JP3862942B2

JP3862942B2 - Air conditioner for vehicles

Info

Publication number: JP3862942B2
Application number: JP2000228634A
Authority: JP
Inventors: 好則一志; 智博稲垣; 知之加古
Original assignee: Denso Corp; Toyota Motor Corp
Current assignee: Denso Corp; Toyota Motor Corp
Priority date: 2000-07-28
Filing date: 2000-07-28
Publication date: 2006-12-27
Anticipated expiration: 2020-07-28
Also published as: JP2002036845A

Description

【０００１】
【発明の属する技術分野】
本発明は、車両用空調装置のウォームアップ制御に関するもので、特に車両用空調装置のウォームアップ初期のウインドウ防曇制御に係わる。
【０００２】
【従来の技術】
従来より、エンジン始動直後に車室内を急速に暖房するウォームアップ初期、エバポレータに付着した水分の蒸発による空調ダクト内の湿気が吹出口から吹き出されて、フロントウインドウに曇りが起きるのを防止する目的で、空調ダクト内を流れる空気を加熱するためのヒータコア内に流入するエンジンの冷却水温が所定値以下の時は、送風機の作動を停止すると共に、ＦＯＯＴモードよりもフロントウインドウの内面へ吹き出す空調風の吹出割合が非常に多いＤＥＦモードに設定し、エンジンを始動してから所定時間が経過するまで、コンプレッサを作動させるようにしている。これにより、空調ダクト内の除湿を行いながら、ウォームアップのウインドウ曇り防止を行っている。
【０００３】
【発明が解決しようとする課題】
ところが、上記のブロワ吹出初期のウインドウ曇り防止方法では、エンジンを始動した直後に、エンジンの冷却水温がまだ冷え切っていない場合、エンジンを始動したと同時に、送風機が作動して、湿気を含んだ空気がデフロスタ吹出口からフロントウインドウへ吹き出されてしまう。これにより、ウォームアップ初期にフロントウインドウが曇りを起こしてしまうという問題点があった。
【０００４】
【発明の目的】
本発明の目的は、ウォームアップ初期のウインドウ防曇制御時に、車両駆動手段の冷却水温がまだ冷え切っていない場合でも、湿気を含んだ空気がウインドウへ吹き出されることを抑えることにより、ウインドウに曇りが起きるのを確実に防止することのできる車両用空調装置を提供することにある。
【０００５】
【課題を解決するための手段】
請求項１、請求項２、請求項７ないし請求項１０に記載の発明によれば、空調または送風開始時に、所定時間が経過するまで、送風機の作動を停止させるか、あるいは非常に低風量にすると共に、所定条件を満足するまで、冷却または除湿手段を作動させるか、あるいは強く作動させるウインドウ防曇制御を行うことにより、空調または送風開始時から所定時間が経過するまで、空調ダクト内を冷却または除湿手段によって除湿し、送風機の作動を停止させるか、あるいは非常に低風量にする。それによって、吹出口から湿気を含んだ風がウインドウに吹き出されることを抑えることができるので、ウォームアップ初期に冷却水温がまだ冷え切っていない場合でも、ウインドウに曇りが起きるのを確実に防止することができる。
そして、請求項１に記載の発明によれば、ウォームアップ初期のウインドウ防曇制御により演算した風量、あるいは車室内の熱負荷により演算した風量のうち小さい方を前述のウインドウ防曇制御に用いることにより、吹出口から湿気を含んだ風がウインドウに吹き出されることを抑えることができる。また、請求項２に記載の発明によれば、空調制御手段は、送風機の作動を停止させるか、あるいは非常に低風量にする所定時間を、前回、車両駆動手段、あるいは冷却または除湿手段、あるいは送風機の作動が停止してからの時間が長い程、長くすることを特徴とする。さらに、請求項３に記載の発明によれば、空調制御手段は、空調または送風開始時に、所定時間が経過するまで、送風機の作動を停止させるか、あるいは非常に低風量にすると共に、所定時間が経過するまで、冷却または除湿手段を作動させるか、あるいは強く作動させるウインドウ防曇制御を行うことを特徴とする。
【０００６】
請求項４、請求項５、請求項１１ないし請求項１４に記載の発明によれば、車両駆動手段の始動時に、所定時間が経過するまで、送風機の作動を停止させるか、あるいは非常に低風量にすると共に、所定条件を満足するまで、冷却または除湿手段を作動させるか、あるいは強く作動させるウインドウ防曇制御を行うことにより、空調または送風開始時から所定時間が経過するまで、空調ダクト内を冷却または除湿手段によって除湿し、送風機の作動を停止させるか、あるいは非常に低風量にする。それによって、吹出口から湿気を含んだ風がウインドウに吹き出されることを抑えることができるので、ウォームアップ初期に冷却水温がまだ冷え切っていない場合でも、ウインドウに曇りが起きるのを確実に防止することができる。
【０００７】
請求項４に記載の発明によれば、ウォームアップ初期のウインドウ防曇制御により演算した風量、あるいは車室内の熱負荷により演算した風量のうち小さい方を前述のウインドウ防曇制御に用いることにより、吹出口から湿気を含んだ風がウインドウに吹き出されることを抑えることができる。また、請求項５に記載の発明によれば、空調制御手段は、送風機の作動を停止させるか、あるいは非常に低風量にする所定時間を、前回、車両駆動手段、あるいは冷却または除湿手段、あるいは送風機の作動が停止してからの時間が長い程、長くすることを特徴とする。さらに、請求項６に記載の発明によれば、空調制御手段は、空調または送風開始時に、所定時間が経過するまで、送風機の作動を停止させるか、あるいは非常に低風量にすると共に、所定時間が経過するまで、冷却または除湿手段を作動させるか、あるいは強く作動させるウインドウ防曇制御を行うことを特徴とする。
【０００８】
請求項１５に記載の発明によれば、空調制御手段は、送風機の作動を停止させるか、あるいは非常に低風量にする所定時間を、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が所定値以上の時、あるいは湿度、ウインドウ曇り面積のうち１つ以上が所定値以下の時、少なくするか、あるいは０にすることが望ましい。さらに、請求項１６に記載の発明によれば、空調制御手段は、送風機の作動を停止させるか、あるいは非常に低風量にする所定時間を、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が高い程、あるいは湿度、ウインドウ曇り面積のうち１つ以上が低い程、少なくすることが望ましい。
【０００９】
請求項７および請求項１１に記載の発明によれば、空調制御手段は、冷却または除湿手段を作動させるか、あるいは強く作動させる所定時間を、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が所定値以上の時、あるいは湿度、ウインドウ曇り面積のうち１つ以上が所定値以下の時、少なくするか、あるいは０にすることを特徴とする。また、請求項８および請求項１２に記載の発明によれば、空調制御手段は、冷却または除湿手段を作動させるか、あるいは強く作動させる所定時間を、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が高い程、あるいは湿度、ウインドウ曇り面積のうち１つ以上が低い程、少なくすることを特徴とする。
【００１０】
請求項９および請求項１３に記載の発明によれば、所定条件とは、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が所定値以上となるか、あるいは湿度、ウインドウ曇り面積のうち１つ以上が所定値以下となることである。また、請求項１０および請求項１４に記載の発明によれば、所定条件とは、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度、冷却用熱交換器温度、冷却用熱交換器付近温度のうち１つ以上が所定量以上上がるか、あるいは湿度、ウインドウ曇り面積のうち１つ以上が所定量以上下がることである。
【００１１】
請求項１７に記載の発明によれば、送風機の作動を停止させるか、あるいは非常に低風量にする時、乗員にウォームアップ初期のウインドウ防曇制御中である旨を表示または音または音声で伝えるようにしても良い。これにより、空調または送風開始時、あるいは車両駆動手段の始動時にも拘らず、吹出口から風が出ない状態を乗員が見て違和感を感ずることを防ぐことができる。また、請求項１８に記載の発明によれば、ウォームアップ初期のウインドウ防曇制御をキャンセル可能な手段を設けても良い。これにより、ウォームアップ初期のウインドウ防曇制御が乗員の空調感覚に合わない場合等に、ウォームアップ初期のウインドウ防曇制御を中止または中断することができる。
【００１２】
さらに、請求項１９に記載の発明によれば、ウォームアップ初期のウインドウ防曇制御を、ＤＥＦモード時またはＭＡＸ・ＨＯＴ時またはＭＡＸ・ＣＯＯＬ時、キャンセルできるようにしても良い。これにより、ＤＥＦモード時またはＭＡＸ・ＨＯＴ時またはＭＡＸ・ＣＯＯＬ時には、送風機の風量が非常に多く、多少冷却水温が低くても、ウインドウの防曇効果が上がるので、ウォームアップ初期のウインドウ防曇制御を中止または中断することができる。また、請求項２０に記載の発明によれば、空調制御手段は、所定時間が経過するまでは、送風機の作動を停止させるか、あるいは非常に低風量とし、所定時間が経過してから所定の制御時間までの間は、所定時間における風量から制御時間の経過に伴って徐々に増加させる制御特性を記憶している。そして、空調制御手段は、所定時間および制御時間において、制御特性から演算された風量と、空調風の目標吹出温度に基づいて演算された風量とのうち小さい方を用いている。
【００１３】
【発明の実施の形態】
〔実施形態の構成〕
図１ないし図７は本発明の実施形態を示したもので、図２はＡ／Ｃユニットの全体構成を示した図で、図３は車両のダッシュパネルを示した図で、図４はエアコン操作パネルを示した図である。
【００１４】
本実施形態の車両用空調装置は、車両走行用の水冷式エンジンを搭載する自動車等の車両の車室内を空調する空調ユニット（以下Ａ／Ｃユニットと言う）１における各空調機器のアクチュエータを、空調制御装置（制御回路基板：以下エアコンＥＣＵと言う）１０によって制御するように構成されている。そのＡ／Ｃユニット１は、車室内右側（以下運転席側と言う）空調ゾーンと車室内左側（以下助手席側と言う）空調ゾーンとの温度調節および吹出口モードの変更を互いに独立して行うことが可能なエアコンユニットである。
【００１５】
