JP4496971B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  Conventionally, in this type of air conditioner, an air-conditioning unit that blows conditioned air toward the passenger compartment, a driver-side air outlet and a passenger-side air outlet that are provided corresponding to the driver side and the passenger side, respectively, There has been proposed one provided with a blowout of conditioned air from the air outlet and a driver side louver and a passenger side louver for stopping the airflow (for example, see Patent Document 1).

In this case, for example, when there is no passenger in the passenger seat, the passenger seat side louver closes the passenger seat side air outlet by operation of the passenger, and stops the blowing of conditioned air from the passenger seat side air outlet. I am doing so.
JP-A-8-58351

  However, in the above-described air conditioner, closing the passenger seat side air outlet by the passenger seat side louver requires the operation of the occupant, which may bother the occupant's hand and may forget the operation. There is.

  An object of the present invention is to provide a vehicle air conditioner that automatically stops the blowing of conditioned air from the air outlet on the seat side where no occupant is seated, without bothering the occupant's hand. And

In order to achieve the above object, in the invention described in claim 1,
Applied to a vehicle having first and second seats (55a, 55b) adjacent to each other,
Air conditioning means (2a, 2b) for adjusting the state of the air;
A vehicle air conditioner comprising: first and second air outlets (51a, 51b, 51c, 51d) for blowing air adjusted by the air conditioning means toward the first and second seats as conditioned air, respectively Because
The air conditioning means (2a, 2b) has air blowing means (3) for blowing the conditioned air toward the first and second outlets,
Seating determination means (S151, S153) for determining whether or not an occupant is seated for the first and second seats,
Air volume adjusting means (52a, 52b, 52c, 52d) for adjusting the air volume blown from the first and second outlets,
A power saving switch for setting power saving by the operation of a passenger,
Power saving determination means (S158) for determining whether or not power saving is set by the power saving switch;
The seating determination means determines that no occupant is seated in one of the first and second seats, and the power saving determination means determines that power saving is set by the power saving switch. In this case, the air volume adjusting means is controlled to stop the blowing of the conditioned air from the air outlet on one of the first and second air outlets, and to both the first and second seats. The seat determination means determines that the passenger is seated on the seat, and the seat determination means determines that the passenger is not seated on one of the first and second seats. Control means ( S157b, S154a, S152a) for controlling the air blowing means so that the amount of air blown out from the side air outlet is the same .

  According to the first aspect of the present invention, when the seating determining means determines that no occupant is seated in one of the first and second seats, the air volume adjusting means is controlled. Thus, since the blowout of the conditioned air from the one of the first and second air outlets is stopped, the airflow from the seat side where no occupant is seated is not required. The blowing of conditioned air from the exit can be automatically stopped.

