JP3952596B2 - Air conditioner for vehicles - Google Patents

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【数２】

【００５１】
但し、Ｔｓｅｔ（Ｄｒ）およびＴｓｅｔ（Ｐａ）は、それぞれＤｒ側空調ゾーン内の設定温度、Ｐａ側空調ゾーン内の設定温度を表し、ＴＳ（Ｄｒ）およびＴＳ（Ｐａ）は、それぞれＤｒ側、Ｐａ側空調ゾーン内の日射量を表す。また、ＴＲ、ＴＡＭは、それぞれ内気温、外気温を表す。Ｋｓｅｔ、ＫＲ、ＫＡＭ、ＫＳ、Ｋｄ（Ｄｒ）およびＫｄ（Ｐａ）は、それぞれ温度設定ゲイン、内気温ゲイン、外気温ゲイン、日射量ゲイン、第１、第２空調ゾーンの温度差補正ゲインを表す。
【００５２】
なお、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）は、それぞれ外気温ＴＡＭがＤｒ側空調ゾーンおよびＰａ側空調ゾーンの各空調温度に及ぼす影響度合を補正するゲインを表し、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）は上記影響度合に応じた定数、Ｃは補正定数を表す。ここで、Ｋａ（Ｄｒ）、Ｋａ（Ｐａ）、ＣＤ（Ｄｒ）、ＣＤ（Ｐａ）といった値は、車両の形や大きさ、空調ユニット１の吹出風向等様々なパラメータで変化する。
【００５３】
次に、上記のステップＳ３で求めたＤｒ側、Ｐａ側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）に基づいてブロワ風量｛ブロワモータ９に印加するブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）｝を演算する（ステップＳ４）。具体的には、上記のブロワ制御電圧ＶＡは、Ｄｒ側、Ｐａ側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）にそれぞれ適合したブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を図８の特性図に基づいて求めると共に、それらのブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）を平均化処理することにより得ている。
【００５４】
次に、上記のステップＳ３で求めたＤｒ側、Ｐａ側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、図９の特性図とに基づいてＤｒ側空調ゾーンおよびＰａ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。また、エアコン操作パネル５１に設けられた吹出口モード切替スイッチ５９を操作することにより、ＦＡＣＥモード、Ｂ／Ｌモード、ＦＯＯＴモードまたはＦ／Ｄモードのうちのいずれかの吹出口モードに固定される。
【００５５】
なお、上記のＦＡＣＥモードとは、空調風をＤｒ側、Ｐａ側空調ゾーン内の車両乗員の上半身（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Ｄｒ側、Ｐａ側空調ゾーン内の車両乗員の上半身（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Ｄｒ側、Ｐａ側空調ゾーン内の車両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、空調風を車両乗員の足元部および車両のフロントウインドの内面に向けて吹き出す吹出口モードである。
【００５６】
ここで、本実施形態では、エアコン操作パネル５１に設けられたフロントデフロスタスイッチ５６を操作すると、空調風を車両のフロントウインドの内面に向けて吹き出すＤＥＦモードが設定される。また、吹出口モードがＦＯＯＴモード、Ｆ／ＤモードまたはＤＥＦモードであっても、Ｄｒ側、Ｐａ側サイドＦＡＣＥ吹出口２２、３２は常に開口している。
【００５７】
次に、Ｄｒ側Ａ／Ｍドア１５のＡ／Ｍ開度ＳＷ（Ｄｒ）（％）およびＰａ側Ａ／Ｍドア１６のＡ／Ｍ開度ＳＷ（Ｐａ）（％）を演算する（ステップＳ６）。なお、このようなＡ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）の演算は、Ｄｒ側、Ｐａ側の目標吹出温度ＴＡＯ（Ｄｒ）、ＴＡＯ（Ｐａ）と、エバ後温度センサ９５にて検出したエバ後温度（ＴＥ）と、冷却水温センサ９６にて検出した冷却水温（ＴＷ）と、下記の数３の式および数４の式とに基づいて行われる。
【数３】
ＳＷ（Ｄｒ）＝｛ＴＡＯ（Ｄｒ）−ＴＥ｝×１００／（ＴＷ−ＴＥ）
【数４】
ＳＷ（Ｐａ）＝｛ＴＡＯ（Ｐａ）−ＴＥ｝×１００／（ＴＷ−ＴＥ）
【００５８】
次に、図１０のルーチンが起動して、スイングルーバ制御（オートルーバ制御またはマニュアルルーバ制御）を行う（吹出状態決定手段：ステップＳ７）。次に、ステップＳ４で決定されたブロワ制御電圧ＶＡ（Ｄｒ）、ＶＡ（Ｐａ）となるようにブロワ駆動回路８に制御信号を出力する（ステップＳ８）。次に、ステップＳ６で決定されたＡ／Ｍ開度ＳＷ（Ｄｒ）、ＳＷ（Ｐａ）となるようにサーボモータ１７、１８に制御信号を出力する（ステップＳ９）。
次に、ステップＳ５で決定された吹出口モードとなるようにサーボモータ２８、２９、３９に制御信号を出力する（ステップＳ１０）。次に、ステップＳ７で決定された吹出方向（ルーバ方向）、吹出位置またはスイング範囲となるようにステッピングモータ４３ａ、４６ａに制御信号を出力する（ステップＳ１１）。
【００５９】
次に、エアコンＥＣＵ５０によるスイングルーバ制御を図１０ないし図１７に基づいて説明する。ここで、図１０はエアコンＥＣＵ５０によるスイングルーバ制御を示したフローチャートである。
【００６０】
先ず、図１０のルーチンが起動すると、Ｄｒ側、Ｐａ側ルーバ操作パネル５２、５３に設けられたスイングモード切替スイッチ６９、７３が「ＡＵＴＯ」に設定されているか否かを判定する（ステップＳ１２）。この判定結果がＮＯの場合には、スイングモード切替スイッチ６９、７３の設定位置に応じたマニュアルルーバ制御を行う（ステップＳ１３）。その後に、図１０のルーチンを抜ける。
【００６１】
また、ステップＳ１２の判定結果がＹＥＳの場合には、以下のオートルーバ制御を行う。最初に吹出口モードがＦＡＣＥモードまたはＢ／Ｌモードであるか否かを判定する（ステップＳ１４）。この判定結果がＮＯの場合には、Ｄｒ側、Ｐａ側のセンタルーバ４３、４６の揺動をＯＦＦし、サイドウインドの防曇および冷熱輻射のカットを行うために、Ｄｒ側、Ｐａ側のサイドルーバ４３、４６を近傍のサイドウインドへ向けるようにルーバ方向の目標値を決定する（ステップＳ１５）。その後に、図１０のルーチンを抜ける。なお、ステップＳ１４は各Ｄｒ側、Ｐａ側空調ゾーン毎に独立に判断されることが望ましい。
【００６２】
また、ステップＳ１４の判定結果がＹＥＳの場合には、図１１の特性図に基づいて、クールダウンの判定を行う（ステップＳ１６）。この判定結果がＹＥＳの場合には、すなわち、内気温ＴＲとＤｒ側、Ｐａ側の設定温度Ｔｓｅｔ（Ｄｒ）、Ｔｓｅｔ（Ｐａ）との温度偏差が所定値（例えば１５℃）以上の場合には、Ｄｒ側、Ｐａ側のセンタルーバ４３、４６およびＤｒ側、Ｐａ側のサイドルーバ４３、４６の原点補正を行う。その後に、車両乗員のシートポジションに従って、ルーバ方向が乗員方向に向くようにステッピングモータ４３ａ、４６ａへ制御出力を出すように目標値が決定される（ステップＳ１７）。その後に、図１０のルーチンを抜ける。
【００６３】
Ｄｒ側、Ｐａ側センタルーバ４３、４６およびＤｒ側、Ｐａ側サイドルーバ４３、４６の原点補正は、図１２に示したルーバ原点補正方向のスイング端につき当たるようにステッピングモータ４３ａ、４６ａに制御出力を送り、そのルーバ位置を原点とし、車両乗員のシートポジションが前の時は若干のパルスをステッピングモータ４３ａ、４６ａに送り、車両乗員のシートポジションが後の時は多くのパルスをステッピングモータ４３ａ、４６ａに送ることで、乗員方向にＤｒ側、Ｐａ側センタルーバ４３、４６のルーバ方向およびＤｒ側、Ｐａ側サイドルーバ４３、４６のルーバ方向が向くように目標値を決定する。
【００６４】
ここで、図１２に示したルーバ原点補正方向のスイング端につき当てて原点補正を行うのは、本実施形態の吹出状態可変装置が、Ｄｒ側、Ｐａ側センタルーバ４３、４６およびＤｒ側、Ｐａ側サイドルーバ４３、４６の現在位置（現在のルーバ方向）を検出する吹出方向検出手段としてのポテンショメータを持っていないので、車両乗員によってＤｒ側、Ｐａ側のセンタルーバ４３、４６またはＤｒ側、Ｐａ側のサイドルーバ４３、４６を直接動かしてＤｒ側、Ｐａ側のセンタルーバ４３、４６またはＤｒ側、Ｐａ側のサイドルーバ４３、４６の現在位置を変えると、ルーバ方向（吹出方向）を乗員方向に正確に向けることができないからである。また、図１２に示したルーバ原点補正方向のスイング端につき当てるのは、この原点補正は１０秒間程の時間がかかるため、少しでも車両乗員に早く空調風（冷風）が供給できるようにするためである。
【００６５】
なお、前部座席（運転席、助手席）近傍にポテンショメータ等を設けて、車両乗員が着座する前部座席（シート）のシートポジションを検出することが考えられるが、車両乗員がスイッチやディスプレイ６３上で設定するようにしても良い。また、シートポジションをディーラ（自動車販売業者）等で設定することができるようにしても良い。そして、車両乗員やディーラがシートポジションを設定する方法では、クールダウン時に向けたいルーバ方向を好みで調整できるので、この方法の方が好ましい。
【００６６】
また、ステップＳ１６の判定結果がＮＯの場合には、吹出口モードと、ＦＡＣＥ吹出口からの吹出風量と、図１３（ａ）、（ｂ）の特性図とに基づいて、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６の基準のスイング範囲を決定（算出）する（吹出状態決定手段：ステップＳ１８）。なお、図１３（ａ）はＦＡＣＥモード時の各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量に対する基準のスイング範囲を示した特性図で、図１３（ｂ）はＢ／Ｌモード時のＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量に対する基準のスイング範囲を示した特性図である。
【００６７】
ここで、図１３（ａ）、（ｂ）の特性図においては、各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量が非常に多い時は車室内が非常に暑い時と判断されて、車両乗員に多くの空調風を供給できるように、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲を狭く設定するようにオートルーバ制御される。逆に、各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量が非常に少ない時は車室内温度（内気温）とＤｒ側、Ｐａ側空調ゾーン内の設定温度とが接近している時と判断されて、車両乗員に少ない空調風を供給できるように、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲を広く設定するようにオートルーバ制御される。
【００６８】
なお、このステップＳ１８で決定（設定）されるＤｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲は基準のスイング範囲であり、この後にその基準のスイング範囲に各種補正が加えられる。また、Ｂ／Ｌモードは、ＦＡＣＥモードに比べて、各ＦＡＣＥ吹出口２１、２２、３１、３２から吹き出す吹出風量が６０％程度低下するため、スイング範囲も６０％程度狭い値が設定される。
【００６９】
次に、図７のステップＳ５で決定した吹出口モードと、図７のステップＳ２で読み込んだ日射量と、図１４の特性図とに基づいて、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６の最大（ＭＡＸ）スイング範囲を決定（算出）する（ステップＳ１９）。ここで、図１４（ａ）は日射有り時のＦＡＣＥモード、Ｂ／Ｌモード時の日射量に対するＭＡＸスイング範囲を示した特性図で、この特性図においては、各車両乗員への日射量が多い程、空調風の吹出方向がより乗員方向となるようにＭＡＸスイング範囲は狭く設定される。また、図１４（ｂ）は例えば２５℃以上の高外気温時のＦＡＣＥモード、Ｂ／Ｌモード時の外気温に対するＭＡＸスイング範囲を示した特性図で、この特性図においては、外気温が高い程、空調風の吹出方向がより乗員方向となるようにＭＡＸスイング範囲は狭く設定される。
【００７０】
そして、図１４（ａ）、（ｂ）の特性図では、Ｂ／Ｌモード時は、ＦＡＣＥモード時に比べて、各ＦＡＣＥ吹出口２１、２２、３１、３２から吹き出す吹出風量が６０％程度低下するため、ＭＡＸスイング範囲もＦＡＣＥモード時の６０％程度狭い値が設定される。
【００７１】
次に、図７のステップＳ２で読み込んだ日射量ＴＳ（Ｄｒ）、ＴＳ（Ｐａ）と、下記の数５の式とに基づいて、日射量の左右比（Ｈ）を演算（決定）する（日射量左右比決定手段：ステップＳ２０）。
【数５】
Ｈ＝ＴＳ（Ｄｒ）／｛ＴＳ（Ｄｒ）＋ＴＳ（Ｐａ）｝
但し、｛ＴＳ（Ｄｒ）＋ＴＳ（Ｐａ）｝≦１５０Ｗ／ｍ² の場合は、Ｈ＝０．５とする。
【００７２】
次に、図１５の特性図に基づいて、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイング範囲の補正係数（ＫＤＲＣＥ、ＫＤＲＳＩ、ＫＰＡＣＥ、ＫＰＡＳＩ）を求める（ステップＳ２１）。このスイング範囲の補正係数は、車両乗員に対して日射光が当たる側にあるＤｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイング範囲が狭く設定され、日射光が当たっている側により多くの冷風が供給されるように設定される。
【００７３】
次に、基準のスイング範囲（ＤＲ−ＳＷＩＮＧ−ＳＴＥＰ、ＤＲ−ＳＷＩＮＧ−ＳＴＥＰ、ＰＡ−ＳＷＩＮＧ−ＳＴＥＰ、ＰＡ−ＳＷＩＮＧ−ＳＴＥＰ）と、スイング範囲の補正係数（ＫＤＲＣＥ、ＫＤＲＳＩ、ＫＰＡＣＥ、ＫＰＡＳＩ）と、図１６の説明図と、下記の数６の式〜数９の式に基づいて、日射量および日射左右比に応じたスイング範囲補正を行って、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲の目標値を算出（決定）する（ステップＳ２２）。このステップＳ２２で決定したステップ数を乗員以外側にスイングする。ここで、図１６はＤｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイング拡大方向を示した図で、Ｄｒ側、Ｐａ側共に乗員側スイング端が初期設定位置（イニシャライズ位置）を表し、矢印がスイング拡大方向を表す。
【数６】

但し、ＤＲＣＥ−ＳＷＩＮＧ−ＳＴＥＰは、Ｄｒ側センタルーバ４３、４６の基準のスイング範囲である。
【数７】

但し、ＤＲＳＩ−ＳＷＩＮＧ−ＳＴＥＰは、Ｄｒ側サイドルーバ４３、４６の基準のスイング範囲である。なお、Ｄｒ側サイドルーバ４３、４６はＤｒ側空調ゾーン内の車両乗員（ドライバー）の右手に近いため、係数１．３を積算してスイング範囲を広めにする。
【００７４】
【数８】

但し、ＰＡＣＥ−ＳＷＩＮＧ−ＳＴＥＰは、Ｐａ側センタルーバ４３、４６の基準のスイング範囲である。
【数９】

但し、ＰＡＳＩ−ＳＷＩＮＧ−ＳＴＥＰは、Ｐａ側センタルーバ４３、４６の基準のスイング範囲である。なお、Ｐａ側サイドルーバ４３、４６はＰａ側空調ゾーン内の車両乗員（パッセンジャー）の左手に近いため、係数１．３を積算してスイング範囲を広めにする。
【００７５】
次に、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲に応じたスイング停止時間を算出（決定）する（スイング停止時間決定手段：ステップＳ２３）。このスイング停止時間は、下記の数１０の式に基づいて算出される。
【数１０】

【００７６】
次に、各車両乗員への日射量を用いて、ステップＳ２３で求めたスイング停止時間を、乗員側スイング端と乗員以外側スイング端にどれだけ振り分けるかを算出（決定）する（ステップＳ２４）。これは、下記の数１１の式〜数１４の式および図１７の特性図を利用する。日射量が多い等、乗員側スイング端で長く停止するようにして、車両乗員に多くの冷風を供給する。
【数１１】