Ａ／Ｃユニット１は、車両の車室内の前方に配置された空調ダクト２を備えている。この空調ダクト２の上流側には、内外気切替ドア３およびブロワ４が設けられている。内外気切替ドア３は、サーボモータ５等のアクチュエータにより駆動されて内気吸込口６と外気吸込口７との開度（所謂吸込口モード）を変更する。ここで、本実施形態では、後記するエアコン操作パネル５１に設けられた内外気切替スイッチ５３を操作することで、内気の吸込割合が１００％で、外気の吸込割合が０％の内気循環（ＲＥＣ）モード、外気の吸込割合が１００％で、内気の吸込割合が０％の外気導入（ＦＲＳ）モード等の吸込口モードに切り替わる。
【００１６】
ブロワ４は、本発明の送風機に相当するもので、ブロワ駆動回路８により制御されるブロワモータ９により回転駆動されて空調ダクト２内において車室内に向かう空気流を発生させる遠心式送風機である。なお、ブロワ駆動回路８よりブロワモータ９等のアクチュエータに印加されるブロワ制御電圧（出力ブロワレベル）が高い程、ブロワ４の風量（ブロワ風量）が大きくなる。
【００１７】
空調ダクト２の中央部には、空調ダクト２内を通過する空気を冷却するエバポレータ（冷却用熱交換器）４１が設けられている。また、そのエバポレータ４１の下流側には、第１、第２空気通路１１、１２を通過する空気を加熱するヒータコア（加熱用熱交換器）４２が設けられている。ここで、本実施形態のヒータコア４２は、水冷式エンジン（車両駆動手段）のエンジン冷却水が循環する冷却水回路中にラジエータと並列して設置されている。
【００１８】
なお、第１空気通路１１および第２空気通路１２は仕切り板１４により区画されている。そのヒータコア４２の下流側には、車室内の運転席側空調ゾーンと助手席側空調ゾーンとの温度調節を互いに独立して行うための運転席側、助手席側エアミックス（Ａ／Ｍ）ドア１５、１６が設けられている。そして、運転席側、助手席側Ａ／Ｍドア１５、１６は、サーボモータ１７、１８等のアクチュエータにより駆動されて、運転席側、助手席側空調ゾーンに向けて吹き出す空気の吹出温度を調節する。
【００１９】
ここで、本実施形態のエバポレータ４１は、冷凍サイクルの一構成部品を成すものである。冷凍サイクルは、本発明の冷却または空調手段に相当するもので、車両のエンジンルーム内に搭載された車両走行用のエンジンの出力軸にベルト駆動されて、冷媒を圧縮して吐出する冷媒圧縮機（コンプレッサ）と、このコンプレッサから吐出された冷媒を凝縮液化させる冷媒凝縮器（コンデンサ）と、このコンデンサから流入した液冷媒を気液分離する受液器（レシーバ）と、このレシーバから流入した液冷媒を断熱膨張させる膨張弁と、この膨張弁から流入した気液二相状態の冷媒を蒸発気化させる上記のエバポレータ（冷媒蒸発器）４１とから構成されている。なお、コンデンサには、電動式のコンデンサファンによって冷却風が送風される。
【００２０】
これらのうちコンプレッサは、エアコンＥＣＵ１０により制御される電磁クラッチによって、エンジンからの回転動力が断続される。そして、電磁クラッチがＯＮされてコンプレッサが起動することによってエバポレータ４１が空調ダクト２内を通過する空気を冷却し除湿する。また、本実施形態では、エバ後温度センサ７４の検出値であるエバ後温度（ＴＥ）と目標エバ後温度（ＴＥＯ）との比較結果に応じて出力される制御信号に基づき容量可変制御を行う電磁式容量制御弁を有する容量可変型コンプレッサが用いられている。
【００２１】
そして、第１空気通路１１の空気下流側に連通する各吹出ダクトの空気下流端（ダッシュパネル５０の前面）では、図２および図３に示したように、フロントウインドウの内面に向けて空調風を吹き出すためのデフロスタ（ＤＥＦ）吹出口２０と、運転席側の乗員の頭胸部やサイドウインドウの内面に向けて空調風を吹き出すためのセンターフェイス（ＦＡＣＥ）吹出口２１およびサイドフェイス（ＦＡＣＥ）吹出口２２と、運転席側の乗員の足元部に向けて空調風を吹き出すためのフット（ＦＯＯＴ）吹出口２３とが開口している。なお、ＤＥＦ吹出口２０からは、運転席側のフロントウインドウの内面だけでなく、助手席側のフロントウインドウの内面に向けても空調風が吹き出される。
【００２２】
また、第２空気通路１２の空気下流側に連通する各吹出ダクトの空気下流端（ダッシュパネル５０の前面）では、助手席側の乗員の頭胸部やサイドウインドウの内面に向けて空調風を吹き出すためのセンターフェイス（ＦＡＣＥ）吹出口３１およびサイドフェイス（ＦＡＣＥ）吹出口３２と、助手席側の乗員の足元部に向けて空調風を吹き出すためのフット（ＦＯＯＴ）吹出口３３とが開口している。なお、ＦＡＣＥ吹出口２１、２２およびＦＡＣＥ吹出口３１、３２を形成するセンターグリルおよびサイドグリルには、各吹出口から吹き出す空調風の吹出方向を変更することが可能な複数のスイングルーバがそれぞれ取り付けられている。
【００２３】
そして、第１、第２空気通路１１、１２内には、運転席側空調ゾーンと助手席側空調ゾーンとの吹出口モードの設定を互いに独立して行うための運転席側、助手席側吹出口切替ドア２４〜２６、３５、３６が設けられている。そして、運転席側、助手席側吹出口切替ドア２４〜２６、３５、３６は、サーボモータ２８、２９、３９等のアクチュエータにより駆動されて、吹出口モードを、運転席側空調ゾーンと助手席側空調ゾーンとでそれぞれ切り替えることが可能な吹出口モード切替手段である。ここで、本実施形態の吹出口モードとしては、ＦＡＣＥモード、Ｂ／Ｌモード、ＤＥＦ洩れ無しＦＯＯＴモード、Ｆ／Ｄモード、ＤＥＦモード等がある。なお、ＦＯＯＴモードを、Ｆ／ＤモードよりもＤＥＦ吹出口２０より吹き出す空調風の吹出割合が少ないＤＥＦ洩れ有りＦＯＯＴモードとしても良い。
【００２４】
エアコンＥＣＵ１０は、本発明の空調制御手段に相当するもので、エンジンの始動および停止を司るイグニッションスイッチが投入（ＩＧ・ＯＦＦ→ＯＮ）された時に、車両に搭載された車載電源であるバッテリ（図示せず）から直流電源が供給されると演算処理や制御処理を開始するように構成されている。エアコンＥＣＵ１０には、図２および図４に示したように、ダッシュパネル５０の前面に一体的に設置されたエアコン操作パネル５１上の各種スイッチからの各スイッチ信号が入力される。
【００２５】
そして、エアコン操作パネル５１には、液晶表示装置（ディスプレイ）５２、内外気切替スイッチ５３、フロントデフロスタスイッチ（以下ＤＥＦスイッチと言う）５４、リヤデフロスタ（デフォッガ）スイッチ５５、ＤＵＡＬスイッチ５６、吹出口モード（ＭＯＤＥ）切替スイッチ５７、ブロワ風量切替スイッチ５８、ＡＵＴＯスイッチ６０、ＯＦＦスイッチ６１、Ａ／Ｃスイッチ５９、運転席（ＤＲＩＶＥＲ）側温度設定スイッチ６２および助手席（ＰＡＳＳＥＮＧＥＲ）側温度設定スイッチ６３等が設置されている。
【００２６】
上記のうちのＤＵＡＬスイッチ５６は、運転席側空調ゾーン内の温度調節と助手席側空調ゾーン内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である。また、ＭＯＤＥ切替スイッチ５７は、乗員の操作に応じて、吹出口モードをＦＡＣＥモード、Ｂ／Ｌモード、ＦＯＯＴモードまたはＦ／Ｄモードに切り替える。
【００２７】
そして、ディスプレイ５２には、運転席側の設定温度、助手席側の設定温度、吹出口モードおよびブロワ風量等が表示される。そして、運転席側温度設定スイッチ６２は、運転席側空調ゾーン内の温度を希望温度に設定する運転席側温度設定手段で、アップスイッチ６２ａとダウンスイッチ６２ｂよりなる。また、助手席側温度設定スイッチ６３は、助手席側空調ゾーン内の温度を希望温度に設定する助手席側温度設定手段で、アップスイッチ６３ａとダウンスイッチ６３ｂよりなる。なお、エアコン操作パネル５１上の各種の操作スイッチは、ディスプレイ５２上に設けられていても良い。
【００２８】
また、エアコンＥＣＵ１０の内部には、ＣＰＵ、メモリ（ＲＯＭまたはＥＥＰＲＯＭ、ＲＡＭ）、Ｉ／Ｏポート（入力／出力回路）およびタイマー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、各種センサからのセンサ信号が入力回路によって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。
【００２９】
すなわち、エアコンＥＣＵ１０の入力回路には、車室内温度（内気温とも言う）を検出する内気温検出手段としての内気温センサ７１、車室外温度（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７２、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（日射強度）を検出する日射検出手段としての日射センサ７３等が接続されている。
【００３０】
また、エアコンＥＣＵ１０の入力回路には、エバポレータ４１を通過した直後の空気温度（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７４、エンジン冷却水（車両駆動手段の冷却手段）の温度を検出する冷却水温検出手段としての冷却水温センサ７５等が接続されている。さらに、エアコンＥＣＵ１０の入力回路には、運転席側、助手席側空調ゾーン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、助手席側の吹出温度センサ（ダクトセンサ）７６、７７が接続されている。
【００３１】
これらのうち内気温センサ７１、外気温センサ７２、エバ後温度センサ７４および冷却水温センサ７５には、例えばサーミスタ等の温度センサが使用されている。ここで、本実施形態の内気温センサ７１は、ＦＡＣＥ吹出口２１近傍のダッシュパネル５０の前面に形成された凹所内に収容されている。なお、その凹所は、通気口が形成された蓋体５０ａによって塞がれている。また、日射センサ７３は、車室内の最前方の助手席側フロントウインドウ近傍のダッシュパネル５０の上側に設置されている。
【００３２】
〔実施形態の制御方法〕
次に、本実施形態のエアコンＥＣＵ１０による空調制御方法を、図１ないし図７に基づいて説明する。ここで、図５はエアコンＥＣＵ１０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。
【００３３】
先ず、イグニッションスイッチがＯＮされてエアコンＥＣＵ１０に直流電源が供給されると、予めＲＯＭに記憶されている制御プログラム（図５のルーチン）の実行が開始される。このとき、先ず、エアコンＥＣＵ１０内部のマイクロコンピュータに内蔵されたデータ処理用メモリ（ＲＡＭ）の記憶内容等の初期化を行う（ステップＳ１）。
【００３４】
次に、各種データをデータ処理用メモリ（ＲＡＭ）に読み込む。すなわち、各種操作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）。
【００３５】
特に、エバ後温度センサ７４の検出値であるエバ後温度（ＴＥ）、冷却水温センサ７５の検出値であるエンジン冷却水温（ＴＷ）等を入力してデータ処理用メモリに記憶する。
【００３６】
次に、上記のような記憶データおよび下記の数１の算出式および数２の算出式に基づいて、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）。ここで、運転席側、助手席側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）は、少なくとも車室内温度と車室内の設定温度の温度偏差を含んで算出される車室内温度の関数である。
【００３７】
【数１】

