適感向上制御中に、図２６および図２７に示したように、運転席側、助手席側センタグリル４１の運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドグリル４２の運転席側、助手席側サイドルーバ４３、４６をスイング作動させる場合、後席乗員方向でゆっくりスイングする時間またはスイング範囲が多くなる後席優先空調モードを採用しても良く、後席乗員集中吹出時間が長くなる空調モードを採用しても良く、後席乗員への空調風の吹出範囲またはスイング範囲が狭くなる後席優先空調モードを採用しても良く、後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる後席優先空調モードを採用しても良い。
【００８３】
〔第１実施形態の特徴〕
車室内温度と運転席側、助手席側の設定温度との温度偏差が所定値（例えば１５℃）以上の時には、ブロワ４をＯＮおよびコンプレッサをＯＮして、空調ダクト２内を流れる空気を冷却または除湿して、車室内を急速冷房するクールダウン制御が実施される。このとき、吹出口モードがＦＡＣＥモードまたはＢ／Ｌモードで、且つスイングモード切替スイッチ６９、７３が「ＡＵＴＯ」に設定されている時には、運転席側、助手席側センタグリル４１の運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドグリル４１の運転席側、助手席側サイドルーバ４３、４６のスイング範囲またはスイング停止方向がオート制御される。
【００８４】
そして、クールダウン制御時のような空調過渡時で、且つ助手席側前席に乗員が在席（着座）している時には、運転席側前席の乗員（ドライバー）が安全な運転を行えるように、運転席側センタルーバ４３、４６および運転席側サイドルーバ４３、４６をドライバーの顔部方向に向けて、運転席側センタグリル４１および運転席側サイドグリル４２から吹き出す冷風をドライバーの上半身（特に顔部）に向けて多く供給することで、ドライバーの冷房感を高め、また、助手席側センタルーバ４３、４６および助手席側サイドルーバ４３、４６を助手席側前席の乗員（パッセンジャー）の顔部方向に向けて、助手席側センタグリル４１および助手席側サイドグリル４２から吹き出す冷風をパッセンジャーの上半身（特に顔部）に向けて多く供給することで、パッセンジャーの冷房感を高めることで、前席の乗員の快適感を早く向上させることができる。
【００８５】
また、空調過渡時で、且つ助手席側前席に乗員が不在で、且つＤＵＡＬスイッチ５８がＯＮされていない時には、後席優先空調モードが選択されていないと判断して、ドライバーが安全な運転を行えるように、運転席側センタルーバ４３、４６および運転席側サイドルーバ４３、４６をドライバーの顔部方向に向け、また、助手席側センタルーバ４３、４６および助手席側サイドルーバ４３、４６もドライバーの顔部方向に向けて、全ての運転席側、助手席側センタグリル４１および運転席側、助手席側サイドグリル４２から吹き出す冷風をドライバーの上半身（特に顔部）に集中的に吹付けることで、ドライバーの冷房感を高め、ドライバーの快適感をより早く向上させることができる。
【００８６】
また、空調過渡時で、且つ助手席側前席に乗員が不在で、且つＤＵＡＬスイッチ５８がＯＮされている時には、後席優先空調モードが選択されていると判断して、ドライバーが安全な運転を行えるように、運転席側センタルーバ４３、４６および運転席側サイドルーバ４３、４６をドライバーの顔部方向に向けて、運転席側センタグリル４１および運転席側サイドグリル４２から吹き出す冷風をドライバーの上半身（特に顔部）に向けて多く供給することで、ドライバーの冷房感を高め、また、助手席側センタルーバ４３、４６および助手席側サイドルーバ４３、４６を運転席側後席の乗員の顔部方向または助手席側後席の乗員の顔部方向に向けて、助手席側センタグリル４１および助手席側サイドグリル４２から吹き出す冷風を運転席側後席の乗員または助手席側後席の乗員の上半身（特に顔部）に向けて多く供給することで、運転席側後席の乗員または助手席側後席の乗員の冷房感を高めることで、前後席の乗員の快適感を早く向上させることができる。
【００８７】
したがって、助手席側前席に乗員が不在で、且つ後席に客が乗車している時、後席を急速に冷房するために、スイングスイッチをＯＦＦした後に、運転席側前席から遠い位置に設置された助手席側センタ、サイドグリル４１、４２のセンタ、サイドルーバ４３、４６の向きを後席乗員方向に向けるという煩わしい操作を行うことなく、ドライバーの手が容易に届き、本来は左右独立空調を行うように指令するための既存のＤＵＡＬスイッチ５８をスイッチ操作することにより、優先して空調する場所（後席）を容易に設定することができる。すなわち、ＤＵＡＬスイッチ５８をスイッチ操作することにより、容易に後席に冷風を向けることができるので、クールダウン初期の後席快適感向上制御を簡単に実現することができる。なお、本実施形態では、例えば夏季の炎天下駐車後の急速冷房等を想定して、クールダウン初期に後席乗員の顔部に冷風を当てる等の後席快適感向上制御を実施しているが、冬季の急速暖房時に温風を後席乗員の顔部に当てる等の後席快適感向上制御に用いても良い。
【００８８】
〔第２実施形態〕
図２８は本発明の第２実施形態を示したもので、エアコン操作パネルを示した図である。
【００８９】
本実施形態では、エアコン操作パネル５１と一体的に、運転席側空調ゾーンおよび助手席側空調ゾーン内の各ＦＡＣＥ吹出口２１、２２、３１、３２から吹き出される空調風の吹出状態（センタ、サイドルーバ４３、４６のスイング状態）を操作するためのルーバ操作（ＳＷＩＮＧＳＷ）パネル１００が設けられている。このルーバ操作パネル１００は、ＭＡＴＣＨスイッチ１０１、Ｄｒスイッチ１０２、Ｐａスイッチ１０３およびスイングモード切替スイッチ１０４とから構成されている。なお、スイングモード切替スイッチ１０４は、第１実施形態のスイングモード切替スイッチ６９、７３と同様に、「ＳＴＯＰ（スイング停止）」、「ＡＵＴＯ（オートスイング）」、「Ｒｒ」、「Ｕ−ＤＳＷＩＮＧ（上下方向スイング）」、「Ｒ−ＬＳＷＩＮＧ（左右方向スイング）」の各切替位置を有するロータリー式スイッチである。
【００９０】
また、ＭＡＴＣＨスイッチ１０１、Ｄｒスイッチ１０２およびＰａスイッチ１０３は、平常位置（ＯＦＦ）と押込位置（ＯＮ）とを持つプッシュ式スイッチである。ＭＡＴＣＨスイッチ１０１がＯＮされると、運転席側、助手席側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。そして、Ｄｒスイッチ１０２がＯＮされると、運転席側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。さらに、Ｐａスイッチ１０３がＯＮされると、助手席側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。
【００９１】
〔第３実施形態〕
図２９および図３０は本発明の第３実施形態を示したもので、図２９は吹出状態変更装置の構成を示した図で、図３０は吹出状態変更装置の構成を示した図である。
【００９２】
本実施形態のエアコンＥＣＵ５０には、各吹出状態変更装置のセンタ、サイドルーバ４３、４６の現在位置（ルーバ方向または空調風の吹出方向）を検出するポテンショメータ９７、９８が接続されている。複数個（本例では４個）のポテンショメータ９７は、図２９に示したように、左右方向の吹出状態変更装置近傍にそれぞれ設けられ、リンクレバー４４と一体的に水平方向に往復移動する可動接点９７ａ、およびこの可動接点９７ａの移動により分圧比を変える抵抗素子９７ｂ等よりなる吹出方向または吹出位置検出手段である。
【００９３】
複数個（本例では４個）のポテンショメータ９８は、図３０に示したように、上下方向の吹出状態変更装置近傍にそれぞれ設けられ、リンクレバー４７と一体的に上下方向に往復移動する可動接点９８ａ、およびこの可動接点９８ａの移動により分圧比を変える抵抗素子９８ｂ等よりなる吹出方向または吹出位置検出手段である。そして、本実施形態では、ルーバモータとしてステッピングモータの代わりに、サーボモータ４３ｂ、４６ｂを使用している。
【００９４】
〔第４実施形態〕
図３１ないし図３３は本発明の第４実施形態を示したもので、図３１は吹出状態変更装置の構成を示した図である。
【００９５】
本実施形態の吹出状態変更装置１４０は、センタ、サイドＦＡＣＥ吹出口１２１、１３１を形成する集中拡散グリル１２０、１３０に設置されている。この吹出状態変更装置１４０は、集中拡散グリル１２０、１３０内において左右方向にスイング可能に取り付けられた複数枚（本例では３枚）の第１〜第３ルーバ１４１と、これらの第１〜第３ルーバ１４１を各支点１４２を中心にして左右方向に所定のスイング範囲にてスイングさせる複数枚（本例では３枚）の第１〜第３リンクプレート１４３と、これらの第１〜第３リンクプレート１４３を各支点１４４を中心にして回動させる平板プレート１４５と、この平板プレート１４５を車両の進行方向に対して前後方向に往復運動させるアクチュエータとしてのルーバモータ１４６とから構成されている。
【００９６】
第１〜第３リンクプレート１４３には、各第１〜第３ルーバ１４１の上端面に設けられた円柱形状のピン１４７が係合する長円形状の係合穴１４８が形成されている。また、平板プレート１４５には、各リンクプレート１４３の上端面に設けられた円柱形状のピン１４９が係合する第１〜第３係合穴１５１〜１５３、およびルーバモータ１４６側の上端面に設けられたラック１５４が形成されている。なお、第１〜第３係合穴１５１〜１５３の形成順序は、集中拡散グリル１２０と集中拡散グリル１３０とでは逆となる。
【００９７】
また、平板プレート１４５は、集中拡散グリル１２０、１３０の外壁面に設けられたガイド１５５およびレール１５６に案内されて、その外壁面上を車両の前後方向に摺動可能に配されている。ルーバモータ１４６は、集中拡散グリル１２０、１３０の外壁面に取り付けられた取付用台１５７上に設置されている。また、ルーバモータ１４６の出力軸の先端外周には、ラック１５４と噛合するピニオン１５９が組み付けられている。
【００９８】
本実施形態では、ルーバモータ１４６を作動させることにより、図３２に示したように、集中拡散グリル１２０、１３０の外壁面上において平板プレート１４５が最も車両後方側（前席乗員に近づく側）に位置すると、第１〜第３ルーバ１４１が図示左側（前席乗員方向）に向くことにより、集中拡散グリル１２０、１３０から吹き出される空調風が前席乗員の上半身に向けて集中的に吹き出すスポット吹出モードに設定される。
【００９９】
また、ルーバモータ１４６を上記とは逆回転方向に作動させることにより、図３３に示したように、集中拡散グリル１２０、１３０の外壁面上において平板プレート１４５が最も車両前方側（前席乗員より遠ざかる側）に位置すると、第１ルーバ１４１が図示右側（前席乗員を外す方向）に向き、第２ルーバ１４１が図示上側（中央方向）に向き、第３ルーバ１４１が図示左側（前席乗員方向）に向くことにより、集中拡散グリル１２０、１３０から吹き出される空調風が車室内全体に吹き出すワイド吹出モードに設定される。そして、ルーバモータ１４６の正転および逆転を繰り返すことにより、第１〜第３ルーバ１４１が支点を中心にしてスイングする。このワイド吹出モードが、本発明の後席乗員方向でのスイング停止時間が長くなるか、あるいは後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１００】
〔第５実施形態〕
図３４および図３５は本発明の第５実施形態を示したもので、図３４は車両のインストルメントパネルを示した図で、図３５は空調ユニットのフェイスダクトを示した図である。
【０１０１】
本実施形態では、第１実施形態の空調ダクト２内の仕切り板１４を廃止している。そして、前席側ＦＡＣＥ吹出口として、空調ダクト２の空気下流側端部に連結されたフェイスダクト１６０の最空気下流側で開口するワイドフローＦＡＣＥ吹出口１６１が設けられている。ワイドフローＦＡＣＥ吹出口１６１は、インストルメントパネル４０の前面中央で開口する運転席側、助手席側センタＦＡＣＥ吹出口１６２、１６３と、インストルメントパネル４０の車両幅方向両側、すなわち、車両のサイドウインドウ近傍で開口する運転席側、助手席側サイドＦＡＣＥ吹出口１６４、１６５と、これらのＦＡＣＥ吹出口の間で開口する運転席側、助手席側ミドルＦＡＣＥ吹出口１６６、１６７とから構成されている。なお、各ＦＡＣＥ吹出口１６２〜１６７には、乗員の手動操作により空調風の吹出方向を変更するための複数のルーバがそれぞれ設けられている。
【０１０２】
そして、フェイスダクト１６０には、各ＦＡＣＥ吹出口１６２〜１６７を開閉するためのＦＡＣＥドア１７１が回動自在に取り付けられており、運転席側サイド、ミドルＦＡＣＥ吹出口１６４、１６６を開閉するための運転席側ミドルＦＡＣＥドア１７２が回動自在に取り付けられている。さらに、フェイスダクト１６０には、助手席側サイド、ミドルＦＡＣＥ吹出口１６５、１６７を開閉するための助手席側ミドルＦＡＣＥドア１７３が回動自在に取り付けられており、運転席側、助手席側センタＦＡＣＥ吹出口１６２、１６３を開閉するための運転席側、助手席側センタＦＡＣＥドア１７４、１７５が回動自在に取り付けられている。
【０１０３】
なお、運転席側、助手席側ミドルＦＡＣＥドア１７２、１７３および運転席側、助手席側センタＦＡＣＥドア１７４、１７５は、開度に応じて運転席側、助手席側サイドＦＡＣＥ吹出口１６４、１６５および運転席側、助手席側ミドルＦＡＣＥ吹出口１６６、１６７から各空調ゾーン内に吹き出す空調風の吹出状態（例えばワイド吹出モードとスポット吹出モード）を変更する。
【０１０４】
本実施形態では、サーボモータ等のアクチュエータによりＦＡＣＥドア１７１を開放側に動かし、サーボモータ等のアクチュエータにより運転席側、助手席側ミドルＦＡＣＥドア１７２、１７３を閉塞側に動かす。それによって、運転席側、助手席側センタＦＡＣＥ吹出口１６２、１６３および運転席側、助手席側サイドＦＡＣＥ吹出口１６４、１６５を開放し、運転席側、助手席側ミドルＦＡＣＥ吹出口１６６、１６７を閉塞することにより、ワイドフローＦＡＣＥ吹出口１６１の開口面積を小さくすることで、ワイドフローＦＡＣＥ吹出口１６１から吹き出される空調風の吹出範囲を小さくして空調ゾーンの乗員の頭胸部に局所的に空調風を吹き出す（スポット吹出モード）。
【０１０５】
また、ＦＡＣＥドア１７１を開放側に動かし、運転席側、助手席側ミドルＦＡＣＥドア１７２、１７３を中間位置に動かす。それによって、運転席側、助手席側センタＦＡＣＥ吹出口１６２、１６３、運転席側、助手席側サイドＦＡＣＥ吹出口１６４、１６５および運転席側、助手席側ミドルＦＡＣＥ吹出口１６６、１６７を開放することにより、ワイドフローＦＡＣＥ吹出口１６１の開口面積を大きくすることで、ワイドフローＦＡＣＥ吹出口１６１から吹き出される空調風の吹出範囲を大きくして空調ゾーン内に拡散的に空調風を吹き出す（ワイド吹出モード）。このワイド吹出モードが、本発明の後席乗員方向でのスイング停止時間が長くなるか、あるいは後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１０６】
なお、フェイスダクト１６０内にＦＡＣＥドアを追加して更に細やかな配風量の変更制御を実施するようにしても良いし、空調ダクト２およびフェイスダクト１６０内に仕切り板を１個または２個以上入れて、それぞれの空気通路毎に送風機を配置して、各送風機の送風量を異ならせることで、運転席側、助手席側空調ゾーンの乗員毎の配風量を変更しても良い。また、運転席側、助手席側センタＦＡＣＥドア１７４、１７５を動かして、運転席側、助手席側センタＦＡＣＥ吹出口１６２、１６３のみを開放した状態は、運転席側後席の乗員方向または助手席側後席の乗員方向への吹き出しと考えることができる。
【０１０７】
〔第６実施形態〕
図３６は本発明の第６実施形態を示したもので、車両用ドラムベンチレータを示した図である。
【０１０８】
本実施形態の車両用ドラムベンチレータは、自動車のインストルメントパネル２０１内に、空調ダクトのフェイスダクトに連通する筒形状のケース２０２が設けられている。このケース２０２は、内部にＦＡＣＥ吹出口２０３を形成する。そして、ケース２０２の空気下流側端部内には、筒形状の配風用ドラム２０４が回動自在に設けられている。
【０１０９】
この配風用ドラム２０４内には、縦ルーバ２０５が左右回転自在に支持され、この縦ルーバ２０５と組み合わせて格子を成すように横ルーバ２０６が設けられている。また、ケース２０２の空気上流側端部内には、ＦＡＣＥ吹出口２０３から吹き出す空調風の吹出風量を調節するダンパ２０７が回動自在に支持されている。なお、縦ルーバ２０５および横ルーバ２０６は、第１実施形態と同様にして、図示しないリンク機構を介してルーバモータ等のアクチュエータにより揺動運動が与えられる。ここで、本実施形態の配風用ドラム２０４は、ケース２０２の前端部に回動自在に取り付けられた筒形状の第１のドラム２１１と、この第１のドラム２１１に内蔵された筒形状の第２のドラム２１２とから構成されている。
【０１１０】
本実施形態では、空調風の吹出方向を変更する場合には、第２のドラム２１２の前面開口の向きを変更すれば良い。例えば、図３６に示したように、ケース２０２、第１のドラム２１１および第２のドラム２１２の中心軸を略一致させると、空調風の吹出方向が斜め上向きとなり、後席乗員の顔部方向に局所的に吹き出す。また、ケース２０２の中心軸に対して、第１のドラム２１１および第２のドラム２１２を反時計回りに回動させることにより、空調風の吹出方向が下向きとなり、後席乗員の上半身方向に局所的に吹き出す。この吹出モードが、本発明の後席乗員方向でのスイング停止時間が多くなるか、あるいは乗員集中吹出時間が長くなるか、後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１１１】
〔第７実施形態〕
図３７および図３８は本発明の第７実施形態を示したもので、図３７および図３８は空気吹出ルーバを示した図である。
【０１１２】
本実施形態の空気吹出ルーバ２２０は、例えば樹脂材料によって形成された細長い円筒形状で、一方の端面に断面Ｄ字状の係合穴２２１が設けられ、他方の端面に嵌合穴２２２が設けられている。そして、空気吹出ルーバ２２０の回転軸心Ｏと偏心した位置には、空気吹出ルーバ２２０の軸方向に亘って空気通路２２３が設けられ、回転軸心Ｏを挟んで空気通路２２３の反対側の位置には、軸方向に亘って閉鎖部２２４が設けられている。すなわち、閉鎖部２２４は、曲率中心を中心とした回転軸心Ｏを通る凸円弧面２２５を有しており、この凸円弧面２２５と空気吹出ルーバ２２０の外周面の一部とによって中実に形成され、閉鎖部２２４の中央部には、軸方向に亘って中空部２２６が形成されている。
【０１１３】
そして、空気吹出ルーバ２２０は、前記曲率中心を中心とする凹円弧面２２７を有しており、この凹円弧面２２７と空気吹出ルーバ２２０の外周面の一部とによってフィン２２８が形成され、凸円弧面２２５と凹円弧面２２７との間に一定幅の円弧状を成す空気通路２２３が形成されている。さらに、この空気通路２２３の幅方向の中間には、円弧状の整流フィン２２９が設けられている。
【０１１４】
上記のような空気吹出ルーバ２２０は、空気吹出ダクトの最空気下流側で開口した細長い矩形状の空気吹出口（図示せず）に収納されている。そして、空気吹出ルーバ２２０の係合穴２２１には、例えばステッピングモータまたはサーボモータ等のモータ２３０の回転軸２３１に形成された断面Ｄ字形状の係合軸部２３２が係合している。また、嵌合穴２２２には、空気吹出ダクトの側壁に突設された軸受ピン２３３が回転自在に嵌合されている。
【０１１５】
したがって、空気吹出ルーバ２２０は、モータ２３０の回転軸２３１と軸受ピン２３３とによって２点支持され、回転軸心Ｏを中心として、上下方向に揺動運動可能に設けられており、空気吹出口から吹き出される空調風の吹出方向を変更できるように構成されている。そして、空調風の吹出方向を後席乗員方向に向ける吹出モードが、本発明の着座乗員方向でのスイング停止時間が長くなるか、あるいは乗員集中吹出時間が長くなるか、乗員方向または乗員顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１１６】
〔第８実施形態の構成〕
図３９ないし図４２は本発明の第８実施形態を示したもので、図３９はインストルメントパネルを示した図で、図４０は吹出ダクト、支持枠および回転バルブを示した図である。
【０１１７】
本実施形態では、自動車のインストルメントパネル３０１の内方下部に、車室内を空調するための空調ユニット３０２が設置されている。また、インストルメントパネル３０１の前面には、断面コの字形状で車幅方向に細長い直線状の空気吹出口３０３を形成する吹出ダクト３０４が１個取り付けられている。そして、吹出ダクト３０４の背面には、空調ユニット３０２からの空調風を空気吹出口３０３に導く導風ダクト３０５が接続されている。
【０１１８】
そして、吹出ダクト３０４の前面には、ルーバ支持枠３０６が取り付けられており、このルーバ支持枠３０６には、空気吹出口３０３から車室の空調ゾーン内に吹き出される空調風の吹出方向を変更するための縦ルーバ３０７と横ルーバ３０９とが格子状に設けられている。そして、ルーバ支持枠３０６の空気上流側には、空気吹出口３０３の開口度合を変更して配風量を可変する回転バルブ３１０が設けられている。
【０１１９】
回転バルブ３１０は、その支軸３１１が吹出ダクト３０４のスリット３１２に回動自在に支持されている。そして、回転バルブ３１０は、その両端に端壁３１３を有する略半割円筒形状のもので、回転バルブ３１０の表面形状の空気上流側の一端辺である後端縁３１４は略直線状に形成され、また、回転バルブ３１０の表面形状の空気下流側の一端辺である前端縁３１５は、その中央の水平直線部３１６と、この水平直線部３１６の左右側方に形成された略円弧状の湾曲部３１７とから構成されている。すなわち、回転バルブ３１０の横断面形状は、水平直線部３１６では半円形状であり、湾曲部３１７では左右端に向けて半円形状から略半円形状に徐々に変化する形状となっている。
【０１２０】
また、回転バルブ３１０の支軸３１１の外端には、回転バルブ３１０を回動して空調風の吹出状態を調整するための調整ダイヤル３１９が固着されている。なお、回転バルブ３１０の支軸３１１は、第１実施形態と同様にして、図示しないリンク機構を介してバルブモータ等のアクチュエータにより回動運動が与えられる。
