JP3843962B2 - Air conditioner for vehicles - Google Patents

Air conditioner for vehicles Download PDF

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Publication number
JP3843962B2
JP3843962B2 JP2003120464A JP2003120464A JP3843962B2 JP 3843962 B2 JP3843962 B2 JP 3843962B2 JP 2003120464 A JP2003120464 A JP 2003120464A JP 2003120464 A JP2003120464 A JP 2003120464A JP 3843962 B2 JP3843962 B2 JP 3843962B2
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Prior art keywords
air
window glass
vehicle
temperature
vehicle window
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JP2004322849A (en
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グレゴリー クリス
桂三 後藤
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株式会社デンソー
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that performs automatic air volume control for improving the anti-fogging performance of a window glass while maintaining passenger comfort.
[0002]
[Prior art]
In winter, the vehicle window glass is lowered to the dew point temperature of the passenger compartment air, so that condensation occurs on the vehicle window glass and the vehicle window glass is fogged. Therefore, under such conditions that fogging of the window glass occurs, the defroster mode or the foot defroster mode is selected as the blowing mode of the vehicle air conditioner, hot air is blown out to the inner side of the vehicle window glass, and the vehicle window The glass temperature is raised to a temperature higher than the dew point temperature of the passenger compartment air, thereby preventing the vehicle window glass from fogging.
[0003]
In addition, in the present applicant, in Japanese Patent Application No. 2001-182030, a condition for generating fogging of the window glass is determined, and the blowing mode is automatically switched from the foot mode to the foot defroster mode. Proposes something to prevent.
[0004]
[Problems to be solved by the invention]
However, since both the above prior art and the above-mentioned prior application switch the blowing mode so as to increase the amount of warm air blowing toward the inner surface of the vehicle window glass, there arises a problem that the comfort of passengers is impaired.
[0005]
That is, when the blowing mode is switched to the defroster mode, hot air blown from the defroster outlet causes a fire on the face side of the occupant, which impairs the comfort of the occupant. When switching from the foot mode to the foot defroster mode, the foot blown air volume decreases instead of increasing the defroster blown air volume, resulting in insufficient heating of the occupant's feet and the coldness of the feet. After all, the passenger comfort is impaired.
[0006]
In view of the above points, an object of the present invention is to achieve both the comfort of the passenger and the securing of the antifogging property of the vehicle window glass.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, in the invention described in claim 1, a blower (7) that blows air toward the passenger compartment, and a heat exchanger (12) for heating that heats the blown air of the blower (7), The defroster opening (15) that blows out the air heated by the heat exchanger for heating (12) toward the vehicle window glass, and the air heated by the heat exchanger for heating (12) to the feet of passengers in the vehicle interior At least the defroster opening (15) as the blowout mode of the blowout air opening mode, the target airflow calculating means (S140) for calculating the target airflow of the blower (7) according to the air-conditioning heat load condition ), The degree of the likelihood of fogging of the vehicle window glass is determined, and the air volume increase level with respect to the target air volume of the blower (7) is determined. To a degree Flip calculated, characterized in that it comprises a control means for actuating (S170~S190) at flow rate of the blower (7) was added air volume increased levels to the target air volume.
[0008]
According to this, when the blowing mode of the air blown into the vehicle interior is at least a blowing mode in which air is blown out from the defroster opening (15), the air volume increase level with respect to the target air volume of the blower (7) is likely to be cloudy. Since the air blower (7) is operated with an air volume that is obtained by adding the air volume increase level to the target air volume, the defroster blown air volume is automatically set when the vehicle window glass is likely to be fogged. By increasing and raising the vehicle window glass temperature, fogging of the vehicle window glass can be prevented.
[0009]
In addition, because it prevents fogging by not automatically switching the blowout mode but by automatically increasing the defroster blown air volume, the feeling of coldness in the feet of the occupant and the hot feeling of the face accompanying the switching of the blowout mode occurs during heating in winter The effect of suppressing fogging and preventing fogging while maintaining passenger comfort is significant.
[0010]
As in the second aspect of the invention, in the first aspect, the degree of the likelihood of fogging of the vehicle window glass is specifically determined based on at least an information value related to the temperature of the vehicle window glass. That's fine.