但し、ＦＯＲＤＲ−ＳＴＯＰ−ＴＩＭＥは、Ｄｒ側乗員側スイング端でのスイング停止時間である。
【数１２】

但し、ＮＯＴＤＲ−ＳＴＯＰ−ＴＩＭＥは、Ｄｒ側乗員以外側スイング端でのスイング停止時間である。
【００７７】
【数１３】

但し、ＦＯＲＰＡ−ＳＴＯＰ−ＴＩＭＥは、Ｐａ側乗員側スイング端でのスイング停止時間である。
【数１４】

但し、ＮＯＴＰＡ−ＳＴＯＰ−ＴＩＭＥは、Ｐａ側乗員以外側スイング端でのスイング停止時間である。
【００７８】
次に、各Ｄｒ側、Ｐａ側乗員側スイング端および各Ｄｒ側、Ｐａ側乗員以外側スイング端でのスイング停止時間に少なくとも１秒間を加算する（ステップＳ２５）。その後に、図１０のルーチンを抜ける。これにより、各Ｄｒ側、Ｐａ側乗員以外側スイング端でのスイング停止時間が０秒間とならず、動きにゆったり感がなくなるのを防止できる。
【００７９】
〔第１実施形態の作用〕
次に、本実施形態の車両用空調装置の作用を図１ないし図２１に基づいて説明する。
【００８０】
吹出口モードがＦＡＣＥモードの場合には、ブロワ４の作用によって内気吸込口６から吸い込まれた内気または外気吸込口７から吸い込まれた外気がエバポレータ１０で例えば４℃程度まで冷やされた後に、第１、第２空気通路１１、１２に入り、Ｄｒ側、Ｐａ側Ａ／Ｍドア１５、１６の開度に応じてヒータコア１３を通過する量が調節されてそれぞれ最適な温度の空調風となる。その後に、空調風（冷風）は、第１、第２空気通路１１、１２の最下流端で開口したＤｒ側センタ、サイドＦＡＣＥ吹出口２１、２２およびＰａ側センタ、サイドＦＡＣＥ吹出口３１、３２からＤｒ側空調ゾーンおよびＰａ側空調ゾーンに吹き出される。
【００８１】
ここで、スイングモード切替スイッチ６９、７３のいずれかが「ＡＵＴＯ」の場合には、吹出口モードがＦＡＣＥモードの時に、図１３（ａ）の特性図に示したように、ＦＡＣＥ吹出口からの吹出風量に応じて基準のスイング範囲を決定し、図１４（ａ）の特性図に示したように、日射量に応じてＭＡＸスイング範囲を決定し、あるいは図１４（ｂ）の特性図に示したように、外気温に応じてＭＡＸスイング範囲を決定し、更に、図１５の特性図に示したように、日射左右比に応じたスイング範囲の補正係数を算出することで、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイング範囲の目標値を求めている。
【００８２】
また、上記で求めたスイング範囲に応じてＤｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイングを一時的に停止するスイング停止時間を算出した後に、図１７の特性図に示したように、各車両乗員への日射量に対する、乗員側スイング端でＤｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイングを一時的に停止するスイング停止時間割合と乗員以外側スイング端でＤｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のスイングを一時的に停止するスイング停止時間割合とを求める。
【００８３】
なお、スイング停止時間は、各Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６毎に求められる。そして、（スイング時間）＋（スイング停止時間）を一定にするのは、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイングがバラバラになって、吹出状態可変装置の見栄えが悪くならないようになるべく揃えるためである。また、空調風が当たる／当たらないのメリハリをつけるためでもある。
【００８４】
あるいは、図１８の特性図〜図２０の特性図に示したように、乗員方向でのスイング停止時間を設定しても良い。そして、図１８（ａ）の特性図に示したように、ＦＡＣＥモード時の各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量に対する乗員方向（集中状態）でのスイング停止時間を示した特性図で、図１８（ｂ）はＢ／Ｌモード時の各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量に対する乗員方向（集中状態）でのスイング停止時間を示した特性図である。
【００８５】
ここで、図１８（ａ）、（ｂ）の特性図においては、ＦＡＣＥモード時またはＢ／Ｌモード時の各ＦＡＣＥ吹出口２１、２２、３１、３２からの吹出風量が非常に多い時はスイング停止時間を長く設定するようにオートルーバ制御される。また、図１９の特性図においては、ＦＡＣＥモード時またはＢ／Ｌモード時の日射量が大きい時はスイング停止時間を長く設定するようにオートルーバ制御される。さらに、図２０の特性図においては、ＦＡＣＥモード時またはＢ／Ｌモード時の外気温が大きい時はスイング停止時間を長く設定するようにオートルーバ制御される。
【００８６】
そして、上記で求めたスイング停止時間に、図２１（ａ）、（ｂ）に示したランダム停止時間（Ｔ）を加算したものがＤｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイング停止時間となる。なお、スイング停止時間にランダム性を持たせるには、車両乗員に緊張感や刺激感を与えることで、慣れによる車両乗員の快適感の低下を抑えるためである。
【００８７】
したがって、Ｄｒ側センタ、サイドＦＡＣＥ吹出口２１、２２から吹き出される空調風（冷風）は、Ｄｒ側センタ、サイドルーバ４３、４６のスイング範囲に応じてＤｒ側空調ゾーン内に吹き出され、特に運転席の車両乗員の上半身に向けて吹き出される。また、Ｐａ側センタ、サイドＦＡＣＥ吹出口３１、３２から吹き出される空調風（冷風）は、Ｐａ側センタ、サイドルーバ４３、４６のスイング範囲に応じてＰａ側空調ゾーン内に吹き出され、特に助手席の車両乗員の上半身に向けて吹き出される。
【００８８】
なお、Ｄｒ側、Ｐａ側サイドＦＡＣＥ吹出口２２、３２から吹き出される空調風は、Ｄｒ側、Ｐａ側サイドルーバ４３、４６のルーバ方向に応じて、Ｄｒ側、Ｐａ側の車両乗員の上半身（頭胸部）またはＤｒ側、Ｐａ側のサイドウインドの内面に向けて吹き出される。
【００８９】
〔第１実施形態の効果〕
以上のように、本実施形態の車両用空調装置では、吹出口モードがＢ／Ｌモードの場合に、ＦＯＯＴ吹出口２３、３３からも車室内に空調風が吹き出される関係で、同じブロワ風量であっても、ＦＡＣＥモードに比べて、Ｄｒ側センタ、サイドＦＡＣＥ吹出口２１、２２およびＰａ側センタ、サイドＦＡＣＥ吹出口３１、３２から吹き出す吹出風量が６０％程度低下する。このため、図１３（ｂ）の特性図、図１４の特性図および図１５の特性図に示したように、Ｂ／Ｌモードの場合に、基準のスイング範囲およびＭＡＸスイング範囲はＦＡＣＥモードに比べて、６０％程度狭い値に設定される。
【００９０】
したがって、吹出口モードに拘らず、Ｄｒ側センタ、サイドＦＡＣＥ吹出口２１、２２からＤｒ側空調ゾーン内の車両乗員への風量およびＰａ側センタ、サイドＦＡＣＥ吹出口３１、３２からＰａ側空調ゾーン内の車両乗員への風量を、外気温や日射量等の車室内の熱負荷に応じた量だけ充分得ることができるので、各車両乗員の空調感（冷房感）を低下させることはない。
【００９１】
そして、図１８（ａ）、（ｂ）の特性図に示したように、Ｄｒ側センタ、サイドＦＡＣＥ吹出口２１、２２またはＰａ側センタ、サイドＦＡＣＥ吹出口３１、３２からの吹出風量に応じて、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６のスイングを一時的に停止させる乗員側スイング端でのスイング停止時間を長く設定するようにしている。したがって、ＦＡＣＥモードと比べて６０％程度の吹出風量となるＢ／Ｌモードであっても、空調風の吹き出しを乗員方向へ吹出風量に応じた時間だけ連続して行うことができるので、各ＦＡＣＥ吹出口２１、２２、３１、３２から車両乗員に多くの空調風を供給できる。
【００９２】
また、図１９の特性図および図２０の特性図に示したように、日射量または外気温等の車室内の熱負荷に応じて、Ｄｒ側、Ｐａ側センタ、サイドルーバ４３、４６の乗員側スイング端でのスイング停止時間を長く設定するようにしている。したがって、ＦＡＣＥモードと比べて６０％程度の吹出風量となるＢ／Ｌモードであっても、空調風の吹き出しを乗員方向へ吹出風量に応じた時間だけ連続して行うことができるので、各ＦＡＣＥ吹出口２１、２２、３１、３２から車両乗員に多くの空調風を供給できる。
【００９３】
そして、Ｄｒ側、Ｐａ側センタ、サイドＦＡＣＥ吹出口２１、２２、３１、３２から吹き出される空調風（冷風）の吹出風量や、日射量または外気温等の車室内の熱負荷に応じて、Ｄｒ側のセンタ、サイドルーバ４３、４６のスイング範囲やスイング停止方向とＰａ側のセンタ、サイドルーバ４３、４６のスイング範囲やスイング停止方向とを異ならせることにより、左右独立温度コントロール性を確保することができ、且つＤｒ側の車両乗員およびＰａ側の車両乗員の互いに独立して冷房感に合った空調環境を作り出すことができる。
【００９４】
〔第２実施形態〕
図２２は本発明の第２実施形態を示したもので、エアコン操作パネルを示した図である。
【００９５】
本実施形態では、エアコン操作パネル５１と一体的に、Ｄｒ側空調ゾーンおよびＰａ側空調ゾーン内の各ＦＡＣＥ吹出口２１、２２、３１、３２から吹き出される空調風の吹出状態（センタ、サイドルーバ４３、４６のスイング状態）を操作するためのルーバ操作（ＳＷＩＮＧＳＷ）パネル１００が設けられている。このルーバ操作パネル１００は、ＭＡＴＣＨスイッチ１０１、Ｄｒスイッチ１０２、Ｐａスイッチ１０３およびスイングモード切替スイッチ１０４とから構成されている。
【００９６】
なお、スイングモード切替スイッチ１０４は、第１実施形態のスイングモード切替スイッチ６９、７３と同様に、「ＳＴＯＰ（スイング停止）」、「ＡＵＴＯ（オートスイング）」、「Ｒｒ」、「Ｕ−ＤＳＷＩＮＧ（上下方向スイング）」、「Ｒ−ＬＳＷＩＮＧ（左右方向スイング）」の各切替位置を有するロータリー式スイッチである。
【００９７】
また、ＭＡＴＣＨスイッチ１０１、Ｄｒスイッチ１０２およびＰａスイッチ１０３は、平常位置（ＯＦＦ）と押込位置（ＯＮ）とを持つプッシュ式スイッチである。ＭＡＴＣＨスイッチ１０１がＯＮされると、Ｄｒ側、Ｐａ側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。そして、Ｄｒスイッチ１０２がＯＮされると、Ｄｒ側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。さらに、Ｐａスイッチ１０３がＯＮされると、Ｐａ側のセンタ、サイドルーバ４３、４６のうちの少なくとも一方をスイングさせるように出力する。
【００９８】
〔第３実施形態〕
図２３ないし図２５は本発明の第３実施形態を示したもので、図２３は車両用空調装置の全体構成を示した図で、図２４はルーバ左右方向揺動機構の構成を示した図で、図２５はルーバ上下方向揺動機構の構成を示した図である。
【００９９】
本実施形態のエアコンＥＣＵ５０には、各吹出状態可変装置のセンタ、サイドルーバ４３、４６の現在位置（ルーバ方向または空調風の吹出方向）を検出するポテンショメータ９７、９８が接続されている。複数個（本例では４個）のポテンショメータ９７は、図２４に示したように、ルーバ左右方向揺動機構近傍にそれぞれ設けられ、リンクレバー４４と一体的に水平方向に往復移動する可動接点９７ａ、およびこの可動接点９７ａの移動により分圧比を変える抵抗素子９７ｂ等よりなる吹出方向または吹出位置検出手段である。
【０１００】
複数個（本例では４個）のポテンショメータ９８は、図２５に示したように、ルーバ上下方向揺動機構近傍にそれぞれ設けられ、リンクレバー４７と一体的に上下方向に往復移動する可動接点９８ａ、およびこの可動接点９８ａの移動により分圧比を変える抵抗素子９８ｂ等よりなる吹出方向または吹出位置検出手段である。そして、本実施形態では、ルーバモータとしてステッピングモータの代わりに、サーボモータ４３ｂ、４６ｂを使用している。
【０１０１】
〔第４実施形態〕
図２６ないし図２８は本発明の第４実施形態を示したもので、図２６は吹出状態可変装置のルーバ左右方向揺動機構の構成を示した図である。
【０１０２】
本実施形態のルーバ左右方向揺動機構１４０は、センタ、サイドＦＡＣＥ吹出口１２１、１３１を形成する集中拡散グリル１２０、１３０に設置されている。このルーバ左右方向揺動機構１４０は、集中拡散グリル１２０、１３０内において左右方向にスイング可能に取り付けられた複数枚（本例では３枚）の第１〜第３ルーバ１４１と、これらの第１〜第３ルーバ１４１を各支点１４２を中心にして左右方向に所定のスイング範囲にてスイングさせる複数枚（本例では３枚）の第１〜第３リンクプレート１４３と、これらの第１〜第３リンクプレート１４３を各支点１４４を中心にして回動させる平板プレート１４５と、この平板プレート１４５を車両の進行方向に対して前後方向に往復運動させるアクチュエータとしてのルーバモータ１４６とから構成されている。
【０１０３】
第１〜第３リンクプレート１４３には、各第１〜第３ルーバ１４１の上端面に設けられた円柱形状のピン１４７が係合する長円形状の係合穴１４８が形成されている。また、平板プレート１４５には、各リンクプレート１４３の上端面に設けられた円柱形状のピン１４９が係合する第１〜第３係合穴１５１〜１５３、およびルーバモータ１４６側の上端面に設けられたラック１５４が形成されている。なお、第１〜第３係合穴１５１〜１５３の形成順序は、集中拡散グリル１２０と集中拡散グリル１３０とでは逆となる。また、平板プレート１４５は、集中拡散グリル１２０、１３０の外壁面に設けられたガイド１５５およびレール１５６に案内されて、その外壁面上を車両の前後方向に摺動可能に配されている。ルーバモータ１４６は、集中拡散グリル１２０、１３０の外壁面に取り付けられた取付用台１５７上に設置されている。また、ルーバモータ１４６の出力軸の先端外周には、ラック１５４と噛合するピニオン１５９が組み付けられている。
【０１０４】
本実施形態では、ルーバモータ１４６を作動させることにより、図２７に示したように、集中拡散グリル１２０、１３０の外壁面上において平板プレート１４５が最も車両後方側（車両乗員に近づく側）に位置すると、第１〜第３ルーバ１４１が図示左側（乗員方向）に向くことにより、集中拡散グリル１２０、１３０から吹き出される空調風が空調ゾーン内の車両乗員の頭胸部に局所的に吹き出すスポット吹出モードに設定される。このスポット吹出モード時間は、第１実施形態の乗員方向でのスイング停止時間と見なすことができる。
【０１０５】
また、ルーバモータ１４６を上記とは逆回転方向に作動させることにより、図２８に示したように、集中拡散グリル１２０、１３０の外壁面上において平板プレート１４５が最も車両前方側（車両乗員より遠ざかる側）に位置すると、第１ルーバ１４１が図示右側（乗員を外す方向）に向き、第２ルーバ１４１が図示上側（中央方向）に向き、第３ルーバ１４１が図示左側（乗員方向）に向くことにより、集中拡散グリル１２０、１３０から吹き出される空調風が空調ゾーン内に拡散的に吹き出すワイド吹出モードに設定される。そして、ルーバモータ１４６の正転および逆転を繰り返すことにより、第１〜第３ルーバ１４１が支点を中心にしてスイングする。
【０１０６】
そして、本実施形態においてランダムスイング中にスイング停止する場合には、内気温（ＴＲ）が高い程、集中拡散グリル１２０、１３０から吹き出される空調風が空調ゾーン内の車両乗員の頭胸部に集中状態で第１〜第３ルーバ１４１が停止またはゆっくりと動く。また、日射方向が車両乗員の右方向からの入射の時、つまり車両乗員の右半身に日射が当たっている時には、右側の集中拡散グリル１３０の第１〜第３ルーバ１４１が左側の集中拡散グリル１２０の第１〜第３ルーバ１４１よりも車両乗員の頭胸部に集中状態で空調風を吹き出すように停止またはゆっくりと動く。逆に、日射方向が車両乗員の左方向からの入射の時、つまり車両乗員の左半身に日射が当たっている時には、左側の集中拡散グリル１２０の第１〜第３ルーバ１４１が右側の集中拡散グリル１３０の第１〜第３ルーバ１４１よりも車両乗員の頭胸部に集中状態で空調風を吹き出すように停止またはゆっくりと動く。
【０１０７】
ここで、第１実施形態で使用した図１３（ａ）、（ｂ）の特性図の縦軸に示した基準のスイング範囲を本実施形態の集中拡散グリル１２０、１３０の吹出角度と見なすことにより、ＦＡＣＥ吹出口からの吹出風量が多い程、集中拡散グリル１２０、１３０の吹出角度を狭くするように制御しても良い。また、第１実施形態で使用した図１４（ａ）、（ｂ）の特性図の縦軸に示したＭＡＸスイング範囲を本実施形態の集中拡散グリル１２０、１３０の吹出角度と見なすことにより、日射量が大きい程、あるいは外気温が高い程、集中拡散グリル１２０、１３０の吹出角度を狭くするように制御しても良い。
【０１０８】
〔第５実施形態〕
図２９および図３０は本発明の第５実施形態を示したもので、図２９は車両のインストルメントパネルを示した図で、図３０は空調ユニットのフェイスダクトを示した図である。
【０１０９】
本実施形態では、第１実施形態の空調ダクト２内の仕切り板１４を廃止している。そして、前部座席側ＦＡＣＥ吹出口として、空調ダクト２の空気下流側端部に連結されたフェイスダクト１６０の最空気下流側で開口するワイドフローＦＡＣＥ吹出口１６１が設けられている。ワイドフローＦＡＣＥ吹出口１６１は、インストルメントパネル４０の前面中央で開口するＤｒ側、Ｐａ側センタＦＡＣＥ吹出口１６２、１６３と、インストルメントパネル４０の車両幅方向両側、すなわち、車両のサイドウインド近傍で開口するＤｒ側、Ｐａ側サイドＦＡＣＥ吹出口１６４、１６５と、これらのＦＡＣＥ吹出口の間で開口するＤｒ側、Ｐａ側ミドルＦＡＣＥ吹出口１６６、１６７とから構成されている。なお、各ＦＡＣＥ吹出口１６２〜１６７には、車両乗員の手動操作により空調風の吹出方向を変更するための複数のルーバがそれぞれ設けられている。
【０１１０】
そして、フェイスダクト１６０には、各ＦＡＣＥ吹出口１６２〜１６７を開閉するためのＦＡＣＥドア１７１が回動自在に取り付けられており、Ｄｒ側サイド、ミドルＦＡＣＥ吹出口１６４、１６６を開閉するためのＤｒ側ミドルＦＡＣＥドア１７２が回動自在に取り付けられており、Ｐａ側サイド、ミドルＦＡＣＥ吹出口１６５、１６７を開閉するためのＰａ側ミドルＦＡＣＥドア１７３が回動自在に取り付けられている。なお、Ｄｒ側、Ｐａ側ミドルＦＡＣＥドア１７２、１７３は、本発明の吹出状態変更手段に相当するもので、開度に応じてＤｒ、Ｐａ側サイドＦＡＣＥ吹出口１６４、１６５およびＤｒ、Ｐａ側ミドルＦＡＣＥ吹出口１６６、１６７から各空調ゾーン内に吹き出す空調風の吹出状態（例えばワイド吹出モードとスポット吹出モード）を変更する。
【０１１１】
本実施形態では、サーボモータ等のアクチュエータによりＦＡＣＥドア１７１を開放側に動かし、サーボモータ等のアクチュエータによりＤｒ側、Ｐａ側ミドルＦＡＣＥドア１７２、１７３を閉塞側に動かす。それによって、Ｄｒ側、Ｐａ側センタＦＡＣＥ吹出口１６２、１６３およびＤｒ側、Ｐａ側サイドＦＡＣＥ吹出口１６４、１６５を開放し、Ｄｒ側、Ｐａ側ミドルＦＡＣＥ吹出口１６６、１６７を閉塞することにより、ワイドフローＦＡＣＥ吹出口１６１の開口面積を小さくすることで、ワイドフローＦＡＣＥ吹出口１６１から吹き出される空調風の吹出範囲を小さくして空調ゾーン内の車両乗員の頭胸部に局所的に空調風を吹き出す（スポット吹出モード）。このスポット吹出モード時間は、第１実施形態の乗員方向へのスイング停止時間と見なすことができる。
【０１１２】
また、ＦＡＣＥドア１７１を開放側に動かし、Ｄｒ側、Ｐａ側ミドルＦＡＣＥドア１７２、１７３を中間位置に動かす。それによって、Ｄｒ側、Ｐａ側センタＦＡＣＥ吹出口１６２、１６３、Ｄｒ側、Ｐａ側サイドＦＡＣＥ吹出口１６４、１６５およびＤｒ側、Ｐａ側ミドルＦＡＣＥ吹出口１６６、１６７を開放することにより、ワイドフローＦＡＣＥ吹出口１６１の開口面積を大きくすることで、ワイドフローＦＡＣＥ吹出口１６１から吹き出される空調風の吹出範囲を大きくして空調ゾーン内に拡散的に空調風を吹き出す（ワイド吹出モード）。
【０１１３】
なお、フェイスダクト１６０内にＦＡＣＥドアを追加して更に細やかな配風量の変更制御を行うようにしても良いし、空調ダクト２およびフェイスダクト１６０内に仕切り板を１個または２個以上入れて、それぞれの空気通路毎に送風機を配置して、各送風機の送風量を異ならせることで、Ｄｒ側、Ｐａ側空調ゾーン内の車両乗員毎の配風量を変更しても良い。また、ワイドフローＦＡＣＥ吹出口１６１およびＤｒ側、Ｐａ側サイドＦＡＣＥ吹出口１６４、１６５から空調風を吹き出す、あるいは吹き出さないようにする制御は、図１４（ａ）の特性図に対応した吹出状態の変化と見なすことができる。例えば車両進行方向に対して右９０°の日射の時に、Ｄｒ側サイドＦＡＣＥ吹出口１６４から空調風を吹き出すように制御する。
【０１１４】
〔第６実施形態〕
図３１は本発明の第６実施形態を示したもので、図３１は車両用ドラムベンチレータを示した図である。
【０１１５】
本実施形態の車両用ドラムベンチレータは、自動車のインストルメントパネル２０１内に、空調ダクトのフェイスダクトに連通する筒形状のケース２０２が設けられている。このケース２０２は、内部にＦＡＣＥ吹出口２０３を形成する。そして、ケース２０２の空気下流側端部内には、筒形状の配風用ドラム２０４が回動自在に設けられている。
【０１１６】
この配風用ドラム２０４内には、縦ルーバ２０５が左右回転自在に支持され、この縦ルーバ２０５と組み合わせて格子を成すように横ルーバ２０６が設けられている。また、ケース２０２の空気上流側端部内には、ＦＡＣＥ吹出口２０３から吹き出す空調風の吹出風量を調節するダンパ２０７が回動自在に支持されている。なお、縦ルーバ２０５および横ルーバ２０６は、第１実施形態と同様にして、図示しないリンク機構を介してルーバモータ等のアクチュエータにより揺動運動が与えられる。ここで、本実施形態の配風用ドラム２０４は、ケース２０２の前端部に回動自在に取り付けられた筒形状の第１のドラム２１１と、この第１のドラム２１１に内蔵された筒形状の第２のドラム２１２とから構成されている。
【０１１７】
本実施形態では、空調風の吹出方向を変更する場合には、第２のドラム２１２の前面開口の向きを変更すれば良い。例えば、図３１に示したように、ケース２０２、第１のドラム２１１および第２のドラム２１２の中心軸を略一致させると、空調風の吹出方向が斜め上向きとなり、空調ゾーン内の車両乗員の頭部付近に局所的に吹き出す。また、ケース２０２の中心軸に対して、第１のドラム２１１および第２のドラム２１２を反時計回りに回動させることにより、空調風の吹出方向が下向きとなり、空調ゾーン内の車両乗員の頭胸部付近に局所的に吹き出す。
【０１１８】
〔第７実施形態〕
図３２および図３３は本発明の第７実施形態を示したもので、図３２および図３３は空気吹出ルーバを示した図である。
【０１１９】
本実施形態の空気吹出ルーバ２２０は、例えば樹脂材料によって形成された細長い円筒形状で、一方の端面に断面Ｄ字状の係合穴２２１が設けられ、他方の端面に嵌合穴２２２が設けられている。そして、空気吹出ルーバ２２０の回転軸心Ｏと偏心した位置には、空気吹出ルーバ２２０の軸方向に亘って空気通路２２３が設けられ、回転軸心Ｏを挟んで空気通路２２３の反対側の位置には、軸方向に亘って閉鎖部２２４が設けられている。すなわち、閉鎖部２２４は、曲率中心を中心とした回転軸心Ｏを通る凸円弧面２２５を有しており、この凸円弧面２２５と空気吹出ルーバ２２０の外周面の一部とによって中実に形成され、閉鎖部２２４の中央部には、軸方向に亘って中空部２２６が形成されている。
【０１２０】
そして、空気吹出ルーバ２２０は、前記曲率中心を中心とする凹円弧面２２７を有しており、この凹円弧面２２７と空気吹出ルーバ２２０の外周面の一部とによってフィン２２８が形成され、凸円弧面２２５と凹円弧面２２７との間に一定幅の円弧状を成す空気通路２２３が形成されている。さらに、この空気通路２２３の幅方向の中間には、円弧状の整流フィン２２９が設けられている。
【０１２１】
上記のような空気吹出ルーバ２２０は、空気吹出ダクトの最空気下流側で開口した細長い矩形状の空気吹出口（図示せず）に収納されている。そして、空気吹出ルーバ２２０の係合穴２２１にはモータ２３０の回転軸２３１に形成された断面Ｄ字形状の係合軸部２３２が係合している。また、嵌合穴２２２には、空気吹出ダクトの側壁に突設された軸受ピン２３３が回転自在に嵌合されている。したがって、空気吹出ルーバ２２０は、モータ２３０の回転軸２３１と軸受ピン２３３とによって２点支持され、回転軸心Ｏを中心として、上下方向に揺動運動可能に設けられており、空気吹出口から吹き出される空調風の吹出方向を変更できるように構成されている。
【０１２２】
〔第８実施形態の構成〕
図３４ないし図３７は本発明の第８実施形態を示したもので、図３４はインストルメントパネルを示した図で、図３５は吹出ダクト、支持枠および回転バルブを示した図である。
【０１２３】
本実施形態では、自動車のインストルメントパネル３０１の内方下部に、車室内を空調するための空調ユニット３０２が設置されている。また、インストルメントパネル３０１の前面には、断面コの字形状で車幅方向に細長い直線状の空気吹出口３０３を形成する吹出ダクト３０４が１個取り付けられている。そして、吹出ダクト３０４の背面には、空調ユニット３０２からの空調風を空気吹出口３０３に導く導風ダクト３０５が接続されている。
【０１２４】
そして、吹出ダクト３０４の前面には、ルーバ支持枠３０６が取り付けられており、このルーバ支持枠３０６には、空気吹出口３０３から車室の空調ゾーン内に吹き出される空調風の吹出方向を変更するための縦ルーバ３０７と横ルーバ３０９とが格子状に設けられている。そして、ルーバ支持枠３０６の空気上流側には、空気吹出口３０３の開口度合を変更して配風量を可変する回転バルブ３１０が設けられている。
【０１２５】
回転バルブ３１０は、その支軸３１１が吹出ダクト３０４のスリット３１２に回動自在に支持されている。そして、回転バルブ３１０は、その両端に端壁３１３を有する略半割円筒形状のもので、回転バルブ３１０の表面形状の空気上流側の一端辺である後端縁３１４は略直線状に形成され、また、回転バルブ３１０の表面形状の空気下流側の一端辺である前端縁３１５は、その中央の水平直線部３１６と、この水平直線部３１６の左右側方に形成された略円弧状の湾曲部３１７とから構成されている。すなわち、回転バルブ３１０の横断面形状は、水平直線部３１６では半円形状であり、湾曲部３１７では左右端に向けて半円形状から略半円形状に徐々に変化する形状となっている。
【０１２６】
また、回転バルブ３１０の支軸３１１の外端には、回転バルブ３１０を回動して空調風の吹出状態を調整するための調整ダイヤル３１９が固着されている。なお、回転バルブ３１０の支軸３１１は、第１実施形態と同様にして、図示しないリンク機構を介してバルブモータ等のアクチュエータにより回動運動が与えられる。
【０１２７】
〔第８実施形態の作用〕
次に、本実施形態の作用を図３４ないし図３７に基づいて簡単に説明する。
【０１２８】
アクチュエータにより回転バルブ３１０をスポット吹出モード時の回動位置に駆動すると、空気吹出口３０３の中央部では、図３６（ａ）に示したように、回転バルブ３１０により完全に閉じられ、また、空気吹出口３０３の左右端部では、図３６（ｂ）、（ｃ）に示したように、空気吹出口３０３の左右端に近くなるに従って、徐々に大きく開かれる。これにより、空調ユニット３０２からの空調風は、空気吹出口３０３の中央部からは全く吹き出されず、空気吹出口３０３の左右端に近くなるに従って徐々に多量に吹き出される。その結果、空気吹出口３０３の左右端部前方においては、空調ゾーン内の車両乗員に向けて空調風が集中的に多量に吹き出されるスポット吹出モードが行われる。
【０１２９】
一方、アクチュエータにより回転バルブ３１０をワイド吹出モード時の回動位置に駆動すると、空気吹出口３０３は、図３７（ａ）〜図３７（ｃ）に示したように、中央部および左右端部共に略全開となる。これにより、空調ユニット３０２からの空調風は、空気吹出口３０３の全長に亘って均一に空調ゾーン内に吹き出されるワイド吹出モードが行われる。
【０１３０】
〔第９実施形態〕
図３８ないし図４１は本発明の第９実施形態を示したもので、図３８（ａ）〜図３８（ｅ）は回転バルブの変形例を示した図である。
【０１３１】
図３８（ａ）〜図３８（ｅ）の回転バルブ３１０の各後端縁３１４はいずれも第７実施形態の後端縁３１４と同じく直線上に形成されているが、前端縁３２１〜３２５の形状は各々異なっている。すなわち、図３８（ａ）の回転バルブ３１０の前端縁３２１は、第７実施形態の前端縁の水平直線部３１６の中央にＵ字状の凹部３２６を形成したものであり、スポット吹出モードの時には、空調風は湾曲部３１７の部分だけでなく、凹部３２６の部分からも集中的に吹き出される。
【０１３２】
そして、図３８（ｂ）の回転バルブ３１０の前端縁３２２は、第７実施形態の右の湾曲部３１７のみを残して、左の湾曲部をなくしたものであり、空調風は湾曲部３１７のみから集中的に吹き出される。また、図３８（ｃ）の回転バルブ３１０の前端縁３２３は、回転バルブ３１０の全長に亘って逆Ｖ字形状に形成され、空調風の吹出風量は中央部から左右端に向かうに従って徐々に増加するものとなっている。
【０１３３】
そして、図３８（ｄ）の回転バルブ３１０の前端縁３２４は、図３８（ｃ）の回転バルブ３１０と逆にＶ字形状に形成され、空調風の吹出風量は左右端から中央部に向かうに従って徐々に増加するものとなっている。また、図３８（ｅ）の回転バルブ３１０の前端縁３２５は、左端から右端に向けて直線状に徐々に高さが低くなっており、空調風の吹出風量は左端から右端に向かうに従って徐々に増加するものとなっている。
【０１３４】
次に、Ｄｒ側空調ゾーンとＰａ側空調ゾーンとをそれぞれ独立して空調できるようにインストルメントパネル３０１の前面にて吹出ダクト３０４が左右に２個並設されている場合のＦＡＣＥ吹出口からの吹出風量に対する空調風の吹出位置または吹出範囲を図３９ないし図４１に基づいて説明する。
【０１３５】
図３９（ａ）は各車両乗員の頭胸部（乗員中央部）に空調風が当たる吹出位置を示した図で、以下その吹出位置を基準位置と呼ぶ。図３９（ｂ）は基準位置から片側（例えば近傍のサイドウインド側）に所定の距離だけ吹出位置を変更した例を示した図で、図３９（ｃ）は基準位置から両側に所定の距離だけ吹出位置を変更した例を示した図である。また、図３９（ｄ）は各車両乗員に空調風が当たる吹出範囲（吹出幅）の例を示した図である。
【０１３６】
次に、図４０（ａ）はＦＡＣＥモード時のＦＡＣＥ吹出口からの吹出風量に対する空調風の吹出位置または吹出範囲を示した特性図で、図４０（ｂ）はＢ／Ｌモード時のＦＡＣＥ吹出口からの吹出風量に対する空調風の吹出位置または吹出範囲を示した特性図である。ここで、図４０（ａ）、（ｂ）中の吹出位置または吹出範囲とは上記の図３９（ａ）〜図３９（ｄ）の示した例を述べた吹出位置または吹出範囲のことである。
【０１３７】
そして、本実施形態では、図４０（ａ）、（ｂ）の特性図の場合も、ＦＡＣＥ吹出口からの吹出風量が多い程、空調風の吹出位置または吹出範囲がより乗員方向または狭くなるように設定されており、Ｂ／Ｌモードの場合に、吹出位置または吹出範囲はＦＡＣＥモードに比べて、６０％程度より乗員方向または狭い値に設定される。
【０１３８】
次に、図４１（ａ）は日射有り時のＦＡＣＥモード、Ｂ／Ｌモード時の日射量に対する空調風の吹出位置または吹出範囲を示した特性図である。なお、図４０と同様に、図４１（ａ）中の吹出位置または吹出範囲とは上記の図３９（ａ）〜図３９（ｄ）を示した例を述べた吹出位置または吹出範囲のことである。
【０１３９】
次に、図４１（ｂ）は例えば２５℃以上の高外気温時のＦＡＣＥモード、Ｂ／Ｌモード時の外気温に対する空調風の吹出位置または吹出範囲を示した特性図である。なお、図４０と同様に、図４１（ｂ）中の吹出位置または吹出範囲とは上記の図３９（ａ）〜図３９（ｄ）を示した例を述べた吹出位置または吹出範囲のことである。
【０１４０】
そして、本実施形態では、図４１（ａ）、（ｂ）の特性図の場合も、日射量が大きい程、または外気温が高い程、空調風の吹出位置または吹出範囲がより乗員方向または狭くなるように設定されており、Ｂ／Ｌモードの場合に、吹出位置または吹出範囲はＦＡＣＥモードに比べて、６０％程度より乗員方向または狭い値に設定される。
【０１４１】
〔他の実施形態〕
本実施形態では、吹出口モードがＦＯＯＴモードまたはＦ／Ｄモードの時もＤｒ側サイドＦＡＣＥ吹出口２２およびＰａ側サイドＦＡＣＥ吹出口３２から空調風（主に温風）を吹き出すようにしたが、吹出口モードがＦＡＣＥモードまたはＢ／Ｌモードの時のみＤｒ側サイドＦＡＣＥ吹出口２２およびＰａ側サイドＦＡＣＥ吹出口３２から空調風を吹き出すようにしても良い。