The invention according to claim 2 is applied to a vehicle including first and second seats (55a, 55b) adjacent to each other,
Air conditioning means (2a, 2b) for adjusting the state of the air;
A vehicle air conditioner comprising: first and second air outlets (51a, 51b, 51c, 51d) for blowing air adjusted by the air conditioning means toward the first and second seats as conditioned air, respectively Because
The air conditioning means (2a, 2b) has air blowing means (3) for blowing the conditioned air toward the first and second outlets,
Target setting means (S140) for setting the target air flow rate of the air blowing means;
Seating determination means (S151, S153) for determining whether or not an occupant is seated for the first and second seats,
Air volume adjusting means (52a, 52b, 52c, 52d) for adjusting the air volume blown from the first and second outlets,
When the seating determination means determines that an occupant is seated on both the first and second seats, a first control means (the first control means) controls the air blowing means so that the air volume of the air blowing means approaches the target air volume. S157c)
When the seating determining means determines that no occupant is seated in one of the first and second seats, the air volume adjusting means is controlled to control one of the first and second outlets. Second control means (S154a, S152a) for stopping the blowing of conditioned air from the air outlet on the seat side,
If the seating determination means determines that the airflow set by the target setting means is less than the maximum airflow of the target airflow and that no occupant is seated in one of the first and second seats, The third control means (S157b) controls the air blowing means so as to bring the air volume of the air blowing means closer to the air volume less than the target air volume by the predetermined air volume, so that the occupant is seated in one of the first and second seats. When the seating determining means determines that the seat is not being used, and when the seating determining means determines that the occupant is seated on both the first and second seats, the air is blown from the other seat side air outlet. The air volume is the same,
If the seating determination means determines that the airflow set by the target setting means is the maximum airflow of the target airflow and that no occupant is seated in one of the first and second seats, The fourth control means (S157a) controls the air blowing means so as to bring the air volume of the air blowing means closer to the air blowing amount, so that it is determined that no occupant is seated in one of the first and second seats. When the means determines, the amount of air blown from the air outlet on the other seat side is increased compared to the case where the seat determination means determines that an occupant is seated in both the first and second seats. It is designed to do this .
Thereby, when the air volume set by the target setting means is less than the maximum air volume of the target air volume, the first and second passengers are compared with the case where the occupant is seated in both the first and second seats. When an occupant is not seated in one of the two seats, it is possible to reduce the amount of air blown from the air blowing means, and thus to save energy consumed by the air blowing means. In addition, since the same amount of air is blown out for the occupant seated in the other seat, the sensible air volume does not change. Therefore, for the occupant seated in the other seat, energy saving can be achieved without changing the sensation air volume.
Further, when the air volume set by the target setting means is the maximum air volume of the target air volume, the first and second passengers are compared with the case where an occupant is seated in both the first and second seats. If no occupant is seated in one of the seats, the air flow from the air outlet on the other seat will increase, and the sensible airflow will increase for the occupant seated in the other seat. Become.

Moreover, in invention of Claim 3, in the vehicle air conditioner of Claim 2,
Sensors (39, 40, 41) for detecting an air-conditioning heat load affecting the air-conditioning state in the passenger compartment;
Calculation means (S120) for calculating a target blowing temperature of air blown out from the first and second blowing outlets toward the vehicle interior based on the detection value of the sensor;
When the target blowing temperature is one of the high temperature range and the low temperature range, the target setting means (S140) sets the target air volume to the maximum air volume,
When the target blowing temperature is in the intermediate temperature range, the target setting means (S140) sets the target air volume to the minimum air volume,
As the target blowing temperature approaches the high temperature range from the intermediate temperature range, the target setting means (S140) sets the target blowing volume so that the target blowing volume increases from the minimum blowing volume to the maximum blowing volume,
The target setting means (S140) sets the target air volume so that the target air volume increases from the minimum air volume toward the maximum air volume as the target air temperature approaches the low temperature area from the intermediate temperature region.

According to a fourth aspect of the present invention, in the vehicle air conditioner according to any one of the first to third aspects,
The air volume adjusting means opens or closes the first and second outlets, and the first and second door means for ventilating the conditioned air from the first and second outlets or stopping them. And
When the seating determination means determines that no occupant is seated in one of the first and second seats, the control means determines whether the air blower on one of the first and second outlets The first and second door means are controlled to close the outlet.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
FIG. 1 shows an overall system configuration of a vehicle air conditioner according to a first embodiment of the present invention.

  In the present embodiment, an inside / outside air switching box 2b serving as a suction mode switching means is disposed on the most upstream side of the air flow of the air conditioning unit 2a constituting the indoor unit 1 of the vehicle air conditioner. While having an outside air introduction port 7 and an inside air introduction port 8, an inside / outside air switching door 9 is rotatably installed in the inside / outside air switching box 2b.

  The inside / outside air switching door 9 is arranged at a branch point between the outside air introduction port 7 and the inside air introduction port 8 and is driven by an actuator 10 to switch the air introduced into the air conditioning unit 2a between the inside air and the outside air, or Adjust the mixing ratio of outside air.

  A blower 3 as a blowing means is arranged downstream of the inside / outside air switching box 2b, and this blower 3 sucks air (inside air or outside air) into the inside / outside air switching box 2b and blows it toward the air conditioning unit 2a. It is. The blower 3 has a blower motor 3b and a centrifugal impeller 3a connected to the rotating shaft thereof, and an evaporator 4 and a heater core 27 are provided downstream of the impeller 3a.