[0011]
Further, as in the third aspect of the present invention, in the first aspect, specifically, the degree of the likelihood of fogging of the vehicle window glass is specifically, the information value related to the temperature of the vehicle window glass and the humidity in the vehicle interior. You may make it determine based on.
[0012]
According to this, it is possible to more accurately determine the degree of fogging of the vehicle window glass in consideration of both the vehicle window glass temperature and the vehicle interior humidity.
[0013]
As in the invention of claim 4, in claim 1, the degree of the likelihood of fogging of the vehicle window glass is specifically related to the information value related to the temperature of the vehicle window glass and the rain condition. The determination may be made based on the information value.
[0014]
By the way, since there is a correlation that the humidity in the passenger compartment increases when it is in a rainy state, the fourth aspect pays attention to this point, and by adding the information value related to the rainy state to the information value of the vehicle window glass temperature, the occurrence of cloudiness The degree of ease can be determined more accurately.
[0015]
Further, as in the fifth aspect of the present invention, in the fourth aspect, specifically, the operation signal of the vehicle wiper device can be used as the information value related to the rain state.
[0016]
According to this, since the information value of the rain condition can be obtained using the operation signal of the existing vehicle wiper device, it is not necessary to use a dedicated sensor for detecting the rain condition.
[0017]
As in the invention described in claim 6, in any one of claims 2 to 5, at least the outside air temperature can be used as an information value related to the temperature of the vehicle window glass. This outside air temperature information can also be obtained directly from the detection signal of an existing outside air temperature sensor provided in the vehicle, which is convenient.
[0018]
In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 is an overall configuration diagram of a first embodiment of the present invention, in which an air conditioning case 2 of an air conditioner 1 is disposed inside an instrument panel at the front of a vehicle interior, and forms a passage for air flowing toward the vehicle interior. An inside / outside air switching box 3 is provided at the upstream end of the air conditioning case 2, and the inside / outside air switching door 4 in the inside / outside air switching box 3 is opened / closed to open / close the inside / outside air inlet 5 and the outside air inlet 6. Air (inside air) or air outside the passenger compartment (outside air) is switched and introduced. A blower 7 is disposed on the downstream side of the inside / outside air switching box 3, a centrifugal blower fan 9 is housed in a case 8 of the blower 7, and the blower fan 9 is rotationally driven by a driving motor 10.
[0020]
Next, an evaporator 11 is arranged on the downstream side of the blower 7 as a cooling heat exchanger. The evaporator 11 is provided in a refrigeration cycle having a compressor 40 driven by a vehicle engine (not shown), and the low-pressure refrigerant flowing into the evaporator 11 absorbs heat from the blown air of the blower 7 and evaporates. To cool the blown air. The compressor 40 is provided with an electromagnetic clutch 41 for power interruption, and the power of the vehicle engine is transmitted via the electromagnetic clutch 41.
[0021]
In the air conditioning case 2, a hot water heater core 12 that heats air using hot water (cooling water) of a vehicle engine as a heat source is disposed downstream of the evaporator 11 as a heat exchanger for heating. A bypass passage 13 is formed on the side of the hot water heater core 12 so that air (cold air) flows by bypassing the hot water heater core 12.
[0022]
Between the evaporator 11 and the heater core 12, the air mix door 14 which consists of a plate-shaped door is arrange | positioned rotatably. The air mix door 14 is a temperature adjusting means, and adjusts the air volume ratio between the hot air passing through the hot water heater core 12 and the cold air passing through the bypass passage 13 to adjust the temperature of air blown into the vehicle interior. Hot air from the hot water heater core 12 and cold air from the bypass passage 13 can be mixed on the downstream side of the hot water heater core 12 to create air of a desired temperature.
[0023]
Further, a defroster opening 15, a face opening 16, and a foot opening 17 that constitute a blowing mode switching unit are opened at the downstream end of the air conditioning case 2. The defroster opening 15 blows air to the inner surface of the vehicle front window glass through a defroster duct (not shown), and is opened and closed by a rotatable plate-shaped defroster door 15a.
[0024]
The face opening 16 blows air toward the upper body of the passenger in the passenger compartment through a face duct (not shown), and is opened and closed by a rotatable plate-like face door 16a. The foot opening 17 blows air toward the feet of passengers in the vehicle cabin via a foot duct (not shown), and is opened and closed by a rotatable plate-like foot door 17a.