【数２】

【００３８】
但し、ＴＳＥＴ（Ｄｒ）、ＴＳＥＴ（Ｐａ）は、それぞれ運転席側空調ゾーンの設定温度、助手席側空調ゾーンの設定温度を表し、ＴＲ、ＴＡＭは、それぞれ車室内温度、外気温を表し、ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）は、それぞれ運転席側、助手席側空調ゾーン内の日射量を表す。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、運転席側、助手席側空調ゾーンの温度差補正ゲインを表す。
【００３９】
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、Ａ／Ｃユニット１の各吹出口からの吹出方向等様々なパラメータで変化する。
【００４０】
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、オートブロワ風量を演算する（ステップＳ４）。具体的には、上記のオートブロワ風量｛ブロワ制御電圧ＶＡ｝は、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６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。
【００４１】
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７の特性図に示した目標吹出温度に対する吹出口モード特性とに基づいて運転席側、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。
【００４２】
また、エアコン操作パネル５１に設けられたＭＯＤＥ切替スイッチ５７を操作することにより、ＦＡＣＥモード、Ｂ／Ｌモード、ＦＯＯＴモードおよびＦ／Ｄモードのうち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５４を押すとＤＥＦモードに固定される。
【００４３】
なお、上記のＦＡＣＥモードとは、空調風を乗員の上半身（頭胸部）に向けて吹き出す吹出口モードである。また、Ｂ／Ｌモードとは、空調風を乗員の上半身（頭胸部）および足元部に向けて吹き出す吹出口モードである。そして、ＦＯＯＴモードとは、空調風を乗員の足元部に向けて吹き出す吹出口モードである。さらに、Ｆ／Ｄモードとは、空調風を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吹き出す吹出口モードである。また、ＤＥＦモードとは、空調風を車両のフロントウインドウの内面に向けて吹き出す吹出口モードである。
【００４４】
次に、運転席側Ａ／Ｍドア１５の目標Ａ／Ｍ開度ＳＷ（Ｄｒ）（％）および助手席側Ａ／Ｍドア１６の目標Ａ／Ｍ開度ＳＷ（Ｐａ）（％）を演算する（ステップＳ６）。なお、このような目標Ａ／Ｍ開度ＳＷ（Ｄｒ）および目標Ａ／Ｍ開度ＳＷ（Ｐａ）の演算は、下記の数３の算出式および数４の算出式とに基づいて行われる。
【００４５】
【数３】