  The evaporator 4 is a cooling heat exchanger, and is combined with a compressor 23, a condenser 24, an accumulator 25, an expansion valve 26, and the like that are driven by a vehicle engine (not shown) through an electromagnetic clutch 23a to constitute a refrigeration cycle 22. The low-pressure refrigerant in the interior absorbs heat from the air and evaporates to dehumidify and cool the air. The heater core 27 is a heat exchanger for heating, and coolant (hot water) of a vehicle engine (not shown) circulates inside, and heats the air using the engine coolant as a heat source.

  Here, a bypass passage 30 for bypassing the cool air from the evaporator 4 to the heater core 27 is provided on the side of the heater core 27. Then, the cool air passing through the bypass passage 30 and the warm air blown out from the heater core 27 are mixed and blown out toward the vehicle interior.

  An air mix door 28 as a blown air temperature adjusting means is rotatably provided on the upstream side of the heater core 27, and the opening degree of the air mix door 28 is driven and adjusted by an actuator 29. Thereby, the ratio of the air passing through the heater core 27 and the air bypassing the heater core 27 is adjusted, and the temperature of the air blown into the vehicle interior is adjusted.

  At the most downstream of the air conditioning unit 2a, a defroster door 14 that opens and closes a defroster (DEF) opening 11, a face door 15 that opens and closes a face (FACE) opening 12, and a foot door 16 that opens and closes a foot (FOOT) opening 13 Is provided.

  Each of these doors 14 to 16 constitutes a blowing mode switching means, and is driven by an actuator 17 to open and close the respective openings 11 to 13 so that various blowing modes, that is, a face mode, a bi-level mode, a foot Mode, foot differential mode, defroster mode, etc. are set. Then, air that has been dehumidified and temperature-adjusted is blown out into the passenger compartment as conditioned air from the opening that opens in accordance with each blowing mode.

  Further, as shown in FIG. 2, an air distribution duct 50 is provided on the downstream side of the face (FACE) opening 12, and conditioned air blown from the face opening 12 is supplied to the air distribution duct 50. Air outlets 51a, 51b, 51c, 51d are provided for blowing out toward the front seats 56a, 56b in the vehicle interior. It is a schematic diagram showing a schematic configuration of the air distribution duct 50.

  Here, the air outlet 51a is provided so as to blow air conditioned air on the right side of the passenger seat 56a, and the air outlet 51b is provided so as to blow air conditioned air on the left side (vehicle width direction center side) of the passenger seat 56a. The air outlet 51c is provided so as to blow conditioned air to the left side (vehicle width direction center side) of the driver's seat 56b, and the air outlet 51d is provided so as to blow conditioned air to the right side of the driver's seat 56b.

  The louvers 52a, 52b, 52c, and 52d are respectively provided in the air outlets 51a, 51b, 51c, and 51d, and the louvers 52a, 52b, 52c, and 52d are rotated with respect to the air distribution duct 50, respectively. It is a plate-like door means that is supported in a possible manner, and is provided to adjust the blowing direction of the conditioned air from the corresponding outlet and to open or close the corresponding outlet.

  Furthermore, the air distribution duct 50 is provided with actuators 53a, 53b, 53c, and 53d for rotationally driving the louvers 52a, 52b, 52c, and 52d, respectively. For example, stepping motors are used as the actuators 53a, 53b, 53c, and 53d.

  The passenger seat 56a and the driver seat 56b are provided with seating sensors 56a and 56b for detecting the presence or absence of a passenger, and the seat sensors 56a and 56b are seat cushions of the passenger seat 56a and the driver seat 56b. For example, a normally open switch is used. The seating sensors 56a and 56b are switches that are closed when a passenger sits on the passenger seat 56a and the driver seat 56b.