[0025]
The blowing mode doors 15a, 16a, and 17a described above are connected to a common link mechanism 18, and are driven by an electric drive device 19 including a servo motor via the link mechanism 18. The inside / outside air switching door 4 and the air mix door 14 are also driven by electric drive devices 20 and 21 each consisting of a servo motor.
[0026]
In the present embodiment, the opening mode doors 15a, 16a, and 17a are opened and closed so that the face opening 16 is fully opened and air is blown out from the face opening 16 toward the upper body of the passenger in the passenger compartment. A bi-level mode in which both the air opening and the foot opening 17 are opened and air is blown toward the upper body and the feet of the passenger in the passenger compartment, the foot opening 17 is fully opened and the defroster opening 15 is opened by a small opening, A foot mode that blows mainly air from the foot opening 17 and blows a small amount of air from the defroster opening 15 and a foot opening compared to the foot mode by opening the defroster opening 15 and the foot opening 17 to the same extent. Foot defloor that reduces the amount of air blown from the portion 17 and increases the amount of air blown from the defroster opening 15 And Tamodo, it is possible to set a defroster mode for blowing air from the defroster opening 15 and fully opens the defroster opening 15 in the vehicle front window glass inner surface.
[0027]
Next, the outline of the electric control unit in the present embodiment will be described. The air-conditioning electronic control device 22 is composed of a known microcomputer including a CPU, a ROM, a RAM, and the like, and its peripheral circuits. For the air conditioning control, the air conditioning electronic control unit 22 includes the hot water temperature Tw, the inside air temperature Tr, the outside air temperature Tam, the solar radiation amount Ts, the evaporator outlet temperature Te as the degree of evaporator cooling, and the actual air mix door 14. Detection signals are input from the sensor groups 23 to 29 and 43 that detect the opening degree θ, the vehicle speed SPD, the vehicle interior humidity (relative humidity) RH, and the like.
[0028]
The humidity sensor 43 is installed at an appropriate location in the vehicle interior, and its electrical characteristics (capacity, resistance, etc.) change according to the vehicle interior relative humidity RH and generate an electrical signal according to the relative humidity RH. It is. The humidity sensor 43 is preferably installed in the same part as the inside air sensor 24 (for example, the peripheral part of the instrument panel in the front part of the vehicle interior). In this way, since both the vehicle interior relative humidity RH and the vehicle interior temperature (inside air temperature) Tr at the installation site of the humidity sensor 43 can be detected, the vehicle is detected based on the wet air diagram from the both detection signals RH and Tr. The absolute humidity in the room can be calculated. Therefore, air-conditioning control that takes into account the absolute humidity in the passenger compartment is also possible.
[0029]
Further, the air conditioning operation panel 30 arranged around the instrument panel in the passenger compartment is provided with the following operation members that are manually operated by passengers, and operation signals of the operation members are also input to the air conditioning electronic control device 22. .
[0030]
The operation members of the air conditioning operation panel 30 include a temperature setting switch 31 for generating a temperature setting signal Tset, an air volume switch 32 for generating an air volume switching signal for the blower 7, an inside / outside air switching switch 33 for generating an inside / outside air switching signal, as described above. A blow mode switch 34 for generating a blow mode switching signal, an air conditioner switch 35 for generating an on / off signal for the electromagnetic clutch 41 of the compressor 40 in the refrigeration cycle, an auto switch 36 for setting an automatic control mode for air conditioning, and the like are provided. .
[0031]
In this example, the blow-out mode switch 34 is divided into a switch for manually setting each mode of face, bi-level, foot, and foot defroster and a defroster switch dedicated to the defroster mode.
[0032]
The applied voltage of the fan driving motor 10 of the blower 7 is controlled by a drive circuit 37, and the rotational speed of the blower 7 is adjusted by controlling the motor applied voltage to control the air volume of the blower 7. The power supply to the electromagnetic clutch 41 of the compressor 40 is interrupted by the drive circuit 38. Power is supplied to the air-conditioning electronic control device 22 from the in-vehicle battery 42 via the ignition switch 39 of the vehicle engine.