【０１２１】
〔第８実施形態の作用〕
次に、本実施形態の作用を図３９ないし図４２に基づいて簡単に説明する。
【０１２２】
アクチュエータにより回転バルブ３１０をスポット吹出モード時の回動位置に駆動すると、空気吹出口３０３の中央部では、図４１（ａ）に示したように、回転バルブ３１０により完全に閉じられ、また、空気吹出口３０３の左右端部では、図４１（ｂ）、（ｃ）に示したように、空気吹出口３０３の左右端に近くなるに従って、徐々に大きく開かれる。これにより、空調ユニット３０２からの空調風は、空気吹出口３０３の中央部からは全く吹き出されず、空気吹出口３０３の左右端に近くなるに従って徐々に多量に吹き出される。その結果、空気吹出口３０３の左右端部前方においては、運転席側前席の乗員または助手席側前席の乗員に向けて空調風が集中的に多量に吹き出されるスポット吹出モードが行われる。
【０１２３】
一方、アクチュエータにより回転バルブ３１０をワイド吹出モード時の回動位置に駆動すると、空気吹出口３０３は、図４２（ａ）〜図４２（ｃ）に示したように、中央部および左右端部共に略全開となる。これにより、空調ユニット３０２からの空調風は、空気吹出口３０３の全長に亘って均一に空調ゾーン内に吹き出されるワイド吹出モードが行われる。このワイド吹出モードが、本発明の後席乗員方向でのスイング停止時間が長くなるか、あるいは後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１２４】
〔第９実施形態〕
図４３は本発明の第９実施形態を示したもので、図４３（ａ）〜図４３（ｅ）は回転バルブの変形例を示した図である。
【０１２５】
図４３（ａ）〜図４３（ｅ）の回転バルブ３１０の各後端縁３１４はいずれも第８実施形態の後端縁３１４と同じく直線上に形成されているが、前端縁３２１〜３２５の形状は各々異なっている。すなわち、図４３（ａ）の回転バルブ３１０の前端縁３２１は、第８実施形態の前端縁の水平直線部３１６の中央にＵ字状の凹部３２６を形成したものであり、スポット吹出モードの時には、空調風は湾曲部３１７の部分だけでなく、凹部３２６の部分からも集中的に吹き出される。
【０１２６】
そして、図４３（ｂ）の回転バルブ３１０の前端縁３２２は、第８実施形態の右の湾曲部３１７のみを残して、左の湾曲部をなくしたものであり、空調風は湾曲部３１７のみから集中的に吹き出される。また、図４３（ｃ）の回転バルブ３１０の前端縁３２３は、回転バルブ３１０の全長に亘って逆Ｖ字形状に形成され、空調風の吹出風量は中央部から左右端に向かうに従って徐々に増加するものとなっている。
【０１２７】
そして、図４３（ｄ）の回転バルブ３１０の前端縁３２４は、図４３（ｃ）の回転バルブ３１０と逆にＶ字形状に形成され、空調風の吹出風量は左右端から中央部に向かうに従って徐々に増加するものとなっている。また、図４３（ｅ）の回転バルブ３１０の前端縁３２５は、左端から右端に向けて直線状に徐々に高さが低くなっており、空調風の吹出風量は左端から右端に向かうに従って徐々に増加するものとなっている。
【０１２８】
〔第１０実施形態〕
図４４は本発明の第１０実施形態を示したもので、図４４は２つのセンタグリルを１つのルーバモータで左右方向に観音開き状にスイングさせるスイング機構を示した図である。
【０１２９】
第１実施形態では、図５に示したように、１つのセンタ、サイドグリルに対して１つのステッピングモータ４３ａを用いて風向可変ルーバ４３の左右方向のスイングを実現しているが、本実施形態では、図４４に示したように、ピニオンギヤ５０２と運転席側（右座席側）のラック付きリンク板５０４と助手席側（左座席側）のラック付きリンク板５０５とのラックアンドピニオン機構を用いて、正逆転可能な１つのルーバモータ５０１で２つの運転席側、助手席側センタグリル５１０、５２０の各風向可変ルーバ５１１、５２１を左右方向にスイングさせている。
【０１３０】
ここで、１つのルーバモータ５０１の出力軸５０３の外周には、２つのラック付きリンク板５０４、５０５に噛み合うピニオンギヤ５０２が固定されている。２つのラック付きリンク板５０４、５０５には、各風向可変ルーバ５１１、５２１に揺動運動を与える連結プレート５０６、５０７が結合されている。また、２つの運転席側、助手席側センタグリル５１０、５２０は、空調ユニットの空気下流端に設けられており、内側に運転席側、助手席側センタＦＡＣＥ吹出口５１２、５２２をそれぞれ形成している。
【０１３１】
なお、各風向可変ルーバ５１１、５２１は、各支点５１３、５２３を中心に左右方向にスイング（揺動運動）を実施する運転席側、助手席側スイングルーバで、２つの運転席側、助手席側センタグリル５１０、５２０内に形成される２つの運転席側、助手席側センタＦＡＣＥ吹出口５１２、５２２から車室内に吹き出す空調風の風向を可変する吹出状態変更装置である。そして、運転席側、助手席側センタＦＡＣＥ吹出口５１２、５２２から吹き出す空調風を後席方向に向ける吹出モードが、本発明の後席乗員方向での揺動停止時間が長くなるか、あるいは後席乗員方向または後席乗員の顔部方向への風速または風量割合が大きくなる空調モードに相当する。
【０１３２】
本実施形態では、ルーバモータ５０１によりピニオンギヤ５０２が時計回りに回転すると、運転席側のラック付きリンク板５０４は図示右方向へ動き、助手席側のラック付きリンク板５０５は図示左方向へ動く。このとき、運転席側の風向可変ルーバ５１１は図示左側を向き、助手席側の風向可変ルーバ５２１は図示右側を向く。逆に、ルーバモータ５０１によりピニオンギヤ５０２が反時計回りに回転すると、運転席側のラック付きリンク板５０４は図示左方向へ動き、助手席側のラック付きリンク板５０５は図示右方向へ動く。このとき、運転席側の風向可変ルーバ５１１は図示右側を向き、助手席側の風向可変ルーバ５２１は図示左側を向く。このようなスイング機構５００を持つことで、２つの運転席側、助手席側センタグリル５１０、５２０を１つのルーバモータ５０１で左右方向に観音開き状にスイングさせることができる。
【０１３３】
また、運転席側センタグリル５１０から真っ直ぐに空調風が吹き出しているときには、助手席側センタグリル５２０からも真っ直ぐに空調風が吹き出す。さらに、運転席側センタグリル５１０から図示左向きに空調風が吹き出しているときには、助手席側センタグリル５２０からは図示右向きに空調風が吹き出す。したがって、２つの運転席側、助手席側センタグリル５１０、５２０の各風向可変ルーバ５１１、５２１をその数よりも少ない数、つまり１つのルーバモータ５０１を用いてスイングさせているため、ルーバモータ５０１の設置空間を小さくすることができ、また、スイングルーバ制御が簡単になる。
【０１３４】
本実施形態では、２つの運転席側、助手席側センタグリル５１０、５２０の各風向可変ルーバ５１１、５２１を１つのルーバモータ５０１でスイングさせるようにしているが、３つ以上のグリルの各風向可変ルーバ等の吹出状態変更装置を１つのルーバモータ等の駆動手段でスイングさせるようにしても良い。本実施形態では、２つの運転席側、助手席側センタグリル５１０、５２０の各風向可変ルーバ５１１、５２１を１つのルーバモータ５０１でスイングさせるようにしているが、３つ以上のグリルの各風向可変ルーバ等の吹出状態変更装置をそれよりも少ない数のルーバモータ等の駆動手段でスイングさせるようにしても良い。本実施形態では、図４４に示したように、ラックアンドピニオン機構を用いて１つのルーバモータ５０１で、２つの運転席側、助手席側センタグリル５１０、５２０の各風向可変ルーバ５１１、５２１を水平方向（図示左右方向）に観音開き状にスイングさせるようにしているが、他の機構を用いて水平方向または上下方向に観音開き状にスイングさせるようにしても良い。
【０１３５】
〔他の実施形態〕
本実施形態では、運転席側、助手席側センタグリル４１、運転席側、助手席側サイドグリル４２をインストルメントパネル４０に固定したが、各センタ、サイドグリルを左右方向に回動自在に支持された状態でダッシュボード等の格納部材に取り付けても良く、各センタ、サイドグリルを上下方向に回動自在に支持された状態でダッシュボード等の格納部材に取り付けても良い。この場合には、グリル本体を吹出状態変更装置としてスイングさせるようにしても良い。また、車室内の車両側面、車室内の中央部（例えばコンソールボックス付近）または車両の天井部に設けた吹出口に風向可変手段（風向可変ルーバまたは風向可変グリル）等の吹出状態変更装置を設けても良い。
【０１３６】
本実施形態では、空調風の風向を調節するスイングルーバ（風向可変ルーバ）として、各ＦＡＣＥ吹出口に左右方向にスイングするセンタ、サイドルーバ４３および上下方向にスイングするセンタ、サイドルーバ４６の両方を設けたが、空調風の風向を調節するスイングルーバ（風向可変ルーバ）として、各ＦＡＣＥ吹出口に水平方向にスイングするセンタ、サイドルーバ４３または上下方向にスイングするセンタ、サイドルーバ４６のいずれか一方のみを設けても良い。
【０１３７】
本実施形態では、１個のブロワ４を回転させることにより空調ダクト２の各ＦＡＣＥ吹出口２１、２２、３１、３２から車室内に空調風を吹き出すように構成したが、２個の送風機を回転させることにより空調ダクト２の運転席側、助手席側ＦＡＣＥ吹出口から車室内に空調風を吹き出す配風量を変更可能なように構成しても良く、ＦＡＣＥ吹出口の数に対応した個数の送風機を回転させることにより空調ダクト２の各ＦＡＣＥ吹出口から車室内に空調風を吹き出す配風量を変更可能なように構成しても良い。また、各ＦＡＣＥ吹出口毎、または一方側、他方側吹出口毎に互いに独立して乗員への配風量を変えるようにしても良い。
【０１３８】
本実施形態では、スイングルーバ等の吹出状態変更装置の作動位置を検出する方法として、ステッピングモータに送るパルスをカウントする方法や、ポテンショメータを設けたサーボモータを用いて吹出状態変更装置の作動位置を検出するようにしているが、ポテンショメータを持たないサーボモータにおいて電機子ノイズをカウントすることで、ステッピングモータのように作動角を演算して吹出状態変更装置の作動位置を検出するようにしても良い。
【０１３９】
第１実施形態では、助手席側センタグリル４１より吹き出す冷風を運転席側後席または助手席側後席または後席中央部に向けることを想定し、助手席側サイドグリル４２より吹き出す冷風を運転席側後席または助手席側後席またはサイドウインドウと助手席側後席との間に向けることを想定したが、運転席側後席または助手席側後席のいずれか一方の後席を優先して空調したいと予め分かっている場合には、予めそれを設定しておくことにより、その後席に着座した乗員の快適感を特に早く向上させるようにしても良い。例えば助手席側センタグリル４１より吹き出す冷風の風向を運転席側後席の乗員方向にのみ向ける等のクールダウン初期の後席快適感向上制御を行うようにしても良い。
【０１４０】
第１実施形態では、クールダウン判定を外れると、即時通常のスイング範囲決定制御に戻るように空調制御しているが、風向可変ルーバの振り幅やスイング停止時間を徐々に戻すことで、乗員の温感の急激な変化を防止し、スムーズな定常状態への移行が可能となる。また、第１実施形態では、車室内の設定温度と車室内温度との温度偏差が所定値以上の時にクールダウン初期の後席快適感向上制御に移行するようにしたが、空調または送風開始してからエバ後温度、車室内温度、皮膚温度、吹出温度、風量、送風機電圧、吹出口モード、日射量、日射方向、設定温度、シート温度、ステアリング温度、車速のうち１つ以上の空調熱負荷が所定値以上変化するまで、上記のクールダウン初期の後席快適感向上制御を行うようにしても良い。また、エバポレータの温度、エバ後温度、車室内温度、皮膚温度、吹出温度、風量、送風機電圧、吹出口モード、日射量、車室内の設定温度と車室内温度との温度偏差、シート温度、ステアリング温度のうち１つ以上が所定値以上、あるいは車速が所定値以下である時に、空調熱負荷が高いと判定するようにして、上記のクールダウン初期の後席快適感向上制御を行うようにしても良い。
【０１４１】
また、上記のクールダウン初期の後席快適感向上制御を行う旨を乗員に知らせる液晶モニターやグラフィック等の視覚表示手段または音声やブザー等の聴覚表示手段を設けることにより、クールダウン制御中に後席の乗員に冷風が向けられるため、乗員が故障と勘違いすることを防止できると共に、特別な機能として行われていることをアピールすることができる。また、少なくとも１つ以上の空調ゾーンで独立してクールダウン初期の後席快適感向上制御を行うか、あるいは各ＦＡＣＥ吹出口に装着されたスイングルーバ等の吹出状態変更装置のうちで少なくとも１つ以上の吹出状態変更装置で独立してクールダウン初期の後席快適感向上制御を行うことにより、より自由な空調制御、例えば個人の好みに合った空調制御を行うことができる。また、上記の後席優先で空調を行うという空調制御をキャンセルする手段を設けることにより、上記のクールダウン初期の後席快適感向上制御が乗員の空調フィーリングに合わない場合に、乗員の操作によって上記のクールダウン初期の後席快適感向上制御を中止または中断するようにしても良い。この場合には、乗員の操作によって車室内の空調状態を個人の好みに対応させることができる。
【０１４２】
第１実施形態では、助手席側センタグリル４１および助手席側サイドグリル４２より吹き出す冷風を後席に向けるようにしたが、運転席側センタグリル４１または運転席側サイドグリル４２のいずれか一方のグリルより吹き出す冷風を後席に向けるようにしても良く、また、助手席側の吹出口モード切替手段を作動させることで、後席または中席の乗員の上半身への空調風の吹出割合を前席よりも多くするか、あるいは後席または中席の乗員の上半身への空調が強くなる吹出口モードに切り替えるようにしても良い。また、助手席側の吹出温度変更手段を作動させることで、後席または中席の空調が強くなる方向に吹出温度を変えるようにしても良い。
【０１４３】
第１実施形態では、シートベルト装着信号によって助手席に乗員が不在か否かを判定するようにしたが、所定の荷重が助手席のシートクッションに加わった時に着座と判断し、乗員が在席（着座）したと判断したらエアコンＥＣＵ５０に乗員在席信号を出力し、乗員が不在であると判断したらエアコンＥＣＵ５０に乗員不在信号を出力するシートスイッチを助手席に設置（装備）しても良い。ここで、助手席が乗員不在であることを検出または推定する乗員不在検出手段、あるいは運転席側後席または助手席側後席が乗員在席であることを検出する乗員情報検出手段としては、上記のシートベルト装着信号やシートスイッチの他に、乗員から放出される赤外線を検出する赤外線センサ、人間の形状を識別して乗員在席、乗員不在を検出するＣＣＤ等の車室内映像検出手段または超音波センサのうち１つ以上を利用しても良い。
【０１４４】
さらに、車両のドアを開閉する際に発生するドア開閉信号を利用して、乗員の乗り降りから乗員在席、乗員不在を推定するようにしても良い。また、助手席付近または後席付近に設置されて、乗員が在席していないと容易に入力できない既存の操作スイッチ類を操作することで発生する各種スイッチ入力信号を利用して、乗員在席、乗員不在を推定するようにしても良い。これらの中には、現在車両への装備がなく、新たに車両への装備が必要なセンサ類の使用例も含めて説明したが、近年、エアバックの正確な作動のため、乗員在席検出手段または乗員不在検出手段等の乗員情報検出手段（乗員センサ）の設定が増えつつあり、この乗員センサを利用すれば大きなコストアップなしに車両の車室内の急速冷房を行うクールダウン初期の後席快適感を向上できる。
【０１４５】
なお、第１実施形態では、運転席側、助手席側センタグリル４１の運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドグリル４２の運転席側、助手席側サイドルーバ４３、４６のオートスイング制御中のスイング停止時間を予め７秒間に設定しているが、図４５（ａ）、（ｂ）に示したように、スイング停止時間にランダム性を持たせたランダム時間（Ｔ）としても良い。このようにすることによって、着座乗員の空調風に対する慣れがなくなり、着座乗員の快適感が低下し難くなる。なお、空調熱負荷が高い時のランダム表と空調熱負荷が低い時のランダム表とを分けても良い。すなわち、空調熱負荷が高い時は、図１７の特性図に示したように、トータル停止時間を増加させることで、運転席側、助手席側センタグリル４１の運転席側、助手席側センタルーバ４３、４６および運転席側、助手席側サイドグリル４２の運転席側、助手席側サイドルーバ４３、４６のスイング端において空調風が着座乗員に向いている割合を増やし、空調効果を上げることができる。
【０１４６】
また、吹出状態変更装置（ブロワ４および助手席側センタ、サイドルーバ４３、４６）を作動させることで、後席または中席の乗員が感じる風速感を前席乗員よりも強くするようにしても良い。また、空調風の風向を後席に向けるとは、乗員方向でのスイング停止時間を多くするか、あるいは後席または中席の乗員方向でのゆっくりと揺動する時間または範囲を多くする（図４６参照）か、あるいは乗員集中吹出時間を長くするか、あるいは後席または中席の乗員方向での吹出範囲または揺動範囲を狭くするか、あるいは後席または中席の乗員方向または乗員顔部方向への風速を大きくするようにしても良い。これらのように各空調手段を用いてクールダウン初期の後席快適感向上制御を行うことで、よりマイルドに風の煩わしさを抑えつつ、後席または中席の乗員の快適感を向上させることができる。また、後席優先で空調を行いたい時、後席へ風が届き易いＦＡＣＥモードやワイド吹出モード等へ変更することで、より後席の乗員の快適感を早く向上させることができる。
【図面の簡単な説明】
【図１】車両用空調装置の全体構成を示した構成図である（第１実施形態）。
【図２】車両のインストルメントパネルを示した正面図である（第１実施形態）。
【図３】エアコン操作パネルを示した正面図である（第１実施形態）。
【図４】吹出状態変更装置の全体構成を示した概略図である（第１実施形態）。
【図５】吹出状態変更装置の構成を示した概略図である（第１実施形態）。
【図６】吹出状態変更装置の構成を示した概略図である（第１実施形態）。
【図７】エアコンＥＣＵの制御プログラムの一例を示したフローチャートである（第１実施形態）。
【図８】運転席側、助手席側の目標吹出温度に対するブロワ制御電圧特性を示した特性図である（第１実施形態）。
【図９】運転席側、助手席側の目標吹出温度に対する吹出口モード特性を示した特性図である（第１実施形態）。
【図１０】エアコンＥＣＵによるスイングルーバ制御を示したフローチャートである（第１実施形態）。
【図１１】エアコンＥＣＵによるスイングルーバ制御を示したフローチャートである（第１実施形態）。
【図１２】エアコンＥＣＵによるクールダウン判定を示した特性図である（第１実施形態）。
【図１３】前席シートポジションとスイング範囲との関係を示した特性図である（第１実施形態）。
【図１４】空調定常時のスイング範囲を示した模式図である（第１実施形態）。
【図１５】空調定常時のスイング範囲を示した模式図である（第１実施形態）。
【図１６】日射左右比に対するスイング範囲の補正係数を示した特性図である（第１実施形態）。
【図１７】各空調熱負荷とトータル停止時間との関係を示した特性図である（第１実施形態）。
【図１８】スイングルーバ制御中のイニシャライズを示した説明図である（第１実施形態）。
【図１９】空調過渡時で、且つ運転席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２０】空調過渡時で、且つ運転席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２１】空調過渡時で、且つ後席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２２】空調過度時で、且つ後席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２３】空調過渡時で、且つ後席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２４】空調過度時で、且つ後席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２５】空調過度時で、且つ後席優先空調モード時のスイング停止方向を示した模式図である（第１実施形態）。
【図２６】空調過度時で、且つ後席優先空調モード時のスイング範囲を示した模式図である（第１実施形態）。
【図２７】空調過度時で、且つ後席優先空調モード時のスイング範囲を示した模式図である（第１実施形態）。
【図２８】エアコン操作パネルを示した正面図である（第２実施形態）。
【図２９】吹出状態変更装置の構成を示した概略図である（第３実施形態）。
【図３０】吹出状態変更装置の構成を示した概略図である（第３実施形態）。
【図３１】吹出状態変更装置の構成を示した斜視図である（第４実施形態）。
【図３２】集中拡散グリルからの吹出状態がスポット吹出モードの場合を示した説明図である（第４実施形態）。
【図３３】集中拡散グリルからの吹出状態がワイド吹出モードの場合を示した説明図である（第４実施形態）。
【図３４】車両のインストルメントパネルを示した正面図である（第５実施形態）。
【図３５】空調ユニットのフェイスダクトを示した概略図である（第５実施形態）。
【図３６】車両用ドラムベンチレータを示した断面図である（第６実施形態）。
【図３７】空気吹出ルーバを示した斜視図である（第７実施形態）。
【図３８】空気吹出ルーバを示した断面図である（第７実施形態）。
【図３９】インストルメントパネルを示した正面図である（第８実施形態）。
【図４０】吹出ダクト、支持枠および回転バルブを示した図である（第８実施形態）。
【図４１】（ａ）〜（ｃ）はスポット吹出モード時の回転バルブの回動位置を示した断面図である（第８実施形態）。
【図４２】（ａ）〜（ｃ）はワイド吹出モード時の回転バルブの回動位置を示した断面図である（第８実施形態）。
【図４３】（ａ）〜（ｅ）は回転バルブの変形例を示した斜視図である（第９実施形態）。
【図４４】２つのセンタグリルを１つのルーバモータで左右方向に観音開き状にスイングさせるスイング機構を示した概略図である（第１０実施形態）。