  On the other hand, as shown in FIG. 1, the indoor unit 1 is provided with an air conditioner ECU (electronic controller for air conditioner) 6, and the air conditioner ECU 6 is configured by a microcomputer, a ROM, a RAM, a peripheral circuit, and the like. belongs to. The amount of blown air is controlled by adjusting the applied voltage (blower voltage) of the blower motor 3b via the drive circuit 20 based on the output signal from the air conditioner ECU 6 to adjust the motor speed. The other actuators 10, 17, 29, 53a, 53b, 53c, 53d and the like are also controlled based on the output signal from the air conditioner ECU 6.

  An operation signal is input to the air conditioner ECU 6 from an operation panel 60 installed in the center console section of the vehicle interior instrument panel. The operation panel 60 includes an AUTO switch for setting an automatic control state of the air conditioner, an inside / outside air changeover switch for manually setting the inside / outside air suction mode, and a blowout mode changeover switch for manually setting the blowout mode. Further, a panel unit air volume change switch for manually setting the air volume of the blower 3, a temperature setting switch for setting a passenger's favorite temperature, and the like are provided.

  The air conditioner ECU 6 receives signals from various sensors that detect environmental conditions (air conditioning heat load) that affect the air conditioning state of the passenger compartment. Specifically, an inside air temperature sensor 39 that detects an air temperature (inside air temperature) TR in the vehicle interior, an outside air temperature sensor 40 that detects an air temperature outside the vehicle interior (outside air temperature) TAM, and an amount of solar radiation TS that enters the vehicle interior. A solar radiation sensor 41 for detecting, an evaporator temperature sensor 42 for detecting an evaporator temperature (specifically, an evaporator blown air temperature) TE, a water temperature sensor 43 for detecting an engine water temperature TW circulating through the heater core 27, and seating sensors 56a and 56b. Etc. are input to the air conditioner ECU 6.

  FIG. 3 is a flowchart showing a control process executed by the air conditioner ECU 6. When the ignition switch is turned on, the computer program is executed according to the flowchart of FIG.

  First, in step S100, initial values such as various conversions and flags are set. In the next step S110, various switch operation signals and sensor detection signals from the various sensors 39 to 43, 56a and 56b are read.

  In the next step S120, the target blowing temperature TAO of the air blown into the vehicle interior is calculated by the following formula 1 based on the set temperature TSET read in step S110, the sensor detection signal, and the like. Here, TAO is the blown air temperature necessary for maintaining the passenger compartment at the set temperature TSET regardless of changes in environmental conditions.

(Equation 1)
TAO = KSET × TSET-KR × TR
-KAM x TAM-KS x TS + C
However, KSET, KR, KAM, and KS are coefficients, C is a constant, and TSET, TR, TAM, and TS are the set temperature, the inside air temperature, the outside air temperature, and the amount of solar radiation, respectively.

  Next, it progresses to step S130 and the opening degree SW of the air mix door 28 is calculated by following Numerical formula 1 based on TAO, TE, and TW.

SW = [(TAO−TE) / (TW−TE)] × 100 (%) …… Equation 1
Here, the target opening degree SW of the air mix door 28 is expressed as a percentage in which the maximum cooling position of the air mix door 28 is 0% and the maximum heating position of the air mix door 28 is 100%.

  Next, it progresses to step S140 and determines ventilation volume (blower voltage) based on said TAO. Here, a prestored air volume characteristic map is used, and this air volume characteristic map is a graph in which the horizontal axis is TAO and the vertical axis is the target air flow rate, as shown in FIG.

  In this graph, when TAO is in the intermediate region, the target air flow sh becomes the minimum air flow (MIN) (> 0), the target air flow sh increases as TAO increases from the intermediate region, and TAO reaches the intermediate temperature. The target air flow sh increases as the distance decreases. Moreover, when it becomes either a TAO high temperature range or a low temperature range, the target blowing volume sh becomes the maximum air volume (MAX).

  When the air volume corresponding to the TAO is obtained in such an air volume characteristic map, the process proceeds to the next step S150, and the open / closed states of the louvers 52a, 52b, 52c, 52d are determined. The details of the open / closed state determination process will be described below with reference to the flowchart of FIG. FIG. 5 is a flowchart showing details of the determination process.