[0033]
Next, the operation of this embodiment in the above configuration will be described. The flowchart of FIG. 2 shows an outline of the control processing executed by the microcomputer of the air conditioning electronic control unit 22, and the control routine of FIG. 2 is such that the ignition switch 39 of the vehicle engine is turned on and power is supplied to the control unit 22. When the auto switch 36 of the air conditioning operation panel 30 is turned on in this state, the operation starts.
[0034]
First, in step S100, flags, timers, and the like are initialized, and in the next step S110, detection signals from the sensor groups 23 to 29 and 43, operation signals from the operation members 31 to 36 of the panel 30, and the like are read.
[0035]
Subsequently, in step S120, a target blowing temperature TAO of the conditioned air blown into the vehicle interior is calculated based on the following formula 1. This target blowing temperature TAO is a blowing temperature necessary for maintaining the passenger compartment at the set temperature Tset of the temperature setting switch 31 regardless of fluctuations in the air conditioning heat load.
[0036]
[Expression 1]
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
However, Tr: Inside air temperature detected by inside air sensor 24
Tam: outside air temperature detected by the outside air sensor 25
Ts: amount of solar radiation detected by the solar radiation sensor 26
Kset, Kr, Kam, Ks: Control gain
C: Correction constant
Next, in step S130, the target opening degree SW of the air mix door 14 is calculated based on the following formula 2, and the air mix door 14 is driven to the position of the target opening degree SW.
[0037]
[Expression 2]
SW = {(TAO−Te) / (Tw−Te)} × 100 (%)
However, Te: evaporator outlet temperature detected by the evaporator temperature sensor 27
Tw: heater core hot water temperature detected by the water temperature sensor 23
Next, the target air volume BLW of the air blown by the blower fan 9 is calculated based on the TAO in step S140. As shown in FIG. 3, the target air volume BLW is determined based on the TAO. That is, the target air volume is increased on the high temperature side (maximum heating side) and the low temperature side (maximum cooling side) of the TAO, and the target air volume is decreased in the intermediate temperature range of the TAO.
[0038]
Since the air volume of the blower fan 9 is determined by the rotational speed of the blower fan 9, and the rotational speed of the blower fan 9 is determined by the applied voltage of the driving motor 10, the target air volume BLWA is specifically determined by the driving motor 10. It can be determined as the applied voltage level.
[0039]
Next, in step S150, the inside / outside air mode is determined, and the inside / outside air switching door 4 is driven to a position where the inside / outside air mode is obtained. Here, the inside / outside air mode is basically determined according to the TAO. Specifically, as the TAO rises from the low temperature side to the high temperature side, the setting is switched from the all inside air mode → the inside / outside air mixing mode → the all outside air mode or the all the inside air mode → the all outside air mode. However, when the passenger operates the inside / outside air changeover switch 33 to manually set the inside / outside air mode, the manually set mode is determined as the inside / outside air mode.
[0040]
Next, in step S160, the blowing mode is determined, and the blowing mode doors 15a, 16a, and 17a are driven to positions where the blowing mode is obtained. Here, the blowing mode is basically determined according to the TAO. Specifically, as shown in FIG. 4, as the TAO rises from the low temperature side to the high temperature side, the face (FACE) mode → bilevel (B / L) mode → foot (FOOT) mode and blowing mode are switched. However, when the occupant operates the blowing mode switch 34 to manually set the blowing mode, the manually set mode is determined as the blowing mode.
[0041]
Next, in step S170, it is determined whether the blowing mode determined in step S160 is a mode with blowing to the defroster side. Here, the blowing modes with blowing to the defroster side are three types of foot mode, foot defroster mode, and defroster mode. In the foot mode, as described above, most of the blown air is blown out from the foot opening 17 to the passenger's foot side, and a small amount of air is blown out to the defroster side, that is, the vehicle window glass side. Further, as described above, the foot defroster mode reduces the foot blowing air amount toward the passenger's foot side as compared with the foot mode, and increases the defroster blowing air amount toward the vehicle window glass side. In the defroster mode, the entire blown air is blown out to the vehicle window glass side.