【数４】

但し、ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）は、それぞれ運転席側、助手席側の目標吹出温度を表し、ＴＥは、エバ後温度センサ７４の検出値であるエバ後温度を表し、ＴＷは、冷却水温センサ７５の検出値であるエンジン冷却水温を表す。
【００４６】
次に、図１のルーチンが起動して、ウォームアップ初期のウインドウ防曇制御を行う（ステップＳ７）。次に、ステップＳ５またはステップＳ７で決定されたブロワ制御電圧（＝出力ブロワレベル）となるようにブロワ駆動回路８に出力信号を送る（ステップＳ８）。
【００４７】
次に、ステップＳ６で決定された目標Ａ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）となるようにサーボモータ１７、１８を通電制御する（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を通電制御する（ステップＳ１０）。その後に、ステップＳ２の処理に戻る。
【００４８】
次に、本実施形態のエアコンＥＣＵ１０によるウォームアップ初期のウインドウ防曇制御を図１に基づいて説明する。ここで、図１はエアコンＥＣＵ１０によるウォームアップ初期のウインドウ防曇制御を示すフローチャートである。
【００４９】
先ず、図１のルーチンが起動すると、冷却水温センサ７５の検出値であるエンジン冷却水温（ＴＷ）が所定値（例えば６０℃）未満であるか否かを判定する（ステップＳ２１）。この判定結果がＹＥＳの場合、すなわち、エンジン冷却水温（ＴＷ）が６０℃未満であれば、ウォームアップ初期のウインドウ防曇制御を実施する必要があるため、ステップＳ２２の制御処理に進む。
【００５０】
また、ステップＳ２１の判定結果がＮＯの場合には、図１のルーチンを抜ける。すなわち、エンジン冷却水温（ＴＷ）が６０℃以上であれば、瞬時にフロントウインドウの内面の曇りを晴らすことができると判断して、ウォームアップ初期のウインドウ防曇制御を実施しない。
【００５１】
一方、ステップＳ２１の判定結果がＹＥＳの場合には、先ず、ウインドウ防曇制御を実施する制御時間Ｔｘ（ｓｅｃ）を決定する（ステップＳ２２）。ここで、空調ダクト２内の湿度は、エバポレータ４１に付着した水分が、近くに設置されたヒータコア４２に流入するエンジン冷却水によって暖められて水分が蒸発する時間が長い程、高くなる。
【００５２】
このため、前回のイグニッションスイッチＩＧ・ＯＮ→ＯＦＦからの経過時間、つまりエンジンを停止してからエンジンを再始動するまでの経過時間Ｔ（ｍｉｎ）が長い程、ウォームアップ初期のウインドウ防曇制御を実施する制御時間Ｔｘ（ｓｅｃ）を長く設定することが望ましい。
【００５３】
ウインドウ防曇制御を実施する制御時間Ｔｘ（ｓｅｃ）が決定したら、エンジンを再始動してから制御時間Ｔｘ（ｓｅｃ）が経過するまで、ブロワ４をＯＦＦすると共に、強制的に冷凍サイクルのコンプレッサとコンデンサファンをＯＮする。そして、制御時間Ｔｘ（ｓｅｃ）が経過してから制御時間Ｔｘ＋６（ｓｅｃ）までの間、乗員への違和感をなくすため、ブロワ風量ｆｘを徐々にリニアに増加し、通常の風量制御に戻すようにする（ステップＳ２３）。
【００５４】
次に、図５のフローチャートのステップＳ４で決定したオートブロワ風量と、ステップＳ２３で決定したウインドウ防曇制御中のブロワ風量ｆｘとを比較して、小さい方を出力ブロワレベル（ブロワ制御電圧）とし、ステップＳ８の出力制御に利用する（ステップＳ２４）。その後に、図１のルーチンを抜ける。
【００５５】
〔実施形態の効果〕
以上のように、本実施形態のＡ／Ｃユニット１においては、空調または送風開始時、あるいはエンジンの再始動時に、エンジン冷却水温（ＴＷ）がまだ冷え切っていない場合、エンジンを再始動してから制御時間Ｔｘ（ｓｅｃ）が経過するまで、コンプレッサとコンデンサファンを強制的にＯＮし、且つブロワ４をＯＦＦする。これにより、エバポレータ４１の温度を下げて、空調ダクト２内の湿気をエバポレータ４１の表面に結露させることによって、車室内への送風を開始する前に空調ダクト２内を除湿することができる。
【００５６】
それによって、湿気を含んだ空気がＤＥＦ吹出口２０からフロントウインドウの内面へ吹き出すことはなく、ブロワ４の作動を開始した後は、湿気の少ない空気がヒータコア４２を通過する際に再加熱され、高温の空調風が吹出口から車室内へ吹き出す。例えば吹出口モードがＦ／ＤモードまたはＤＥＦモードに設定されている場合には、ＤＥＦ吹出口２０からフロントウインドウの内面へ高温の空調風が吹き出すことにより、フロントウインドウの内面の防曇または曇りを晴らすことができる。
【００５７】
また、エンジン冷却水温（ＴＷ）が６０℃以上の場合には、空調ダクト２内の湿度の上昇はまだ小さく、また、多少フロントウインドウの内面が曇ったとしても、例えばＤＥＦ吹出口２０から吹き出される吹出風の吹出温度が高温のため、瞬時にフロントウインドウの内面の防曇または曇りを晴らすことができる。
【００５８】
〔他の実施形態〕
本実施形態では、図１のルーチンのステップＳ２１において、エンジン冷却水温（ＴＷ）が所定値（例えば６０℃）未満であるか否かを判定するようにしているが、その他加熱用熱交換器（ヒータコア４２）の温度など、ＤＥＦ吹出口２０からフロントウインドウの内面へ吹き出される吹出風の吹出温度が推定または検出できるものであれば、何でも良い。すなわち、フロントウインドウの内面に曇りが起きた時に、瞬時にフロントウインドウの内面の曇りを除去することが可能であるか否かを判定する。
【００５９】
また、図１のルーチンのステップＳ２１において、吹出口モードがフロントウインドウへの風洩れ有りのＦＯＯＴモードまたはフロントウインドウへの風洩れ無しのＦＯＯＴモードまたはＦ／Ｄモードに設定されているか否かを判定するようにして、空調または送風開始、あるいはエンジン始動時に、ＤＥＦ吹出口２０からフロントウインドウの内面へ吹出風が吹き出し易い状態であるか否かを判定しても良い。また、図１のルーチンのステップＳ２１はなくても良い。また、本実施形態では、車両駆動手段として、車両走行用の水冷式エンジンを用いたが、車両駆動手段として、車両走行用の水冷式モータを用いても良い。
【００６０】
また、ウォームアップ初期のウインドウ防曇制御の制御時間は、前回のＩＧ・ＯＮ→ＩＧ・ＯＦＦからの経過時間、つまりエンジンを停止してからエンジンを再始動するまでの経過時間により演算したが、前回の空調または送風が停止した時からの経過時間など、空調ダクト２内の湿度の上昇度合が推定できるものであれば、何でも良い。なお、空調ダクト２内に直接湿度センサを設けても良い。
【００６１】
また、ウォームアップ初期のウインドウ防曇制御中、強制的に冷凍サイクルのコンプレッサをＯＮしたが、非常に外気温が低く、コンプレッサのロックの恐れがある時や、冷媒圧力異常の時、あるいは乗員がコンプレッサの作動を手動操作によりＯＦＦしている時などは、本実施形態のウインドウ防曇制御をキャンセルするようにしても良い。この場合、コンプレッサが作動しないと、空調ダクト２内の除湿効果が得られないので、代わりに、ＦＡＣＥモードやＢ／Ｌモード等のフロントウインドウへの空調風の吹き出しが非常に少ない吹出口モードに切り替えて、車室内に送風することで、空調ダクト２内を除湿しても良い。
【００６２】
また、ウインドウ防曇制御の制御時間中はブロワ４をＯＦＦとしたが、Ｆ／Ｄモード等のフロントウインドウへの空調風の吹き出しが比較的に少ない吹出口モード（例えばＦＡＣＥモードまたはＢ／ＬモードまたはＦＯＯＴモードまたはＦ／Ｄモード）に切り替えて、ブロワ４を低回転で作動させることにより、ウインドウ防曇制御の制御時間を短くするようにしても良い。
【００６３】
本実施形態では、圧縮機として電磁式容量可変弁を有する可変容量型コンプレッサを用いた例を説明したが、圧縮機として電磁クラッチでＯＮ／ＯＦＦされるコンプレッサ、あるいはモータにより駆動される電動式のコンプレッサを用いても良い。外部容量可変型コンプレッサにおいては、本実施形態のウインドウ防曇制御を最大能力で行うことにより、ウインドウ防曇制御の制御時間を短くすることができる。
【００６４】
本実施形態では、冷却または除湿手段として、空調ダクト２内を流れる空気を冷却または除湿するエバポレータ（冷却用熱交換器）４１、およびこのエバポレータ４１より吸入した冷媒を圧縮するコンプレッサを有する冷凍サイクルを適用した例を説明したが、冷却または除湿手段として、冷凍サイクルのエバポレータ４１以外にも、ペルチェ素子またはその他の化学反応を利用する冷却用熱交換器を有する冷却または除湿手段を用いても良い。さらに、ヒータコア４２の代わりに、冷凍サイクルのコンデンサ（加熱用熱交換器）を設置しても良い。
【００６５】
また、送風機の作動を停止させるか、あるいは非常に低風量にする所定時間は、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器（ヒータコア４２）温度、冷却用熱交換器（エバポレータ４１）温度、冷却用熱交換器（エバポレータ４１）付近温度（＝エバ後温度）、湿度、ウインドウ曇り面積のうちの１つ以上のパラメータによって演算しても良い。これらによっても、空調ダクト２内の湿度の上昇度合およびフロントウインドウの曇り易さを推定することができる。
【００６６】
また、冷凍サイクルのコンプレッサを作動させるか、あるいは強く作動させる所定時間は、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度（ヒータコア４２）温度、冷却用熱交換器（エバポレータ４１）温度、冷却用熱交換器（エバポレータ４１）付近温度（＝エバ後温度）、湿度、ウインドウ曇り面積のうち１つ以上のパラメータによって演算しても良い。
【００６７】
また、冷凍サイクルのコンプレッサの作動を停止または弱くする所定条件は、冷却水温、車室内温度、日射量、ウインドウ温度、ウインドウ透過度、ウインドウ透過面積、シート温度、ステアリング温度、加熱用熱交換器温度（ヒータコア４２）温度、冷却用熱交換器（エバポレータ４１）温度、冷却用熱交換器（エバポレータ４１）付近温度（＝エバ後温度）、湿度、ウインドウ曇り面積のうち１つ以上のパラメータにより決定しても良い。これらによって、コンプレッサの作動時間を短くし、省エネルギーおよびコンプレッサのロックの可能性を減少させることができると共に、フロントウインドウの曇りの可能性が少ない、または曇っても瞬時に除去できる。
【００６８】
また、本実施形態のウインドウ防曇制御を実施中であることを、乗員に知らせる視覚表示手段や聴覚表示手段を設けることにより、空調開始しているにも拘らず、吹出口から風が出ないことで乗員が違和感を感じることを防ぐことができる。また、ＤＥＦモード時はとにかく高風量を出すことで、多少エンジン冷却水温が低くても、フロントウインドウの防曇効果が上がるので、本実施形態のウインドウ防曇制御を中止または中断するようにしても良い。
【００６９】
本実施形態では、運転席側、助手席側の設定温度ＴＳＥＴ（Ｄｒ）、ＴＳＥＴ（Ｐａ）、内気温センサ値ＴＲ、外気温センサ値ＴＡＭおよび日射センサ値ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）によって演算した目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）に基づいて、快適な空調または風量制御を行うようにしているが、少なくとも車室内の設定温度と内気温センサ値ＴＲとの温度偏差によって演算した車室内の熱負荷に基づいて、快適な空調または風量制御を行うようにしても良い。
【００７０】
本実施形態では、エアコン操作パネル５１に設けられたＭＯＤＥ切替スイッチ５７を操作することで、ＦＯＯＴモードよりもフロントウインドウの内面へ空調風を吹き出す吹出割合が多いＦ／Ｄモードに設定する例を説明したが、吹出口モードのオート制御において目標吹出温度ＴＡＯが所定値以上に高く、吹出口モードとしてＦＯＯＴモードが選択された際に、外気温が所定値（例えば５℃）未満で、且つ日射量が所定値（例えば２００Ｗ／ｍ²）未満の時に、吹出口モードをＦ／Ｄモードに自動的に設定するようにしても良い。
【００７１】
本実施形態では、エアコン操作パネル５１に設けられたＤＥＦスイッチ５４を押すことで、ＦＯＯＴモードよりもフロントウインドウの内面へ空調風を吹き出す吹出割合が非常に多いＤＥＦモードに設定する例を説明したが、吹出口モードのオート制御において目標吹出温度ＴＡＯが所定値以上に高く、吹出口モードとしてＦＯＯＴモードが選択された際に、外気温が所定値（例えば−５℃）未満で、且つ日射量が所定値（例えば５０Ｗ／ｍ²）未満の時に、吹出口モードをＤＥＦモードまたはＦ／Ｄモードに自動的に設定するようにしても良い。
【図面の簡単な説明】
【図１】エアコンＥＣＵによるウォームアップ初期のウインドウ防曇制御を示したフローチャートである（実施形態）。
【図２】Ａ／Ｃユニットの全体構成を示した模式図である（実施形態）。
【図３】車両のダッシュパネルを示した正面図である（実施形態）。
【図４】エアコン操作パネルを示した正面図である（実施形態）。
【図５】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（実施形態）。
【図６】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（実施形態）。
【図７】目標吹出温度に対する吹出口モード制御特性を示した特性図である（実施形態）。
【符号の説明】
１Ａ／Ｃユニット
２空調ダクト
４ブロワ（送風機）
８ブロワ駆動回路
９ブロワモータ（アクチュエータ）
１０エアコンＥＣＵ（空調制御手段）
２０ＤＥＦ吹出口
２１ＦＡＣＥ吹出口
２２ＦＡＣＥ吹出口
２３ＦＯＯＴ吹出口
２４運転席側吹出口切替ドア（吹出口モード切替手段）
２５運転席側吹出口切替ドア（吹出口モード切替手段）
２６運転席側吹出口切替ドア（吹出口モード切替手段）
２８サーボモータ（アクチュエータ）
２９サーボモータ（アクチュエータ）
３１ＦＡＣＥ吹出口
３２ＦＡＣＥ吹出口
３３ＦＯＯＴ吹出口
３５助手席側吹出口切替ドア（吹出口モード切替手段）
３６助手席側吹出口切替ドア（吹出口モード切替手段）
３９サーボモータ（アクチュエータ）
４１エバポレータ（冷却用熱交換器）
４２ヒータコア（加熱用熱交換器）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to warm-up control of a vehicle air conditioner, and more particularly to window anti-fogging control in the early stage of warm-up of a vehicle air conditioner.
[0002]
[Prior art]
Conventionally, at the early stage of warm-up, where the passenger compartment is heated rapidly immediately after the engine is started. When the cooling water temperature of the engine flowing into the heater core for heating the air flowing in the air conditioning duct is equal to or lower than a predetermined value, the air blower is stopped and the conditioned air blown to the inner surface of the front window from the FOOT mode. Is set to the DEF mode in which the blowing ratio of the engine is very high, and the compressor is operated until a predetermined time elapses after the engine is started. This prevents warm-up window fogging while dehumidifying the air conditioning duct.
[0003]
[Problems to be solved by the invention]
However, in the window blow prevention method at the initial stage of blowout of the blower, immediately after the engine is started, if the cooling water temperature of the engine is not yet cooled down, the blower is activated at the same time as the engine is started and moisture is contained. Air is blown out from the defroster outlet to the front window. As a result, there is a problem in that the front window becomes cloudy in the early stage of warm-up.
[0004]
OBJECT OF THE INVENTION
The object of the present invention is to prevent the air containing moisture from being blown out to the window even when the cooling water temperature of the vehicle driving means has not yet cooled during the window anti-fogging control in the initial warm-up. An object of the present invention is to provide a vehicle air conditioner that can reliably prevent fogging.
[0005]
[Means for Solving the Problems]
  Claim 1, Claim 2, claim 7 to claim 10According to the invention described in the above, until the predetermined time elapses at the time of air conditioning or air blowing, the operation of the blower is stopped or the air flow is reduced to a very low level and the predetermined condition is satisfied.,coldActivate the rejection or dehumidification means or activate stronglyPerform window anti-fogging controlThus, the air conditioning duct is dehumidified by cooling or dehumidifying means until the predetermined time elapses from the start of air conditioning or air blowing, and the operation of the blower is stopped or the air flow is made very low. As a result, it is possible to prevent the wind containing moisture from being blown out from the air outlet, so even if the cooling water temperature has not cooled down at the beginning of the warm-up, it is surely prevented from fogging the window. can do.
  According to the first aspect of the present invention, the smaller one of the air volume calculated by the window anti-fogging control at the initial stage of warm-up or the air volume calculated by the heat load in the passenger compartment is used for the window anti-fogging control. Thus, it is possible to prevent the wind containing moisture from being blown out from the outlet. According to the second aspect of the present invention, the air-conditioning control means stops the operation of the blower or sets the predetermined time for a very low airflow for the previous time, the vehicle driving means, the cooling or dehumidifying means, or The longer the time after the operation of the blower is stopped, the longer the operation is. Furthermore, according to the invention described in claim 3, the air conditioning control means stops the operation of the blower until the predetermined time elapses at the start of air conditioning or air blowing, or makes the air flow very low, and for a predetermined time. Until the time elapses, the window is provided with antifogging control in which the cooling or dehumidifying means is operated or strongly operated.
[0006]
  Claim4, claim 5, claims 11 to 14According to the invention described in the above, until the predetermined time has elapsed at the start of the vehicle driving means, the operation of the blower is stopped or the air flow is reduced to a very low level and the predetermined condition is satisfied.,coldActivate the rejection or dehumidification means or activate stronglyPerform window anti-fogging controlThus, the air conditioning duct is dehumidified by cooling or dehumidifying means until the predetermined time elapses from the start of air conditioning or air blowing, and the operation of the blower is stopped or the air flow is made very low. As a result, it is possible to prevent the wind containing moisture from being blown out from the air outlet, so even if the cooling water temperature has not cooled down at the beginning of the warm-up, it is surely prevented from fogging the window. can do.
[0007]
  Claim4According to the invention described inTheBy using the smaller of the air volume calculated by the window anti-fogging control at the beginning of the form-up or the air volume calculated by the heat load in the passenger compartment for the above-mentioned window anti-fogging control, the wind containing moisture from the air outlet is applied to the window Blowing out can be suppressed. Claims5According to the invention described inAir conditioning control meansThe specified time to stop the blower or to make the air flow very lowThe, Last time, vehicle drive means, orIs coldRejection or dehumidification means, orWill sendThe longer the time since the operation of the fan stopped, the longerIt is characterized by that. Further, according to the invention described in claim 6, the air conditioning control means stops the operation of the blower or sets the air flow to a very low amount until the predetermined time elapses at the start of air conditioning or air blowing. Until the time elapses, the window is provided with antifogging control in which the cooling or dehumidifying means is operated or strongly operated.