【図４５】（ａ）はランダムスイングの作動パターンを示したタイムチャートで、（ｂ）はＯＦＦ時間列を示した図である（他の実施形態）。
【図４６】空調過度時で、且つ後席優先空調モード時のスイング範囲を示した模式図である（他の実施形態）。
【符号の説明】
１ 空調ユニット
２ 空調ダクト
４ ブロワ（空調手段、送風機、吹出状態変更手段）
１５ 運転席側Ａ／Ｍドア（空調手段、吹出温度変更手段）
１６ 助手席側Ａ／Ｍドア（空調手段、吹出温度変更手段）
２１ 運転席側センタＦＡＣＥ吹出口
２２ 運転席側サイドＦＡＣＥ吹出口
２４ 運転席側吹出口切替ドア（空調手段、吹出口モード切替手段）
２５ 運転席側吹出口切替ドア（空調手段、吹出口モード切替手段）
２６ 運転席側吹出口切替ドア（空調手段、吹出口モード切替手段）
３１ 助手席側センタＦＡＣＥ吹出口
３２ 助手席側サイドＦＡＣＥ吹出口
３５ 助手席側吹出口切替ドア（空調手段、吹出口モード切替手段）
３６ 助手席側吹出口切替ドア（空調手段、吹出口モード切替手段）
４１ 運転席側、助手席側センタグリル
４２ 運転席側、助手席側サイドグリル
４３ 運転席側センタルーバ、サイドルーバ（空調手段、吹出状態変更手段）
４３ 助手席側センタルーバ、サイドルーバ（空調手段、吹出状態変更手段）
４６ 運転席側センタルーバ、サイドルーバ（空調手段、吹出状態変更手段）
４６ 助手席側センタルーバ、サイドルーバ（空調手段、吹出状態変更手段）
５０ エアコンＥＣＵ（空調制御手段、乗員不在判定手段、熱負荷判定手段）
５８ ＤＵＡＬスイッチ（スイッチ手段）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner equipped with a blowing state changing device such as a swing louver that directs the direction of air-conditioned air blown from a blow-out port to a rear seat, and in particular, a rear seat in the early cool-down period of the vehicle air-conditioning device Related to comfort control.
[0002]
[Prior art]
Conventionally, Japanese Patent Publication No. 7-112773 discloses a vehicle air conditioner in which louver fins for changing the direction of air-conditioning air are provided on the driver's seat side, the passenger's seat side center grille, and the driver's seat side and the passenger seat side grill, respectively. Proposed. In the air conditioning control of the vehicle air conditioner described above, after the air conditioning heat load (thermal environment) of the front seat becomes steady, the wind direction variable louver of the driver seat side center vent and the wind direction variable louver of the passenger seat side center vent. Is changed from the front seat occupant direction to the rear seat direction. As a result, the cool air blown from the driver seat side center vent and the passenger seat side center vent is distributed to the rear seat, so that the air conditioning comfort of the front seat passenger and the rear seat passenger is satisfied.
[0003]
[Problems to be solved by the invention]
However, in the conventional vehicle air conditioner, the front seats such as the driver's seat are preferentially air-conditioned for safe driving when the air conditioning transition is transient, that is, when the air conditioning heat load is very large. The air conditioning will be later than the front seat. In particular, in a luxury vehicle in which a passenger seat is not present and passengers are often seated in the rear seat, such air conditioning control causes a problem that the comfort of the rear seat passenger cannot be improved.
[0004]
Also, for example, in a vehicle air conditioner provided with a swing switch that issues a command to swing the wind direction variable louver of the passenger seat side center vent on the air conditioner operation panel, there is no passenger in the passenger seat and the rear seat To quickly cool the rear seat when the passenger is in the passenger compartment, turn off the swing switch, and then set the direction of the airflow direction louver on the passenger side center vent located far from the driver's seat to the rear seat. There arises a problem that a troublesome operation of turning in the direction of the passenger is required.
[0005]
OBJECT OF THE INVENTION
The purpose of the present invention is to determine that the passenger seat is absent. When Set by the switch means Where By giving priority to air conditioning, Set by switch means An object of the present invention is to provide a vehicle air conditioner that can quickly improve the air conditioning comfort of a place. In addition, without annoying operations, Of the back seat or driver seat An object of the present invention is to provide a vehicle air conditioner that can easily set a place to be preferentially air-conditioned.
[0006]
[Means for Solving the Problems]
According to the first aspect of the present invention, when it is determined by the occupant absence determination means that the passenger seat is absent, In accordance with the operation of the switch means, determine a place to be preferentially air-conditioned in the rear seat or the driver seat, Set by switch means Where By performing air-conditioning control that prioritizes air-conditioning, wind direction variable means such as the passenger side grill far from the driver's seat and the wind direction variable louver of this passenger side grill (back seat) Without performing cumbersome operations such as turning to Air-conditioning comfort at the place set by the switch means, for example, boarding the rear seat that preferentially air-conditions the rear seat or driver seat The air conditioning comfort of the rear seat occupant can be improved quickly. According to the invention of claim 2, back seat What is ,luck Rear seat , Passenger side rear seat and Intermediate seat At least one of It is. Further, according to the third aspect of the present invention, the determination that the passenger seat is absent is based on a seat switch, an infrared sensor, a vehicle interior image detection means, a seat belt wearing signal, a door opening / closing signal, and various switch input signals. It is desirable that the ultrasonic sensor is determined by using one or more occupant information detection means.
[0007]
According to the invention described in claim 4, it is determined by the heat load determining means that the air conditioning heat load is high. And the passenger's seat is determined to be absent by the occupant absence determination means. When In accordance with the operation of the switch means, determine a place to be preferentially air-conditioned in the rear seat or the driver seat, Set by switch means Where By performing air-conditioning control that prioritizes air-conditioning, the rear-seat seat is equipped with wind-direction variable means such as the passenger-side grill far from the driver's seat and the wind-direction variable louver of the passenger-side grill. (back seat) Without performing cumbersome operations such as turning to Air conditioning comfort at the place set by the switch means, for example, boarding the rear seat that preferentially air-conditions the rear seat or driver seat The air conditioning comfort of the rear seat occupant can be improved quickly. According to the invention as set forth in claim 5, back seat What is ,luck Rear seat , Passenger side rear seat and Intermediate seat At least one of It is.
[0008]
According to the invention described in claim 6, the determination condition that the air conditioning heat load is high is the post-evaporation temperature, the passenger compartment temperature, the skin temperature, the blowout temperature, the air flow, the blower voltage, the blower outlet mode, the solar radiation amount, and the solar radiation direction. Until one or more air conditioning heat loads among the set temperature, the temperature deviation between the set temperature and the vehicle interior temperature, the seat temperature, the steering temperature, and the vehicle speed change by a predetermined value or more. According to the invention of claim 7, when it is determined that the air conditioning heat load is high, the evaporator temperature, the temperature immediately after the evaporator, the temperature in the passenger compartment, the skin temperature, the blowing temperature, the air flow, the blower voltage, This is when one or more of the air outlet mode, the amount of solar radiation, the temperature deviation between the set temperature in the passenger compartment and the passenger compartment temperature, the seat temperature, and the steering temperature are equal to or higher than a predetermined value, or the vehicle speed is lower than a predetermined value.
[0009]
According to the invention described in claim 8, Set by switch means Air conditioning control that prioritizes air conditioning by relaxing the correction degree over time can prevent the backseat passengers from being overcooled or overheated, and smoothly to a steady state Can be restored. Moreover, according to the invention of Claim 9 and Claim 10, Set by switch means Air conditioning control to prioritize the location is performed independently in at least one air conditioning zone, or Set by switch means By performing air-conditioning control that prioritizes air-conditioning with at least one air-conditioning means independently, more free air-conditioning and air-conditioning control that suits individual preferences can be performed.
[0010]
According to the invention of claim 11, Set by switch means By providing a visual or auditory display means that informs the occupant that air-conditioning control that prioritizes air-conditioning is performed, it is possible to prevent the occupant from mistaking air-conditioning control different from normal and to function as a function. You can appeal what is being said. According to the invention of claim 12, Set by switch means By providing a means for canceling air conditioning control that prioritizes air conditioning, passenger dissatisfaction can be eliminated by preventing the passengers who do not meet the air conditioning feeling from performing the above air conditioning control. .
[0011]
According to the invention of claim 13, Set by switch means Air conditioning is given priority to the place Set by switch means Increased swaying stop time in the occupant direction when boarding the location, or increased time or range of slow swaying in the occupant direction, or increased occupant concentration blowing time, or toward the occupant direction The air blowing range or the swinging range in the occupant direction is narrowed, or the wind speed or the air volume ratio in the occupant direction or the occupant face direction is increased.