【０１４２】
本実施形態では、Ｄｒ側、Ｐａ側センタグリル４１、Ｄｒ側、Ｐａ側サイドグリル４２をインストルメントパネル４０に固定したが、各センタ、サイドグリルを左右方向に回動自在に支持された状態で格納部材に取り付けても良く、各センタ、サイドグリルを上下方向に回動自在に支持された状態で格納部材に取り付けても良い。この場合には、グリル本体を吹出状態可変手段として揺動させるようにしても良い。
【０１４３】
本実施形態では、可変ルーバまたは可変グリル等の吹出状態可変手段を各ＦＡＣＥ吹出口２１、２２、３１、３２に設けたが、車室内の車両側面、車室内の中央部（例えばコンソールボックス付近）または車両の天井部に設けた吹出口に可変ルーバまたは可変グリル等の吹出状態可変手段を設けても良い。
【０１４４】
本実施形態では、スイングルーバとして、各ＦＡＣＥ吹出口に左右方向に揺動運動するセンタ、サイドルーバ４３および上下方向に揺動運動するセンタ、サイドルーバ４６の両方を設けたが、スイングルーバとして、各ＦＡＣＥ吹出口に水平方向に揺動運動するセンタ、サイドルーバ４３または上下方向に揺動運動するセンタ、サイドルーバ４６のいずれか一方のみを設けても良い。
【０１４５】
本実施形態では、１個のブロワ４を回転させることにより空調ダクト２の各ＦＡＣＥ吹出口２１、２２、３１、３２から車室内に空調風を吹き出すように構成したが、２個の送風機を回転させることにより空調ダクト２のＤｒ側、Ｐａ側ＦＡＣＥ吹出口から車室内に空調風を吹き出す配風量を変更可能なように構成しても良く、ＦＡＣＥ吹出口の数に対応した個数の送風機を回転させることにより空調ダクト２の各ＦＡＣＥ吹出口から車室内に空調風を吹き出す配風量を変更可能なように構成しても良い。また、各ＦＡＣＥ吹出口毎、または一方側、他方側吹出口毎に互いに独立して車両乗員への配風量を変えるようにしても良い。
【０１４６】
本実施形態では、本発明をＤｒ側空調ゾーンとＰａ側空調ゾーンとの左右の温度調節およびスイングルーバ制御を互いに独立して行うことが可能な車両用空調装置に適用したが、本発明を車室内の前部座席側空調ゾーンと後部座席側空調ゾーンとの前後の温度調節およびスイングルーバ制御を互いに独立して行うことが可能な車両用空調装置に適用しても良い。また、本発明を車室内の温度調節を１つの吹出温度可変手段により行う車両用空調装置に適用しても良い。
そして、Ｄｒ側センタＦＡＣＥ吹出口２１とＤｒ側サイドＦＡＣＥ吹出口２２とのスイングルーバ制御を互いに独立して行うようにしても良く、また、Ｐａ側センタＦＡＣＥ吹出口３１とＰａ側サイドＦＡＣＥ吹出口３２とのスイングルーバ制御を互いに独立して行うようにしても良い。
【０１４７】
本実施形態では、熱負荷検出手段として日射強度検知手段を有する日射センサ９３を設けたが、日射強度検知手段、太陽光の照射方向（日射方向、日射方位角）を検知する日射方向検知手段（例えばフォトダイオード、太陽電池、サーミスタ等の感温素子）、および太陽光の高度（日射仰角、日射高度、太陽仰角）を検知する日射高度検知手段（例えばフォトダイオード、太陽電池、サーミスタ等の感温素子）を有する日射センサを設けても良い。
【０１４８】
なお、少なくとも日射強度検知手段を有する日射センサを設けても良い。また、日射センサとして、カーナビゲーションシステムのマイクロコンピュータにその日時の太陽高度や車両の現在位置に対する日射方向を記憶させている場合には、そのカーナビゲーションシステムの出力信号を日射センサ信号としてエアコンＥＣＵに読み込むようにしても良い。
【０１４９】
本実施形態では、車室内の熱負荷を検出する熱負荷検出手段としては、日射センサ９３または外気温センサ９２を使用した。車室内の熱負荷として、内気温、設定温度と内気温との温度偏差、エバ後温度、冷却水温、車速、ブロワ風量（ブロワ制御電圧）または乗員数等が考えられ、これらの値を検出するセンサや、温度を設定する温度設定手段、目標吹出温度を決定する目標吹出温度決定手段をも熱負荷検出手段として使用できる。ここで、内気温センサ９１を２個使用して、Ｄｒ側空調ゾーン内およびＰａ側空調ゾーン内にそれぞれ設置しても良い。
【０１５０】
本実施形態では、Ｄｒ側センタ、サイドルーバ４３、４６およびＰａ側センタ、サイドルーバ４３、４６のスイング（揺動）を一時的に停止させるスイング停止時間を変更するようにしたが、Ｄｒ側センタ、サイドルーバ４３、４６およびＰａ側センタ、サイドルーバ４３、４６が非常にゆっくり揺動する時間を変更するようにしても良い。
【図面の簡単な説明】
【図１】車両用空調装置の全体構成を示した構成図である（第１実施形態）。
【図２】車両のインストルメントパネルを示した正面図である（第１実施形態）。
【図３】エアコン操作パネルを示した正面図である（第１実施形態）。
【図４】吹出状態可変装置の全体構成を示した概略図である（第１実施形態）。
【図５】ルーバ左右方向揺動機構の構成を示した概略図である（第１実施形態）。
【図６】ルーバ上下方向揺動機構の構成を示した概略図である（第１実施形態）。
【図７】エアコンＥＣＵの制御プログラムの一例を示したフローチャートである（第１実施形態）。
【図８】Ｄｒ側、Ｐａ側の目標吹出温度に対するブロワ制御電圧特性を示した特性図である（第１実施形態）。
【図９】Ｄｒ側、Ｐａ側の目標吹出温度に対する吹出口モード特性を示した特性図である（第１実施形態）。
【図１０】エアコンＥＣＵによるスイングルーバ制御を示したフローチャートである（第１実施形態）。
【図１１】エアコンＥＣＵによるクールダウン判定を示した特性図である（第１実施形態）。
【図１２】ルーバ原点補正方向を示した説明図である（第１実施形態）。
【図１３】（ａ）はＦＡＣＥモード時のＦＡＣＥ吹出口からの吹出風量に対する基準のスイング範囲を示した特性図で、（ｂ）はＢ／Ｌモード時のＦＡＣＥ吹出口からの吹出風量に対する基準のスイング範囲を示した特性図である（第１実施形態）。
【図１４】（ａ）はＦＡＣＥモード、Ｂ／Ｌモード時の日射量に対するＭＡＸスイング範囲を示した特性図で、（ｂ）はＦＡＣＥモード、Ｂ／Ｌモード時の外気温に対するＭＡＸスイング範囲を示した特性図である（第１実施形態）。
【図１５】日射左右比に対するスイング範囲の補正係数を示した特性図である（第１実施形態）。
【図１６】イニシャライズとスイング拡大方向を示した説明図である（第１実施形態）。
【図１７】車両乗員への日射量に対するスイング停止時間割合を示した特性図である（第１実施形態）。
【図１８】（ａ）はＦＡＣＥモード時のＦＡＣＥ吹出口からの吹出風量に対する乗員方向でのスイング停止時間を示した特性図で、（ｂ）はＢ／Ｌモード時のＦＡＣＥ吹出口からの吹出風量に対する乗員方向でのスイング停止時間を示した特性図である（第１実施形態）。
【図１９】日射量に対する乗員方向でのスイング停止時間を示した特性図である（第１実施形態）。
【図２０】外気温に対する乗員方向でのスイング停止時間を示した特性図である（第１実施形態）。
【図２１】（ａ）はランダムスイングの作動パターンを示したタイムチャートで、（ｂ）はＯＦＦ時間列を示した図である（第１実施形態）。
【図２２】エアコン操作パネルを示した正面図である（第２実施形態）。
【図２３】車両用空調装置の全体構成を示した構成図である（第３実施形態）。
【図２４】ルーバ左右方向揺動機構の構成を示した概略図である（第３実施形態）。
【図２５】ルーバ上下方向揺動機構の構成を示した概略図である（第３実施形態）。
【図２６】ルーバ左右方向揺動機構の構成を示した斜視図である（第４実施形態）。
【図２７】集中拡散グリルからの吹出状態がスポット吹出モードの場合を示した説明図である（第４実施形態）。
【図２８】集中拡散グリルからの吹出状態がワイド吹出モードの場合を示した説明図である（第４実施形態）。
【図２９】車両のインストルメントパネルを示した正面図である（第５実施形態）。
【図３０】空調ユニットのフェイスダクトを示した概略図である（第５実施形態）。
【図３１】車両用ドラムベンチレータを示した断面図である（第６実施形態）。
【図３２】空気吹出ルーバを示した斜視図である（第７実施形態）。
【図３３】空気吹出ルーバを示した断面図である（第７実施形態）。
【図３４】インストルメントパネルを示した正面図である（第８実施形態）。
【図３５】吹出ダクト、支持枠および回転バルブを示した図である（第８実施形態）。
【図３６】（ａ）〜（ｃ）はスポット吹出モード時の回転バルブの回動位置を示した断面図である（第８実施形態）。
【図３７】（ａ）〜（ｃ）はワイド吹出モード時の回転バルブの回動位置を示した断面図である（第８実施形態）。
【図３８】（ａ）〜（ｅ）は回転バルブの変形例を示した斜視図である（第９実施形態）。
【図３９】（ａ）は乗員中央部からの距離の基準位置を示した説明図で、（ｂ）は乗員中央部から片側への距離を示した説明図で、（ｃ）は乗員中央部から両側への距離を示した説明図で、（ｄ）は吹出範囲を示した説明図である（第９実施形態）。
【図４０】（ａ）はＦＡＣＥモード時のＦＡＣＥ吹出口からの吹出風量に対する乗員中央部からの距離を示した特性図で、（ｂ）はＢ／Ｌモード時のＦＡＣＥ吹出口からの吹出風量に対する乗員中央部からの距離を示した特性図である（第９実施形態）。
【図４１】（ａ）はＦＡＣＥモード、Ｂ／Ｌモード時の日射量に対する乗員中央部からの距離を示した特性図で、（ｂ）はＦＡＣＥモード、Ｂ／Ｌモード時の外気温に対する乗員中央部からの距離を示した特性図である（第９実施形態）。
【符号の説明】
１ 空調ユニット
２ 空調ダクト
２１ Ｄｒ側センタＦＡＣＥ吹出口（上部吹出口）
２２ Ｄｒ側サイドＦＡＣＥ吹出口（上部吹出口）
２３ Ｄｒ側ＦＯＯＴ吹出口（下部吹出口）
３１ Ｐａ側センタＦＡＣＥ吹出口（上部吹出口）
３２ Ｐａ側サイドＦＡＣＥ吹出口（上部吹出口）
３３ Ｐａ側ＦＯＯＴ吹出口（下部吹出口）
４３ センタ、サイドルーバ（吹出状態可変手段）
４６ センタ、サイドルーバ（吹出状態可変手段）
５０ エアコンＥＣＵ（吹出状態制御手段）
９１ 内気温センサ
９２ 外気温センサ（熱負荷検出手段）
９３ 日射センサ（熱負荷検出手段）
４３ａ ステッピングモータ（アクチュエータ）
４６ａ ステッピングモータ（アクチュエータ）[0001]
BACKGROUND OF THE INVENTION
For example, the present invention can change the blowing state such as the swing range, the blowing range, the blowing position, the blowing angle, the blowing area, or the air distribution amount of the conditioned air blown from the face outlet provided at the air downstream end of the air conditioning unit. The present invention relates to a vehicle air conditioner including a possible blowing state variable device.
[0002]
[Prior art]
As a conventional technique, Japanese Patent Publication No. 7-102775 discloses a blowing state variable device that changes the blowing direction of the conditioned air blown from the face outlet by giving an oscillating motion to the variable louver in the swing grill by an actuator. A vehicle air-conditioning apparatus (first conventional example) provided with When the thermal load in the passenger compartment temporarily increases due to the influence of the amount of solar radiation or the like, the blowing state variable device narrows the swing range of the variable louver and causes the conditioned air to blow locally. The oscillating period of the variable louver is shortened to blow out the cold air just like struck with a fan.
[0003]
Also, as a conventional technique, in Japanese Utility Model Publication No. 7-54010, a blowing state in which the direction of the conditioned air blown from the face outlet is changed by applying an oscillating motion to the variable louver in the swing grill by an actuator. A vehicle air conditioner (second conventional example) provided with a variable device has been proposed. A stop time selection switch is provided on the front surface of the swing grill to set a desired time for the time during which the swing of the variable louver is temporarily stopped (swing stop time). Thus, in the blowout state variable device, the vehicle occupant sets the swing stop time with the stop time selection switch, thereby obtaining a desired swing state.
[0004]
[Problems to be solved by the invention]
However, in the blowout state variable device of the first conventional example, for example, when the blowout port mode is different, such as the FACE mode in which only the face blowout port is opened and the B / L mode in which both the face blowout port and the foot blowout port are opened. Even if the fan speed (blower air volume) does not change, the air volume blown out from the FACE outlet provided with the variable louver is greatly different. That is, in the FACE mode, the conditioned air supplied from the face outlet to the vehicle occupant is 100% of the blower air volume, and in the B / L mode, the conditioned air supplied from the face outlet to the vehicle occupant. Therefore, it was impossible to create a comfortable blowing state in any of the outlet modes.
[0005]
Moreover, in the blowing state variable device of the second conventional example, every time the vehicle occupant changes the air outlet mode, and every time the thermal load in the passenger compartment such as the amount of solar radiation and the direction of solar radiation changes, the vehicle occupant It was very complicated to change the swing stop time by manually operating the stop time selection switch each time. For example, the swing stop time is changed every time the solar radiation amount changes so that the swing stop time is shortened when the solar radiation amount hitting the vehicle occupant is weak, and the swing stop time is lengthened when the solar radiation amount is strong. It was very complicated.
[0006]
OBJECT OF THE INVENTION
The present invention provides a vehicle air conditioner that can increase the volume of conditioned air to a vehicle occupant in any of the outlet modes and can create a comfortable blowing state corresponding to the heat load in the passenger compartment. For the purpose. It is another object of the present invention to provide a vehicle air conditioner that can set an optimal time corresponding to the heat load in the passenger compartment to stop the swing of the blowing state varying means or to swing it very slowly.
[0014]
[Means for Solving the Problems]
  Claim1According to the invention described in the above, the second air outlet mode in which the air conditioned air is mainly blown out from the upper air outlet when being switched to the first air outlet mode in which the air conditioned air is blown out from at least both the upper air outlet and the lower air outlet. Compared to when it is switched toSurroundingBy making it narrower, more conditioned air can be supplied to the vehicle occupant from the upper air outlet even in the first air outlet mode in which the amount of air blowing is relatively reduced compared to the second air outlet mode.
[0015]
  Claim2And claims3According to the invention described in the above, when the thermal load in the passenger compartment is equal to or higher than the predetermined value, the swing range of the blowing state variable means is larger than when the thermal load in the passenger compartment is lower than the predetermined value.SurroundingThe swing range of the blowing state variable means is reduced by making it narrower or the greater the heat load in the passenger compartment.SurroundingBy making it narrower, even in the first air outlet mode in which the air flow rate is relatively reduced as compared with the second air outlet mode, a comfortable air outlet state corresponding to the heat load in the passenger compartment can be created.
[0016]
  Claim4According to the invention described in the above, when the mode is switched to the first air outlet mode, compared to when the mode is switched to the second air outlet mode,Way outSince the direction becomes more occupant direction, more conditioned air can be supplied from the upper outlet to the vehicle occupant even in the first outlet mode in which the amount of outlet air is relatively reduced compared to the second outlet mode.
[0017]
  Claim5And claims6According to the invention described in the above, when the thermal load in the passenger compartment is equal to or higher than the predetermined value, the blower of the outlet state variable means is larger than when the thermal load in the passenger compartment is lower than the predetermined value.Way outWhen the direction becomes more occupant direction or the heat load in the passenger compartment increases,Way outEven in the first air outlet mode, in which the direction becomes more occupant direction and the air flow rate is relatively smaller than that in the second air outlet mode, the swinging of the blowing state variable means stops or swings very slowly. It is possible to set the optimal time corresponding to the heat load in the passenger compartment.
[0018]
  Claim7According to the invention described in the above, when the mode is switched to the first air outlet mode, the swinging of the blowing state variable means is stopped or swings very slowly compared to when the mode is switched to the second air outlet mode. Even if it is the 1st blower outlet mode in which the amount of blowout air decreases comparatively compared with the 2nd blower outlet mode by lengthening time, even if a blower outlet mode changes, it is a lot from an upper blower outlet to a vehicle occupant. The conditioned air can be supplied, and the conditioned air can be continuously blown out in a desired direction for a desired time.
[0019]
  Claim8And claims9According to the invention described in the above, when the thermal load in the passenger compartment is equal to or higher than the predetermined value, the swinging of the blowing state variable means is stopped or very slowly swayed compared to when the thermal load in the passenger compartment is lower than the predetermined value. Longer than the second air outlet mode by increasing the time to perform the operation or by stopping the oscillation of the blowing state variable means or increasing the time for very slow oscillation as the thermal load in the passenger compartment increases. Even in the first air outlet mode in which the amount of blown air is reduced, it is possible to obtain a blown state of the conditioned air according to the heat load in the passenger compartment.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
[Configuration of First Embodiment]
FIGS. 1 to 21 show a first embodiment of the present invention, FIG. 1 is a diagram showing the overall configuration of a vehicle air conditioner, and FIG. 2 is a diagram showing a vehicle instrument panel. 3 is a view showing an air conditioner operation panel.
[0021]
In the vehicle air conditioner of the present embodiment, each air conditioning means (actuator) in the air conditioning unit 1 that air-conditions the interior of a vehicle such as an automobile equipped with an engine is controlled by an air conditioning control device (hereinafter referred to as an air conditioner ECU) 50. It is configured as follows. The air conditioning unit 1 includes a temperature adjustment between a driver seat side (driver side: hereinafter referred to as Dr side) air conditioning zone and a passenger seat side (passenger side: hereinafter referred to as Pa side) air conditioning zone in the front seat side air conditioning zone. It is an air conditioner unit that can be performed independently of each other.
[0022]
The air conditioning unit 1 includes an air conditioning duct 2 disposed in front of the vehicle interior of the vehicle. An inside / outside air switching door 3 and a blower 4 are provided upstream of the air conditioning duct 2. The inside / outside air switching door 3 is a suction port switching means that is driven by 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. The blower 4 is a 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.
[0023]