[0042]
Therefore, when any one of the foot mode, the foot defroster mode, and the defroster mode is selected as the blowing mode, the determination in step S170 is YES, and the air volume increase level α with respect to the target air volume BLW is calculated in step S180. The calculation of the correction value α is specifically performed according to the control characteristics shown in FIG. The horizontal axis of FIG. 5 is an information value related to the degree of the likelihood of fogging of the vehicle window glass. Specifically, the actual relative humidity RH of the vehicle interior air detected by the humidity sensor 43, It is a difference (RH-RHW) from the fogging relative humidity RHW of the vehicle interior air in which fogging occurs in the vehicle window glass.
[0043]
Here, the cloudy relative humidity RHW is the relative humidity when the temperature of the vehicle interior air decreases from the current inside air temperature Tr to the vehicle window glass temperature (more specifically, the vehicle window glass inner surface temperature). : 100%, that is, the vehicle interior relative humidity that satisfies the condition of reaching the dew point temperature.
[0044]
The cloudy relative humidity RHW will be described in detail based on the wet air diagram of FIG. 6. The actual vehicle detected by the humidity sensor 43 when the inside air temperature Tr = T4 (dry bulb temperature) is now given. When the indoor relative humidity RH is RH1, the absolute humidity is x1 from the intersection A1 of T4 and RH1, and the dew point temperature in this case is T1 from the intersection A2 of the line of absolute humidity x1 and the saturated water vapor pressure line. At this time, if the vehicle window glass temperature (dry bulb temperature) estimated based on the outside air temperature Tam or the like is T2, this T2 becomes the dew point temperature from the intersection A3 of this T2 and the saturated water vapor pressure line. The absolute humidity x2 of the humid air can be obtained.
[0045]
The relative humidity RH2 can be obtained from the intersection A4 of the line of absolute humidity x2 and the current inside air temperature Tr = T4 (dry bulb temperature), and the relative humidity RH2 is cloudy corresponding to the current vehicle window glass temperature T2. The generated relative humidity RHW.
[0046]
Accordingly, the cloudy relative humidity RHW can be calculated from the wet air diagram based on the vehicle window glass temperature estimated based on the outside air temperature Tam and the inside air temperature Tr detected by the inside air sensor 24. In addition, by storing the wet air diagram in advance in a ROM (read only storage device) of the control device 22, the control device 22 can calculate (calculate) the cloudy relative humidity RHW of the cabin air.
[0047]
Here, when the actual vehicle interior relative humidity RH detected by the humidity sensor 43 is higher than the cloudy relative humidity RHW = RH2, for example, in FIG. 6, the inside air temperature Tr = T4 (dry bulb temperature). When the actual vehicle interior relative humidity RH is RH3 higher than the cloudy occurrence relative humidity RHW = RH2, the absolute humidity x3 can be obtained from the intersection A5 of RH3 and T4. And the dew point temperature T3 can be obtained from the intersection A6 of the saturated steam pressure line.
[0048]
Since this dew point temperature T3 is higher than the vehicle window glass temperature T2 at this time, the vehicle interior air is cooled to a temperature T2 lower than the dew point temperature T3 by the vehicle window glass, and the vehicle window glass is fogged.
[0049]
From the above, when (RH−RHW) takes a positive value, when the vehicle interior air comes into contact with the inner surface of the vehicle window glass, it is cooled below the dew point temperature and fogging occurs in the vehicle window glass. Then, there is a correlation that the degree of the likelihood of fogging increases as (RH-RHW) increases.
[0050]
Therefore, in this embodiment, as shown in FIG. 5, the larger the (RH−RHW), the larger the air volume increase level α of the target air volume BLW is determined to increase. Further, when the actual vehicle interior relative humidity RH becomes lower than the cloudy occurrence relative humidity RHW and (RH−RHW) becomes a negative value, the vehicle interior air contacts the inner surface of the vehicle window glass and is cooled. Since the dew point temperature is not reached and the vehicle window glass is not fogged, the air volume increase level α of the target air volume BLW is set to zero.
[0051]
In the next step S190, a value obtained by adding the air volume increase level α to the target air volume BLW calculated in step S140 is set as a final target air volume, and a control signal for this final target air volume (BLW + α) is used as the drive circuit 37. The drive circuit 37 outputs an applied voltage corresponding to the target air volume (BLW + α) to the blower drive motor 10.