[0012]
According to the invention of claim 14, Set by switch means Air conditioning is given priority to the place Set by switch means It is to switch to the air outlet mode in which the air conditioning to the upper body of the occupant who gets on the place becomes stronger or the air volume ratio to the upper body of the occupant increases. According to the invention as set forth in claim 15, Set by switch means Air-conditioning with priority given to the location means that the air-conditioning becomes stronger or Set by switch means It is to change the blowing temperature in a direction in which the feeling of air conditioning of the passenger who gets on the place increases. Furthermore, according to the invention of claim 16, Set by switch means Air conditioning is given priority to the place Set by switch means It is to strengthen the feeling of wind speed felt by the passengers who get on the place.
[0013]
According to the invention described in claim 17, by using an independent air-conditioning switch capable of setting left and right independent air-conditioning, which performs temperature adjustment of the passenger compartment independently on the driver's seat side and the passenger seat side, as a switch means, By operating the switch Of the back seat or driver seat A place to be preferentially air-conditioned can be easily set without performing a cumbersome operation. According to the invention as set forth in claim 18, Set by switch means In order to preferentially air-condition a place, air-conditioning means on the passenger side, blowing state changing means, outlet mode switching means, or blowing temperature changing means may be used.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
[Configuration of First Embodiment]
FIGS. 1 to 27 show a first embodiment of the present invention, FIG. 1 is a diagram showing the overall configuration of a vehicle air conditioner, and FIG. 2 is a diagram showing an instrument panel of a vehicle. 3 is a view showing an air conditioner operation panel.
[0015]
The vehicle air conditioner according to the present embodiment air-conditions each air-conditioning means in the air-conditioning unit 1 that creates a comfortable indoor environment by cooling or dehumidifying the interior of a vehicle such as an automobile equipped with a traveling engine (vehicle drive means). Control is performed by a control device (hereinafter referred to as an air conditioner ECU) 50. The air conditioning unit 1 includes a driver side zone (a range including not only the driver side front seat but also the driver side rear seat) and a passenger side zone (passenger side front seat as well as passenger side rear seat). The air conditioner unit is capable of separately adjusting the temperature and the outlet mode, etc., independently of each other.
[0016]
The air conditioning unit 1 includes an air conditioning duct 2 disposed in front of the vehicle interior of the vehicle. An inside / outside air switching door 3 and a blower 4 are provided upstream of the air conditioning duct 2. The inside / outside air switching door 3 is a suction port mode switching means that is driven by an actuator such as a servo motor 5 to change the opening degree (a so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7. The blower 4 constitutes a part of the air-conditioning means and the blowing state changing means of the present invention, and is driven to rotate by an actuator such as a blower motor 9 controlled by the blower drive circuit 8 and heads toward the vehicle interior in the air-conditioning duct 2. It is a centrifugal blower that generates an air flow.
[0017]
An evaporator 10 as a cooling heat exchanger for cooling the air passing through the air conditioning duct 2 is provided at the center of the air conditioning duct 2. The evaporator 10 is a component of the refrigeration cycle. The refrigeration cycle is mounted in the engine room of a vehicle, and is driven by a belt on the engine output shaft to compress and discharge the refrigerant, and the refrigerant discharged from the discharge port of the compressor A refrigerant condenser (condenser) that condenses and liquefies the liquid, a liquid receiver (receiver) that separates the liquid refrigerant flowing in from the capacitor, an expansion valve that adiabatically expands the liquid refrigerant flowing in from the receiver, and the expansion valve It is a cooling or dehumidifying means composed of the above-described evaporator (refrigerant evaporator) for evaporating and evaporating the refrigerant in a gas-liquid two-phase state that has flowed more.
[0018]
Further, on the downstream side of the evaporator 10, a heater core 13 is provided as a heating heat exchanger that heats air passing through the driver's seat and passenger's side ventilation passages 11 and 12 by heat exchange with engine coolant. ing. Note that the driver seat side and passenger seat side ventilation passages 11 and 12 are partitioned by a partition plate 14. Thereby, the heater core 13 is comprised by the driver's seat side heat exchange part exposed to the driver's seat side ventilation path 11 side, and the passenger seat side heat exchange part exposed to the passenger's seat side ventilation path 12 side. The heater core 13 is installed in the engine coolant circuit.
[0019]
Further, on the downstream side of the heater core 13, the driver side air passenger (A / M) door 15 for adjusting the temperature of the driver side air conditioning zone and the passenger side air conditioning zone independently of each other, 16 is provided. The driver seat side and passenger seat side A / M doors 15 and 16 are driven by actuators such as servo motors 17 and 18 to adjust the temperature of air blown out toward the driver seat side and passenger seat side. Air conditioning means such as air temperature changing means on the seat side and passenger seat side.
[0020]
As shown in FIGS. 1 to 3, at the downstream end of the air in the driver's seat side ventilation path 11, a defroster (DEF) outlet 20, a driver's side center face (FACE) outlet 21, and a driver's seat side face (FACE). ) The air outlet 22 and the driver's seat foot (FOOT) air outlet 23 are open. In addition, as shown in FIGS. 1 to 3, the passenger seat side center face (FACE) outlet 31, the passenger seat side face (FACE) outlet 32, and the assistant at the downstream end of the passenger seat side ventilation passage 12. A seat-side foot (FOOT) outlet 33 is open.
[0021]
And in the driver's seat side and the passenger's seat side ventilation passages 11 and 12, the driver's seat side and the passenger's seat side outlet that perform the setting of the outlet mode on the driver's seat side and the passenger seat side in the vehicle interior independently of each other. Switching doors 24 to 26, 35, and 36 are provided. The driver seat and passenger seat outlet switching doors 24 to 26, 35, and 36 are driven by actuators such as servo motors 28, 29, and 39 to switch between the driver seat and passenger seat outlet modes. Air conditioning means such as air outlet mode switching means on the driver's seat side and passenger seat side. Here, the driver side and passenger side outlet modes include a FACE mode, a B / L mode, a FOOT mode, an F / D mode, a DEF mode, and the like. Even if the outlet mode is the FOOT mode, the F / D mode or the DEF mode, the driver seat side and passenger seat side FACE outlets 22 and 32 are always open.
[0022]
The driver seat side, the passenger seat side center FACE outlets 21 and 31, and the driver seat side, the passenger seat side side FACE outlets 22 and 32, the passenger seat side center grille 41 and the driver seat are formed therein. On the side and passenger side side grille 42, the blowing state change of the swing louver or the like that can change the blowing state of the conditioned air blown from each outlet or the blowing direction (wind direction, louver direction), etc. Each device is attached.
[0023]
Next, the blowing state changing device installed in the driver's seat side, passenger seat side center grill 41 and the driver's seat side, passenger seat side grill 42 will be briefly described with reference to FIGS. Here, FIG. 4 is a diagram showing an overall configuration of the blowing state changing device installed at each of the FACE outlets 21 and 22 on the driver's seat side. Note that the blow-out state changing devices installed at the FACE outlets 31 and 32 on the passenger seat side are not shown because they are the same as the blow-out state changing devices installed at the FACE outlets 21 and 22 on the driver seat side. . The blowing state changing device for each grill is provided with a blowing state changing device capable of swinging in the left-right direction of the vehicle and a blowing state changing device capable of swinging in the vertical direction of the vehicle.
[0024]
As shown in FIG. 5, the right and left blowing state changing device is linked via a link lever 44 that gives a swinging motion to a plurality of louver fins (wind direction variable louvers) 43 around a fulcrum, and an arm plate 45. It comprises a stepping motor 43a as an actuator for reciprocating the lever 44 in the horizontal direction. These wind direction variable louvers 43 are wind direction variable means on the driver's seat and passenger's side that constitute part of the air conditioning means and blowing state changing means of the present invention. In the blowing direction changing means such as swing louvers arranged in a plurality of directions (direction), the wind direction variable louvers installed in each center grill are hereinafter referred to as center louvers, and the wind direction variable louvers installed in each side grill are referred to as side louvers.
[0025]
As shown in FIG. 6, the vertical blow-out state changing device is linked via a link lever 47 that gives a swinging motion to a plurality of louver fins (wind direction variable louvers) 46 around a fulcrum, and an arm plate 48. It comprises a stepping motor 46a as an actuator for reciprocating the lever 47 in the vertical direction. These wind direction variable louvers 46 are the air direction changing means and the wind direction changing means on the driver seat side and the passenger seat side that constitute a part of the blowing state changing means of the present invention. A blowing state changing means such as a swing louver arranged in a plurality of rows in the direction), hereinafter referred to as a center louver or a side louver.
[0026]
Here, the driver's seat side and passenger seat side center louvers 43 and 46 and the driver's seat side and passenger seat side louvers 43 and 46 rotate the stepping motors 43a and 46a into the driver seat side and passenger seat side air conditioning zones. The driver's seat operates by acting as a blowing state changing device on the driver's seat and the passenger's seat that swings the conditioned air blown in a predetermined swing range (for example, 50 °) and stops the stepping motors 43a and 46a at a predetermined rotation angle. It functions as a blowing state change device for the driver side and the passenger seat side, which is fixed in the passenger direction of the front passenger seat, the front passenger seat, or the passenger seat side and the passenger seat rear seat.
[0027]
A large load is applied between the output shaft of the stepping motors 43a and 46a and the link levers 44 and 47 or the arm plates 45 and 48 when the center and side louvers 43 and 46 are manually operated by the occupant. Sliding means such as a clutch for interrupting the operating force transmitted from the link levers 44 and 47 or the arm plates 45 and 48 to the output shafts of the stepping motors 43a and 46a is provided so as not to be applied to 46a.
[0028]
The stepping motors 43a and 46a have an operating angle per pulse. When the center and side louvers 43 and 46 are directed in a predetermined direction or are swung within a predetermined range, the following equation 1 The air-conditioner ECU 50 outputs the pulse obtained in step 1 by driving.
[Expression 1]

[0029]
The air conditioner ECU 50 corresponds to the air conditioning control means, occupant absence determination means, and thermal load determination means of the present invention, and includes a CPU, a memory (ROM or EEPROM, RAM), and an I / O port (input / output circuit). A well-known microcomputer configured to include such functions is provided. Each switch signal is input to the air conditioner ECU 50 from the air conditioner operation panel 51, the driver side louver operation (SWINGSW) panel 52, and the passenger side louver operation (SWINGSW) panel 53, as shown in FIGS. Is done.
[0030]
The air conditioner operation panel 51 is integrally installed on the instrument panel 40 at the center in the vehicle width direction on the front surface of the vehicle interior. An air conditioner operation panel 51 includes an air conditioner (A / C) switch 54, an inside / outside air changeover switch 55, a front defroster (DEF) switch 56, a rear defroster switch 57, a dual (DUAL) switch 58, and an outlet mode (MODE) changeover switch. 59, a blower air volume changeover switch 60, an auto switch 61, an off switch 62, a liquid crystal display (display) 63, a driver seat side temperature setting switch 64, a passenger seat side temperature setting switch 65, and the like. Yes.
[0031]
Of the above, the dual switch 58 corresponds to the switch means of the present invention, and the left and right independent control for instructing the left and right independent temperature control for performing the temperature adjustment on the driver's seat side and the temperature adjustment on the passenger seat side independently of each other. Command means (left and right independent air conditioning switch). The driver seat side temperature setting switch 64 is a driver seat side temperature setting means for setting the temperature in the driver seat side air conditioning zone to a desired temperature. The passenger seat side temperature setting switch 65 is a passenger seat side temperature setting means for setting the temperature in the passenger seat side air conditioning zone to a desired temperature.
[0032]
The driver's seat side louver operation panel 52 is installed in the center of the instrument panel 40 next to the right side of the air conditioner operation panel 51. The driver's seat side louver operation panel 51 can swing both the driver's seat side center and the side louvers 43, 46. The center center louver 43 is made up of a CENTER switch 67 that allows the driver's seat side louver 46 to swing, and a swing mode changeover switch 69.
[0033]
Among the above, the MATCH switch 66, the CENTER switch 67, and the SIDE switch 68 are push type switches having a normal position (OFF) and a pushing position (ON). The swing mode changeover switch 69 can be selected from “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (vertical swing)”, and “R-LSSWING (horizontal swing)”. This is a rotary switch having a switching position.
[0034]
When the swing mode changeover switch 69 is set to “AUTO”, the swing mode changeover switch 69 outputs a command to control the driver's seat side center and the side louvers 43 and 46 automatically. When the swing mode changeover switch 69 is set to “Rr”, for example, the air volume distribution of the rear seat (passenger side rear seat or driver side rear seat) is larger than the driver side front seat of the vehicle. A command is output so as to implement the rear seat priority air conditioning mode in which the driver's seat side center and the side louvers 43 and 46 are swung.
[0035]
Further, when the swing mode changeover switch 69 is set to “U-DSWING”, the driver's seat side center and the side louver 46 are swung in the vertical direction (UD direction) within a predetermined swing range (manual louver control). Command is output. Furthermore, when the swing mode changeover switch 69 is set to “R-LSWING”, the driver's seat side center and the side louver 43 are swung in the left and right direction (RL direction) within a predetermined swing range (manual louver control). Command is output.
[0036]
The passenger side louver operation panel 53 includes a MATCH switch 70, a CENTER switch 71, a SIDE switch 72, and a swing mode changeover switch 73 in the same manner as the driver side louver operation panel 52. Among the above, the MATCH switch 70, the CENTER switch 71, and the SIDE switch 72 are push type switches having a normal position (OFF) and a pushing position (ON). The swing mode change-over switch 73 includes “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (up / down swing)”, “R-LS SWING (left / right swing)”. This is a rotary switch having a switching position.
[0037]
In the same manner as the swing mode changeover switch 69, the swing mode changeover switch 73 outputs a command to perform auto louver control on the passenger side center and the side louvers 43 and 46 when set to “AUTO”. When the swing mode changeover switch 73 is set to “Rr”, for example, the air volume distribution in the rear seat (driver seat rear seat or passenger seat rear seat) is larger than the passenger seat front seat of the vehicle. Command to output the rear seat priority air conditioning mode in which the passenger seat side center and the side louvers 43 and 46 are swung.
[0038]
Further, when the swing mode changeover switch 73 is set to “U-DSWING”, the passenger seat side center and the side louver 46 are swung in the vertical direction (UD direction) within a predetermined swing range (manual louver control). Command is output. Further, when the swing mode change-over switch 73 is set to “R-LSWING”, the passenger-side center and the side louver 43 are swung in the left-right direction (RL direction) within a predetermined swing range (manual louver control). Command is output.
[0039]
Here, as shown in FIG. 3, a shutter (not shown) for opening and closing the driver side and passenger side center FACE outlets 21, 31 is manually provided between the driver side and passenger side center grille 41. A door opening / closing switch 74 is provided for operation. In addition, a knob for moving the louver directions of the centers and side louvers 43 and 46 to the left and right and up and down by manual operation is provided on the driver side, front passenger side center grille 41 and driver side and front passenger side side grille 42. 75 and 76 are provided.
[0040]
Further, the air conditioner ECU 50 is configured such that sensor signals from the respective sensors are A / D converted by an input circuit (not shown) and then input to the microcomputer. Here, as shown in the horizontal axis of FIG. 17, as the air conditioning heat load in the vehicle interior, the blowout temperature, the outside air temperature, the vehicle interior temperature, the blowout air speed, the temperature deviation between the vehicle interior temperature and the set temperature, the blower control voltage (blower Applied voltage), post-evacuation temperature, skin temperature, seat temperature, steering temperature, blower air volume, solar radiation, set temperature, vehicle speed, outlet mode or solar radiation direction, but the number of passengers etc. is also considered, A sensor for detecting the value, a temperature setting means for setting the temperature, and a target outlet temperature determining means for determining the target outlet temperature can also be used as the air conditioning thermal load detecting means. Here, two inside air temperature sensors 91 may be used and installed in the driver's seat side air conditioning zone and the passenger seat side air conditioning zone, respectively.
[0041]
In the present embodiment, an internal air temperature sensor 91 as an internal air temperature detecting means for detecting an air temperature in the vehicle interior (vehicle interior temperature, internal air temperature), and an external air temperature detection for detecting the air temperature outside the vehicle interior (hereinafter referred to as the external air temperature). The outside air temperature sensor 92 as means, the solar radiation sensor 93 as the solar radiation detection means for detecting the solar radiation amounts TS (Dr) and TS (Pa) irradiated in the driver side and passenger side air conditioning zones, and the evaporator 10 are passed. The after-evaporation temperature sensor 95 as an after-evaporation temperature detection means for detecting the air temperature immediately after the operation (evaporator temperature, hereinafter referred to as the after-evaporation temperature), and the cooling water temperature as the cooling water temperature detection means for detecting the cooling water temperature of the engine of the vehicle A sensor 96 or the like is used.
[0042]
Alternatively, the driver seat side and passenger seat side blowout temperature sensors 94a and 94b that detect the blowout temperature of the conditioned air blown into the driver seat side and passenger seat side air conditioning zones may be used. Furthermore, the input circuit of the air conditioner ECU 50 is configured to receive a seat belt wearing signal as occupant absence detection means for detecting the presence or absence of the passenger on the front passenger seat. The seat belt wearing signal is occupant information detecting means that is transmitted when the occupant seated on the front passenger seat wears the seat belt.
[0043]
[Control Method of First Embodiment]
Next, a control method by the air conditioner ECU 50 according to the present embodiment will be described with reference to FIGS. Here, FIG. 7 is a flowchart showing an example of a control program of the air conditioner ECU 50.
[0044]
First, when the ignition switch (IG) is turned on and DC power is supplied to the air conditioner ECU 50, execution of the control program (routine in FIG. 7) is started. At this time, first, the stored contents of the data processing memory (RAM) are initialized (step S1).