  That is, it is determined based on the detection signal of the seating sensor 56a whether or not there is no passenger in the passenger seat 56a (step S151). Here, when no passenger is seated in the passenger seat 56a and no passenger is present in the passenger seat 56a, it is determined as YES, the process proceeds to step S152a, and the closing of both the air outlets 51a and 51b is determined. On the other hand, when an occupant is seated in the passenger seat 56a, it is determined as NO and the process proceeds to step S152b to determine opening of both the outlets 51a and 51b.

  Thereafter, the process proceeds to step S153, and it is determined based on the detection signal of the seating sensor 56b whether or not there is an occupant in the driver's seat 56b. Here, when no occupant is seated in the driver's seat 56b and no occupant is present in the driver's seat 56b, it is determined as YES, and the process proceeds to step S154a to determine closing of both the outlets 51c and 51d. .

  On the other hand, when an occupant is seated in the driver's seat 56b, it is determined as NO and the process proceeds to step S154b to determine opening of both the outlets 51c and 51d.

  Next, it progresses to step S160 of FIG. 3, and calculates the internal / external air mode by the internal / external air switching door 9 based on TAO. As the inside / outside air mode, for example, as the TAO rises from the low temperature side to the high temperature side, the setting is switched from the all inside air mode → the inside / outside air mixing mode → the all outside air mode.

  Next, in step S170, the blowing mode by the blowing mode doors 14, 22, and 24 is determined based on TAO. As is well known, the blowing mode is switched from face mode to bi-level mode to foot mode as TAO rises from the low temperature side to the high temperature side.

  Next, in step S170, the intermittent (ON-OFF) of the compressor 23 is determined so that the evaporator temperature TE is maintained at the target evaporator temperature. Specifically, the operating state of the electromagnetic clutch 23a is determined based on the evaporator temperature TE and the target evaporator temperature. If the evaporator outlet temperature TE is higher than the target evaporator temperature TEO, the travel engine When the evaporator outlet temperature TE is lower than the target evaporator temperature TEO, the traveling engine and the compressor 23 are opened (compressor OFF).

  Next, the process proceeds to step S180, and various control signals determined in steps S130 to S170 are output to the blower motor 3b (drive circuit 20) and the actuators 10, 17, 34, 23a, 53a, 53b, 53c, 53d. Thus, the air flow rate (the number of revolutions of the blower motor 3b), the doors 9, 28, 14 to 16, the opening degree of the louvers 52a, 52b, 52c, 52d and the operation of the compressor are controlled. After the process of step S710, the process returns to step S110 to repeat the above process.

  Next, the effect of this embodiment is demonstrated.

  That is, the vehicle air conditioner of the present embodiment includes an air conditioning unit 2a that generates air conditioned air by dehumidifying and adjusting the temperature of the air, and an air outlet 51a for blowing the air conditioned air toward the passenger seat 55a and the driver seat 55b. , 51b, 51c, 51d, and louvers 52a, 52b, 52c, 52d for adjusting the amount of air blown from the outlets 51a, 51b, 51c, 51d, respectively. When the air conditioner ECU 6 determines whether the passenger is seated in the passenger seat 55a and the driver seat 55b, respectively, and determines that the passenger is not seated in one of the passenger seat 55a and the driver seat 55b. In this case, one of the louvers 52a, 52b, 52c and 52d is controlled to stop the blowing of conditioned air from the one of the air outlets 51a, 51b, 51c and 51d. To do.

Therefore, when no occupant is seated on the passenger seat 55a, the air outlets 51a and 51b are closed by the louvers 52a and 52b. On the other hand, when no occupant is seated in the driver's seat 55b, the air outlets 51c and 51d are closed by the louvers 52c and 52d. For this reason, the blowing of the conditioned air from the air outlet on the seat side which is not seated out of the air outlets 51a, 51b, 51c and 51d is stopped. Therefore, it is possible to automatically stop the blowing of conditioned air from the air outlet on the seat side where the passenger is not seated without bothering the passenger.
(Second Embodiment)
By the way, in the above-mentioned 1st Embodiment, when the passenger | crew by the side of a passenger seat is absent, the blower outlets 51a and 51b are closed and air-conditioned wind blows off from the blower outlets 51c and 51d by the side of a driver's seat. (See FIG. 6 (b)).