[0052]
On the other hand, when the blowing mode is the face mode or the bi-level mode, the determination in step S170 is NO, the process proceeds to step S200, and the control signal for the target air volume BLW calculated in step S140 is output to the drive circuit 37 as it is. The drive circuit 37 outputs an applied voltage corresponding to the target air volume BLW to the blower drive motor 10.
[0053]
In step S210, the compressor operation is determined to be intermittent (ON-OFF), and the control signal is output to the drive circuit 38. The drive circuit 38 controls the energization of the electromagnetic clutch 41. The intermittent operation of the compressor compares the target evaporator outlet temperature TEO with the actual evaporator outlet temperature Te, and when the evaporator outlet temperature Te falls below the target evaporator outlet temperature TEO, the compressor 40 is stopped (OFF). On the contrary, when the evaporator outlet temperature Te rises above the target evaporator outlet temperature TEO, the compressor 40 is turned on.
[0054]
By the way, according to the present embodiment, when the actual vehicle interior relative humidity RH detected by the humidity sensor 43 becomes higher than the fogging relative humidity RHW determined by the vehicle window glass temperature, the inside air temperature, etc., The vehicle interior air that comes into contact with the vehicle reaches the dew point temperature and fogging occurs in the vehicle window glass, and the greater the difference between RH and RHW (RH-RHW), the stronger the degree of cloudiness. Paying attention, as (RH-RHW) increases, the air flow increase level α is increased as shown in FIG.
[0055]
For this reason, when the blowing mode for blowing air to the vehicle window glass side (defroster side) is set, as the RH becomes higher than RHW, the air volume of the blown warm air toward the vehicle window glass side increases. The vehicle window glass temperature can be raised to a higher temperature. As a result, the dew point temperature is not reached even when the vehicle interior air contacts the inner surface of the vehicle window glass, and fogging of the vehicle window glass can be prevented.
[0056]
Moreover, in the present embodiment, the air volume of the blower 7 is increased instead of switching the blowing mode, thereby increasing the air volume of the hot air blown to the vehicle window glass side and preventing fogging of the vehicle window glass. As in the prior art, there is no occurrence of a phenomenon in which the amount of hot air blown out to the occupant's feet is reduced to prevent fogging. In addition, the occupant's face is not lit by switching to the defroster mode to prevent fogging. In other words, it is possible to achieve prevention of fogging of the vehicle window glass while maintaining the comfort of the occupant, and the practical advantage is great.
[0057]
In FIG. 5, the air volume increase level α is 15 m per level, for example. Three / H or so.
[0058]
(Second Embodiment)
The fogging of the vehicle window glass occurs when the vehicle interior air is cooled by the low-temperature glass surface and reaches the dew point temperature. Therefore, the vehicle window glass temperature has the greatest influence on the fogging of the vehicle window glass. The outside temperature Tam has the strongest correlation with the vehicle window glass temperature. Accordingly, as the outside air temperature Tam decreases, the vehicle window glass tends to fog up.
[0059]
Therefore, in the second embodiment, as shown in FIG. 7, the outside air temperature Tam is used instead of (RH-RHW) in the first embodiment, and the increase level α of the air volume is increased as the outside air temperature Tam decreases. Yes.
[0060]
As a result, the defroster blown air volume is increased as the outside air temperature Tam decreases, and thereby, the vehicle window glass temperature can be raised to prevent the vehicle window glass from being fogged. Therefore, the second embodiment is similar to the first embodiment. Clouding of the vehicle window glass can be prevented while maintaining passenger comfort.
[0061]
(Third embodiment)
In the second embodiment, the air flow increase level α is determined based only on the outside air temperature Tam, which has a strong correlation with the degree of likelihood of fogging of the vehicle window glass, but the third embodiment is shown in FIG. As shown in FIG. 5, the air flow increase level α is determined based on both the outside temperature Tam and the information value related to the rain.
[0062]
That is, there is a correlation that the vehicle window glass becomes more cloudy for reasons such as an increase in the vehicle interior humidity RH and a decrease in the vehicle window glass temperature when it rains, so in the third embodiment, paying attention to this point, When it is raining, the increase level α of the air volume is made larger even at the same outside air temperature than when it is not raining. Since the vehicle wiper device operates when it rains, specifically, it is only necessary to determine the rain state based on the operation signal of the vehicle wiper device and increase the increase level α of the air volume.