[0045]
Next, various data are read into the data processing memory. That is, switch signals from various switches and sensor signals from various sensors are input (step S2). Specifically, the driver seat side set temperature Tset (Dr) by the driver seat side temperature setting switch 64, the passenger seat side set temperature Tset (Pa) by the passenger seat side temperature setting switch 65, and the detected value of the inside air temperature sensor 91. The vehicle interior temperature TR, the outside air temperature TAM that is the detection value of the outside air temperature sensor 92, and the solar radiation amount TS (Dr), TS (Pa) of the driver seat side and the passenger seat side that are the detection values of the solar radiation sensor 93 are input. To do. Further, it is read whether or not a seat belt wearing signal for the front passenger seat is input.
[0046]
Next, based on the above stored data and the following equations (2) and (3), the target blowing temperature TAO (Dr) on the driver's seat side and the target blowing temperature TAO (Pa) on the passenger seat side are calculated. Calculate (target blowing temperature determining means: step S3).
[0047]
[Expression 2]

[Equation 3]

[0048]
However, Tset (Dr) and Tset (Pa) represent the set temperature on the driver's seat side and the set temperature on the passenger seat side, respectively, and TS (Dr) and TS (Pa) are respectively on the driver's seat side and the passenger seat side. Represents the amount of solar radiation. TR and TAM represent the cabin temperature and the outside temperature, respectively. Kset, KR, KAM, KS, Kd (Dr), and Kd (Pa) are the temperature setting gain, vehicle interior temperature gain, outside air temperature gain, solar radiation gain, and temperature difference correction gain for the first and second air conditioning zones, respectively. To express.
[0049]
Ka (Dr) and Ka (Pa) represent gains for correcting the degree of influence of the outside air temperature TAM on the air conditioning temperatures of the driver's seat side air conditioning zone and the passenger seat side air conditioning zone, respectively, and CD (Dr), CD (Pa) is a constant corresponding to the degree of influence, and C is a correction constant. Here, values such as Ka (Dr), Ka (Pa), CD (Dr), and CD (Pa) vary depending on various parameters such as the shape and size of the vehicle and the blowing direction of the air conditioning unit 1.
[0050]
Next, the blower airflow {blower control voltage VA (Dr), VA to be applied to the blower motor 9 based on the target blowing temperature TAO (Dr), TAO (Pa) on the driver's seat and passenger's seat obtained in step S3 above. (Pa)} is calculated (step S4). Specifically, the blower control voltage VA is set to blower control voltages VA (Dr) and VA (Pa) respectively adapted to the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver side and passenger side. While obtaining based on the characteristic diagram of FIG. 8, the blower control voltages VA (Dr) and VA (Pa) are obtained by averaging.
[0051]
Next, based on the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 and the characteristic diagram of FIG. Each blower outlet mode of an air-conditioning zone is determined (step S5). Specifically, in determining the outlet mode, the target outlet temperatures TAO (Dr) and TAO (Pa) are determined so that the FACE mode, the B / L mode, and the FOOT mode are set from a low temperature to a high temperature. Has been.
[0052]
Here, by operating the MODE switch 59 provided on the air conditioner operation panel 51, the air outlet operation mode is fixed to any one of the FACE mode, the B / L mode, the FOOT mode, and the F / D mode. When the DEF switch 56 provided on the air conditioner operation panel 51 is operated, the DEF mode is set.
[0053]
The FACE mode is an air outlet mode that blows conditioned air toward the upper body or face of the occupant. The B / L mode is an air outlet mode that blows conditioned air toward the upper body or face and feet of the passenger. And FOOT mode is a blower outlet mode which blows off an air-conditioning wind toward a passenger | crew's step part. Further, the F / D mode is an air outlet mode that blows conditioned air toward the feet of the passenger and the inner surface of the front window of the vehicle.
[0054]
The DEF mode is an outlet mode that blows conditioned air toward the inner surface of the front window of the vehicle. Here, the B / L mode is an air outlet mode in which air conditioning to the upper body of the occupant becomes stronger than in the FOOT mode, F / D mode, and DEF mode, or the ratio or the amount of air flow to the occupant's upper body is increased. is there. The FACE mode is an air outlet mode in which air conditioning to the occupant's upper body is stronger than in the B / L mode, or the ratio or amount of air blowing to the occupant's upper body is increased.
[0055]
Next, the A / M opening SW (Dr) (%) of the driver seat side A / M door 15 and the A / M opening SW (Pa) (%) of the passenger seat side A / M door 16 are calculated ( Step S6). The calculation of the A / M opening degree SW (Dr) and SW (Pa) is performed by using the target outlet temperatures TAO (Dr) and TAO (Pa) on the driver side and the passenger side, and the post-evaporation temperature sensor 95. This is performed based on the post-evaporation temperature (TE) detected in step (b), the cooling water temperature (TW) detected by the cooling water temperature sensor 96, and the following equations (4) and (5).
[0056]
[Expression 4]

[Equation 5]

[0057]
Next, the routine of FIG. 10 and FIG. 11 is activated to perform swing louver control (blowing state determination means: step S7). Next, a control signal is output to the blower drive circuit 8 so that the blower control voltages VA (Dr) and VA (Pa) determined in step S4 are obtained (step S8). Next, a control signal is output to the servo motors 17 and 18 so that the A / M opening degree SW (Dr) and SW (Pa) determined in step S6 are obtained (step S9). Next, a control signal is output to the servomotors 28, 29, and 39 so that the air outlet mode determined in step S5 is obtained (step S10). Next, a control signal is output to the stepping motors 43a and 46a so that the wind direction (louver direction) or swing range determined in step S7 is obtained (step S11).
[0058]
Next, swing louver control by the air conditioner ECU 50 will be described with reference to FIGS. Here, FIG. 10 and FIG. 11 are flowcharts showing swing louver control by the air conditioner ECU 50.
[0059]
First, when the routine of FIG. 10 is activated, it is determined whether or not the outlet mode is the FACE mode or the B / L mode (step S21). If this determination is NO, the routine of FIG. 10 is exited. Note that step S21 is desirably determined independently for each of the driver's seat side and passenger's seat side air conditioning zones.
[0060]
If the determination result in step S21 is YES, it is determined whether or not the swing mode changeover switches 69 and 73 provided on the driver side and passenger side louver operation panels 52 and 53 are set to “AUTO”. Determination is made (step S22). If the determination result is NO, manual louver control is performed in accordance with the set positions of the swing mode changeover switches 69 and 73 (step S23). Thereafter, the routine of FIG. 10 is exited.
[0061]
Further, when the determination result in step S22 is YES, the following auto louver control is performed. First, based on the characteristic diagram of FIG. 12, it is determined whether or not it is an indoor environment state in which cool-down (rapid cooling after parking in hot weather) control is performed (step S24). If the determination result is NO, based on the front seat priority mode or the rear seat priority air conditioning mode, the air conditioning heat load (temperature deviation between the passenger compartment temperature and the set temperature) and the characteristic diagram of FIG. The swing ranges of the louver fins 43 and 46 of the passenger seat side center grill 41 and the driver seat side and passenger seat side grill 42 are determined (calculated) (step S25).
[0062]
For example, as shown in FIG. 14, the driver seat side center louvers 43 and 46 of the driver seat side center grill 41 and the passenger seat side center louvers 43 and 46 of the passenger seat side center grill 41 are arranged in the entire vehicle interior (front seat and rear seat). The swing range may be determined so as to be swung within a predetermined swing range (for example, 50 °) so as to air-condition. Further, as shown in FIG. 15, the driver's seat side louvers 43 and 46 of the driver's seat side grill 42 and the passenger's seat side louvers 43 and 46 of the passenger's seat side grill 42 are arranged as shown in FIG. ) May be determined to swing within a predetermined swing range (for example, 50 °) so as to be air-conditioned.
[0063]
Here, FIG. 13 is a characteristic diagram showing the relationship between the front seat position and the swing range. Here, the characteristic diagram of FIG. 13 shows that each front seat occupant side swing end changes depending on the seat position of the front seat occupant, and as a result, the swing range changes. Needless to say, the characteristic diagram of FIG. 13 is corrected by a different seat layout for each vehicle, the positional relationship of the FACE outlet, the degree of opening, and the like. In addition, when the occupant does not like the air-conditioning wind according to the preference of the occupant, it can be coped with by correcting the swing range to be narrowed. In the present embodiment, the swing ranges of the driver's seat side and passenger seat side louvers 43 and 46 are the same as the swing ranges of the driver's seat side and passenger seat side center louvers 43 and 46.
[0064]
Next, the left-right ratio (H) of the solar radiation amount is calculated (determined) based on the solar radiation amounts TS (Dr) and TS (Pa) read in step S2 of FIG. Step S26).
[Formula 6]

However, {TS (Dr) + TS (Pa)} ≦ 150 W / m ² In this case, H = 0.5.
[0065]
Next, a swing stop time is calculated (determined) according to the swing range of the driver seat side, the passenger seat side center, and the side louvers 43 and 46 (swing stop time determining means: step S27). In this embodiment, the swing stop time is set to 7 seconds. Next, using the solar radiation left / right ratio, how much the swing stop time determined in step S27 is distributed between the driver side front seat occupant (KFORDR) side swing end and the passenger side rear seat occupant (KNOTPA) side swing end. And how much to be distributed to the passenger side front seat occupant (KFORPA) side swing end and driver seat side rear seat occupant (KNOTDR) side swing end (step S28).
[0066]
For the calculation of the swing stop time ratio, the following formula 7 to formula 10 and the characteristic diagram of FIG. 16 are used. A large amount of cold air is supplied to the occupant in the air-conditioning zone on the side of the solar radiation so as to stop at the occupant-side swing end of the air-conditioning zone on the side of the solar radiation.
[0067]
[Expression 7]

However, FORDR-STOP-TIME is the swing stop time at the driver side front seat occupant side swing end.
[Equation 8]

However, NOTDR-STOP-TIME is the swing stop time at the passenger seat side rear seat occupant side swing end.
[0068]
[Equation 9]

However, FORPA-STOP-TIME is the swing stop time at the passenger seat side front seat occupant side swing end.
[Expression 10]

However, NOTPA-STOP-TIME is a swing stop time at the driver side rear seat occupant side swing end.
[0069]
Next, at least one second is added to the swing stop time at each driver's seat side, passenger seat side occupant side swing end, and each driver seat side, non-passenger side swing end (step S29). Thereafter, the routine of FIG. 10 is exited. As a result, the swing stop time at each driver's seat side and the passenger's seat side other than the swing end is not 0 seconds, and it is possible to prevent the feeling of relaxation from being lost.
[0070]
In this embodiment, the swing stop time is set to 7 seconds in advance. However, when the air conditioning heat load is high, as shown in the characteristic diagram of FIG. 17, the driver seat is increased by increasing the total stop time. The ratio of the side and passenger seat side center louvers 43 and 46 facing the passenger in the swing width can be increased, and the air conditioning effect can be increased. Even if the time required for the wind direction to move from the swing end to the swing end of the driver side and passenger side center louvers 43 and 46 is shortened, the improvement of the air-conditioning effect can also increase the time facing the passenger. Can do.
[0071]
In addition, since the front seat has a front window, it is easy to be affected by solar radiation, and it is desirable that the front seat be air-conditioned prior to the rear seat for safe driving. The time added to the front seat stop time at this time is also shown in the characteristic diagram of FIG. That is, the solar radiation direction is set so that the total stop time is longer in the front of the vehicle than in the rear of the vehicle, and is set so that the total stop time is longer in the side of the vehicle than in the front of the vehicle. . However, in special cases such as when passengers are in the backseat, the time added to the front seat stop time shown in the characteristic diagram of FIG. good. Here, in FIG. 17, full open is a blower outlet mode when all the blower outlets are opened.
[0072]
If the determination result in step S24 is YES, that is, the temperature deviation between the vehicle interior temperature TR and the set temperatures Tset (Dr) and Tset (Pa) on the driver's seat side and the passenger seat side is a predetermined value (for example, 15 ° C). In the above case, the origin correction (initialization) of the center louvers 43 and 46 on the driver seat side and the passenger seat side and the side louvers 43 and 46 on the driver seat side and the passenger seat side is performed (step S30).
[0073]
Here, the driver side and passenger side center louvers 43 and 46 and the driver side and passenger side side louvers 43 and 46 are initialized so as to hit the swing end (initialization position) in the louver origin correction direction shown in FIG. When a control output is sent to the stepping motors 43a and 46a and the louver position is the origin, the seat position of the driver's front seat occupant (driver) and front passenger's front seat occupant (passenger) is a slight pulse. Is sent to the stepping motors 43a and 46a, and when the driver and passenger seat positions are later, many pulses are sent to the stepping motors 43a and 46a, so that the driver seat side, the driver seat side of the passenger seat side center grill 41, the assistant The louver direction of the seat side center louvers 43 and 46, the driver side, and the passenger side Driver's side of the drill 42, the louver direction (swing stop direction) of the passenger seat side Saidoruba 43 and 46 determines the target value so as to face the face portion direction of the face portion direction and a passenger of the driver.
[0074]
Here, the origin correction is performed with respect to the initialization position shown in FIG. 18 because the blowing state changing device of this embodiment is the driver side, passenger side center louvers 43, 46 and driver side, passenger side Since there is no potentiometer as a blowing direction detection means for detecting the current position (current louver direction) of the side louvers 43, 46, the driver louver and the passenger side center louvers 43, 46 or the driver seat side, Directly moving the side louvers 43 and 46 on the passenger seat side to change the current position of the center louvers 43 and 46 on the driver side and the passenger seat side, or the side louvers 43 and 46 on the driver side and the passenger seat side, the louver direction (blowing direction) This is because it cannot be directed accurately toward the face of the front seat occupant. Further, the reason why the initial position shown in FIG. 18 is applied is that this origin correction takes about 10 seconds, so that the conditioned air (cold air) can be supplied to the driver and passenger as soon as possible. Note that FIG. 18 also shows the swing expansion direction.
[0075]
Next, it is determined whether or not a passenger is absent in the front passenger seat (passenger seat). Specifically, it is determined whether or not an occupant seated in the front passenger seat has input a seat belt wearing signal transmitted when the seat belt is worn (step S31). If this determination result is NO, that is, if it is determined that a passenger is seated (occupied) in the front passenger seat, the cool-down initial stage (when air conditioning is excessive) and in the swing stop direction of the front seat priority air conditioning mode Wind direction variable means such as each wind direction variable louver is set.
[0076]
Specifically, according to the driver's seat position, the driver's seat side center louvers 43 and 46 of the driver's seat side center grill 41 and the driver's seat side louvers 43 and 46 of the driver's seat side grill 42 are shown in FIG. The direction is directed toward the driver's face (step S32). As a result, when the passenger compartment is very hot, a large amount of cold air is supplied to the upper body of the driver so that the driver can drive safely. Next, according to the passenger seat position, the passenger seat side center louvers 43 and 46 of the passenger seat side center grille 41 and the passenger seat side louvers 43 and 46 of the passenger seat side grill 42 are shown in FIG. The face is directed toward the face (step S33). Thereafter, the routine of FIG. 11 is exited.
[0077]
Here, even if the passenger compartment temperature drops to, for example, 31 ° C. during the cool-down control, if the cold air continues to be concentrated on the occupant, it becomes local cooling and may cause discomfort to the occupant. You may make it start swing of each center louver and each side louver. Note that if the swing continues for a long time in a constant state, the comfort of the occupant decreases, so the swing may be stopped at a predetermined position for a random time. However, if the above-mentioned random swing is performed under conditions where the air-conditioning heat load is somewhat high, if there is a swing stop time of several tens of seconds when the blowing direction or position of the cold air is in the direction or position where the occupant is removed, Since it feels hot and uncomfortable, the swing should be stopped as close as possible to the upper body of the occupant (especially the face). Also, if you perform a random swing as described above under conditions where the air conditioning heat load is low and there is a swing stop time of several tens of seconds near the occupant's upper body (especially the face), the occupant feels cold and uncomfortable Therefore, the swing is stopped in the direction or position where the occupant is removed as much as possible.
[0078]
Further, if the determination result in step S31 is YES, that is, if it is determined that no passenger is present in the front passenger seat, the rear seat priority air conditioning that prioritizes the rear seat over the front passenger seat. It is determined whether the mode is a front seat priority air conditioning mode in which the front seat is prioritized over the rear seat. Specifically, it is determined whether or not the dual switch 58, which is an existing switch provided at a position where the driver can easily reach his / her hand, is turned on in the air conditioner operation panel 51 (step S34). . If the determination result in step S34 is NO, that is, if it is determined that the rear-seat priority air conditioning mode is not selected, the cool-down initial (when air conditioning is excessive) and in the swing stop direction of the driver seat priority air-conditioning mode Wind direction variable means such as each wind direction variable louver is set.
[0079]
Specifically, the driver-seat-side center louvers 43 and 46 of the driver-seat-side center grille 41 and the driver-seat-side side louvers 43 and 46 of the driver-seat-side side grille 42 are shown in FIG. 19 and FIG. In this way, it is directed toward the driver's face (step S35). As a result, when the passenger compartment is very hot, a large amount of cold air is supplied to the upper body of the driver so that the driver can drive safely. Next, according to the driver's seat position, the passenger seat side center louvers 43 and 46 of the passenger seat side center grill 41 and the passenger seat side louvers 43 and 46 of the passenger seat side grill 42 are shown in FIG. 19 and FIG. Then, it is directed toward the driver's face (step S36). Thereafter, the routine of FIG. 11 is exited.
[0080]
If the determination result in step S34 is YES, that is, if it is determined that the rear seat priority air conditioning mode is selected, the swing is stopped at the early stage of cool-down (when air conditioning is excessive) and in the rear seat priority air conditioning mode. Wind direction variable means such as each wind direction variable louver is set in the direction.