An evaporator (cooling heat exchanger) 10 for cooling the air passing through the air conditioning duct 2 by exchanging heat with the refrigerant and cooling the air passing through the air conditioning duct 2 is provided at the center of the air conditioning duct 2. Further, on the downstream side of the evaporator 10, a heater core (heating heat exchanger) 13 that heats the air passing through the first and second air passages 11 and 12 by exchanging heat with the cooling water of the engine is provided. Yes.
[0024]
The first and second air passages 11 and 12 are partitioned by a partition plate 14. Further, on the downstream side of the heater core 13, the Dr-side, Pa-side air mix (A / M) doors 15, 16 for independently adjusting the temperatures of the Dr-side air conditioning zone and the Pa-side air conditioning zone in the passenger compartment. Is provided. The Dr-side and Pa-side A / M doors 15 and 16 are driven by servo motors 17 and 18 to adjust the temperature of air blown out toward the Dr and Pa sides.
[0025]
At the air downstream end of the first air passage 11, as shown in FIGS. 1 to 3, a defroster (DEF) outlet 20, a Dr-side center face (FACE) outlet 21, and a Dr-side side face (FACE) outlet 22 and a Dr side foot (FOOT) outlet 23 are opened. Further, at the air downstream end of the second air passage 12, as shown in FIGS. 1 to 3, a Pa-side center face (FACE) outlet 31, a Pa-side side face (FACE) outlet 32, and a Pa-side foot ( The FOOT) outlet 33 is open. The Dr-side center, side FACE outlets 21, 22 and the Pa-side center, side FACE outlets 31, 32 correspond to the upper outlet of the present invention, and further, the Dr-side, Pa-side FOOT outlets 23, 33. Corresponds to the lower outlet of the present invention.
[0026]
And in the 1st, 2nd air passages 11 and 12, Dr side and Pa side outlet switching doors 24-26 which perform the setup of the air outlet mode of Dr side and Pa side of a vehicle interior mutually independently, 35 and 36 are provided. The Dr-side and Pa-side outlet switching doors 24 to 26, 35, and 36 are mode switching doors that are driven by the servo motors 28, 29, and 39 to switch between the Dr-side and Pa-side outlet modes. Here, there are a FACE mode, a B / L mode, a FOOT mode, an F / D mode, a DEF mode, and the like as the outlet side on the Dr side and the Pa side.
[0027]
The Dr-side center FACE outlet 21, the Dr-side side FACE outlet 22, the Pa-side center FACE outlet 31 and the Pa-side FACE outlet 32 have air-conditioning air blowing direction (louver direction) or air-conditioning air fluctuation. The blowing state variable device which can change a moving range is each attached.
[0028]
Next, the blowing state variable device installed in each FACE outlet 21, 22, 31, 32 will be briefly described with reference to FIGS. Here, FIG. 4 is a diagram showing the entire configuration of the blowing state variable device installed at each of the FACE outlets 21 and 22 on the Dr side. In addition, since the blowing state variable apparatus installed in each FACE outlet 31 and 32 on the Pa side is the same as the blowing state variable apparatus installed in each FACE outlet 21 and 22 on the Dr side, it is not shown.
[0029]
Each blowing state variable device is provided in the Dr side, Pa side center grille 41, Dr side, and Pa side side grille 42, respectively. The air passages in the Dr side, Pa side center, and side grills 41 and 42 are the Dr side and Pa side center FACE outlets 21 and 31 and the Dr side and Pa side FACE outlets 22 and 32, respectively. Used. In the Dr side, Pa side center, and side grills 41 and 42, a louver left / right swing mechanism (see FIG. 5) and a louver up / down swing mechanism (see FIG. 6) are respectively provided.
[0030]
The louver left-right swing mechanism is a variable louver (also referred to as a swing louver) provided in a plurality of rows in the left-right direction (vehicle width direction) with respect to the traveling direction of the vehicle within the Dr-side, Pa-side center, and side grills 41 and 42. : Hereinafter referred to as a center louver or side louver) 43, a link lever 44 that swings a plurality of centers and side louvers 43 around a fulcrum, and a link lever 44 that reciprocates horizontally via an arm plate 45. It comprises a stepping motor 43a as an actuator.
[0031]
The louver vertical swing mechanism is a variable louver (also known as a swing louver) arranged in a plurality of rows in the vertical direction (the vehicle height direction) with respect to the traveling direction of the vehicle in the Dr side, Pa side center, and side grills 41 and 42. Say: hereinafter referred to as center louver or side louver) 46, a plurality of centers, a link lever 47 which gives a swinging motion around the fulcrum to the side louver 46, and a reciprocating motion of the link lever 47 up and down via the arm plate 48 And a stepping motor 46a as an actuator to be operated.
[0032]
Here, the Dr side, Pa side center, and side louvers 43 and 46 correspond to the blowing state variable means of the present invention, and are blown into the Dr side and Pa side air conditioning zones by rotating the stepping motors 43a and 46a. Acts as a swing range changing means for swinging the conditioned air in a predetermined swing range, and stops the stepping motors 43a, 46a at a predetermined rotation angle, thereby occupant direction or occupant removal direction in the Dr side, Pa side air conditioning zone It functions as a blowing direction or blowing position variable means.
[0033]
A large load is applied between the output shaft of the stepping motors 43a and 46a and the link levers 44 and 47 or the arm plates 45 and 48 when the center and side louvers 43 and 46 are manually operated by a vehicle occupant. , 46a is provided with sliding means such as a clutch for interrupting the operating force transmitted from the link levers 44, 47 or the arm plates 45, 48 to the output shafts of the stepping motors 43a, 46a.
[0034]
The air conditioner ECU 50 corresponds to the blowing state control means of the present invention, and is provided with a known microcomputer including a CPU, a ROM, a RAM, and the like. Each switch signal is input to the air conditioner ECU 50 from the air conditioner operation panel 51, the Dr-side louver operation (SWINGSW) panel 52, and the Pa-side louver operation (SWINGSW) panel 53, as shown in FIGS. .
[0035]
The air conditioner operation panel 51 is integrally installed on the instrument panel 40 at the center in the vehicle width direction on the front surface of the vehicle interior. The air conditioner operation panel 51 includes an air conditioner (A / C) switch 54, a suction port mode changeover switch 55, a front defroster switch 56, a rear defroster switch 57, a DUAL switch 58, an outlet mode changeover switch 59, a blower air volume changeover switch 60, An auto switch 61, an off switch 62, a liquid crystal display (display) 63, a Dr side temperature setting switch 64, a Pa side temperature setting switch 65, and the like are installed.
[0036]
Of the above, the dual switch 58 is a left / right independent control command means for commanding left / right independent temperature control in which temperature adjustment in the Dr-side air conditioning zone and temperature adjustment in the Pa-side air conditioning zone are performed independently of each other. The Dr-side temperature setting switch 64 is Dr-side temperature setting means for setting the temperature in the Dr-side air conditioning zone to a desired temperature. The Pa side temperature setting switch 65 is Pa side temperature setting means for setting the temperature in the Pa side air conditioning zone to a desired temperature.
[0037]
The Dr-side louver operation panel 52 is installed on the right side of the air-conditioner operation panel 51 in the center of the instrument panel 40, and allows a Drach center 66 and a Dr-side center louver 43 to swing both the Dr-side center and the side louvers 43 and 46. Is made up of a CENTER switch 67 that enables swinging, a SIDE switch 68 that enables the Dr side louver 46 to swing, and a swing mode changeover switch 69.
[0038]
Among the above, the MATCH switch 66, the CENTER switch 67, and the SIDE switch 68 are push type switches having a normal position (OFF) and a pushing position (ON). The swing mode changeover switch 69 can be selected from “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (vertical swing)”, and “R-LSSWING (horizontal swing)”. This is a rotary switch having a switching position.
[0039]
When the swing mode changeover switch 69 is set to “AUTO”, the swing mode changeover switch 69 outputs a command to automatically control the Dr-side center and the side louvers 43 and 46. When the swing mode changeover switch 69 is set to “Rr”, the Dr side center, the side louver 43, the air volume distribution in the rear seat side air conditioning zone is larger than the front seat side air conditioning zone of the vehicle. Swing 46.
[0040]
Further, when the swing mode changeover switch 69 is set to “U-DSWING”, the Dr-side center and the side louver 46 are swung in the vertical direction (UD direction) within a predetermined swing range (manual louver control). Outputs a command. Further, when the swing mode changeover switch 69 is set to “R-LSWING”, the Dr-side center and the side louver 43 are swung left and right (RL direction) within a predetermined swing range (manual louver control). Outputs a command.
[0041]
The Pa side louver operation panel 53 includes a MATCH switch 70, a CENTER switch 71, a SIDE switch 72, and a swing mode changeover switch 73 in the same manner as the Dr side louver operation panel 52. Among the above, the MATCH switch 70, the CENTER switch 71, and the SIDE switch 72 are push type switches having a normal position (OFF) and a pushing position (ON). The swing mode change-over switch 73 includes “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING (up / down swing)”, “R-LS SWING (left / right swing)”. This is a rotary switch having a switching position.
[0042]
In the same manner as the swing mode changeover switch 69, the swing mode changeover switch 73 outputs a command to perform auto louver control on the Pa-side center and the side louvers 43 and 46 when set to “AUTO”. When the swing mode changeover switch 73 is set to “Rr”, the Pa-side center, the side louver 43, the air volume distribution in the rear seat side air conditioning zone is larger than the front seat side air conditioning zone of the vehicle. Swing 46.
[0043]
Further, when the swing mode changeover switch 73 is set to “U-DSWING”, the Pa-side center and the side louver 46 are swung in the vertical direction (UD direction) within a predetermined swing range (manual louver control). Outputs a command. Further, when the swing mode changeover switch 73 is set to “R-LSWING”, the Pa-side center and the side louver 43 are swung in the left-right direction (RL direction) within a predetermined swing range (manual louver control). Outputs a command.
[0044]
Here, as shown in FIG. 3, between the Dr side and Pa side center grille 41, a shutter (not shown) for opening and closing the Dr side and Pa side center FACE outlets 21 and 31 is manually operated. A door opening / closing switch 74 is provided. Further, the Dr side, Pa side center grille 41 and the Dr side, Pa side side grille 42 have knobs 75, 76 for moving the louver directions of the centers and side louvers 43, 46 in the horizontal direction and the vertical direction by manual operation. Is provided.
[0045]
Further, the air conditioner ECU 50 is configured such that sensor signals from the respective sensors are A / D converted by an input circuit (not shown) and then input to the microcomputer. That is, the air conditioner ECU 50 has an internal air temperature sensor 91 as an internal air temperature detecting means for detecting the air temperature in the vehicle interior (hereinafter referred to as the internal air temperature), and a thermal load for detecting the air temperature outside the vehicle interior (hereinafter referred to as the external air temperature). An outside air temperature sensor 92 as a detecting means (outside air temperature detecting means) and a solar radiation sensor 93 as a solar radiation detecting means are connected.
[0046]
Further, the air temperature immediately after passing through the Dr side, Pa side blowing temperature sensors 94a, 94b, and the evaporator 10 for detecting the blowing temperature of the conditioned air blown into the Dr side, Pa side air conditioning zone (hereinafter referred to as post-evaporation temperature). A post-evaporation temperature sensor 95 as a post-evaporation temperature detection means for detecting and a cooling water temperature sensor 96 as a cooling water temperature detection means for detecting the cooling water temperature of the engine of the vehicle are connected.
[0047]
The solar radiation sensor 93 corresponds to the thermal load detecting means of the present invention, and is a Dr-side solar radiation intensity detecting means (for example, a solar radiation amount (solar radiation intensity) TS (Dr) irradiated in the Dr-side air conditioning zone (for example, And a Pa-side solar radiation intensity detecting means (for example, a photodiode) for detecting the amount of solar radiation (solar radiation intensity) TS (Pa) irradiated in the Pa-side air conditioning zone.
[0048]
[Control Method of First Embodiment]
Next, a control method by the air conditioner ECU 50 according to the present embodiment will be described with reference to FIGS. Here, FIG. 7 is a flowchart showing an example of a control program of the air conditioner ECU 50.
[0049]
First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 50, execution of the control program (routine in FIG. 7) is started. At this time, first, the contents stored in the data processing memory (RAM) are initialized (step S1).
Next, various data are read into the data processing memory. That is, switch signals from various switches and sensor signals from various sensors are input (step S2).
[0050]
Next, based on the above stored data and the following formulas 1 and 2, the Dr-side target blowing temperature TAO (Dr) and the Pa-side target blowing temperature TAO (Pa) are calculated. (Target blowing temperature determining means: Step S3).
[Expression 1]