[0008]
  Claim15According to the invention described inAir conditioning control meansThe specified time to stop the blower or to make the air flow very lowThe, Cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger When one or more of them are greater than or equal to a predetermined value, or when one or more of humidity and window fogging area is less than or equal to a predetermined value, it is desirable to reduce or reduce to zero. And claims16According to the invention described inAir conditioning control meansThe specified time to stop the blower or to make the air flow very lowThe, Cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger It is desirable to decrease as one or more of them is higher, or as one or more of humidity and window fogging area is lower.
[0009]
  Claim7 and claim 11According to the invention described inAir conditioning control meansA predetermined time during which the cooling or dehumidifying means is activated or strongly activatedThe, Cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger When one or more of them are above the specified value, or when one or more of the humidity and the window cloudy area is below the specified value, reduce or reduce to zero.Characterized by. Claims8 and claim 12According to the invention described inAir conditioning control meansA predetermined time during which the cooling or dehumidifying means is activated or strongly activatedThe, Cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near the cooling heat exchanger Decrease as one or more of them are higher, or as one or more of humidity and window cloudiness are lower.Characterized by.
[0010]
  Claim9 and claim 13According to the invention described in the above, the predetermined conditions are cooling water temperature, vehicle interior temperature, solar radiation amount, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat One or more of the exchanger temperature and the temperature near the heat exchanger for cooling is equal to or higher than a predetermined value, or one or more of humidity and window fogging area is equal to or lower than a predetermined value. Claims10 and claim 14According to the invention described in the above, the predetermined conditions are cooling water temperature, vehicle interior temperature, solar radiation amount, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat One or more of the exchanger temperature and the temperature near the heat exchanger for cooling increase by a predetermined amount or one or more of the humidity and the window fogging area decrease by a predetermined amount or more.
[0011]
  Claim 17According to the invention described in, when the operation of the blower is stopped or the air flow is very low,Anti-fog systemYou may make it tell by a display or a sound or an audio | voice that it is in the middle. Accordingly, it is possible to prevent the passenger from feeling uncomfortable when the air does not come out from the air outlet regardless of the start of the air conditioning or the air blowing or the start of the vehicle driving means. Claim 18According to the invention described inTheWind up earlyAnti-fog systemYouTheMeans capable of canceling may be provided. As a result, the early warm-up windowAnti-fog systemIf you do not meet the passenger's feeling of air conditioning, etc.Anti-fog systemYou can stop or interrupt.
[0012]
  Further claim 19According to the invention described inTheWind up earlyAnti-fog systemIt may be possible to cancel at the time of DEF mode, MAX / HOT, or MAX / COOL. As a result, during DEF mode, MAX / HOT, or MAX / COOL, the airflow of the blower is very large, and even if the cooling water temperature is slightly low, the anti-fogging effect of the window is improved.Anti-fog systemYou can stop or interrupt.According to the twentieth aspect of the invention, the air-conditioning control means stops the operation of the blower until the predetermined time elapses, or sets the air flow to a very low level, and the predetermined air flow after the predetermined time elapses. Until the control time, a control characteristic that gradually increases as the control time elapses from the air volume at a predetermined time is stored. The air conditioning control means uses the smaller one of the air volume calculated from the control characteristics and the air volume calculated based on the target blowing temperature of the conditioned air during the predetermined time and the control time.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
[Configuration of Embodiment]
1 to 7 show an embodiment of the present invention, FIG. 2 is a diagram showing the overall configuration of an A / C unit, FIG. 3 is a diagram showing a dash panel of a vehicle, and FIG. 4 is an air conditioner. It is the figure which showed the operation panel.
[0014]
The vehicle air conditioner of the present embodiment includes an actuator for each air conditioner in an air conditioning unit (hereinafter referred to as an A / C unit) 1 that air-conditions a vehicle interior of a vehicle such as an automobile equipped with a water-cooled engine for traveling the vehicle. It is configured to be controlled by an air conditioning control device (control circuit board: hereinafter referred to as an air conditioner ECU) 10. The A / C unit 1 independently controls the temperature adjustment and the change of the air outlet mode between the right side of the passenger compartment (hereinafter referred to as the driver's seat side) and the left side of the passenger compartment (hereinafter referred to as the passenger seat) of the air conditioning zone. It is an air conditioner unit that can be performed.
[0015]
The A / C 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 driven by an actuator such as a servo motor 5 to change the opening (so-called suction port mode) between the inside air suction port 6 and the outside air suction port 7. Here, in the present embodiment, by operating an inside / outside air changeover switch 53 provided on the air conditioner operation panel 51 described later, an inside air circulation (REC) in which the inside air suction ratio is 100% and the outside air suction ratio is 0%. ) Mode, the suction ratio of the outside air is 100%, and the suction mode is switched to the suction port mode such as the outside air introduction (FRS) mode where the suction ratio of the inside air is 0%.
[0016]
The blower 4 corresponds to the blower of the present invention, and is a centrifugal blower that is rotationally driven by a blower motor 9 controlled by a blower drive circuit 8 and generates an air flow toward the vehicle interior in the air conditioning duct 2. Note that the higher the blower control voltage (output blower level) applied to the actuator such as the blower motor 9 from the blower drive circuit 8, the greater the air volume (blower air volume) of the blower 4.
[0017]
An evaporator (cooling heat exchanger) 41 that cools the air passing through the air conditioning duct 2 is provided at the center of the air conditioning duct 2. A heater core (heating heat exchanger) 42 for heating the air passing through the first and second air passages 11 and 12 is provided on the downstream side of the evaporator 41. Here, the heater core 42 of the present embodiment is installed in parallel with the radiator in a coolant circuit in which engine coolant of a water-cooled engine (vehicle drive means) circulates.
[0018]
The first air passage 11 and the second air passage 12 are partitioned by a partition plate 14. Downstream of the heater core 42, a driver seat side and passenger seat side air mix (A / M) door for independently adjusting the temperatures of the driver seat side air conditioning zone and the passenger seat side air conditioning zone in the passenger compartment. 15 and 16 are provided. The driver side and passenger 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 side and passenger side air conditioning zones. To do.
[0019]
Here, the evaporator 41 of this embodiment constitutes one component of the refrigeration cycle. The refrigeration cycle corresponds to the cooling or air-conditioning means of the present invention, and is a refrigerant compressor that compresses and discharges refrigerant by being driven by a belt on the output shaft of a vehicle traveling engine mounted in the engine room of the vehicle. (Compressor), a refrigerant condenser (condenser) that condenses and liquefies the refrigerant discharged from the compressor, a liquid receiver (receiver) that gas-liquid separates the liquid refrigerant flowing from the capacitor, and a liquid that flows from the receiver An expansion valve for adiabatically expanding the refrigerant and the evaporator (refrigerant evaporator) 41 for evaporating and evaporating the gas-liquid two-phase refrigerant flowing from the expansion valve. Cooling air is blown to the condenser by an electric condenser fan.
[0020]
Among these, the compressor has intermittent rotational power from the engine by an electromagnetic clutch controlled by the air conditioner ECU 10. When the electromagnetic clutch is turned on and the compressor is started, the evaporator 41 cools and dehumidifies the air passing through the air conditioning duct 2. Further, in the present embodiment, the variable capacity control is performed based on a control signal output in accordance with a comparison result between the post-evaporation temperature (TE) that is a detection value of the post-evaporation temperature sensor 74 and the target post-evaporation temperature (TEO). A variable displacement compressor having an electromagnetic displacement control valve is used.
[0021]
Then, at the air downstream end (front surface of the dash panel 50) of each blowing duct communicating with the air downstream side of the first air passage 11, as shown in FIGS. 2 and 3, the conditioned air is directed toward the inner surface of the front window. A defroster (DEF) outlet 20 for blowing out air, a center face (FACE) outlet 21 and a side face (FACE) outlet for blowing air-conditioning air toward the head and chest of the occupant on the driver's seat and the inner surface of the side window An outlet 22 and a foot (FOOT) outlet 23 for blowing air-conditioned air toward the feet of the passenger on the driver's seat side are opened. The DEF air outlet 20 blows conditioned air not only toward the inner surface of the front window on the driver's seat but also toward the inner surface of the front window on the passenger's seat.
[0022]
In addition, air conditioned air is blown out toward the passenger chest side occupant chest and the side window at the air downstream end (front surface of the dash panel 50) of each blowing duct communicating with the air downstream side of the second air passage 12. A center face (FACE) outlet 31 and a side face (FACE) outlet 32 for opening, and a foot (FOOT) outlet 33 for blowing air-conditioned air toward the feet of the passenger on the passenger seat side are opened. Yes. A plurality of swing louvers capable of changing the blowing direction of the conditioned air blown from each blower outlet are attached to the center grille and the side grille forming the