[0081]
Specifically, the driver-seat-side center louvers 43 and 46 of the driver-seat-side center grille 41 and the driver-seat-side side louvers 43 and 46 of the driver-seat-side side grille 42 are shown in FIGS. In this way, it is directed toward the driver's face (step S37). Thus, even when the rear seat priority air conditioning mode is selected, when the passenger compartment is very hot, a large amount of cool air is supplied to the upper body of the driver so that the driver can drive safely. Next, the passenger seat side center louvers 43 and 46 of the passenger seat side center grille 41 and the passenger seat side louvers 43 and 46 of the passenger seat side side grille 42 are directed toward the face of the occupant on the driver side rear seat (FIG. 21). And FIG. 22). Or it faces toward the passenger | crew's face part of a passenger seat back seat (refer FIG. 23). Alternatively, it is directed between the front seat on the passenger seat side and the rear seat on the passenger seat side and the side window (see FIG. 24). Alternatively, it is directed toward the center of the rear seat (step S38). Thereafter, the routine of FIG. 11 is exited.
[0082]
In the case of the rear seat priority air conditioning mode, as shown in FIG. 25, the driver seat side center louvers 43 and 46 of the driver seat side center grille 41 and the passenger seat side center louvers 43 and 46 of the passenger seat side center grille 41 are as shown in FIG. Each may be directed toward the face of the passenger on the driver side rear seat and toward the face of the passenger on the passenger side rear seat. This corresponds to the rear seat priority air conditioning mode in which the swing stop time in the rear seat passenger direction of the present invention is increased. At this time, during the control for improving the rear seat comfort feeling at the initial stage of the cool-down as described above, as shown in FIGS. 26 and 27, the driver side, the driver seat side of the passenger side center grill 41, the passenger seat side center louver. 43, 46 and the driver seat side, the passenger seat side grille 42, the passenger seat side louvers 43, 46 when swinging, the time to slowly swing in the rear seat occupant direction or the back seat priority to increase the swing range An air-conditioning mode may be adopted, an air-conditioning mode in which the rear-seat occupant concentrated blowing time may be extended, and a rear-seat priority air-conditioning mode in which the air-conditioning wind blowing range or swing range to the rear-seat occupant becomes narrow is adopted. Alternatively, the rear seat priority air conditioning mode in which the wind speed or the air volume ratio toward the rear seat occupant direction or the face portion direction of the rear seat occupant is increased may be employed.
[0083]
[Features of First Embodiment]
When the temperature deviation between the passenger compartment temperature and the set temperature on the driver's and passenger's side is above a predetermined value (for example, 15 ° C), the blower 4 is turned on and the compressor is turned on to cool the air flowing in the air conditioning duct 2 Alternatively, cool-down control for dehumidifying and rapidly cooling the passenger compartment is performed. At this time, when the air outlet mode is the FACE mode or the B / L mode and the swing mode changeover switches 69 and 73 are set to “AUTO”, the driver seat side, the driver seat side of the passenger side center grille 41, The swing range or the swing stop direction of the passenger seat side center louvers 43, 46 and the driver seat side, the driver seat side side grille 41, and the passenger seat side louvers 43, 46 are automatically controlled.
[0084]
And, during air conditioning transitions such as during cool-down control, and when passengers are seated (sitting) in the front passenger seat, the driver (driver) in the driver's front seat can perform safe driving The driver's seat side center louvers 43 and 46 and the driver's seat side louvers 43 and 46 are directed toward the driver's face, and cool air blown from the driver's seat side center grille 41 and the driver's seat side grille 42 is directed to the driver's upper body (particularly the face). The driver's feeling of cooling is enhanced by supplying a large amount toward the passenger compartment), and the passenger seat side center louvers 43, 46 and the passenger seat side louvers 43, 46 are directed toward the passenger's front passenger seat (passenger). A large amount of cold air blown from the passenger side center grille 41 and the passenger side side grille 42 is supplied toward the upper body (particularly the face) of the passenger. In Rukoto, by increasing the cooling sensation of the passenger, it is possible to improve quickly the comfort of the occupant of the front seat.
[0085]
Also, when the air conditioning transition is in progress and there are no passengers in the front passenger seat and the dual switch 58 is not turned on, it is determined that the rear seat priority air conditioning mode has not been selected, and the driver can drive safely. So that the driver's seat side center louvers 43 and 46 and the driver's seat side louvers 43 and 46 face the driver's face, and the passenger seat side center louvers 43 and 46 and the passenger seat side louvers 43 and 46 also face the driver's face. By blasting the driver's upper body (especially the face) intensively with the cool air blown from the driver's seat side, the passenger seat side center grille 41 and the driver seat side, passenger seat side grille 42, The driver's cooling feeling can be enhanced and the driver's comfort can be improved more quickly.
[0086]
In addition, when the air conditioning transition is in progress and there is no passenger in the front passenger seat and the dual switch 58 is turned on, it is determined that the rear seat priority air conditioning mode is selected, and the driver can operate safely. The driver's seat side center louvers 43 and 46 and the driver's seat side louvers 43 and 46 are directed toward the driver's face so that the cool air blown from the driver's seat side center grill 41 and the driver's seat side grill 42 is directed to the upper body of the driver. By supplying more toward the face (especially the face), the cooling feeling of the driver is enhanced, and the passenger seat side center louvers 43 and 46 and the passenger seat side louvers 43 and 46 are directed toward the face of the occupant on the driver seat rear seat. Alternatively, cool air blown from the passenger seat side center grille 41 and the passenger seat side side grille 42 toward the occupant face of the passenger seat side rear seat is rearward from the driver seat side. By supplying more to the upper body (especially the face) of the passengers in the passenger seat or the passenger's rear seat, the air conditioning of the passenger in the driver's rear seat or the passenger's rear seat increases the cooling feeling. The comfort of the passengers in the seat can be improved quickly.
[0087]
Therefore, when there are no passengers in the front passenger seat and passengers are in the rear seat, after turning off the swing switch, the position far from the driver's front seat to cool the rear seat quickly The driver's hand can be easily reached without the troublesome operation of directing the passenger seat center, the side grille 41, 42 center, and the side louvers 43, 46 toward the rear seat occupant. By switching the existing dual switch 58 for instructing to perform air conditioning, a place (rear seat) to be preferentially air-conditioned can be easily set. That is, by operating the DUAL switch 58, the cool air can be easily directed to the rear seat, so that it is possible to easily realize the control for improving the rear seat comfort in the initial cool-down period. In the present embodiment, for example, assuming rapid cooling after parking in the hot weather in summer, for example, the rear seat comfort control such as applying cool air to the face of the rear seat occupant is performed at the early stage of cool down. Further, it may be used for rear seat comfort improvement control such as applying hot air to the rear passenger's face during rapid heating in winter.
[0088]
[Second Embodiment]
FIG. 28 shows a second embodiment of the present invention and is a view showing an air conditioner operation panel.
[0089]
In the present embodiment, the air-conditioning air blown out from each FACE outlet 21, 22, 31, 32 in the driver-side air-conditioning zone and the passenger-side air-conditioning zone integrally with the air-conditioner operation panel 51 (center, A louver operation (SWINGSW) panel 100 for operating the swinging state of the side louvers 43 and 46 is provided. The louver operation panel 100 includes a MATCH switch 101, a Dr switch 102, a Pa switch 103, and a swing mode changeover switch 104. The swing mode changeover switch 104 is similar to the swing mode changeover switches 69 and 73 of the first embodiment, such as “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING ( This is a rotary switch having switching positions of “vertical swing)” and “R-LSWING (left-right swing)”.
[0090]
The MATCH switch 101, the Dr switch 102, and the Pa switch 103 are push switches having a normal position (OFF) and a push-in position (ON). When the MATCH switch 101 is turned on, an output is made so that at least one of the driver seat side, the passenger seat side center, and the side louvers 43 and 46 swings. When the Dr switch 102 is turned on, an output is made to swing at least one of the center on the driver's seat side and the side louvers 43 and 46. Further, when the Pa switch 103 is turned on, an output is made so that at least one of the center on the passenger seat side and the side louvers 43 and 46 swings.
[0091]
[Third Embodiment]
29 and 30 show a third embodiment of the present invention. FIG. 29 is a diagram showing the configuration of the blowing state changing device, and FIG. 30 is a diagram showing the configuration of the blowing state changing device.
[0092]
The air conditioner ECU 50 of the present embodiment is connected to potentiometers 97 and 98 for detecting the center of each blowing state changing device and the current position of the side louvers 43 and 46 (louver direction or blowing direction of conditioned air). As shown in FIG. 29, a plurality of (four in this example) potentiometers 97 are respectively provided in the vicinity of the right and left blowing state changing device, and are movable contacts that reciprocate in the horizontal direction integrally with the link lever 44. 97a, and a blowing direction or blowing position detecting means comprising a resistance element 97b or the like that changes the voltage dividing ratio by the movement of the movable contact 97a.
[0093]
As shown in FIG. 30, a plurality of (four in this example) potentiometers 98 are respectively provided in the vicinity of the vertical blowing state changing device, and are movable contacts that reciprocate in the vertical direction integrally with the link lever 47. This is a blowing direction or blowing position detecting means comprising 98a and a resistance element 98b which changes the voltage dividing ratio by the movement of the movable contact 98a. In this embodiment, servomotors 43b and 46b are used as louver motors instead of stepping motors.
[0094]
[Fourth Embodiment]
FIGS. 31 to 33 show a fourth embodiment of the present invention, and FIG. 31 is a diagram showing the configuration of the blowing state changing device.
[0095]
The blowing state changing device 140 of the present embodiment is installed in the concentrated diffusion grills 120 and 130 that form the center and side FACE outlets 121 and 131. The blowing state changing device 140 includes a plurality of (three in this example) first to third louvers 141 that are swingably mounted in the right and left direction in the concentrated diffusion grills 120 and 130, and the first to third louvers. A plurality of (three in this example) first to third link plates 143 for causing the three louvers 141 to swing in a predetermined swing range in the left-right direction around each fulcrum 142, and these first to third links. A flat plate 145 that rotates the plate 143 around each fulcrum 144 and a louver motor 146 as an actuator that reciprocates the flat plate 145 back and forth with respect to the traveling direction of the vehicle.
[0096]
The first to third link plates 143 are formed with oval engagement holes 148 with which cylindrical pins 147 provided on the upper end surfaces of the first to third louvers 141 are engaged. Further, the flat plate 145 is provided on the upper end surface on the louver motor 146 side, and the first to third engagement holes 151 to 153 with which the cylindrical pins 149 provided on the upper end surface of each link plate 143 are engaged. A rack 154 is formed. Note that the order of forming the first to third engagement holes 151 to 153 is reversed between the concentrated diffusion grill 120 and the concentrated diffusion grill 130.
[0097]
Further, the flat plate 145 is guided by guides 155 and rails 156 provided on the outer wall surfaces of the concentrated diffusion grills 120 and 130, and is slidable on the outer wall surfaces in the front-rear direction of the vehicle. The louver motor 146 is installed on a mounting base 157 attached to the outer wall surface of the concentrated diffusion grills 120 and 130. A pinion 159 that meshes with the rack 154 is assembled to the outer periphery of the tip of the output shaft of the louver motor 146.
[0098]
In this embodiment, by operating the louver motor 146, as shown in FIG. 32, the flat plate plate 145 is positioned on the rearmost side of the vehicle (the side closer to the front seat occupant) on the outer wall surfaces of the concentrated diffusion grills 120 and 130. Then, when the first to third louvers 141 are directed to the left side of the figure (in the direction of the front seat occupant), the conditioned air blown out from the concentrated diffusion grills 120 and 130 intensively blows out toward the upper body of the front seat occupant. Set to mode.
[0099]
Further, by operating the louver motor 146 in the reverse direction to the above, as shown in FIG. 33, the flat plate plate 145 is farthest from the front of the vehicle (from the front seat occupant) on the outer wall surface of the concentrated diffusion grills 120 and 130. The first louver 141 is directed to the right side (direction to remove the front seat occupant), the second louver 141 is directed to the upper side (center direction), and the third louver 141 is to the left side (front seat occupant direction). ), The wide air blowing mode in which the conditioned air blown from the concentrated diffusion grills 120 and 130 blows out to the entire vehicle interior is set. Then, by repeating forward rotation and reverse rotation of the louver motor 146, the first to third louvers 141 swing around the fulcrum. This wide blowing mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is increased, or the wind speed or air volume ratio in the rear seat occupant direction or the rear seat occupant face direction is increased. .
[0100]
[Fifth Embodiment]
FIGS. 34 and 35 show a fifth embodiment of the present invention. FIG. 34 shows a vehicle instrument panel, and FIG. 35 shows a face duct of an air conditioning unit.
[0101]
In this embodiment, the partition plate 14 in the air conditioning duct 2 of the first embodiment is eliminated. A wide-flow FACE outlet 161 that opens on the most downstream side of the face duct 160 connected to the air downstream end of the air conditioning duct 2 is provided as the front seat side FACE outlet. The wide-flow FACE outlet 161 has a driver seat side and a passenger seat side center FACE outlet 162, 163 opened at the front center of the instrument panel 40, and both sides of the instrument panel 40 in the vehicle width direction, that is, a side window of the vehicle. The driver seat side and the passenger seat side FACE outlets 164 and 165 open in the vicinity, and the driver seat side and the passenger seat side middle FACE outlets 166 and 167 opened between these FACE outlets are configured. . Each of the FACE outlets 162 to 167 is provided with a plurality of louvers for changing the blowing direction of the conditioned air by manual operation of the occupant.
[0102]
FACE doors 171 for opening and closing the respective FACE outlets 162 to 167 are rotatably attached to the face duct 160, and are used for opening and closing the driver seat side, middle FACE outlets 164 and 166. A driver seat side middle FACE door 172 is rotatably attached. Further, a passenger seat side FACE door 173 for opening and closing the passenger seat side side and the middle FACE outlets 165 and 167 is rotatably attached to the face duct 160, and the driver seat side and the passenger seat side center are provided. Driver seat side and passenger seat side center FACE doors 174 and 175 for opening and closing the FACE outlets 162 and 163 are rotatably attached.
[0103]
The driver seat side, passenger seat side middle FACE doors 172, 173 and the driver seat side, passenger seat side center FACE doors 174, 175 are provided on the driver seat side, passenger seat side FACE outlets 164, 165 depending on the opening. And the blowing state (for example, wide blowing mode and spot blowing mode) of the air-conditioning wind which blows in into each air-conditioning zone from the driver's seat side and the passenger seat side middle FACE blower outlets 166 and 167 is changed.
[0104]
In the present embodiment, the FACE door 171 is moved to the open side by an actuator such as a servo motor, and the driver seat and passenger side middle FACE doors 172 and 173 are moved to the closed side by an actuator such as a servo motor. As a result, the driver side and passenger side center FACE outlets 162 and 163 and the driver side and passenger side FACE outlets 164 and 165 are opened, and the driver side and passenger side middle FACE outlets 166 and 167 are opened. By closing the opening, the opening area of the wide flow FACE outlet 161 is reduced, thereby reducing the range of the conditioned air blown from the wide flow FACE outlet 161 and locally in the head and chest of the passengers in the air conditioning zone Air conditioned air is blown out (spot blowing mode).
[0105]
Further, the FACE door 171 is moved to the open side, and the driver side and passenger side middle FACE doors 172 and 173 are moved to the intermediate positions. Accordingly, the driver's seat side, passenger seat side center FACE outlets 162 and 163, the driver's seat side, passenger seat side FACE outlets 164 and 165, and the driver's seat side and passenger seat side middle FACE outlets 166 and 167 are opened. Thus, by increasing the opening area of the wide flow FACE outlet 161, the blowout range of the conditioned air blown from the wide flow FACE outlet 161 is increased, and the conditioned air is blown out diffusely into the air conditioning zone (wide). Blowing mode). This wide blowing mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is increased, or the wind speed or air volume ratio in the rear seat occupant direction or the rear seat occupant face direction is increased. .
[0106]
In addition, a FACE door may be added in the face duct 160 to further control the change in the air distribution amount, or one or more partition plates may be placed in the air conditioning duct 2 and the face duct 160. The air distribution amount for each occupant in the driver's seat side and passenger's seat side air conditioning zone may be changed by arranging a blower for each air passage and varying the air flow amount of each blower. Further, when the driver side and passenger side center FACE doors 174 and 175 are moved and only the driver side and passenger side center FACE outlets 162 and 163 are opened, the direction of passengers in the rear seat of the driver seat or the assistant It can be thought of as a balloon in the direction of the passenger in the rear seat.
[0107]
[Sixth Embodiment]
FIG. 36 shows a sixth embodiment of the present invention, and is a view showing a vehicular drum ventilator.
[0108]
The vehicular drum ventilator of the present embodiment is provided with a cylindrical case 202 communicating with a face duct of an air conditioning duct in an instrument panel 201 of an automobile. The case 202 forms a FACE outlet 203 inside. A cylindrical air distribution drum 204 is rotatably provided in the air downstream end of the case 202.
[0109]
In this air distribution drum 204, a vertical louver 205 is supported so as to be rotatable left and right, and a horizontal louver 206 is provided so as to form a lattice in combination with this vertical louver 205. A damper 207 that adjusts the amount of air-conditioning air blown from the FACE outlet 203 is rotatably supported in the upstream end of the case 202 on the air upstream side. The vertical louver 205 and the horizontal louver 206 are given a swinging motion by an actuator such as a louver motor via a link mechanism (not shown) in the same manner as in the first embodiment. Here, the air distribution drum 204 of the present embodiment includes a cylindrical first drum 211 rotatably attached to a front end portion of the case 202, and a cylindrical shape built in the first drum 211. And a second drum 212.