[Expression 2]

[0051]
However, Tset (Dr) and Tset (Pa) represent the set temperature in the Dr-side air conditioning zone and the set temperature in the Pa-side air conditioning zone, respectively. TS (Dr) and TS (Pa) are the Dr side and Pa, respectively. Represents the amount of solar radiation in the side air conditioning zone. TR and TAM represent the inside temperature and the outside temperature, respectively. Kset, KR, KAM, KS, Kd (Dr), and Kd (Pa) represent the temperature setting gain, the internal air temperature gain, the external air temperature gain, the solar radiation amount gain, and the temperature difference correction gain of the first and second air conditioning zones, respectively. .
[0052]
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 Dr side air conditioning zone and the Pa side air conditioning zone, respectively. CD (Dr), CD (Pa ) Represents a constant corresponding to the degree of influence, and C represents a correction constant. Here, values such as Ka (Dr), Ka (Pa), CD (Dr), and CD (Pa) vary depending on various parameters such as the shape and size of the vehicle and the air blowing direction of the air conditioning unit 1.
[0053]
Next, the blower airflow {blower control voltage VA (Dr), VA (Pa) applied to the blower motor 9 based on the target blowing temperatures TAO (Dr) and TAO (Pa) on the Dr side and Pa side obtained in step S3 above. )} Is calculated (step S4). Specifically, the blower control voltages VA are the blower control voltages VA (Dr) and VA (Pa) respectively adapted to the Dr and Pa target blowout temperatures TAO (Dr) and TAO (Pa), respectively. Is obtained by averaging the blower control voltages VA (Dr) and VA (Pa).
[0054]
Next, based on the Dr-side and Pa-side target blowout temperatures TAO (Dr) and TAO (Pa) obtained in step S3 and the characteristic diagram of FIG. A blower outlet mode is determined (step S5). Specifically, in determining the outlet mode, the target outlet temperatures TAO (Dr) and TAO (Pa) are determined so that the FACE mode, the B / L mode, and the FOOT mode are set from a low temperature to a high temperature. Has been. Further, by operating the air outlet mode changeover switch 59 provided on the air conditioner operation panel 51, the air outlet operation mode is fixed to any one of the FACE mode, the B / L mode, the FOOT mode, and the F / D mode. .
[0055]
In addition, said FACE mode is a blower outlet mode which blows off an air-conditioning wind toward the upper body (head chest part) of the vehicle passenger | crew in Dr side and Pa side air conditioning zone. The B / L mode is an air outlet mode that blows conditioned air toward the upper body (head and chest) and the feet of the vehicle occupant in the Dr side and Pa side air conditioning zones. The FOOT mode is an air outlet mode that blows conditioned air toward the feet of the vehicle occupants in the Dr side and Pa side air conditioning zones. Further, the F / D mode is an air outlet mode that blows conditioned air toward the feet of the vehicle occupant and the inner surface of the front window of the vehicle.
[0056]
Here, in the present embodiment, when the front defroster switch 56 provided on the air conditioner operation panel 51 is operated, the DEF mode is set in which the conditioned air is blown toward the inner surface of the front window of the vehicle. Even if the outlet mode is the FOOT mode, the F / D mode, or the DEF mode, the Dr side and Pa side FACE outlets 22 and 32 are always open.
[0057]
Next, the A / M opening SW (Dr) (%) of the Dr side A / M door 15 and the A / M opening SW (Pa) (%) of the Pa side A / M door 16 are calculated (step S6). ). The calculation of the A / M opening degree SW (Dr) and SW (Pa) is performed by the target blowing temperatures TAO (Dr) and TAO (Pa) on the Dr side and Pa side, and the post-evaporation temperature sensor 95. This is performed based on the detected post-evaporation temperature (TE), the cooling water temperature (TW) detected by the cooling water temperature sensor 96, and the following equations (3) and (4).
[Equation 3]
SW (Dr) = {TAO (Dr) -TE} × 100 / (TW-TE)
[Expression 4]
SW (Pa) = {TAO (Pa) −TE} × 100 / (TW−TE)
[0058]
Next, the routine of FIG. 10 is activated to perform swing louver control (automatic louver control or manual louver control) (blowing state determination means: step S7). Next, a control signal is output to the blower drive circuit 8 so that the blower control voltages VA (Dr) and VA (Pa) determined in step S4 are obtained (step S8). Next, a control signal is output to the servo motors 17 and 18 so that the A / M opening degree SW (Dr) and SW (Pa) determined in step S6 are obtained (step S9).
Next, a control signal is output to the servomotors 28, 29, and 39 so that the air outlet mode determined in step S5 is obtained (step S10). Next, a control signal is output to the stepping motors 43a and 46a so as to be in the blowing direction (louver direction), blowing position or swing range determined in step S7 (step S11).
[0059]
Next, swing louver control by the air conditioner ECU 50 will be described with reference to FIGS. Here, FIG. 10 is a flowchart showing swing louver control by the air conditioner ECU 50.
[0060]
First, when the routine of FIG. 10 is started, it is determined whether or not the swing mode changeover switches 69 and 73 provided on the Dr-side and Pa-side louver operation panels 52 and 53 are set to “AUTO” (step S12). . If the determination result is NO, manual louver control is performed according to the set positions of the swing mode changeover switches 69 and 73 (step S13). Thereafter, the routine of FIG. 10 is exited.
[0061]
When the determination result in step S12 is YES, the following auto louver control is performed. First, it is determined whether or not the outlet mode is the FACE mode or the B / L mode (step S14). If the determination result is NO, the Dr-side and Pa-side side louvers 43 and 46 are turned off, and the side-window louvers 43 and 46 are turned off in order to prevent fogging of the side windows and cutting of cold radiation. , 46 is determined so as to face the neighboring side window (step S15). Thereafter, the routine of FIG. 10 is exited. Note that step S14 is desirably determined independently for each Dr-side and Pa-side air-conditioning zone.
[0062]
If the determination result in step S14 is YES, a cool-down determination is made based on the characteristic diagram of FIG. 11 (step S16). When the determination result is YES, that is, when the temperature deviation between the internal temperature TR and the set temperatures Tset (Dr) and Tset (Pa) on the Dr side and Pa side is a predetermined value (for example, 15 ° C.) or more. , The origin of the center louvers 43 and 46 on the Dr side and Pa side and the side louvers 43 and 46 on the Dr side and Pa side are corrected. Thereafter, the target value is determined so as to output a control output to the stepping motors 43a and 46a so that the louver direction is directed to the occupant direction according to the seat position of the vehicle occupant (step S17). Thereafter, the routine of FIG. 10 is exited.
[0063]
For the origin correction of the Dr side, Pa side center louvers 43, 46 and the Dr side, Pa side side louvers 43, 46, a control output is sent to the stepping motors 43a, 46a so as to hit the swing end in the louver origin correction direction shown in FIG. When the seat position of the vehicle occupant is the front, a slight pulse is sent to the stepping motors 43a and 46a, and when the seat position of the vehicle occupant is later, many pulses are sent to the stepping motors 43a and 46a. By sending, the target value is determined so that the louver direction of the Dr side and Pa side center louvers 43 and 46 and the louver direction of the Dr side and Pa side louvers 43 and 46 are directed to the occupant direction.
[0064]
Here, the origin correction is performed with respect to the swing end in the louver origin correction direction shown in FIG. 12 because the blowing state variable device of this embodiment is the Dr side, Pa side center louvers 43 and 46 and the Dr side, Pa side. Since there is no potentiometer as a blowing direction detecting means for detecting the current position (current louver direction) of the side louvers 43, 46, the side louvers on the Dr side, Pa side center louvers 43, 46 or Dr side, Pa side depending on the vehicle occupant If the current position of the side louvers 43 and 46 on the Dr side and Pa side or the side louvers 43 and 46 on the Dr side and Pa side is changed by moving the 43 and 46 directly, the louver direction (blowing direction) can be accurately directed to the occupant direction. It is not possible. In addition, since the origin correction takes about 10 seconds to apply to the swing end in the louver origin correction direction shown in FIG. 12, air conditioned air (cold air) can be supplied to the vehicle occupant as soon as possible. It is.
[0065]
It is conceivable that a potentiometer or the like is provided in the vicinity of the front seat (driver's seat, passenger seat) to detect the seat position of the front seat (seat) on which the vehicle occupant is seated. You may make it set above. Further, the seat position may be set by a dealer (automobile dealer) or the like. In the method in which the vehicle occupant or the dealer sets the seat position, the louver direction desired during the cool-down can be adjusted as desired, and this method is preferable.
[0066]
Moreover, when the determination result of step S16 is NO, based on the air outlet mode, the amount of air blown from the FACE air outlet, and the characteristic diagrams of FIGS. 13 (a) and 13 (b), the Dr side, Pa side The reference swing range of the center and side louvers 43 and 46 is determined (calculated) (blowout state determining means: step S18). FIG. 13A is a characteristic diagram showing a reference swing range with respect to the amount of air blown from each FACE outlet 21, 22, 31, 32 in the FACE mode, and FIG. 13B is in the B / L mode. It is the characteristic view which showed the reference | standard swing range with respect to the amount of blowing air from FACE blower outlet 21,22,31,32.
[0067]
Here, in the characteristic diagrams of FIGS. 13A and 13B, when the amount of air blown from each FACE outlet 21, 22, 31, 32 is very large, it is determined that the vehicle interior is very hot. In order to supply a large amount of conditioned air to the vehicle occupant, auto louver control is performed so that the swing ranges of the Dr side and Pa side centers and the side louvers 43 and 46 are set narrow. Conversely, when the amount of air blown from each FACE outlet 21, 22, 31, 32 is very small, the vehicle interior temperature (inside temperature) is close to the set temperature in the Dr side and Pa side air conditioning zones. Therefore, the auto louver control is performed so that the swing range of the Dr side and Pa side centers and the side louvers 43 and 46 is set wide so that less conditioned air can be supplied to the vehicle occupant.
[0068]
The Dr-side and Pa-side centers and the swing ranges of the side louvers 43 and 46 determined (set) in step S18 are reference swing ranges, and various corrections are added to the reference swing range thereafter. Further, in the B / L mode, the amount of air blown out from each FACE outlet 21, 22, 31, 32 is reduced by about 60% compared to the FACE mode, so that the swing range is also set to a value that is narrow by about 60%.
[0069]
Next, based on the air outlet mode determined in step S5 in FIG. 7, the amount of solar radiation read in step S2 in FIG. 7, and the characteristic diagram in FIG. 14, the Dr side, Pa side center, side louvers 43 and 46 A maximum (MAX) swing range is determined (calculated) (step S19). Here, FIG. 14A is a characteristic diagram showing the MAX swing range with respect to the amount of solar radiation in the FACE mode and the B / L mode when there is solar radiation. In this characteristic diagram, the amount of solar radiation to each vehicle occupant is large. The MAX swing range is set to be narrow so that the direction of the air-conditioning air blowing becomes more occupant direction. FIG. 14B is a characteristic diagram showing the MAX swing range with respect to the outside air temperature in the FACE mode and the B / L mode at a high outside air temperature of, for example, 25 ° C. or more. In this characteristic diagram, the outside air temperature is high. The MAX swing range is set to be narrow so that the direction of the air-conditioning air blowing becomes more occupant direction.
[0070]
14A and 14B, in the B / L mode, the amount of air blown out from each FACE outlet 21, 22, 31, 32 is reduced by about 60% in the B / L mode compared to the FACE mode. Therefore, the MAX swing range is also set to a value that is about 60% narrower than that in the FACE mode.
[0071]
Next, the left-right ratio (H) of the solar radiation amount is calculated (determined) based on the solar radiation amounts TS (Dr) and TS (Pa) read in step S2 of FIG. Solar radiation left / right ratio determining means: Step S20).
[Equation 5]
H = TS (Dr) / {TS (Dr) + TS (Pa)}
However, {TS (Dr) + TS (Pa)} ≦ 150 W / m²In this case, H = 0.5.
[0072]
Next, based on the characteristic diagram of FIG. 15, the correction coefficient (KDRCE, KDRSI, KPACE, KPASI) of the swing range of the Dr side, Pa side center, and side louvers 43, 46 is obtained (step S21). The swing range correction coefficient is set so that the swing range of the Dr side, Pa side center, and side louvers 43 and 46 on the side where the sunlight shines on the vehicle occupant is narrow, and more cold wind is applied to the side where the sunlight shines. Is set to be supplied.
[0073]
Next, a reference swing range (DR-SWING-STEP, DR-SWING-STEP, PA-SWING-STEP, PA-SWING-STEP), a swing range correction coefficient (KDRCE, KDRSI, KPACE, KPASI), Based on the explanatory diagram of FIG. 16 and the following formula 6 to formula 9, the swing range correction is performed according to the solar radiation amount and the solar radiation left / right ratio, and the Dr side, Pa side center, side louvers 43, 46 are performed. The target value of the swing range is calculated (determined) (step S22). The number of steps determined in step S22 is swung to the side other than the passenger. Here, FIG. 16 is a diagram showing the swing enlargement direction of the Dr side, Pa side center, and side louvers 43, 46. In both the Dr side and Pa side, the occupant side swing ends represent initial setting positions (initialization positions), and arrows Represents the swing expansion direction.
[Formula 6]