FACE blower outlets

21 and 22 and the

FACE blower outlets

31 and 32, respectively. It has been.
[0023]
In the first and second air passages 11 and 12, the driver's seat side and the passenger's seat side blow for setting the air outlet mode of the driver's seat side air conditioning zone and the passenger seat side air conditioning zone independently of each other are provided. Exit switching doors 24 to 26, 35, and 36 are provided. The driver seat side and passenger seat side outlet switching doors 24 to 26, 35, and 36 are driven by actuators such as

servo motors

28, 29, and 39 to change the outlet mode between the driver seat side air conditioning zone and the passenger seat. It is a blower outlet mode switching means which can be switched with each side air-conditioning zone. Here, the outlet mode of the present embodiment includes a FACE mode, a B / L mode, a DEF leak-free FOOT mode, an F / D mode, a DEF mode, and the like. It should be noted that the FOOT mode may be the FOOT mode with DEF leakage in which the blowing rate of the conditioned air blown from the DEF outlet 20 is smaller than that in the F / D mode.
[0024]
The air conditioner ECU 10 corresponds to the air conditioning control means of the present invention. When an ignition switch for starting and stopping the engine is turned on (IG · OFF → ON), a battery (Fig. When DC power is supplied from (not shown), arithmetic processing and control processing are started. As shown in FIGS. 2 and 4, the air conditioner ECU 10 receives switch signals from various switches on the air conditioner operation panel 51 that are integrally installed on the front surface of the dash panel 50.
[0025]
The air conditioner operation panel 51 includes a liquid crystal display (display) 52, an inside / outside air changeover switch 53, a front defroster switch (hereinafter referred to as DEF switch) 54, a rear defroster (defogger) switch 55, a dual switch 56, an outlet mode. (MODE) changeover switch 57, blower air volume changeover switch 58, AUTO switch 60, OFF switch 61, A / C switch 59, driver's seat (DRIVER) side temperature setting switch 62, passenger's seat (PASSENGER) side temperature setting switch 63, etc. is set up.
[0026]
Of the above, the dual switch 56 is a left / right independent control command means for commanding left / right independent temperature control in which temperature adjustment in the driver's seat side air conditioning zone and temperature adjustment in the passenger seat side air conditioning zone are performed independently of each other. The MODE changeover switch 57 switches the outlet mode to the FACE mode, B / L mode, FOOT mode, or F / D mode according to the operation of the occupant.
[0027]
The display 52 displays the driver seat side set temperature, the passenger seat set temperature, the air outlet mode, the blower air volume, and the like. The driver seat side temperature setting switch 62 is a driver seat side temperature setting means for setting the temperature in the driver seat side air conditioning zone to a desired temperature, and includes an up switch 62a and a down switch 62b. The passenger seat side temperature setting switch 63 is a passenger seat side temperature setting means for setting the temperature in the passenger seat side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b. Various operation switches on the air conditioner operation panel 51 may be provided on the display 52.
[0028]
The air conditioner ECU 10 includes a well-known microcomputer including functions of a CPU, a memory (ROM or EEPROM, RAM), an I / O port (input / output circuit), a timer circuit, and the like. The sensor signals from the various sensors are A / D converted by the input circuit and then input to the microcomputer.
[0029]
That is, the input circuit of the air conditioner ECU 10 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting a vehicle interior temperature (also referred to as an inside air temperature), and an outside air temperature detecting means for detecting a vehicle outside temperature (hereinafter referred to as outside air temperature). Are connected to an outside air temperature sensor 72, and a solar radiation sensor 73 as a solar radiation detecting means for detecting the amount of solar radiation (solar radiation intensity) irradiated in the driver's seat and passenger seat side air conditioning zones.
[0030]
Further, an input circuit of the air conditioner ECU 10 includes an after-evaporation temperature sensor 74 as an after-evaporation temperature detecting means for detecting an air temperature immediately after passing through the evaporator 41 (hereinafter referred to as an after-evaporation temperature), engine cooling water (vehicle driving means). A cooling water temperature sensor 75 is connected as a cooling water temperature detecting means for detecting the temperature of the cooling means). Further, the air temperature ECU 10 is connected to driver side and passenger side air temperature sensors (duct sensors) 76 and 77 for detecting the temperature of the air conditioned air blown out to the driver side and passenger side air conditioning zones, respectively. Has been.
[0031]
Among these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the after-evaporation temperature sensor 74, and the cooling water temperature sensor 75, for example, temperature sensors such as a thermistor are used. Here, the inside air temperature sensor 71 of the present embodiment is accommodated in a recess formed on the front surface of the dash panel 50 in the vicinity of the FACE outlet 21. Note that the recess is closed by a lid 50a in which a vent is formed. Further, the solar radiation sensor 73 is installed on the upper side of the dash panel 50 in the vicinity of the front passenger side front window in the vehicle interior.
[0032]
[Control Method of Embodiment]
Next, an air conditioning control method by the air conditioner ECU 10 of the present embodiment will be described based on FIGS. 1 to 7. Here, FIG. 5 is a flowchart showing an example of a control program of the air conditioner ECU 10.
[0033]
First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of a control program (routine in FIG. 5) stored in advance in the ROM is started. At this time, first, the contents of the data processing memory (RAM) built in the microcomputer inside the air conditioner ECU 10 are initialized (step S1).
[0034]
Next, various data are read into a data processing memory (RAM). That is, switch signals from various operation switches and sensor signals from various sensors are input (step S2).
[0035]
In particular, an after-evaporation temperature (TE) that is a detection value of the after-evaporation temperature sensor 74, an engine cooling water temperature (TW) that is a detection value of the cooling water temperature sensor 75, and the like are input and stored in the data processing memory.
[0036]
Next, based on the storage data as described above and the following formulas 1 and 2, the driver's side target blowing temperature TAO (Dr) and the passenger's side target blowing temperature TAO (Pa ) (Target blowing temperature determining means: step S3). Here, the target blowing temperatures TAO (Dr) and TAO (Pa) on the driver side and the passenger side are functions of the vehicle interior temperature calculated including at least the temperature deviation between the vehicle interior temperature and the set temperature in the vehicle interior. is there.
[0037]
[Expression 1]

[Expression 2]

[0038]
However, TSET (Dr) and TSET (Pa) represent the set temperature of the driver side air conditioning zone and the set temperature of the passenger side air conditioning zone, respectively, TR and TAM represent the vehicle interior temperature and the outside temperature, respectively. (Dr) and TS (Pa) represent solar radiation amounts in the driver's seat side and passenger seat side air conditioning zones, respectively. KSET, KR, KAM, KS, Kd (Dr) and Kd (Pa) are temperature setting gain, vehicle interior temperature gain, outside air temperature gain, solar radiation gain, and temperature difference correction between the driver's seat side and passenger seat side air conditioning zones, respectively. Represents the gain.
[0039]
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) are various parameters such as the shape and size of the vehicle, the direction of air blown from each outlet of the A / C unit 1 and the like. It changes with.
[0040]
Next, the auto blower air volume is calculated based on the target blowing temperature TAO (Dr) and TAO (Pa) on the driver seat side and the passenger seat side obtained in step S3 (step S4). Specifically, the above-described auto blower airflow {blower control voltage VA} is obtained by changing the blower control voltages VA (Dr) and VA (Pa) respectively corresponding to the target blow temperature TAO (Dr) and TAO (Pa) in FIG. While obtaining based on the characteristic diagram, it is obtained by averaging the blower control voltages VA (Dr) and VA (Pa).
[0041]
Next, the target air temperature TAO (Dr) and TAO (Pa) on the driver side and the passenger side obtained in step S3 and the air outlet mode characteristics with respect to the target air temperature shown in the characteristic diagram of FIG. Based on the driver side and passenger side air conditioning zones, the air outlet modes are 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.
[0042]
Further, by operating a MODE switch 57 provided on the air conditioner operation panel 51, the air outlet operation mode is fixed to any one of the FACE mode, B / L mode, FOOT mode, and F / D mode. Further, when the DEF switch 54 provided on the air conditioner operation panel 51 is pressed, the mode is fixed to the DEF mode.
[0043]
In addition, said FACE mode is a blower outlet mode which blows off an air-conditioning wind toward a passenger | crew's upper body (head chest part). The B / L mode is an air outlet mode that blows air-conditioned air toward the upper body (head and chest) and feet of the occupant. And FOOT mode is a blower outlet mode which blows an air-conditioning wind toward a passenger | crew's step part. Further, the F / D mode is a blowout mode that blows conditioned air toward the feet of the passenger and the inner surface of the front window of the vehicle. The DEF mode is an outlet mode that blows conditioned air toward the inner surface of the front window of the vehicle.
[0044]
Next, the target A / M opening SW (Dr) (%) of the driver seat side A / M door 15 and the target A / M opening SW (Pa) (%) of the passenger seat side A / M door 16 are calculated. (Step S6). The calculation of the target A / M opening degree SW (Dr) and the target A / M opening degree SW (Pa) is performed based on the following equation 3 and equation 4.
[0045]
[Equation 3]