[0110]
In this embodiment, when changing the blowing direction of the conditioned air, the direction of the front opening of the second drum 212 may be changed. For example, as shown in FIG. 36, when the central axes of the case 202, the first drum 211, and the second drum 212 are substantially aligned, the air-conditioning air blowing direction is obliquely upward, and the face direction of the rear seat passenger Blow out locally. Also, by rotating the first drum 211 and the second drum 212 counterclockwise with respect to the central axis of the case 202, the air-conditioning air blowing direction is directed downward, and the upper part of the rear seat occupant is localized in the upper body direction. Blowing out. This blowing mode increases the swing stop time in the rear seat occupant direction of the present invention, or increases the occupant concentrated blow time, or the wind speed or air volume ratio toward the rear seat occupant direction or the rear seat occupant face direction. This corresponds to an air-conditioning mode in which increases.
[0111]
[Seventh Embodiment]
37 and 38 show a seventh embodiment of the present invention, and FIGS. 37 and 38 show an air blowing louver.
[0112]
The air blowing louver 220 of the present embodiment has an elongated cylindrical shape made of, for example, a resin material, and is provided with an engagement hole 221 having a D-shaped cross section on one end surface and a fitting hole 222 on the other end surface. ing. An air passage 223 is provided at a position eccentric to the rotational axis O of the air blowing louver 220 over the axial direction of the air blowing louver 220, and a position on the opposite side of the air passage 223 across the rotational axis O. Is provided with a closing portion 224 in the axial direction. That is, the closing portion 224 has a convex arc surface 225 that passes through the rotational axis O with the center of curvature as the center, and is formed solidly by the convex arc surface 225 and a part of the outer peripheral surface of the air blowing louver 220. A hollow portion 226 is formed in the central portion of the closing portion 224 in the axial direction.
[0113]
The air blowing louver 220 has a concave arc surface 227 centered on the center of curvature, and the fin 228 is formed by the concave arc surface 227 and a part of the outer peripheral surface of the air blowing louver 220, thereby An air passage 223 having an arc shape with a constant width is formed between the arc surface 225 and the concave arc surface 227. Further, an arc-shaped rectifying fin 229 is provided in the middle of the air passage 223 in the width direction.
[0114]
The air blowing louver 220 as described above is accommodated in an elongated rectangular air blowing opening (not shown) opened on the most downstream side of the air blowing duct. The engagement hole 221 of the air blowing louver 220 is engaged with an engagement shaft portion 232 having a D-shaped cross section formed on a rotation shaft 231 of a motor 230 such as a stepping motor or a servo motor. A bearing pin 233 projecting from the side wall of the air blowing duct is rotatably fitted in the fitting hole 222.
[0115]
Therefore, the air blowing louver 220 is supported at two points by the rotating shaft 231 and the bearing pin 233 of the motor 230, and is provided so as to be swingable in the vertical direction around the rotating shaft O. It is comprised so that the blowing direction of the conditioned air blown off can be changed. And the blowing mode in which the blowing direction of the conditioned air is directed toward the rear seat occupant direction is such that the swing stop time in the seated occupant direction of the present invention becomes longer, the occupant concentrated blowing time becomes longer, the occupant direction or the occupant face This corresponds to the air conditioning mode in which the wind speed or air volume ratio in the direction increases.
[0116]
[Configuration of Eighth Embodiment]
39 to 42 show an eighth embodiment of the present invention, FIG. 39 is a view showing an instrument panel, and FIG. 40 is a view showing a blowout duct, a support frame, and a rotary valve.
[0117]
In the present embodiment, an air conditioning unit 302 for air-conditioning the vehicle interior is installed at the inner lower part of the instrument panel 301 of the automobile. In addition, one blowing duct 304 that forms a straight air outlet 303 that has a U-shaped cross section and is elongated in the vehicle width direction is attached to the front surface of the instrument panel 301. An air guide duct 305 that guides the conditioned air from the air conditioning unit 302 to the air outlet 303 is connected to the rear surface of the outlet duct 304.
[0118]
A louver support frame 306 is attached to the front surface of the blowout duct 304. The louver support frame 306 changes the blowing direction of the conditioned air blown from the air outlet 303 into the air conditioning zone of the passenger compartment. The vertical louver 307 and the horizontal louver 309 are provided in a grid pattern. A rotary valve 310 is provided on the air upstream side of the louver support frame 306 to change the air distribution amount by changing the opening degree of the air outlet 303.
[0119]
The rotary valve 310 has a support shaft 311 that is rotatably supported by the slit 312 of the outlet duct 304. The rotary valve 310 has a substantially halved cylindrical shape having end walls 313 at both ends, and a rear end edge 314 that is one end side on the air upstream side of the surface shape of the rotary valve 310 is formed in a substantially linear shape. The front end edge 315, which is one end of the surface of the rotary valve 310 on the downstream side of the air, has a horizontal straight line 316 at the center thereof and a substantially arc-shaped curve formed on the left and right sides of the horizontal straight line 316. Part 317. That is, the cross-sectional shape of the rotary valve 310 is a semicircular shape at the horizontal straight portion 316, and gradually changes from a semicircular shape to a substantially semicircular shape toward the left and right ends at the curved portion 317.
[0120]
Further, an adjustment dial 319 for rotating the rotary valve 310 and adjusting the blowing state of the conditioned air is fixed to the outer end of the support shaft 311 of the rotary valve 310. Note that the support shaft 311 of the rotary valve 310 is rotated by an actuator such as a valve motor via a link mechanism (not shown) in the same manner as in the first embodiment.
[0121]
[Operation of Eighth Embodiment]
Next, the operation of this embodiment will be briefly described with reference to FIGS.
[0122]
When the rotary valve 310 is driven to the rotation position in the spot blowing mode by the actuator, the central portion of the air outlet 303 is completely closed by the rotary valve 310 as shown in FIG. As shown in FIGS. 41 (b) and 41 (c), the left and right end portions of the air outlet 303 are gradually opened larger as they become closer to the left and right ends of the air outlet 303. As a result, the conditioned air from the air conditioning unit 302 is not blown out from the central portion of the air outlet 303 at all, but is gradually blown out in large quantities as it approaches the left and right ends of the air outlet 303. As a result, in front of the left and right ends of the air outlet 303, a spot blowing mode is performed in which a large amount of conditioned air is intensively blown toward the driver's front passenger or the passenger's front passenger. .
[0123]
On the other hand, when the rotary valve 310 is driven to the rotational position in the wide blow mode by the actuator, the air blower outlet 303 has both the central portion and the left and right end portions as shown in FIGS. 42 (a) to 42 (c). It is almost fully open. Thereby, the wide blowing mode in which the conditioned air from the air conditioning unit 302 is uniformly blown into the air conditioning zone over the entire length of the air outlet 303 is performed. This wide blowing mode corresponds to an air conditioning mode in which the swing stop time in the rear seat occupant direction of the present invention is increased, or the wind speed or air volume ratio in the rear seat occupant direction or the rear seat occupant face direction is increased. .
[0124]
[Ninth Embodiment]
FIG. 43 shows a ninth embodiment of the present invention, and FIGS. 43 (a) to 43 (e) are diagrams showing modifications of the rotary valve.
[0125]
Each rear end edge 314 of the rotary valve 310 of FIGS. 43A to 43E is formed on the same straight line as the rear end edge 314 of the eighth embodiment. Each shape is different. That is, the front end edge 321 of the rotary valve 310 in FIG. 43A is formed by forming a U-shaped recess 326 at the center of the horizontal straight line portion 316 of the front end edge of the eighth embodiment. The conditioned air is intensively blown not only from the curved portion 317 but also from the concave portion 326.
[0126]
And the front end edge 322 of the rotary valve 310 of FIG. 43 (b) is the one in which only the right curved portion 317 of the eighth embodiment is left and the left curved portion is eliminated, and the conditioned air is only the curved portion 317. Is intensively blown out from. Further, the front end edge 323 of the rotary valve 310 of FIG. 43 (c) is formed in an inverted V shape over the entire length of the rotary valve 310, and the amount of conditioned air blown off gradually increases from the central portion toward the left and right ends. It is supposed to be.
[0127]
The front end edge 324 of the rotary valve 310 shown in FIG. 43 (d) is formed in a V-shape opposite to the rotary valve 310 shown in FIG. 43 (c), and the amount of conditioned air blown out from the left and right ends toward the center. It gradually increases. Further, the front end edge 325 of the rotary valve 310 in FIG. 43 (e) gradually decreases in height linearly from the left end to the right end, and the amount of the conditioned air blown off gradually increases from the left end toward the right end. It is to increase.
[0128]
[Tenth embodiment]
FIG. 44 shows a tenth embodiment of the present invention, and FIG. 44 is a view showing a swing mechanism that swings two center grilles in a left-right direction by one louver motor.
[0129]
In the first embodiment, as shown in FIG. 5, the swing in the left-right direction of the wind direction variable louver 43 is realized by using one stepping motor 43a for one center and side grille. Then, as shown in FIG. 44, a rack and pinion mechanism including a pinion gear 502, a link plate with a rack 504 on the driver's seat side (right seat side) and a link plate with a rack 505 on the passenger seat side (left seat side) is used. Thus, the wind direction variable louvers 511 and 521 of the two driver seat side and passenger seat side center grills 510 and 520 are swung in the left and right direction by one louver motor 501 capable of forward and reverse rotation.
[0130]
Here, on the outer periphery of the output shaft 503 of one louver motor 501, a pinion gear 502 that meshes with the two link plates with racks 504 and 505 is fixed. Coupled plates 506 and 507 are provided to the two link plates with racks 504 and 505, respectively, for imparting a swinging motion to the wind direction variable louvers 511 and 521. Further, two driver-seat-side and passenger-side center grilles 510 and 520 are provided at the air downstream end of the air-conditioning unit, and driver-side and passenger-side center FACE outlets 512 and 522 are formed inside, respectively. ing.
[0131]
The wind direction variable louvers 511 and 521 are the driver side and passenger side swing louvers that swing (oscillate) in the left and right directions around the fulcrums 513 and 523, respectively. This is a blowing state changing device that varies the direction of the conditioned air blown into the passenger compartment from the two driver seat side and passenger side center FACE outlets 512, 522 formed in the side center grills 510, 520. And, the blowing mode in which the conditioned air blown out from the driver side and passenger side center FACE outlets 512 and 522 is directed toward the rear seat increases the swing stop time in the rear seat occupant direction of the present invention. This corresponds to an air conditioning mode in which the wind speed or the air volume ratio in the seat occupant direction or the face direction of the rear seat occupant is increased.
[0132]
In this embodiment, when the pinion gear 502 is rotated clockwise by the louver motor 501, the rack-attached link plate 504 on the driver's seat side moves in the right direction in the figure, and the link plate 505 with rack on the passenger seat side moves in the left direction in the figure. At this time, the wind direction variable louver 511 on the driver's seat side faces the left side in the figure, and the wind direction variable louver 521 on the front passenger side faces the right side in the figure. Conversely, when the pinion gear 502 rotates counterclockwise by the louver motor 501, the rack-attached link plate 504 on the driver's seat side moves to the left in the figure, and the link plate 505 with rack on the passenger seat side moves to the right in the figure. At this time, the wind direction variable louver 511 on the driver seat side faces the right side in the figure, and the wind direction variable louver 521 on the passenger seat side faces the left side in the figure. By having such a swing mechanism 500, the two driver-seat-side and passenger-seat-side center grills 510 and 520 can be swung in a left-right direction with a single louver motor 501.
[0133]
Further, when the conditioned air is blown straight out from the driver's seat side center grill 510, the conditioned air is also blown out straight from the passenger seat side center grill 520. Further, when the conditioned air is blowing from the driver's seat side center grill 510 in the left direction in the figure, the conditioned air is blown out from the passenger side center grill 520 in the right direction in the figure. Therefore, since the wind direction variable louvers 511 and 521 of the two driver seat side and passenger seat side center grills 510 and 520 are swung using a number smaller than that number, that is, one louver motor 501, the louver motor 501 is installed. Space can be reduced and swing louver control is simplified.
[0134]
In this embodiment, the wind direction variable louvers 511 and 521 of the two driver seat side and passenger seat side center grills 510 and 520 are swung by one louver motor 501, but each wind direction variable of three or more grilles is variable. The blowing state changing device such as a louver may be swung by a driving means such as a single louver motor. In this embodiment, the wind direction variable louvers 511 and 521 of the two driver seat side and passenger seat side center grills 510 and 520 are swung by one louver motor 501, but each wind direction variable of three or more grilles is variable. The blowing state changing device such as a louver may be swung by a smaller number of driving means such as a louver motor. In the present embodiment, as shown in FIG. 44, the wind direction variable louvers 511 and 521 of the two driver seat side and passenger seat side center grills 510 and 520 are horizontally placed by one louver motor 501 using a rack and pinion mechanism. Swing is performed in the direction (left-right direction in the figure) in a double-spreading manner, but other mechanisms may be used to swing in a double-spreading manner in the horizontal direction or the vertical direction.
[0135]
Other Embodiment
In this embodiment, the driver's seat side, the passenger seat side center grille 41, the driver seat side, and the passenger seat side grille 42 are fixed to the instrument panel 40, but each center and side grille are supported so as to be rotatable in the left-right direction. In this state, it may be attached to a storage member such as a dashboard, or each center and side grille may be attached to a storage member such as a dashboard while being supported so as to be rotatable in the vertical direction. In this case, the grill body may be swung as a blowing state changing device. Also, a blowing state changing device such as a wind direction changing means (wind direction changing louver or wind direction changing grill) is provided at the side of the vehicle interior, the central part of the vehicle interior (for example, near the console box) or the outlet provided in the ceiling of the vehicle. May be.
[0136]
In this embodiment, as a swing louver (wind direction variable louver) that adjusts the air direction of the conditioned air, each FACE outlet is provided with both a center that swings left and right, a side louver 43, a center that swings up and down, and a side louver 46. However, as a swing louver (wind direction variable louver) for adjusting the wind direction of the conditioned air, only one of the center swinging in the horizontal direction, the side louver 43, the center swinging in the vertical direction, and the side louver 46 is provided at each FACE outlet. Also good.
[0137]
In the present embodiment, the configuration is such that the conditioned air is blown out from the respective FACE outlets 21, 22, 31, 32 of the air conditioning duct 2 by rotating one blower 4, but the two blowers are rotated. The air distribution duct 2 may be configured to change the air distribution amount of the air-conditioning air blown out from the driver seat-side and passenger-side FACE outlets of the air-conditioning duct 2 into the passenger compartment, and the number of blowers corresponding to the number of FACE outlets. It is also possible to change the air distribution amount at which the conditioned air is blown out from the respective FACE outlets of the air conditioning duct 2 into the vehicle interior by rotating the. Further, the air distribution amount to the occupant may be changed independently for each FACE outlet, or for each one side and the other side outlet.
[0138]
In the present embodiment, as a method of detecting the operating position of the blowing state changing device such as a swing louver, the method of counting pulses sent to the stepping motor or the operating position of the blowing state changing device using a servo motor provided with a potentiometer is used. Although detected, the armature noise may be counted in a servo motor that does not have a potentiometer so that the operating angle of the blowing state changing device can be detected by calculating the operating angle like a stepping motor. .
[0139]
In the first embodiment, it is assumed that the cool air blown from the passenger seat side center grille 41 is directed toward the driver seat side rear seat or the passenger seat side rear seat or the rear seat central portion, and the cool air blown from the passenger seat side grill 42 is operated. It is assumed that the seat is located between the rear seat on the seat side or the rear seat on the passenger seat or between the side window and the rear seat on the passenger seat, but either the rear seat on the driver seat or the rear seat on the passenger seat has priority. If it is known in advance that the air conditioning is desired, the comfort feeling of the passenger seated in the seat may be improved particularly quickly by setting it in advance. For example, the control for improving the comfort of the rear seat at the initial stage of the cool-down may be performed such that the direction of the cool air blown from the center grill 41 on the passenger seat is directed only toward the passenger on the rear seat on the driver's seat.
[0140]
In the first embodiment, the air conditioning control is performed so as to immediately return to the normal swing range determination control when the cool-down determination is deviated, but by gradually returning the swing width of the wind direction variable louver and the swing stop time, A sudden change in warmth is prevented, and a smooth transition to a steady state is possible. In the first embodiment, when the temperature deviation between the set temperature in the passenger compartment and the passenger compartment temperature is equal to or greater than a predetermined value, the control is shifted to the rear seat comfort improvement control at the initial stage of cool-down. One or more air conditioning heat loads of after-evaporation temperature, vehicle interior temperature, skin temperature, blowout temperature, air volume, blower voltage, air outlet mode, solar radiation amount, solar radiation direction, set temperature, seat temperature, steering temperature, vehicle speed The above-described rear seat comfort feeling improvement control may be performed until the value changes by a predetermined value or more. Also, evaporator temperature, post-evaporation temperature, vehicle interior temperature, skin temperature, blowout temperature, air volume, blower voltage, air outlet mode, solar radiation amount, temperature deviation between the vehicle interior set temperature and vehicle interior temperature, seat temperature, steering When one or more of the temperatures is equal to or higher than a predetermined value or the vehicle speed is equal to or lower than a predetermined value, it is determined that the air conditioning heat load is high, and the above-described rear seat comfort improvement control is performed. Also good.
[0141]
In addition, by providing a visual display means such as a liquid crystal monitor or graphic or an auditory display means such as a sound or buzzer that informs the occupant that the rear seat comfort improvement control will be performed at the early stage of the cool-down, the cool-down control is performed during the cool-down control. Since cold air is directed to the passengers in the seat, it is possible to prevent the passengers from misunderstanding that they are out of order, and to appeal that they are being performed as a special function. In addition, at least one of the air condition zones that perform the rear seat comfort improvement control independently in at least one air conditioning zone or at least one of the blowing state change devices such as swing louvers attached to each FACE outlet. By performing the rear-seat comfort improvement control independently in the early stage of cool-down independently by the above-described blowing state changing device, more free air-conditioning control, for example, air-conditioning control that suits individual preference can be performed. In addition, by providing a means for canceling the air conditioning control that performs air conditioning with priority on the rear seat, if the above-mentioned control for improving the comfort of the rear seat does not match the air conditioning feeling of the passenger, Thus, the above-described rear seat comfort improvement control may be stopped or interrupted. In this case, the air conditioning state in the passenger compartment can be made to correspond to the personal preference by the operation of the passenger.