However, DRCE-SWING-STEP is a reference swing range of the Dr-side center louvers 43 and 46.
[Expression 7]

However, DRSI-SWING-STEP is a reference swing range of the Dr side louvers 43 and 46. Since the Dr side louvers 43 and 46 are close to the right hand of the vehicle occupant (driver) in the Dr side air conditioning zone, the coefficient 1.3 is added to widen the swing range.
[0074]
[Equation 8]

However, PACE-SWING-STEP is a reference swing range of the Pa-side center louvers 43 and 46.
[Equation 9]

However, PASI-SWING-STEP is a reference swing range of the Pa-side center louvers 43 and 46. Since the Pa side louvers 43 and 46 are close to the left hand of the vehicle occupant (passenger) in the Pa side air conditioning zone, the coefficient 1.3 is added to widen the swing range.
[0075]
Next, a swing stop time is calculated (determined) according to the swing range of the Dr side and Pa side centers and the side louvers 43 and 46 (swing stop time determining means: step S23). This swing stop time is calculated based on the following equation (10).
[Expression 10]

[0076]
Next, the amount of solar radiation to each vehicle occupant is calculated (determined) as to how much the swing stop time obtained in step S23 is allocated to the occupant side swing end and the non-occupant side swing end (step S24). This uses the following equation 11 to 14 and the characteristic diagram of FIG. A large amount of cool air is supplied to the vehicle occupant by stopping at the occupant side swing end for a long time, such as a large amount of solar radiation.
## EQU11 ##

However, FORDR-STOP-TIME is the swing stop time at the Dr side occupant side swing end.
[Expression 12]

However, NOTDR-STOP-TIME is the swing stop time at the swing end other than the Dr-side occupant.
[0077]
[Formula 13]

However, FORPA-STOP-TIME is the swing stop time at the Pa-side occupant-side swing end.
[Expression 14]