[Expression 4]

However, TAO (Dr) and TAO (Pa) represent the target blowing temperature on the driver's seat side and the passenger seat side, respectively, TE represents the post-evaporation temperature which is a detection value of the post-evaporation temperature sensor 74, and TW is The engine coolant temperature that is a detection value of the coolant temperature sensor 75 is represented.
[0046]
Next, the routine of FIG. 1 is activated to perform window anti-fogging control at the initial stage of warm-up (step S7). Next, an output signal is sent to the blower drive circuit 8 so as to be the blower control voltage (= output blower level) determined in step S5 or step S7 (step S8).
[0047]
Next, energization control is performed on the

servo motors

17 and 18 so that the target A / M opening degree SW (Dr) and SW (Pa) determined in step S6 are obtained (step S9). Next, the

servomotors

28, 29, and 39 are energized and controlled so as to be in the air outlet mode determined in step S5 (step S10). Thereafter, the process returns to step S2.
[0048]
Next, window anti-fogging control at the initial stage of warm-up by the air conditioner ECU 10 of the present embodiment will be described with reference to FIG. Here, FIG. 1 is a flowchart showing window anti-fogging control in the initial warm-up by the air conditioner ECU 10.
[0049]
First, when the routine of FIG. 1 is started, it is determined whether or not the engine coolant temperature (TW), which is a detected value of the coolant temperature sensor 75, is less than a predetermined value (for example, 60 ° C.) (step S21). If the determination result is YES, that is, if the engine coolant temperature (TW) is less than 60 ° C., it is necessary to perform window anti-fogging control at the initial stage of warm-up, and therefore the process proceeds to the control process of step S22.
[0050]
If the determination result of step S21 is NO, the routine of FIG. 1 is exited. That is, if the engine coolant temperature (TW) is 60 ° C. or higher, it is determined that the fog on the inner surface of the front window can be instantaneously cleared, and the window anti-fogging control at the initial warm-up is not performed.
[0051]
On the other hand, if the decision result in the step S21 is YES, first, a control time Tx (sec) for performing the window anti-fogging control is determined (step S22). Here, the humidity in the air conditioning duct 2 becomes higher as the time when the moisture adhering to the evaporator 41 is warmed by the engine cooling water flowing into the heater core 42 installed nearby and the moisture evaporates is longer.
[0052]
For this reason, the longer the elapsed time from the previous ignition switch IG ON to OFF, that is, the elapsed time T (min) from when the engine is stopped to when the engine is restarted, the window anti-fogging control at the initial warm-up is performed. It is desirable to set the control time Tx (sec) to be implemented long.
[0053]
When the control time Tx (sec) for executing the window antifogging control is determined, the blower 4 is turned off until the control time Tx (sec) elapses after the engine is restarted, and the compressor of the refrigeration cycle is forcibly set. Turn on the condenser fan. Then, the blower air volume fx is gradually increased linearly to return to the normal air volume control in order to eliminate a sense of discomfort to the occupant after the control time Tx (sec) elapses until the control time Tx + 6 (sec). (Step S23).
[0054]
Next, the auto blower air volume determined in step S4 of the flowchart of FIG. 5 is compared with the blower air volume fx during the window antifogging control determined in step S23, and the smaller one is set as the output blower level (blower control voltage). This is used for output control in step S8 (step S24). Thereafter, the routine of FIG. 1 is exited.
[0055]
[Effect of the embodiment]
As described above, in the A / C unit 1 of the present embodiment, when the engine cooling water temperature (TW) is not yet cooled at the start of air conditioning or air blowing or at the restart of the engine, the engine is restarted. Until the control time Tx (sec) elapses, the compressor and the condenser fan are forcibly turned on and the blower 4 is turned off. Thereby, the temperature of the evaporator 41 is lowered, and the moisture in the air conditioning duct 2 is condensed on the surface of the evaporator 41, whereby the inside of the air conditioning duct 2 can be dehumidified before the air blowing into the vehicle interior is started.
[0056]
As a result, the air containing moisture does not blow out from the DEF outlet 20 to the inner surface of the front window, and after the operation of the blower 4 is started, the less humid air is reheated when passing through the heater core 42, Hot conditioned air blows out from the outlet into the passenger compartment. For example, when the air outlet mode is set to the F / D mode or the DEF mode, high-temperature conditioned air blows from the DEF air outlet 20 to the inner surface of the front window, thereby preventing fogging or fogging of the inner surface of the front window. Can be cleared.
[0057]
Further, when the engine cooling water temperature (TW) is 60 ° C. or higher, the increase in humidity in the air conditioning duct 2 is still small, and even if the inner surface of the front window is somewhat cloudy, for example, the air is blown out from the DEF outlet 20. Since the blowing temperature of the blown wind is high, anti-fogging or fogging of the inner surface of the front window can be instantaneously cleared.
[0058]
[Other Embodiments]
In this embodiment, in step S21 of the routine of FIG. 1, it is determined whether or not the engine coolant temperature (TW) is lower than a predetermined value (for example, 60 ° C.). Any temperature can be used as long as the temperature of the blown air blown from the DEF blower outlet 20 to the inner surface of the front window can be estimated or detected, such as the temperature of the heater core 42). That is, when fogging occurs on the inner surface of the front window, it is determined whether the fogging on the inner surface of the front window can be instantaneously removed.
[0059]
Further, in step S21 of the routine of FIG. 1, it is determined whether or not the outlet mode is set to the FOOT mode with wind leakage to the front window, the FOOT mode without wind leakage to the front window, or the F / D mode. In this way, it may be determined whether or not the blown air is likely to blow out from the DEF outlet 20 to the inner surface of the front window at the start of air conditioning or air blowing or engine start. Further, step S21 of the routine of FIG. In the present embodiment, a water-cooled engine for traveling the vehicle is used as the vehicle driving means, but a water-cooled motor for traveling the vehicle may be used as the vehicle driving means.
[0060]
In addition, the control time of the window anti-fogging control at the initial warm-up was calculated by the elapsed time from the previous IG · ON → IG · OFF, that is, the elapsed time from the engine stop to the engine restart. Anything can be used as long as the degree of increase in humidity in the air conditioning duct 2 can be estimated, such as the elapsed time since the previous air conditioning or blowing stopped. A humidity sensor may be provided directly in the air conditioning duct 2.
[0061]
Also, during the warm-up initial window anti-fogging control, the compressor of the refrigeration cycle was forcibly turned on, but when the outside air temperature is very low and there is a risk of the compressor locking, when the refrigerant pressure is abnormal, or when the passenger When the operation of the compressor is turned off manually, the window anti-fogging control of this embodiment may be canceled. In this case, if the compressor does not operate, the dehumidifying effect in the air conditioning duct 2 cannot be obtained. Instead, the blowout mode is such that the blowout of conditioned air to the front window such as the FACE mode and the B / L mode is very small. The air conditioning duct 2 may be dehumidified by switching and blowing into the passenger compartment.
[0062]
Further, the blower 4 is turned off during the window anti-fogging control time, but the blowout mode (for example, FACE mode or B / L mode) in which the blowing of conditioned air to the front window in the F / D mode or the like is relatively small. Alternatively, the window defogging control time may be shortened by switching to the FOOT mode or the F / D mode and operating the blower 4 at a low speed.
[0063]
In this embodiment, an example in which a variable displacement compressor having an electromagnetic displacement variable valve is used as a compressor has been described. However, a compressor that is turned on / off by an electromagnetic clutch or an electric drive driven by a motor is used as the compressor. A compressor may be used. In the external capacity variable compressor, the window defogging control time can be shortened by performing the window defogging control of the present embodiment with the maximum capacity.
[0064]
In this embodiment, a refrigeration cycle having an evaporator (cooling heat exchanger) 41 that cools or dehumidifies the air flowing in the air conditioning duct 2 and a compressor that compresses the refrigerant sucked from the evaporator 41 as cooling or dehumidifying means. Although the applied example was demonstrated, as a cooling or dehumidification means, you may use the cooling or dehumidification means which has the heat exchanger for cooling using a Peltier device or another chemical reaction other than the evaporator 41 of a refrigerating cycle. Further, instead of the heater core 42, a condenser (heating heat exchanger) for the refrigeration cycle may be installed.
[0065]
In addition, the predetermined time to stop the blower operation or make the air flow very low is cooling water temperature, vehicle interior temperature, solar radiation amount, window temperature, window permeability, window transmission area, seat temperature, steering temperature, for heating One or more of heat exchanger (heater core 42) temperature, cooling heat exchanger (evaporator 41) temperature, cooling heat exchanger (evaporator 41) vicinity temperature (= post-evaporation temperature), humidity, and window cloudy area You may calculate by a parameter. Also by these, it is possible to estimate the degree of increase in humidity in the air conditioning duct 2 and the ease of fogging of the front window.
[0066]
In addition, the predetermined time to operate the compressor of the refrigeration cycle or to operate it strongly is the cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heat exchange for heating Depending on one or more parameters of the temperature of the heater (heater core 42), the temperature of the heat exchanger for cooling (evaporator 41), the temperature near the heat exchanger for cooling (evaporator 41) (= temperature after the evaporation), the humidity, and the window cloudy area You may calculate.
[0067]
The predetermined conditions for stopping or weakening the operation of the compressor of the refrigeration cycle are cooling water temperature, vehicle interior temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature. It is determined by one or more parameters of (heater core 42) temperature, cooling heat exchanger (evaporator 41) temperature, cooling heat exchanger (evaporator 41) vicinity temperature (= post-evaporation temperature), humidity, and window fogging area. May be. As a result, the operation time of the compressor can be shortened, the energy saving and the possibility of locking the compressor can be reduced, and the possibility of fogging of the front window is low or even if it is cloudy, it can be removed instantly.
[0068]
In addition, by providing visual display means and auditory display means for notifying the occupant that the window anti-fogging control of this embodiment is being implemented, no air comes out from the air outlet even though air conditioning has started. This prevents the passengers from feeling uncomfortable. In addition, in the DEF mode, anyway, the high air volume is output, so that the anti-fogging effect of the front window is improved even if the engine cooling water temperature is somewhat low. Therefore, the window anti-fogging control of this embodiment may be stopped or interrupted. good.
[0069]
In the present embodiment, the set temperatures TSET (Dr), TSET (Pa), the inside air temperature sensor value TR, the outside air temperature sensor value TAM, and the solar radiation sensor values TS (Dr), TS (Pa) on the driver seat side and the passenger seat side are used. Comfortable air conditioning or air volume control is performed based on the calculated target outlet temperatures TAO (Dr) and TAO (Pa), but at least calculated based on the temperature deviation between the set temperature in the passenger compartment and the internal air temperature sensor value TR. Comfortable air conditioning or air volume control may be performed based on the heat load in the passenger compartment.
[0070]
In the present embodiment, an example of setting the F / D mode in which the blowout ratio of blowing the conditioned air to the inner surface of the front window is set higher than that in the FOOT mode by operating the MODE switch 57 provided on the air conditioner operation panel 51 will be described. However, when the target outlet temperature TAO is higher than a predetermined value in the automatic control in the outlet mode and the FOOT mode is selected as the outlet mode, the outside air temperature is less than a predetermined value (for example, 5 ° C.) and the amount of solar radiation. Is a predetermined value (for example, 200 W / m²), The air outlet mode may be automatically set to the F / D mode.
[0071]
In the present embodiment, an example has been described in which the DEF mode is set such that the blowing rate of blowing the conditioned air to the inner surface of the front window is much higher than the FOOT mode by pressing the DEF switch 54 provided on the air conditioner operation panel 51. When the target outlet temperature TAO is higher than a predetermined value in the automatic control of the outlet mode and the FOOT mode is selected as the outlet mode, the outside air temperature is less than a predetermined value (for example, −5 ° C.) and the amount of solar radiation is A predetermined value (for example, 50 W / m²), The outlet mode may be automatically set to the DEF mode or the F / D mode.
[Brief description of the drawings]
FIG. 1 is a flowchart showing window anti-fogging control at the initial stage of warm-up by an air conditioner ECU (embodiment).
FIG. 2 is a schematic diagram showing an overall configuration of an A / C unit (embodiment).
FIG. 3 is a front view showing a dash panel of the vehicle (embodiment).
FIG. 4 is a front view showing an air conditioner operation panel (embodiment).
FIG. 5 is a flowchart showing an example of a control program of the air conditioner ECU (embodiment).
FIG. 6 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature (embodiment).
FIG. 7 is a characteristic diagram showing air outlet mode control characteristics with respect to a target air outlet temperature (embodiment).
[Explanation of symbols]
1 A / C unit
2 Air conditioning duct
4 Blower (blower)
8 Blower drive circuit
9 Blower motor (actuator)
10 Air conditioner ECU (air conditioning control means)
20 DEF outlet
21 FACE outlet
22 FACE outlet
23 FOOT outlet
24 Driver side air outlet switching door (air outlet mode switching means)
25 Driver's side air outlet switching door (air outlet mode switching means)
26 Driver's side air outlet switching door (air outlet mode switching means)
28 Servo motor (actuator)
29 Servo motor (actuator)
31 FACE outlet
32 FACE outlet
33 FOOT outlet
35 Passenger side air outlet switching door (air outlet mode switching means)
36 Passenger side air outlet switching door (air outlet mode switching means)
39 Servo motor (actuator)
41 Evaporator (cooling heat exchanger)
42 Heater core (heat exchanger for heating)