[0142]
In the first embodiment, the cold air blown from the passenger seat side center grill 41 and the passenger seat side grill 42 is directed to the rear seat, but either the driver seat side center grill 41 or the driver seat side grill 42 is used. The cool air blown from the grill may be directed to the rear seat, and the air-conditioning air blow rate to the upper body of the rear or middle passenger is increased by operating the air outlet mode switching means on the passenger seat side. You may make it switch to the blower outlet mode which increases air conditioning to the upper body of a passenger | crew of a backseat or a middle seat more than a seat. Further, the blowing temperature may be changed in a direction in which the air conditioning of the rear seat or the middle seat becomes stronger by operating the blowing temperature changing means on the passenger seat side.
[0143]
In the first embodiment, it is determined whether or not there is an occupant in the passenger seat based on the seat belt wearing signal, but it is determined that the occupant is seated when a predetermined load is applied to the seat cushion of the passenger seat. A seat switch that outputs a passenger occupant signal to the air conditioner ECU 50 when it is determined that the passenger is seated, and that outputs a passenger absent signal to the air conditioner ECU 50 when it is determined that the occupant is absent may be installed (equipped) on the passenger seat. Here, as an occupant absence detection means for detecting or estimating that the passenger seat is absent, or as an occupant information detection means for detecting that the driver seat rear seat or the passenger seat rear seat is an occupant seat, In addition to the seat belt wearing signal and the seat switch described above, an infrared sensor for detecting infrared rays emitted from the occupant, a vehicle interior image detecting means such as a CCD for identifying the human shape and detecting the presence of the occupant and the absence of the occupant, or One or more of the ultrasonic sensors may be used.
[0144]
Furthermore, the presence / absence of an occupant may be estimated from the passenger's getting on and off using a door opening / closing signal generated when the door of the vehicle is opened / closed. Also, passengers are seated using various switch input signals that are installed near the passenger seat or near the rear seats and cannot be input easily unless the passenger is present. The absence of an occupant may be estimated. Some of these examples include the use of sensors that are not currently equipped on the vehicle and that need to be newly installed on the vehicle. The number of occupant information detection means (occupant sensors) such as means or occupant absence detection means is increasing, and if this occupant sensor is used, the rear seat at the early stage of cool-down that rapidly cools the vehicle compartment without significant cost increase Comfort can be improved.
[0145]
In the first embodiment, the driver seat side, the driver seat side of the passenger seat side center grille 41, the passenger seat side center louvers 43 and 46, and the driver seat side, the driver seat side of the passenger seat side grill 42, the passenger seat side louver. The swing stop time during the automatic swing control of 43 and 46 is set to 7 seconds in advance, but as shown in FIGS. 45 (a) and 45 (b), a random time in which the swing stop time is made random. (T) may be used. By doing so, the seated occupant is less accustomed to the conditioned air and the comfort of the seated occupant is less likely to decrease. The random table when the air conditioning heat load is high and the random table when the air conditioning heat load is low may be separated. That is, when the air-conditioning heat load is high, as shown in the characteristic diagram of FIG. 17, the total stop time is increased so that the driver seat side, the driver seat side center grille 41, the passenger seat side center louver 43. , 46 and the driver seat side, the passenger seat side side grille 42, the driver seat side, and the passenger seat side louvers 43, 46 can be increased in the air conditioning effect at the swing ends of the passenger seat side louvers 43, 46, thereby increasing the air conditioning effect.
[0146]
Further, by operating the blowing state changing device (the blower 4 and the passenger seat side center, the side louvers 43 and 46), the feeling of wind speed felt by the passenger in the rear seat or the middle seat may be made stronger than that in the front seat passenger. . The direction of the conditioned airflow toward the rear seat means increasing the swing stop time in the occupant direction or increasing the time or range of slow swinging in the occupant direction of the rear seat or the middle seat (Fig. 46) or lengthening the occupant concentrated blowing time, or narrowing the blowing range or swinging range in the occupant direction of the rear seat or the middle seat, or the occupant direction or the occupant face of the rear seat or the middle seat The wind speed in the direction may be increased. By using each air-conditioning means as described above, control of improving the comfort of the rear seats at the beginning of the cool-down can be performed, and the comfort of the passengers in the rear seats or the middle seats can be improved while mildly suppressing the inconvenience of the wind. Can do. In addition, when air conditioning is to be performed with priority on the rear seats, the comfort of the passengers in the rear seats can be improved more quickly by changing to the FACE mode or the wide air blowing mode in which the wind can easily reach the rear seats.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an overall configuration of a vehicle air conditioner (first embodiment).
FIG. 2 is a front view showing an instrument panel of the vehicle (first embodiment).
FIG. 3 is a front view showing an air conditioner operation panel (first embodiment).
FIG. 4 is a schematic view showing the overall configuration of the blowing state changing device (first embodiment).
FIG. 5 is a schematic view showing a configuration of a blowing state changing device (first embodiment).
FIG. 6 is a schematic view showing a configuration of a blowing state changing device (first embodiment).
FIG. 7 is a flowchart showing an example of a control program of the air conditioner ECU (first embodiment).
FIG. 8 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature on the driver seat side and the passenger seat side (first embodiment).
FIG. 9 is a characteristic diagram showing air outlet mode characteristics with respect to a target air outlet temperature on the driver's seat side and the passenger seat side (first embodiment).
FIG. 10 is a flowchart showing swing louver control by the air conditioner ECU (first embodiment).
FIG. 11 is a flowchart showing swing louver control by the air conditioner ECU (first embodiment).
FIG. 12 is a characteristic diagram showing a cool-down determination by the air conditioner ECU (first embodiment).
FIG. 13 is a characteristic diagram showing a relationship between a front seat position and a swing range (first embodiment).
FIG. 14 is a schematic diagram showing a swing range when air conditioning is steady (first embodiment).
FIG. 15 is a schematic diagram showing a swing range when air conditioning is steady (first embodiment).
FIG. 16 is a characteristic diagram showing a correction coefficient of the swing range with respect to the solar radiation left-right ratio (first embodiment).
FIG. 17 is a characteristic diagram showing the relationship between each air conditioning heat load and the total stop time (first embodiment).
FIG. 18 is an explanatory diagram showing initialization during swing louver control (first embodiment);
FIG. 19 is a schematic diagram showing the swing stop direction during air-conditioning transition and in the driver seat priority air-conditioning mode (first embodiment).
FIG. 20 is a schematic diagram showing the swing stop direction during air-conditioning transition and in the driver seat priority air-conditioning mode (first embodiment).
FIG. 21 is a schematic diagram showing a swing stop direction during air-conditioning transition and in the rear seat priority air-conditioning mode (first embodiment).
FIG. 22 is a schematic diagram showing a swing stop direction when the air conditioning is excessive and in the rear seat priority air conditioning mode (first embodiment).
FIG. 23 is a schematic diagram showing the swing stop direction during air-conditioning transition and in the rear seat priority air-conditioning mode (first embodiment).
FIG. 24 is a schematic diagram showing a swing stop direction when the air conditioning is excessive and in the rear seat priority air conditioning mode (first embodiment).
FIG. 25 is a schematic diagram showing a swing stop direction when the air conditioning is excessive and in the rear seat priority air conditioning mode (first embodiment).
FIG. 26 is a schematic diagram showing a swing range when the air conditioning is excessive and in the rear seat priority air conditioning mode (first embodiment).
FIG. 27 is a schematic diagram showing a swing range when the air conditioning is excessive and in the rear seat priority air conditioning mode (first embodiment).
FIG. 28 is a front view showing an air conditioner operation panel (second embodiment).
FIG. 29 is a schematic view showing a configuration of a blowing state changing device (third embodiment).
FIG. 30 is a schematic view showing a configuration of a blowing state changing device (third embodiment).
FIG. 31 is a perspective view showing a configuration of a blowing state changing device (fourth embodiment).
FIG. 32 is an explanatory view showing a case where the state of blowing from the concentrated diffusion grille is a spot blowing mode (fourth embodiment).
FIG. 33 is an explanatory view showing a case where the state of blowing from the concentrated diffusion grille is in a wide blowing mode (fourth embodiment).
FIG. 34 is a front view showing an instrument panel of a vehicle (fifth embodiment).
FIG. 35 is a schematic view showing a face duct of an air conditioning unit (fifth embodiment).
FIG. 36 is a cross-sectional view showing a drum ventilator for a vehicle (sixth embodiment).
FIG. 37 is a perspective view showing an air blowing louver (seventh embodiment).
FIG. 38 is a cross-sectional view showing an air blowing louver (seventh embodiment).
FIG. 39 is a front view showing an instrument panel (eighth embodiment).
FIG. 40 is a view showing an outlet duct, a support frame, and a rotary valve (eighth embodiment).
41 (a) to 41 (c) are cross-sectional views showing the rotational position of the rotary valve in the spot blowing mode (eighth embodiment).
42 (a) to 42 (c) are cross-sectional views showing the rotational position of the rotary valve in the wide blowing mode (eighth embodiment).
FIGS. 43A to 43E are perspective views showing modified examples of the rotary valve (the ninth embodiment).
FIG. 44 is a schematic view showing a swing mechanism that swings two center grilles in a left-right direction with a single louver motor (tenth embodiment).
FIG. 45A is a time chart showing an operation pattern of random swing, and FIG. 45B is a view showing an OFF time sequence (another embodiment).
FIG. 46 is a schematic diagram showing a swing range when the air conditioning is excessive and in the rear seat priority air conditioning mode (another embodiment).
[Explanation of symbols]
1 Air conditioning unit
2 Air conditioning duct
4 Blower (air conditioning means, blower, blowing state changing means)
15 Driver's side A / M door (air conditioning means, blowing temperature changing means)
16 Passenger side A / M door (air conditioning means, blowing temperature changing means)
21 Driver's side center FACE outlet
22 Driver's side FACE outlet
24 Driver's seat side outlet switching door (air conditioning means, outlet mode switching means)
25 Driver's seat side outlet switching door (air conditioning means, outlet mode switching means)
26 Driver seat side outlet switching door (air conditioning means, outlet mode switching means)
31 Passenger side center FACE outlet
32 Passenger side FACE outlet
35 Passenger side air outlet switching door (air conditioning means, air outlet mode switching means)
36 Passenger side air outlet switching door (air conditioning means, air outlet mode switching means)
41 Center grill on driver side and passenger side
42 Side grill on driver side and passenger side
43 Driver's side center louver, side louver (air conditioning means, blowing state changing means)
43 Passenger seat side center louver, side louver (air conditioning means, blowing state changing means)
46 Driver's seat side center louver, side louver (air conditioning means, blowing state changing means)
46 Passenger seat side center louver, side louver (air conditioning means, blowing state changing means)
50 Air conditioner ECU (air conditioning control means, occupant absence determination means, thermal load determination means)
58 Dual switch (switch means)

Claims (18)

(A) an air conditioning unit configured to blow conditioned air from a plurality of outlets into the passenger compartment;
(B) at least one air conditioning means in the air conditioning unit;
(C) switch means capable of setting a place to be preferentially air-conditioned among the rear seat or the driver seat by the operation of the occupant;
(D) having occupant absence determination means for determining whether or not the passenger seat is absent;
When the passenger seat is determined to be absent by the occupant absence determination means, a position to be preferentially air-conditioned among the rear seat or the driver seat is determined according to the operation of the switch means, and is set by the switch means. and the location in preference vehicle air conditioner having a conditioning control means for the air-conditioning control for the air conditioning. In the vehicle air conditioner according to claim 1,
Wherein the rear seat, air conditioning system, characterized in that at least one of luck Utateseki rear seat, passenger side rear seat and the middle seat. The vehicle air conditioner according to claim 1 or 2,
The determination that the passenger seat is absent is
For vehicles characterized by being determined using one or more occupant information detection means among a seat switch, an infrared sensor, a vehicle interior image detection means, a seat belt wearing signal, a door opening / closing signal, various switch input signals, and an ultrasonic sensor Air conditioner. (A) an air conditioning unit configured to blow conditioned air from a plurality of outlets into the passenger compartment;
(B) at least one air conditioning means in the air conditioning unit;
(C) switch means capable of setting a place to be preferentially air-conditioned among the rear seat or the driver seat by the operation of the occupant;
(D) occupant absence determination means for determining whether the passenger seat is absent, and thermal load determination means for determining whether the air conditioning heat load in the passenger compartment is high,
When it is determined by the heat load determining means that the air conditioning heat load is high , and the passenger seat determining means determines that the passenger seat is absent, either the rear seat or the driver seat according to the operation of the switch means preferentially determine where to air conditioning, the air conditioning system and a air conditioning control means for the location set by the switching means preferentially performs air conditioning control of the air conditioner. The vehicle air conditioner according to claim 4,
Wherein the rear seat, air conditioning system, characterized in that at least one of luck Utateseki rear seat, passenger side rear seat and the middle seat. In the vehicle air conditioner according to claim 4 or 5,
The determination condition that the air conditioning heat load is high is:
Post-evaporation temperature, vehicle interior temperature, skin temperature, air outlet temperature, air volume, blower voltage, air outlet mode, solar radiation amount, solar radiation direction, set temperature, temperature deviation between set temperature and vehicle interior temperature, seat temperature, steering temperature, vehicle speed The vehicle air conditioner is characterized in that one or more of the air conditioning heat loads is changed by a predetermined value or more. In the vehicle air conditioner according to claim 4 or 5,
When it is determined that the air conditioning heat load is high,
Evaporator temperature, temperature immediately after the evaporator, cabin temperature, skin temperature, blowout temperature, air volume, blower voltage, outlet mode, solar radiation, temperature deviation between the set temperature in the cabin and the cabin temperature, seat temperature, steering One or more of the temperatures are above a predetermined value,
Alternatively, the vehicle air conditioner is characterized in that the vehicle speed is equal to or lower than a predetermined value. The vehicle air conditioner according to any one of claims 1 to 7,
The vehicle air conditioner is characterized in that the air conditioning control means relaxes the degree of correction of the air conditioning control that preferentially air-conditions the place set by the switch means as time passes. The vehicle air conditioner according to any one of claims 1 to 8,
The vehicle air-conditioning apparatus, wherein the air-conditioning control means can independently perform air-conditioning control for air-conditioning the place set by the switch means in at least one air-conditioning zone. The vehicle air conditioner according to any one of claims 1 to 9,
The vehicle air-conditioning apparatus, wherein the air-conditioning control means can independently perform air-conditioning control for preferentially air-conditioning the place set by the switch means by at least one air-conditioning means. The vehicle air conditioner according to any one of claims 1 to 10,
A vehicle air conditioner provided with visual display means or auditory display means for notifying an occupant that air conditioning control for preferentially air-conditioning a place set by the switch means is performed. The vehicle air conditioner according to any one of claims 1 to 11,
A vehicle air conditioner provided with means for canceling air conditioning control for preferentially air-conditioning a place set by the switch means . The vehicle air conditioner according to any one of claims 1 to 12,
At least one or more air-conditioning means in the air-conditioning unit is at least one or more blowing state changing means for changing the blowing state of the conditioned air blown out from the outlet into the vehicle interior.
To preferentially air-condition the place set by the switch means ,
Riding on the place set by the switch means , the swing stop time in the occupant direction is increased,
Or more time or range of slow rocking in the occupant direction,
Or the occupant concentration blowing time becomes longer,
Or the blowing range in the occupant direction or the swinging range in the occupant direction is narrow,
Alternatively, the vehicle air conditioner is characterized in that the wind speed or the air volume ratio in the occupant direction or the occupant face direction is increased. The vehicle air conditioner according to any one of claims 1 to 12,
At least one or more air-conditioning means in the air-conditioning unit is at least one or more outlet mode switching means for switching the outlet mode.
To preferentially air-condition the place set by the switch means ,
The vehicle air conditioner is characterized in that the air conditioning to the upper body of the occupant who gets on the place set by the switch means becomes stronger or the mode is switched to the outlet mode in which the air volume ratio to the upper body of the occupant increases. apparatus. The vehicle air conditioner according to any one of claims 1 to 12,
At least one or more air-conditioning means in the air-conditioning unit is at least one or more blowing temperature changing means for changing the blowing temperature of the conditioned air blown out from the blowing outlet into the vehicle interior.
To preferentially air-condition the place set by the switch means ,
A vehicular air conditioner characterized in that the air temperature is changed in a direction in which air conditioning becomes stronger or a direction in which an occupant riding in a place set by the switch means increases air conditioning feeling. The vehicle air conditioner according to any one of claims 1 to 12,
At least one or more air-conditioning means in the air-conditioning unit is at least one or more blowing state changing means for changing the blowing state of the conditioned air blown out from the outlet into the vehicle interior.
To preferentially air-condition the place set by the switch means ,
A vehicle air conditioner characterized in that a feeling of wind speed felt by an occupant who gets in a place set by the switch means is strengthened. The vehicle air conditioner according to any one of claims 1 to 16,
The vehicle air conditioner is characterized in that the switch means is an independent air conditioning switch capable of setting left and right independent air conditioning for adjusting the temperature in the passenger compartment independently on the driver seat side and the passenger seat side. The vehicle air conditioner according to any one of claims 1 to 17,
In order to preferentially air-condition the place set by the switch means, the air-conditioning means on the passenger seat side, the blowing state changing means, the outlet mode switching means, or the blowing temperature changing means is used. Vehicle air conditioner.

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