However, NOTPA-STOP-TIME is the swing stop time at the swing end other than the Pa-side occupant.
[0078]
Next, at least 1 second is added to the swing stop time at each Dr side, Pa side occupant side swing end and each Dr side, non-Pa side occupant side swing end (step S25). Thereafter, the routine of FIG. 10 is exited. As a result, the swing stop time at the swing end other than the Dr-side and Pa-side occupants is not 0 seconds, and it is possible to prevent the feeling of relaxation from being lost.
[0079]
[Operation of First Embodiment]
Next, the effect | action of the vehicle air conditioner of this embodiment is demonstrated based on FIG. 1 thru | or FIG.
[0080]
When the air outlet mode is the FACE mode, after the inside air sucked from the inside air suction port 6 or the outside air sucked from the outside air suction port 7 by the action of the blower 4 is cooled to about 4 ° C. by the evaporator 10, 1, the amount of air passing through the heater core 13 is adjusted according to the opening degree of the Dr-side and Pa-side A / M doors 15 and 16 into the second air passages 11 and 12, and the conditioned air at the optimum temperature is obtained. Thereafter, the conditioned air (cold air) is provided at the most downstream ends of the first and second air passages 11 and 12, the Dr-side center, the side FACE outlets 21 and 22, the Pa-side center, and the side FACE outlets 31 and 32. Is blown out to the Dr side air conditioning zone and the Pa side air conditioning zone.
[0081]
Here, when either of the swing mode changeover switches 69 and 73 is “AUTO”, when the outlet mode is the FACE mode, as shown in the characteristic diagram of FIG. The reference swing range is determined according to the blown air volume, and the MAX swing range is determined according to the amount of solar radiation as shown in the characteristic diagram of FIG. 14 (a), or shown in the characteristic diagram of FIG. 14 (b). As described above, the MAX swing range is determined according to the outside air temperature, and the correction coefficient of the swing range according to the solar radiation left / right ratio is calculated as shown in the characteristic diagram of FIG. The target value of the swing range of the center and the side louvers 43 and 46 is obtained.
[0082]
Further, after calculating the swing stop time for temporarily stopping the swing of the Dr side, Pa side center, and side louvers 43 and 46 according to the swing range obtained above, as shown in the characteristic diagram of FIG. Swing stop time ratio for temporarily stopping the swing of Dr, Pa side center, side louver 43, 46 at the occupant side swing end with respect to the amount of solar radiation to each vehicle occupant, and Dr side, Pa side at the non-occupant side swing end The swing stop time ratio for temporarily stopping the swing of the center and side louvers 43 and 46 is obtained.
[0083]
The swing stop time is obtained for each Dr side, Pa side center, and side louvers 43 and 46. And (swing time) + (swing stop time) is made constant so that the swing of the Dr side, Pa side center, and side louvers 43 and 46 is not scattered and the appearance of the blowing state variable device is not deteriorated. It is for aligning. It is also for adding sharpness to whether the air-conditioning wind is hit or not.
[0084]
Alternatively, as shown in the characteristic diagrams of FIGS. 18 to 20, the swing stop time in the occupant direction may be set. Then, as shown in the characteristic diagram of FIG. 18 (a), the swing stop time in the occupant direction (concentrated state) with respect to the amount of air blown from each FACE outlet 21, 22, 31, 32 in the FACE mode is shown. FIG. 18 (b) is a characteristic diagram showing the swing stop time in the occupant direction (concentrated state) with respect to the amount of air blown from each FACE outlet 21, 22, 31, 32 in the B / L mode. .
[0085]
Here, in the characteristic diagrams of FIGS. 18 (a) and 18 (b), when the amount of air blown from each FACE outlet 21, 22, 31, 32 in the FACE mode or the B / L mode is very large, the swing is performed. Auto louver control is performed to set a longer stop time. In the characteristic diagram of FIG. 19, when the amount of solar radiation in the FACE mode or the B / L mode is large, the auto louver control is performed so that the swing stop time is set longer. Further, in the characteristic diagram of FIG. 20, when the outside air temperature in the FACE mode or the B / L mode is large, the auto louver control is performed so that the swing stop time is set longer.
[0086]
The swing stop time obtained by adding the random stop time (T) shown in FIGS. 21A and 21B to the swing stop time obtained above is the swing stop time of the Dr side, Pa center, and side louvers 43 and 46. Become. In order to give the swing stop time randomness, the vehicle occupant is given a sense of tension and stimulation to suppress a decrease in the comfort of the vehicle occupant due to habituation.
[0087]
Therefore, the conditioned air (cold air) blown out from the Dr-side center and the side FACE outlets 21 and 22 is blown into the Dr-side air-conditioning zone according to the swing range of the Dr-side center and the side louvers 43 and 46, and particularly the driver's seat. It is blown out toward the upper body of the vehicle occupant. The conditioned air (cold air) blown out from the Pa-side center and side FACE outlets 31 and 32 is blown into the Pa-side air-conditioning zone according to the swing range of the Pa-side center and side louvers 43 and 46, and particularly the passenger seat. It is blown out toward the upper body of the vehicle occupant.
[0088]
The conditioned air blown from the Dr-side and Pa-side side FACE outlets 22 and 32 is the upper body (head) of the vehicle occupant on the Dr-side and Pa-side according to the louver direction of the Dr-side and Pa-side side louvers 43 and 46. The chest is blown toward the inner surface of the side window on the chest side or Dr side and Pa side.
[0089]
[Effects of First Embodiment]
As described above, in the vehicle air conditioner according to the present embodiment, when the air outlet mode is the B / L mode, the same blower air volume is blown out from the FOOT air outlets 23 and 33 to the vehicle interior. Even so, compared to the FACE mode, the amount of air blown out from the Dr-side center, side FACE outlets 21 and 22 and the Pa-side center and side FACE outlets 31 and 32 is reduced by about 60%. For this reason, as shown in the characteristic diagram of FIG. 13B, the characteristic diagram of FIG. 14, and the characteristic diagram of FIG. 15, in the B / L mode, the reference swing range and the MAX swing range are compared with the FACE mode. Therefore, it is set to a value that is narrower by about 60%.
[0090]
Therefore, regardless of the air outlet mode, the air volume from the Dr side center and side FACE outlets 21 and 22 to the vehicle occupant in the Dr side air conditioning zone and the Pa side center and side FACE outlets 31 and 32 to the Pa side air conditioning zone. Since the air volume to the vehicle occupant can be sufficiently obtained according to the heat load in the vehicle interior such as the outside air temperature and the amount of solar radiation, the air conditioned feeling (cooling feeling) of each vehicle occupant is not reduced.
[0091]
Then, as shown in the characteristic diagrams of FIGS. 18A and 18B, according to the amount of air blown from the Dr-side center, the side FACE outlets 21 and 22, or the Pa-side center and the side FACE outlets 31 and 32. The swing stop time at the occupant side swing end that temporarily stops the swing of the Dr side, Pa side center, and side louvers 43 and 46 is set to be long. Therefore, even in the B / L mode where the blown air volume is about 60% as compared with the FACE mode, the air-conditioned wind can be continuously blown in the direction of the occupant in the direction corresponding to the blown air volume. A large amount of conditioned air can be supplied to the vehicle occupant from the air outlets 21, 22, 31, 32.
[0092]
Further, as shown in the characteristic diagram of FIG. 19 and the characteristic diagram of FIG. 20, the occupant side swing of the Dr side, Pa side center, side louvers 43, 46 according to the heat load in the passenger compartment such as the amount of solar radiation or the outside air temperature. The swing stop time at the end is set longer. Therefore, even in the B / L mode where the blown air volume is about 60% as compared with the FACE mode, the air-conditioned wind can be continuously blown in the direction of the occupant in the direction corresponding to the blown air volume. A large amount of conditioned air can be supplied to the vehicle occupant from the air outlets 21, 22, 31, 32.
[0093]
And according to the thermal load in the passenger compartment, such as the blown air volume of the conditioned air (cold air) blown out from the Dr side, Pa side center, side FACE outlets 21, 22, 31, 32, the solar radiation amount or the outside air temperature, The left and right independent temperature controllability can be secured by making the swing range and swing stop direction of the Dr side center and side louvers 43 and 46 different from the swing range and swing stop direction of the Pa center and side louvers 43 and 46. In addition, an air-conditioning environment can be created that is independent of each other and that matches the cooling sensation of the Dr-side vehicle occupant and the Pa-side vehicle occupant.
[0094]
[Second Embodiment]
FIG. 22 shows a second embodiment of the present invention and is a view showing an air conditioner operation panel.
[0095]
In the present embodiment, the air-conditioning air blowing state (center, side louver 43) blown out from each FACE outlet 21, 22, 31, 32 in the Dr-side air conditioning zone and the Pa-side air conditioning zone is integrated with the air-conditioner operation panel 51. , 46 swing state), a louver operation (SWINGSW) panel 100 is provided. The louver operation panel 100 includes a MATCH switch 101, a Dr switch 102, a Pa switch 103, and a swing mode changeover switch 104.
[0096]
The swing mode changeover switch 104 is similar to the swing mode changeover switches 69 and 73 of the first embodiment, such as “STOP (swing stop)”, “AUTO (auto swing)”, “Rr”, “U-DSWING ( This is a rotary switch having switching positions of “vertical swing)” and “R-LSWING (left-right swing)”.
[0097]
The MATCH switch 101, the Dr switch 102, and the Pa switch 103 are push switches having a normal position (OFF) and a push-in position (ON). When the MATCH switch 101 is turned ON, the output is performed so that at least one of the Dr side, Pa side center, and the side louvers 43 and 46 swings. When the Dr switch 102 is turned on, an output is made to swing at least one of the Dr-side center and the side louvers 43 and 46. Further, when the Pa switch 103 is turned on, an output is made so that at least one of the Pa side center and the side louvers 43 and 46 swings.
[0098]
[Third Embodiment]
FIGS. 23 to 25 show a third embodiment of the present invention, FIG. 23 is a diagram showing the overall configuration of a vehicle air conditioner, and FIG. 24 is a diagram showing the configuration of a louver left-right swing mechanism. FIG. 25 is a diagram showing the configuration of the louver vertical swing mechanism.
[0099]
The air conditioner ECU 50 of the present embodiment is connected to potentiometers 97 and 98 for detecting the center of each blowing state variable device and the current position of the side louvers 43 and 46 (louver direction or blowing direction of conditioned air). As shown in FIG. 24, a plurality of (four in this example) potentiometers 97 are provided in the vicinity of the louver left-right swing mechanism, respectively, and are movable contacts 97a that reciprocate in the horizontal direction integrally with the link lever 44. And a blowing direction or blowing position detecting means comprising a resistance element 97b or the like that changes the voltage dividing ratio by the movement of the movable contact 97a.
[0100]
As shown in FIG. 25, a plurality of (four in this example) potentiometers 98 are respectively provided in the vicinity of the louver vertical swing mechanism, and moveable contacts 98a that reciprocate in the vertical direction integrally with the link lever 47. And a blowing direction or blowing position detecting means comprising a resistance element 98b or the like that changes the voltage dividing ratio by the movement of the movable contact 98a. In this embodiment, servomotors 43b and 46b are used as louver motors instead of stepping motors.
[0101]
[Fourth Embodiment]
FIGS. 26 to 28 show a fourth embodiment of the present invention, and FIG. 26 is a diagram showing a configuration of a louver left-right swing mechanism of the blowing state varying device.
[0102]
The louver left-right direction swing mechanism 140 of this embodiment is installed in the concentrated diffusion grills 120 and 130 forming the center and side FACE outlets 121 and 131. The louver left-right swing mechanism 140 includes a plurality of (three in this example) first to third louvers 141 that are mounted so as to be swingable in the left-right direction in the concentrated diffusion grills 120, 130, and the first of these. A plurality of (three in this example) first to third link plates 143 that cause the third louver 141 to swing in a predetermined swing range in the left-right direction around each fulcrum 142, and the first to third links. A flat plate plate 145 that rotates the three-link plate 143 around each fulcrum 144 and a louver motor 146 as an actuator that reciprocates the flat plate plate 145 in the front-rear direction with respect to the traveling direction of the vehicle.
[0103]
The first to third link plates 143 are formed with oval engagement holes 148 with which cylindrical pins 147 provided on the upper end surfaces of the first to third louvers 141 are engaged. Further, the flat plate 145 is provided on the upper end surface on the louver motor 146 side, and the first to third engagement holes 151 to 153 with which the cylindrical pins 149 provided on the upper end surface of each link plate 143 are engaged. A rack 154 is formed. Note that the order of forming the first to third engagement holes 151 to 153 is reversed between the concentrated diffusion grill 120 and the concentrated diffusion grill 130. Further, the flat plate 145 is guided by guides 155 and rails 156 provided on the outer wall surfaces of the concentrated diffusion grills 120 and 130, and is slidable on the outer wall surfaces in the front-rear direction of the vehicle. The louver motor 146 is installed on a mounting base 157 attached to the outer wall surface of the concentrated diffusion grills 120 and 130. A pinion 159 that meshes with the rack 154 is assembled to the outer periphery of the tip of the output shaft of the louver motor 146.
[0104]
In the present embodiment, when the louver motor 146 is operated, as shown in FIG. 27, the flat plate plate 145 is located on the outermost wall surface of the concentrated diffusion grills 120 and 130 on the most rear side of the vehicle (the side closer to the vehicle occupant). When the first to third louvers 141 are directed to the left side (occupant direction) in the drawing, the conditioned air blown from the concentrated diffusion grills 120 and 130 is locally blown to the head and chest of the vehicle occupant in the air conditioning zone. Set to This spot blowing mode time can be regarded as the swing stop time in the passenger direction of the first embodiment.
[0105]
Further, by operating the louver motor 146 in the reverse direction to the above, as shown in FIG. 28, the flat plate plate 145 is located on the outermost wall surface of the concentrated diffusion grills 120, 130 on the front side of the vehicle (the side farther from the vehicle occupant). ), The first louver 141 is directed to the right side (direction to remove the occupant), the second louver 141 is directed to the upper side (center direction), and the third louver 141 is directed to the left side (occupant direction). The air-conditioning air blown from the concentrated diffusion grills 120 and 130 is set to the wide blowing mode in which the air-conditioning air blows diffusely into the air-conditioning zone. Then, by repeating forward rotation and reverse rotation of the louver motor 146, the first to third louvers 141 swing around the fulcrum.
[0106]
In the present embodiment, when the swing is stopped during the random swing, the higher the inside air temperature (TR), the more the conditioned air blown from the concentrated diffusion grills 120 and 130 is concentrated on the head and chest of the vehicle occupant in the air conditioning zone. In this state, the first to third louvers 141 stop or move slowly. Further, when the solar radiation direction is incident from the right side of the vehicle occupant, that is, when the solar occupant hits the right half of the vehicle occupant, the first to third louvers 141 of the right central diffusion grille 130 are connected to the left central diffusion grille. It stops or moves slowly so as to blow air-conditioning air in a concentrated state on the head and chest of the vehicle occupant rather than the first to third louvers 141 of 120. On the contrary, when the solar radiation direction is incident from the left direction of the vehicle occupant, that is, when the solar occupant hits the left half of the vehicle occupant, the first to third louvers 141 of the left central diffusion grill 120 are concentrated on the right side. It stops or moves slowly so that the conditioned air is blown in a concentrated state on the head and chest of the vehicle occupant rather than the first to third louvers 141 of the grill 130.
[0107]
Here, the reference swing range shown on the vertical axis of the characteristic diagrams of FIGS. 13A and 13B used in the first embodiment is regarded as the blowing angle of the concentrated diffusion grills 120 and 130 of the present embodiment. As the amount of air blown from the FACE air outlet increases, the air blowing angle of the concentrated diffusion grills 120 and 130 may be controlled to be narrower. Further, by regarding the MAX swing range shown on the vertical axis of the characteristic diagrams of FIGS. 14A and 14B used in the first embodiment as the blowing angle of the concentrated diffusion grills 120 and 130 of the present embodiment, You may control so that the blowing angle of the concentrated diffusion grills 120 and 130 becomes narrow, so that quantity is large or external temperature is high.
[0108]
[Fifth Embodiment]
29 and 30 show a fifth embodiment of the present invention. FIG. 29 shows a vehicle instrument panel, and FIG. 30 shows a face duct of an air conditioning unit.
[0109]
In this embodiment, the partition plate 14 in the air conditioning duct 2 of the first embodiment is eliminated. A wide flow FACE outlet 161 that opens on the most downstream side of the face duct 160 connected to the air downstream end of the air conditioning duct 2 is provided as a front seat side FACE outlet. The wide-flow FACE outlet 161 has a Dr-side and Pa-side center FACE outlet 162, 163 opened at the front center of the instrument panel 40, and both sides of the instrument panel 40 in the vehicle width direction, that is, in the vicinity of the side window of the vehicle. It consists of Dr-side and Pa-side side FACE outlets 164 and 165 that open, and Dr-side and Pa-side middle FACE outlets 166 and 167 that open between these FACE outlets. Each of the FACE outlets 162 to 167 is provided with a plurality of louvers for changing the blowing direction of the conditioned air by the manual operation of the vehicle occupant.
[0110]
A FACE door 171 for opening and closing each of the FACE outlets 162 to 167 is rotatably attached to the face duct 160, and Dr for opening and closing the Dr side, middle FACE outlets 164 and 166. A side middle FACE door 172 is rotatably attached, and a Pa side middle FACE door 173 for opening and closing the Pa side side and the middle FACE outlets 165 and 167 is rotatably attached. The Dr-side and Pa-side middle FACE doors 172 and 173 correspond to the blowing state changing means of the present invention, and the Dr and Pa-side side FACE outlets 164 and 165 and the Dr and Pa-side middle according to the opening degree. The blowing state of the conditioned air blown into each air conditioning zone from the FACE outlets 166 and 167 (for example, the wide blowing mode and the spot blowing mode) is changed.
[0111]
In this embodiment, the FACE door 171 is moved to the open side by an actuator such as a servo motor, and the Dr side and Pa side middle FACE doors 172 and 173 are moved to the closed side by an actuator such as a servo motor. Thereby, by opening the Dr side, Pa side center FACE outlets 162, 163 and Dr side, Pa side side FACE outlets 164, 165, and closing the Dr side, Pa side middle FACE outlets 166, 167, By reducing the opening area of the wide flow FACE outlet 161, the blowout range of the conditioned air blown from the wide flow FACE outlet 161 is reduced, and the conditioned air is locally applied to the head and chest of the vehicle occupant in the air conditioning zone. Blow out (spot blowing mode). This spot blowing mode time can be regarded as the swing stop time in the passenger direction of the first embodiment.
[0112]
Further, the FACE door 171 is moved to the open side, and the Dr side and Pa side middle FACE doors 172 and 173 are moved to the intermediate positions. By opening the Dr side, Pa side center FACE outlets 162, 163, Dr side, Pa side side FACE outlets 164, 165 and the Dr side, Pa side middle FACE outlets 166, 167, the wide flow FACE is thereby opened. By increasing the opening area of the blower outlet 161, the blowout range of the conditioned air blown out from the wide flow FACE blower outlet 161 is increased, and the conditioned air is blown out diffusely into the air conditioning zone (wide blowout mode).
[0113]
In addition, a FACE door may be added in the face duct 160 to perform finer control of the air distribution amount, or one or more partition plates may be placed in the air conditioning duct 2 and the face duct 160. The air distribution amount for each vehicle occupant in the Dr-side and Pa-side air-conditioning zones may be changed by disposing a blower for each air passage and varying the amount of air blown by each blower. In addition, the control for blowing out or not blowing the conditioned air from the wide flow FACE outlet 161 and the Dr side and Pa side FACE outlets 164 and 165 is an outlet state corresponding to the characteristic diagram of FIG. Can be regarded as a change of For example, control is performed so that the conditioned air is blown from the Dr side FACE outlet 164 when the solar radiation is 90 ° right with respect to the vehicle traveling direction.
[0114]
[Sixth Embodiment]
FIG. 31 shows a sixth embodiment of the present invention, and FIG. 31 shows a drum ventilator for a vehicle.
[0115]
The vehicular drum ventilator of the present embodiment is provided with a cylindrical case 202 communicating with a face duct of an air conditioning duct in an instrument panel 201 of an automobile. The case 202 forms a FACE outlet 203 inside. A cylindrical air distribution drum 204 is rotatably provided in the air downstream end of the case 202.
[0116]
In this air distribution drum 204, a vertical louver 205 is supported so as to be rotatable left and right, and a horizontal louver 206 is provided so as to form a lattice in combination with this vertical louver 205. A damper 207 that adjusts the amount of air-conditioning air blown from the FACE outlet 203 is rotatably supported in the upstream end of the case 202 on the air upstream side. The vertical louver 205 and the horizontal louver 206 are given a swinging motion by an actuator such as a louver motor via a link mechanism (not shown) in the same manner as in the first embodiment. Here, the air distribution drum 204 of the present embodiment includes a cylindrical first drum 211 rotatably attached to a front end portion of the case 202, and a cylindrical shape built in the first drum 211. And a second drum 212.
[0117]
In this embodiment, when changing the blowing direction of the conditioned air, the direction of the front opening of the second drum 212 may be changed. For example, as shown in FIG. 31, when the central axes of the case 202, the first drum 211, and the second drum 212 are substantially coincident, the direction of blowing the conditioned air becomes obliquely upward, and the vehicle occupants in the air conditioning zone Blows locally near the head. Further, by rotating the first drum 211 and the second drum 212 counterclockwise with respect to the central axis of the case 202, the direction of blowing the conditioned air becomes downward, and the head of the vehicle occupant in the air conditioning zone Blows locally near the chest.
[0118]
[Seventh Embodiment]
32 and 33 show a seventh embodiment of the present invention, and FIGS. 32 and 33 show an air blowing louver.
[0119]
The air blowing louver 220 of the present embodiment has an elongated cylindrical shape made of, for example, a resin material, and is provided with an engagement hole 221 having a D-shaped cross section on one end surface and a fitting hole 222 on the other end surface. ing. An air passage 223 is provided at a position eccentric to the rotational axis O of the air blowing louver 220 over the axial direction of the air blowing louver 220, and a position on the opposite side of the air passage 223 across the rotational axis O. Is provided with a closing portion 224 in the axial direction. That is, the closing portion 224 has a convex arc surface 225 that passes through the rotational axis O with the center of curvature as the center, and is formed solidly by the convex arc surface 225 and a part of the outer peripheral surface of the air blowing louver 220. A hollow portion 226 is formed in the central portion of the closing portion 224 in the axial direction.
[0120]
The air blowing louver 220 has a concave arc surface 227 centered on the center of curvature, and the fin 228 is formed by the concave arc surface 227 and a part of the outer peripheral surface of the air blowing louver 220, thereby An air passage 223 having an arc shape with a constant width is formed between the arc surface 225 and the concave arc surface 227. Further, an arc-shaped rectifying fin 229 is provided in the middle of the air passage 223 in the width direction.
[0121]
The air blowing louver 220 as described above is accommodated in an elongated rectangular air blowing opening (not shown) opened on the most downstream side of the air blowing duct. An engagement shaft 232 having a D-shaped cross section formed on the rotation shaft 231 of the motor 230 is engaged with the engagement hole 221 of the air blowing louver 220. A bearing pin 233 projecting from the side wall of the air blowing duct is rotatably fitted in the fitting hole 222. Therefore, the air blowing louver 220 is supported at two points by the rotating shaft 231 and the bearing pin 233 of the motor 230, and is provided so as to be swingable in the vertical direction around the rotating shaft O. It is comprised so that the blowing direction of the conditioned air blown off can be changed.
[0122]
[Configuration of Eighth Embodiment]
34 to 37 show an eighth embodiment of the present invention. FIG. 34 is a view showing an instrument panel, and FIG. 35 is a view showing a blowout duct, a support frame, and a rotary valve.
[0123]
In the present embodiment, an air conditioning unit 302 for air-conditioning the vehicle interior is installed at the inner lower part of the instrument panel 301 of the automobile. In addition, one blowing duct 304 that forms a straight air outlet 303 that has a U-shaped cross section and is elongated in the vehicle width direction is attached to the front surface of the instrument panel 301. An air guide duct 305 that guides the conditioned air from the air conditioning unit 302 to the air outlet 303 is connected to the rear surface of the outlet duct 304.
[0124]
A louver support frame 306 is attached to the front surface of the blowout duct 304. The louver support frame 306 changes the blowing direction of the conditioned air blown from the air outlet 303 into the air conditioning zone of the passenger compartment. The vertical louver 307 and the horizontal louver 309 are provided in a grid pattern. A rotary valve 310 is provided on the air upstream side of the louver support frame 306 to change the air distribution amount by changing the opening degree of the air outlet 303.
[0125]
The rotary valve 310 has a support shaft 311 that is rotatably supported by the slit 312 of the outlet duct 304. The rotary valve 310 has a substantially halved cylindrical shape having end walls 313 at both ends, and a rear end edge 314 that is one end side on the air upstream side of the surface shape of the rotary valve 310 is formed in a substantially linear shape. The front end edge 315, which is one end of the surface of the rotary valve 310 on the downstream side of the air, has a horizontal straight line 316 at the center thereof and a substantially arc-shaped curve formed on the left and right sides of the horizontal straight line 316. Part 317. That is, the cross-sectional shape of the rotary valve 310 is a semicircular shape at the horizontal straight portion 316, and gradually changes from a semicircular shape to a substantially semicircular shape toward the left and right ends at the curved portion 317.
[0126]
Further, an adjustment dial 319 for rotating the rotary valve 310 and adjusting the blowing state of the conditioned air is fixed to the outer end of the support shaft 311 of the rotary valve 310. Note that the support shaft 311 of the rotary valve 310 is rotated by an actuator such as a valve motor via a link mechanism (not shown) in the same manner as in the first embodiment.
[0127]
[Operation of Eighth Embodiment]
Next, the operation of the present embodiment will be briefly described with reference to FIGS.
[0128]
When the rotary valve 310 is driven to the rotation position in the spot blowing mode by the actuator, the central portion of the air outlet 303 is completely closed by the rotary valve 310 as shown in FIG. As shown in FIGS. 36 (b) and 36 (c), the left and right ends of the air outlet 303 are gradually opened larger as the air outlet 303 approaches the left and right ends. As a result, the conditioned air from the air conditioning unit 302 is not blown out from the central portion of the air outlet 303 at all, but is gradually blown out in large quantities as it approaches the left and right ends of the air outlet 303. As a result, in front of the left and right end portions of the air outlet 303, a spot blowing mode in which a large amount of conditioned air is intensively blown toward the vehicle occupant in the air conditioning zone is performed.
[0129]
On the other hand, when the rotary valve 310 is driven to the rotation position in the wide blow mode by the actuator, the air outlet 303 has both the central portion and the left and right end portions as shown in FIGS. 37 (a) to 37 (c). It is almost fully open. Thereby, the wide blowing mode in which the conditioned air from the air conditioning unit 302 is uniformly blown into the air conditioning zone over the entire length of the air outlet 303 is performed.
[0130]
[Ninth Embodiment]
FIGS. 38 to 41 show a ninth embodiment of the present invention, and FIGS. 38 (a) to 38 (e) show modified examples of the rotary valve.
[0131]
Each rear end edge 314 of the rotary valve 310 of FIGS. 38 (a) to 38 (e) is formed on the same straight line as the rear end edge 314 of the seventh embodiment. Each shape is different. That is, the front end edge 321 of the rotary valve 310 in FIG. 38A is formed by forming a U-shaped recess 326 in the center of the horizontal straight portion 316 of the front end edge of the seventh embodiment, and in the spot blowing mode. The conditioned air is intensively blown not only from the curved portion 317 but also from the concave portion 326.
[0132]
Further, the front edge 322 of the rotary valve 310 in FIG. 38B is the one in which only the right curved portion 317 of the seventh embodiment is left and the left curved portion is eliminated, and the conditioned air is only the curved portion 317. Is intensively blown out from. Further, the front end edge 323 of the rotary valve 310 of FIG. 38C is formed in an inverted V shape over the entire length of the rotary valve 310, and the amount of conditioned air blown off gradually increases from the center toward the left and right ends. It is supposed to be.
[0133]
And the front-end edge 324 of the rotary valve 310 of FIG.38 (d) is formed in V shape reversely to the rotary valve 310 of FIG.38 (c), and the blowing air volume of an air-conditioning wind goes to a center part from the right-and-left end. It gradually increases. Further, the front end edge 325 of the rotary valve 310 in FIG. 38 (e) gradually decreases in height linearly from the left end toward the right end, and the amount of the conditioned air blown off gradually increases from the left end toward the right end. It is to increase.
[0134]
Next, from the FACE outlet in the case where two outlet ducts 304 are arranged side by side on the front surface of the instrument panel 301 so that the Dr side air conditioning zone and the Pa side air conditioning zone can be independently air-conditioned. The blowing position or blowing range of the conditioned air with respect to the blowing air volume will be described with reference to FIGS.
[0135]
FIG. 39 (a) is a view showing a blowing position where the conditioned air hits the head chest (occupant center) of each vehicle occupant, and the blowing position is hereinafter referred to as a reference position. FIG. 39B is a diagram showing an example in which the blowing position is changed by a predetermined distance from the reference position to one side (for example, the side window in the vicinity). FIG. 39C is a predetermined distance from the reference position to both sides. It is the figure which showed the example which changed the blowing position. FIG. 39D is a diagram showing an example of a blowing range (blowing width) in which conditioned air hits each vehicle occupant.
[0136]
Next, FIG. 40A is a characteristic diagram showing the blowing position or blowing range of the conditioned air with respect to the blowing air amount from the FACE outlet in the FACE mode, and FIG. 40B is the FACE blowing in the B / L mode. It is the characteristic figure which showed the blowing position or blowing range of the air-conditioning wind with respect to the blowing air quantity from an exit. Here, the blowing position or blowing range in FIGS. 40 (a) and (b) is the blowing position or blowing range described in the example shown in FIGS. 39 (a) to 39 (d). .
[0137]
And in this embodiment, also in the characteristic diagrams of FIGS. 40A and 40B, the larger the amount of air blown from the FACE outlet, the more the conditioned air blowing position or blowing range becomes narrower or narrower. In the case of the B / L mode, the blowing position or blowing range is set to a passenger direction or a narrower value than about 60% compared to the FACE mode.
[0138]
Next, FIG. 41 (a) is a characteristic diagram showing the blowing position or blowing range of the conditioned air with respect to the amount of solar radiation in the FACE mode when there is solar radiation and in the B / L mode. As in FIG. 40, the blowing position or blowing range in FIG. 41 (a) is the blowing position or blowing range described in the example shown in FIGS. 39 (a) to 39 (d). is there.
[0139]
Next, FIG. 41 (b) is a characteristic diagram showing the blowing position or blowing range of the conditioned air with respect to the outside air temperature in the FACE mode and the B / L mode at a high outside air temperature of, for example, 25 ° C. As in FIG. 40, the blowing position or blowing range in FIG. 41 (b) is the blowing position or blowing range described in the example shown in FIGS. 39 (a) to 39 (d). is there.
[0140]
And in this embodiment, also in the characteristic diagrams of FIGS. 41A and 41B, as the amount of solar radiation is larger or the outside air temperature is higher, the blowing position or blowing range of the conditioned air is more narrow in the passenger direction or narrower. In the case of the B / L mode, the blowing position or blowing range is set to a passenger direction or a narrower value than about 60% compared to the FACE mode.
[0141]
[Other Embodiments]
In the present embodiment, the conditioned air (mainly hot air) is blown out from the Dr side side FACE outlet 22 and the Pa side FACE outlet 32 even when the outlet mode is the FOOT mode or the F / D mode. Only when the outlet mode is the FACE mode or the B / L mode, the conditioned air may be blown from the Dr side side FACE outlet 22 and the Pa side FACE outlet 32.
[0142]
In the present embodiment, the Dr side, Pa side center grille 41, Dr side, and Pa side grille 42 are fixed to the instrument panel 40, but each center and side grille are supported so as to be rotatable in the left-right direction. You may attach to a storage member, and you may attach to a storage member in the state where each center and the side grille were supported so that rotation up and down was possible. In this case, the grill body may be swung as the blowing state varying means.
[0143]
In this embodiment, the blowing state variable means such as a variable louver or a variable grille is provided at each FACE outlet 21, 22, 31, 32. However, the vehicle side in the vehicle interior, the center of the vehicle interior (for example, near the console box) Or you may provide blowing state variable means, such as a variable louver or a variable grill, in the blower outlet provided in the ceiling part of vehicles.
[0144]
In this embodiment, as the swing louver, each FACE outlet is provided with both a center that swings in the left-right direction, a side louver 43, a center that swings in the vertical direction, and a side louver 46. Only one of the center that swings in the horizontal direction, the side louver 43, the center that swings in the vertical direction, and the side louver 46 may be provided at the outlet.
[0145]
In the present embodiment, the configuration is such that the conditioned air is blown out from the respective FACE outlets 21, 22, 31, 32 of the air conditioning duct 2 by rotating one blower 4, but the two blowers are rotated. It is possible to change the air distribution amount for blowing the conditioned air from the Dr-side and Pa-side FACE outlet of the air-conditioning duct 2 into the vehicle interior, and rotate the number of blowers corresponding to the number of FACE outlets. By doing so, you may comprise so that the air distribution amount which blows off air-conditioned wind from each FACE blower outlet of the air-conditioning duct 2 into a vehicle interior can be changed. Further, the air distribution amount to the vehicle occupant may be changed independently for each FACE outlet, or for each one side or the other side outlet.
[0146]
In the present embodiment, the present invention is applied to a vehicle air conditioner capable of performing left and right temperature adjustment and swing louver control of the Dr side air conditioning zone and the Pa side air conditioning zone independently of each other. You may apply to the vehicle air conditioner which can perform the temperature control and swing louver control before and behind a front seat side air conditioning zone and a rear seat side air conditioning zone indoors independently. Further, the present invention may be applied to a vehicle air conditioner that adjusts the temperature in the passenger compartment by using a single blowing temperature variable means.
The swing louver control of the Dr-side center FACE outlet 21 and the Dr-side side FACE outlet 22 may be performed independently of each other, and the Pa-side center FACE outlet 31 and the Pa-side side FACE outlet The swing louver control with 32 may be performed independently of each other.
[0147]
In this embodiment, the solar radiation sensor 93 having the solar radiation intensity detecting means is provided as the thermal load detecting means. However, the solar radiation intensity detecting means, the solar radiation direction detecting means for detecting the sunlight irradiation direction (the solar radiation direction, the solar radiation azimuth angle) ( For example, a temperature sensing element such as a photodiode, a solar battery, a thermistor) and a solar radiation height detecting means for detecting the altitude of sunlight (sunlight elevation angle, solar radiation height, solar elevation angle) A solar radiation sensor having an element) may be provided.
[0148]
In addition, you may provide the solar radiation sensor which has a solar radiation intensity detection means at least. In addition, when the solar navigation microcomputer stores the solar altitude at that date and the solar radiation direction relative to the current position of the vehicle, the output signal of the car navigation system is used as the solar sensor signal to the air conditioner ECU. You may make it read.
[0149]
In the present embodiment, the solar radiation sensor 93 or the outside air temperature sensor 92 is used as the thermal load detection means for detecting the thermal load in the passenger compartment. As the heat load in the passenger compartment, internal temperature, temperature deviation between set temperature and internal temperature, post-evacuation temperature, cooling water temperature, vehicle speed, blower air volume (blower control voltage) or number of passengers can be considered and these values are detected. Sensors, temperature setting means for setting the temperature, and target blowing temperature determining means for determining the target blowing temperature can also be used as the thermal load detecting means. Here, two inside air temperature sensors 91 may be used and installed in the Dr-side air conditioning zone and the Pa-side air conditioning zone, respectively.
[0150]
In the present embodiment, the swing stop time for temporarily stopping the swing (oscillation) of the Dr-side center and side louvers 43 and 46 and the Pa-side center and side louvers 43 and 46 is changed. 43 and 46 and the Pa side center and the side louvers 43 and 46 may be changed in time for very slowly swinging.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an overall configuration of a vehicle air conditioner (first embodiment).
FIG. 2 is a front view showing an instrument panel of the vehicle (first embodiment).
FIG. 3 is a front view showing an air conditioner operation panel (first embodiment).
FIG. 4 is a schematic view showing the overall configuration of the blowing state varying device (first embodiment).
FIG. 5 is a schematic view showing a configuration of a louver left and right direction swing mechanism (first embodiment).
FIG. 6 is a schematic view showing a configuration of a louver vertical swing mechanism (first embodiment).
FIG. 7 is a flowchart showing an example of a control program of the air conditioner ECU (first embodiment).
FIG. 8 is a characteristic diagram showing a blower control voltage characteristic with respect to a target blowing temperature on the Dr side and the Pa side (first embodiment).
FIG. 9 is a characteristic diagram showing outlet mode characteristics with respect to a target outlet temperature on the Dr side and Pa side (first embodiment).
FIG. 10 is a flowchart showing swing louver control by the air conditioner ECU (first embodiment).
FIG. 11 is a characteristic diagram showing a cool-down determination by the air conditioner ECU (first embodiment).
FIG. 12 is an explanatory diagram showing a louver origin correction direction (first embodiment).
FIG. 13A is a characteristic diagram showing a reference swing range for the blowout air amount from the FACE outlet in the FACE mode, and FIG. 13B is a reference for the blowout air amount from the FACE outlet in the B / L mode. FIG. 6 is a characteristic diagram showing a swing range of the first embodiment.
14A is a characteristic diagram showing the MAX swing range with respect to the amount of solar radiation in the FACE mode and B / L mode, and FIG. 14B shows the MAX swing range with respect to the outside air temperature in the FACE mode and B / L mode. It is the characteristic figure shown (1st Embodiment).
FIG. 15 is a characteristic diagram showing a correction coefficient of the swing range with respect to the solar radiation left-right ratio (first embodiment).
FIG. 16 is an explanatory diagram showing initialization and swing expansion direction (first embodiment).
FIG. 17 is a characteristic diagram showing a swing stop time ratio with respect to the amount of solar radiation to a vehicle occupant (first embodiment).
FIG. 18A is a characteristic diagram showing swing stop time in the occupant direction with respect to the amount of air blown from the FACE outlet in the FACE mode, and FIG. 18B is the outlet from the FACE outlet in the B / L mode. It is the characteristic view which showed the swing stop time in the passenger | crew direction with respect to an air volume (1st Embodiment).
FIG. 19 is a characteristic diagram showing swing stop time in the occupant direction with respect to solar radiation (first embodiment).
FIG. 20 is a characteristic diagram showing a swing stop time in the occupant direction with respect to outside air temperature (first embodiment).
FIG. 21A is a time chart showing an operation pattern of a random swing, and FIG. 21B is a view showing an OFF time sequence (first embodiment).
FIG. 22 is a front view showing an air conditioner operation panel (second embodiment).
FIG. 23 is a configuration diagram showing the overall configuration of a vehicle air conditioner (third embodiment).
FIG. 24 is a schematic view showing a configuration of a louver left-right direction swinging mechanism (third embodiment).
FIG. 25 is a schematic view showing a configuration of a louver vertical swing mechanism (third embodiment).
FIG. 26 is a perspective view showing a configuration of a louver left and right direction swing mechanism (fourth embodiment).
FIG. 27 is an explanatory view showing a case where the state of blowing from the concentrated diffusion grille is a spot blowing mode (fourth embodiment).
FIG. 28 is an explanatory view showing a case where the state of blowing from the concentrated diffusion grille is a wide blowing mode (fourth embodiment).
FIG. 29 is a front view showing an instrument panel of a vehicle (fifth embodiment).
FIG. 30 is a schematic view showing a face duct of an air conditioning unit (fifth embodiment).
FIG. 31 is a sectional view showing a vehicle drum ventilator (sixth embodiment).
FIG. 32 is a perspective view showing an air blowing louver (seventh embodiment).
FIG. 33 is a cross-sectional view showing an air blowing louver (seventh embodiment).
FIG. 34 is a front view showing an instrument panel (eighth embodiment).
FIG. 35 is a view showing an outlet duct, a support frame, and a rotary valve (eighth embodiment).
FIGS. 36A to 36C are cross-sectional views showing the rotational position of the rotary valve in the spot blowing mode (eighth embodiment).
FIGS. 37A to 37C are cross-sectional views showing the rotation position of the rotary valve in the wide blowing mode (eighth embodiment).
FIGS. 38A to 38E are perspective views showing modifications of the rotary valve (the ninth embodiment).
FIG. 39A is an explanatory view showing a reference position of the distance from the passenger's center, FIG. 39B is an explanatory view showing the distance from the passenger's center to one side, and FIG. (D) is explanatory drawing which showed the blowing range (9th Embodiment).
FIG. 40 (a) is a characteristic diagram showing the distance from the occupant center to the amount of air blown from the FACE outlet in the FACE mode, and FIG. 40 (b) is the amount of air blown from the FACE outlet in the B / L mode. It is a characteristic view which showed the distance from the passenger | crew center part with respect to (9th Embodiment).
41 (a) is a characteristic diagram showing the distance from the occupant center with respect to the amount of solar radiation in the FACE mode and B / L mode, and FIG. 41 (b) is the occupant with respect to the outside air temperature in the FACE mode and B / L mode. It is a characteristic view which showed the distance from the center part (9th Embodiment).
[Explanation of symbols]
1 Air conditioning unit
2 Air conditioning duct
21 Dr side center FACE outlet (upper outlet)
22 Dr side FACE outlet (upper outlet)
23 Dr side FOOT outlet (lower outlet)
31 Pa side center FACE outlet (upper outlet)
32 Pa side FACE outlet (upper outlet)
33 Pa side FOOT outlet (lower outlet)
43 Center, side louver (outflow state variable means)
46 Center, side louver (outflow state variable means)
50 Air conditioner ECU (Blowing state control means)
91 Inside air temperature sensor
92 Outside air temperature sensor (thermal load detection means)
93 Solar radiation sensor (thermal load detection means)
43a Stepping motor (actuator)
46a Stepping motor (actuator)