Claims

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control that activates or strongly operates the cooling or dehumidifying means until a predetermined condition is satisfied ,
The vehicle air conditioner is characterized in that the air conditioning control means uses a smaller one of the air volume calculated by the window anti-fogging control or the air volume calculated by a heat load in the passenger compartment for the window anti-fogging control .

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The air-conditioning control means stops the operation of the blower or sets the air flow to a very low amount of time for a predetermined time since the previous operation of the vehicle drive means, the cooling or dehumidifying means, or the blower is stopped. The vehicle air conditioner is characterized in that the longer it is, the longer it is.

The vehicle air conditioner according to claim 1 or 2 ,
The vehicle air conditioner is characterized in that the predetermined condition is satisfied until a predetermined time elapses.

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means ,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control that activates or strongly operates the cooling or dehumidifying means until a predetermined condition is satisfied ,
The vehicle air conditioner is characterized in that the air conditioning control means uses a smaller one of the air volume calculated by the window anti-fogging control or the air volume calculated by a heat load in the passenger compartment for the window anti-fogging control .

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The air-conditioning control means stops the operation of the blower or sets the air flow to a very low amount of time for a predetermined time since the previous operation of the vehicle drive means, the cooling or dehumidifying means, or the blower is stopped. The vehicle air conditioner is characterized in that the longer it is, the longer it is.

In the vehicle air conditioner according to claim 4 or 5 ,
The vehicle air conditioner is characterized in that the predetermined condition is satisfied until a predetermined time elapses.

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control that activates or strongly activates the cooling or dehumidifying means until a predetermined time elapses.
With
The air conditioning control means activates the cooling or dehumidifying means or a predetermined time during which it is strongly activated,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger A vehicle air conditioner characterized in that when one or more is a predetermined value or more, or when one or more of humidity and window fogging area is a predetermined value or less, it is reduced or reduced to zero.

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control that activates or strongly activates the cooling or dehumidifying means until a predetermined time elapses.
With
The air conditioning control means activates the cooling or dehumidifying means or a predetermined time during which it is strongly activated,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger The vehicle air conditioner is characterized in that the higher the one or more, or the lower the one or more of the humidity and the window cloudy area, the fewer.

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The previous Kisho constant conditions,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger One or more of the air conditioners for vehicles is characterized in that one or more becomes a predetermined value or more, or one or more of the humidity and the window cloudiness area becomes a predetermined value or less.

In a vehicle air conditioner that performs air conditioning of a vehicle interior of a vehicle equipped with vehicle drive means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the start of air conditioning or blowing, the operation of the blower is stopped or a very low air volume is kept until a predetermined time has elapsed,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The previous Kisho constant conditions,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger The vehicle air conditioner is characterized in that one or more of them increase by a predetermined amount or one or more of humidity and window fogging area decrease by a predetermined amount or more.

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control that activates or strongly activates the cooling or dehumidifying means until a predetermined time elapses.
With
The air conditioning control means activates the cooling or dehumidifying means or a predetermined time during which it is strongly activated,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger A vehicle air conditioner characterized in that when one or more is a predetermined value or more, or when one or more of humidity and window fogging area is a predetermined value or less, it is reduced or reduced to zero.

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control that activates or strongly activates the cooling or dehumidifying means until a predetermined time elapses.
With
The air conditioning control means activates the cooling or dehumidifying means or a predetermined time during which it is strongly activated,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger The vehicle air conditioner is characterized in that the higher the one or more, or the lower the one or more of the humidity and the window cloudy area, the fewer.

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The predetermined condition is
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger One or more of the air conditioners for vehicles is characterized in that one or more becomes a predetermined value or more, or one or more of the humidity and the window cloudiness area becomes a predetermined value or less.

In the vehicle air conditioner that starts air conditioning in the passenger compartment of the vehicle equipped with the vehicle driving means at the same time as starting the vehicle driving means,
(A) an air-conditioning duct having at least a blow-out opening for blowing conditioned air to the window;
(B) a blower for generating an air flow toward the passenger compartment in the air conditioning duct;
(C) cooling or dehumidifying means having a cooling heat exchanger for cooling or dehumidifying the air flowing in the air conditioning duct;
(D) a heating heat exchanger that is installed downstream of the cooling heat exchanger and heats the air flowing in the air conditioning duct by exchanging heat with cooling water that cools the vehicle driving means;
(E) At the time of starting the vehicle driving means, until the predetermined time elapses, the operation of the blower is stopped or the air flow is made very low,
Air conditioning control means for performing window anti-fogging control for operating or strongly operating the cooling or dehumidifying means until a predetermined condition is satisfied;
With
The predetermined condition is
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger The vehicle air conditioner is characterized in that one or more of them increase by a predetermined amount or one or more of humidity and window fogging area decrease by a predetermined amount or more.

The vehicle air conditioner according to any one of claims 1 to 14 ,
The air conditioning control means stops the operation of the blower or sets a predetermined time for a very low air volume,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger A vehicle air conditioner characterized in that when one or more is a predetermined value or more, or when one or more of humidity and window fogging area is a predetermined value or less, it is reduced or reduced to zero.

The vehicle air conditioner according to any one of claims 1 to 15 ,
The air conditioning control means stops the operation of the blower or sets a predetermined time for a very low air volume,
Cooling water temperature, passenger compartment temperature, solar radiation, window temperature, window permeability, window transmission area, seat temperature, steering temperature, heating heat exchanger temperature, cooling heat exchanger temperature, temperature near cooling heat exchanger The vehicle air conditioner is characterized in that the higher the one or more, or the lower the one or more of the humidity and the window cloudy area, the fewer.

The vehicle air conditioner according to any one of claims 1 to 16 ,
An air conditioner for a vehicle characterized in that when the operation of the air blower is stopped or when the air flow is very low, the occupant is informed or informed by sound or voice that window anti-fogging control is being performed.

The vehicle air conditioner according to any one of claims 1 to 17 ,
Air conditioning system, characterized in that the window defogging control provided Canceled possible means.

The vehicle air conditioner according to any one of claims 1 to 18 ,
An air conditioner for a vehicle, wherein the window antifogging control is canceled at the time of DEF mode, at the time of MAX / HOT, or at the time of MAX / COOL.

The vehicle air conditioner according to claim 1 or 4,
The air-conditioning control means stops the operation of the blower until the predetermined time elapses or sets the air flow to a very low amount, and the predetermined air-conditioning control means until the predetermined control time elapses after the predetermined time elapses. It stores the control characteristics that gradually increase with the passage of the control time from the air volume in time,
The air conditioning control means uses the smaller one of the air volume calculated from the control characteristics and the air volume calculated based on the target blowing temperature of the conditioned air during the predetermined time and the control time. Vehicle air conditioner.