[0063]
Thereby, the defroster blowing air volume can be increased and the anti-fogging performance can be improved when the window glass is raining easily. On the other hand, when it is not raining, an increase in the amount of the defroster blown air can be suppressed, and problems such as a feeling of fire due to the hot air blown from the defroster opening 15 can be suppressed.
[0064]
Further, since the operating speed of the vehicle wiper device increases as the rainfall increases, and there is a correlation that the vehicle window glass tends to become cloudy as the rainfall increases, in the third embodiment, the vehicle The air flow increase level α is further increased in accordance with the increase in the operating speed of the wiper device.
[0065]
In the third embodiment, it is needless to say that the rain condition may be determined by providing a sensor for detecting the rain condition without using the operation signal of the vehicle wiper device. Various sensors such as an optical system known for applications such as an automatic control device for a vehicle wiper device can be used as a sensor for detecting a rain condition.
[0066]
(Other embodiments)
(1) In each of the above-described embodiments, the air volume increase level α is determined according to the degree of generation of the vehicle window glass. However, this automatic control of the air volume increase may be combined with the automatic switching control of the blowing mode. Good. For example, in the first embodiment, even if the air volume increase automatic control is executed in the foot mode, the difference (RH−RHW) between the actual relative humidity RH of the vehicle interior air and the cloudy relative humidity RHW of the vehicle interior air is predetermined. When the state is maintained at a level greater than the level, the foot mode may be automatically switched from the foot mode to the foot defroster mode to increase the defroster blown air volume. Further, even when switching to the foot defroster mode, if (RH-RHW) is maintained in a large state of a predetermined level or higher, the foot defroster mode is automatically switched to the defroster mode to increase the defroster blown air volume. Also good.
[0067]
In addition, even when the air volume increase automatic control is executed in the foot defroster mode, the difference (RH−RHW) between the actual relative humidity RH of the vehicle interior air and the cloudy relative humidity RHW of the vehicle interior air is larger than a predetermined level. However, the defroster blowing air volume may be increased by automatically switching from the foot defroster mode to the defroster mode.
[0068]
(2) In each of the above-described embodiments, the case where the vehicle window glass temperature is estimated based only on the outside air temperature Tam has been described. However, the vehicle window glass temperature is also affected by the cooling action of the vehicle speed wind accompanying the vehicle travel. As the vehicle speed detected by the vehicle speed sensor 29 increases, the vehicle window glass temperature estimated based on the outside air temperature Tam may be corrected to the low temperature side to improve the vehicle window glass temperature estimation accuracy.
[0069]
Further, since the vehicle window glass temperature is also affected by the amount of solar radiation, the vehicle window glass temperature estimated based on the outside air temperature Tam is corrected to a higher temperature as the solar radiation amount Ts detected by the solar radiation sensor 26 increases. Also good.
[0070]
(3) In the first embodiment, as shown in FIG. 5, the difference between the actual relative humidity RH of the vehicle interior air detected by the humidity sensor 43 and the fogging relative humidity RHW determined by the vehicle window glass temperature or the like. The flow rate increase level α is determined based on (RH−RHW). From the wet air diagram of FIG. 6 described above, the actual relative humidity RH of the passenger compartment air and the internal air temperature at that time are used. The dew point temperature may be calculated, and the air flow increase level α may be determined based on the temperature difference between the dew point temperature and the vehicle window glass temperature.
[0071]
That is, when the vehicle window glass temperature is higher than the dew point temperature of the current vehicle interior air, the vehicle window glass is not fogged. When the vehicle window glass temperature is lower than the dew point temperature, the vehicle window glass is fogged. Accordingly, the greater the difference (Ta−Tb) between the dew point temperature Ta and the vehicle window glass temperature Tb, the greater the degree of fogging of the vehicle window glass. Therefore, the air flow increase level α may be determined to increase as the difference (Ta−Tb) between the dew point temperature Ta and the vehicle window glass temperature Tb increases.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a first embodiment of the present invention.
FIG. 2 is a flowchart showing an outline of the operation of the first embodiment.
FIG. 3 is a control characteristic diagram of a target air volume according to the first embodiment.