Claims (11)

(A) an air conditioning unit having an upper outlet for blowing conditioned air toward the upper side of the passenger compartment and a lower outlet for blowing conditioned air toward the lower side of the passenger compartment;
(B) a blowing state changing means capable of changing the Yuradohan circumference of the conditioned air blown from the upper air outlet,
(C) an actuator for giving a reciprocating motion to the blowing state variable means;
(D) outlet switching means for switching between at least a first outlet mode for blowing conditioned air from both the upper outlet and the lower outlet and a second outlet mode for mainly blowing conditioned air from the upper outlet; ,
(E) when they are switched to the first air outlet mode, as compared to when they are switched to the second air outlet mode, the actuator so as to narrower Yuradohan circumference of the blow condition changing means A vehicle air conditioner comprising: a blowing state control means for controlling. In the vehicle air conditioner according to claim 1 ,
The blowing state control means includes a heat load detecting means for detecting a heat load in the passenger compartment,
When the heat load of the vehicle compartment detected by the thermal load detecting means is a predetermined value or more, the heat load in the passenger compartment than when lower than a predetermined value, a narrower Yuradohan circumference of the blow condition changing means The vehicle air conditioner is characterized by controlling the actuator as described above. In the vehicle air conditioner according to claim 2 ,
The blowing state control means, and wherein the controller controls the actuator so that the thermal load detection as the passenger compartment heat load is large detected by means a narrower Yuradohan circumference of the blow condition changing means A vehicle air conditioner. (A) an air conditioning unit having an upper outlet for blowing conditioned air toward the upper side of the passenger compartment and a lower outlet for blowing conditioned air toward the lower side of the passenger compartment;
(B) a blowing state changing means capable of changing the blowing out direction of the conditioned air blown from the upper air outlet,
(C) an actuator for giving a reciprocating motion to the blowing state variable means;
(D) outlet switching means for switching between at least a first outlet mode for blowing conditioned air from both the upper outlet and the lower outlet and a second outlet mode for mainly blowing conditioned air from the upper outlet; ,
(E) when they are switched to the first air outlet mode, as compared to when they are switched to the second air outlet mode such that said blow attitude direction of the blow condition changing means is more occupant direction A vehicle air conditioner comprising: a blowing state control means for controlling the actuator. The vehicle air conditioner according to claim 4 ,
The blowing state control means includes a heat load detecting means for detecting a heat load in the passenger compartment,
When the heat load of the vehicle compartment detected by the thermal load detecting means is a predetermined value or more, the heat load in the passenger compartment than when lower than a predetermined value, blowing attitude towards more occupants direction of the blow condition changing means The vehicle air conditioner controls the actuator so that The vehicle air conditioner according to claim 4 ,
The blowing state control means, as the heat load of the vehicle compartment detected by the thermal load detecting means is high, that the blowing attitude direction of the blow state varying means controls the actuator to be more the occupant direction A vehicle air conditioner characterized. (A) an air conditioning unit having an upper outlet for blowing conditioned air toward the upper side of the passenger compartment and a lower outlet for blowing conditioned air toward the lower side of the passenger compartment;
(B) a blowing state changing means capable of changing the blowing out state of the conditioned air blown from the upper air outlet,
(C) an actuator for giving a swinging motion to the blowing state variable means;
(D) outlet switching means for switching between at least a first outlet mode for blowing conditioned air from both the upper outlet and the lower outlet and a second outlet mode for mainly blowing conditioned air from the upper outlet; ,
(E) When switching to the first air outlet mode, compared to when switching to the second air outlet mode, the time for stopping the swing of the blow state changing means or swinging very slowly is reduced. A vehicle air conditioner comprising: a blowing state control means for controlling the actuator so as to be lengthened. The vehicle air conditioner according to claim 7 ,
The blowing state control means includes a heat load detecting means for detecting a heat load in the passenger compartment,
When the thermal load in the passenger compartment detected by the thermal load detector is greater than or equal to a predetermined value, the swinging of the blowing state variable means is stopped or very slowly compared to when the thermal load in the passenger compartment is lower than the predetermined value. An air conditioner for a vehicle, wherein the actuator is controlled so as to lengthen a swing time. The vehicle air conditioner according to claim 8 ,
The blowing state control means is configured to stop the swinging of the blowing state variable means or lengthen the time for very slowly swinging as the thermal load in the passenger compartment detected by the thermal load detecting means increases. The vehicle air conditioner characterized by controlling. The vehicle air conditioner according to any one of claims 1 to 9 ,
The vehicular air conditioner can be controlled independently of each other in at least two air conditioning zones. The vehicle air conditioner according to any one of claims 1 to 10 ,
The vehicular air conditioner can be controlled independently from each other with at least two air outlets.

Images