FIG. 4 is a switching characteristic diagram of a blowing mode according to the first embodiment.
FIG. 5 is a control characteristic diagram of an air volume increase level according to the first embodiment.
FIG. 6 is a moist air diagram for explaining the air volume control of the first embodiment.
FIG. 7 is a control characteristic diagram of an air volume increase level according to the second embodiment.
FIG. 8 is a control characteristic diagram of an air volume increase level according to the third embodiment.
[Explanation of symbols]
7 ... Blower, 12 ... Heat exchanger for heating, 15 ... Defroster opening,
17 ... foot opening, 22 ... electronic control unit for air conditioning.

Claims (6)

  1. A blower (7) for blowing air toward the passenger compartment;
    A heating heat exchanger (12) for heating the blown air of the blower (7);
    A defroster opening (15) for blowing out the air heated by the heat exchanger (12) for heating toward the vehicle window glass;
    A foot opening (17) for blowing out the air heated by the heat exchanger (12) for heating to the feet of passengers in the passenger compartment;
    Target air volume calculating means (S140) for calculating the target air volume of the blower (7) according to the air-conditioning heat load condition;
    When the blow mode for blowing air from at least the defroster opening (15) is set as the blow mode for the air blown into the vehicle interior, the degree of the likelihood of fogging of the vehicle window glass is determined, and the blower Control for calculating the air volume increase level with respect to the target air volume in (7) according to the degree of the likelihood of cloudiness and operating the blower (7) with the air volume obtained by adding the air volume increase level to the target air volume Means (S170-S190), The vehicle air conditioner characterized by the above-mentioned.
  2. 2. The vehicle air conditioner according to claim 1, wherein the degree of likelihood of fogging of the vehicle window glass is determined based on at least an information value related to a temperature of the vehicle window glass.
  3. 2. The vehicle air conditioner according to claim 1, wherein the degree of susceptibility to fogging of the vehicle window glass is determined based on an information value related to a temperature of the vehicle window glass and a vehicle interior humidity. .
  4. The degree of the likelihood of fogging of the vehicle window glass is determined based on an information value related to a temperature of the vehicle window glass and an information value related to a rainfall state. Vehicle air conditioner.
  5. The vehicle air conditioner according to claim 4, wherein the information value related to the rain state is an operation signal of a vehicle wiper device.
  6. The vehicle air conditioner according to any one of claims 2 to 5, wherein the information value related to the temperature of the vehicle window glass is at least an outside air temperature.
JP2003120464A 2003-04-24 2003-04-24 Air conditioner for vehicles Active JP3843962B2 (en)

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Cited By (1)

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JP5152355B2 (en) * 2005-05-31 2013-02-27 株式会社デンソー Air conditioner for vehicles
JP4928923B2 (en) * 2006-12-05 2012-05-09 三菱重工業株式会社 Air conditioner for vehicles
KR100805425B1 (en) 2007-03-20 2008-02-20 기아자동차주식회사 A moisture clearance device of a vehicle mutual assistance device control method
JP4858353B2 (en) * 2007-08-07 2012-01-18 株式会社デンソー Air conditioner for vehicles
KR101427231B1 (en) * 2007-12-28 2014-08-06 한라비스테온공조 주식회사 Defogging device of air conditioning system for automotive vehicles
JP5254634B2 (en) 2008-02-08 2013-08-07 三菱重工業株式会社 Air conditioner for vehicles
JP2010125979A (en) * 2008-11-27 2010-06-10 Sanden Corp Air conditioning device for vehicle
JP2010264814A (en) * 2009-05-13 2010-11-25 Denso Corp Vehicular air conditioner
JP2012081870A (en) * 2010-10-12 2012-04-26 Denso Corp Vehicle air conditioning device
JP2014008859A (en) * 2012-06-29 2014-01-20 Denso Corp Vehicle air conditioner
JP6292015B2 (en) * 2014-05-12 2018-03-14 株式会社デンソー Air conditioner for vehicles
JP6630524B2 (en) * 2015-09-25 2020-01-15 株式会社デンソー Vehicle air conditioner
JP6556910B2 (en) * 2018-06-01 2019-08-07 株式会社日本クライメイトシステムズ Air conditioner for vehicles

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