  In this case, compared with the case where all of the outlets 51a, 51b, 51c, 51d are opened (see FIG. 6A), the amount of air blown from the outlet 51c, 51d on the driver's seat side is increased. To do.

  That is, by closing the seat-side air outlets that are not seated, the air volume from the remaining air outlets increases. For this reason, since the amount of sensible airflow increases for the occupant, the comfort may be reduced in some cases.

  Therefore, in the second embodiment, an example in which the sensible air volume is made constant regardless of the above-described closing of the air outlet except when the target air volume sh is set to the maximum air volume (MAX) will be described (FIG. 7). (See FIG. 8).

  In the present embodiment, in the air conditioning control of the air conditioner ECU 6, the flowchart of FIG. 9 is used instead of the flowchart of FIG. 3, and when the ignition switch is turned on, the air conditioner ECU 6 follows the table (figure) of FIG. Execute a computer program.

  First, the air volume control process (step S155 to step S157c) is executed after executing the control process of step S151, step S151a, step S151b, step S153, step S154a, and step S154b as in the first embodiment.

  For example, if no occupant is seated in either the passenger seat 55a or the driver's seat 56b (step S155: YES), the process proceeds to step S156, and the target air flow rate sh is obtained using the air volume characteristic map of FIG. Then, it is determined whether or not the target air flow sh is set to the maximum air flow (MAX).

  For example, if the target airflow sh is set to the maximum airflow, the determination is YES, the process proceeds to step S157a, and the maximum airflow obtained using the airflow characteristic map of FIG. 4 is used as the target airflow sh. Then, the air volume of the blower 3 is controlled (step S157a).

  At this time, since the air outlet on the passenger absent side of the passenger seat 55a and the driver's seat 56b is closed, the conditioned air is not blown out from the air outlet on the passenger absent side. Therefore, all the conditioned air blown out from the face opening 12 is blown out from the air outlet on the passenger seating side.

  In this case, the amount of air blown from the air outlet on the occupant's seat side is increased compared to the case where all of the air outlets 51a, 51b, 51c, 51d are open. That is, by closing the seat-side air outlets that are not seated, the amount of air blown from the remaining seat-side air outlets is corrected to a high capacity.

  In step S156, if the target airflow sh is not set to the maximum airflow, it is determined as NO and the process proceeds to step S157b, from the target airflow sh obtained using the airflow characteristic map of FIG. The subtraction value d is subtracted and the subtraction air volume (sh-d) is set as the target air volume ssh to control the air volume of the blower 3 (step S157b).

  Here, the subtraction value d is a value determined in advance through experiments or the like, and the subtraction value d is the remaining seat regardless of whether the seat-side air outlet (the occupant-free air outlet) is closed. The air volume from the side air outlet (the air outlet on the occupant's seat side) is set to be constant.

  That is, if no occupant is present in one of the passenger seat 56a and the driver's seat 56b, in addition to closing the air outlet on the seat side that is not seated, the amount of air blown from the blower 3 is reduced. Therefore, the electric energy consumed by the blower motor 3b can be reduced while the air volume perceived by the occupant is kept constant, thereby saving power.

If the passenger is seated on both the passenger seat 55a and the driver's seat 56b (step S155: NO), the target air flow obtained using the air flow characteristic map of FIG. The air volume of the blower 3 is controlled as the air volume sh (step S157c).

(Third embodiment)
In the second embodiment described above, when the maximum airflow is obtained as the target airflow sh using the airflow characteristic map of FIG. 4, the maximum obtained using the airflow characteristic map of FIG. 4 regardless of the passenger's desire. Although an example in which the air volume is directly used as the target air volume sh to control the air volume of the blower 3 has been described, instead of this, power saving may be achieved as follows.

  That is, in the third embodiment, the flowchart of FIG. 10 is used as a flowchart showing the air conditioning control of the air conditioner ECU 6 by adopting the power saving switch for setting the power saving by operation.

  In the flowchart of FIG. 10, step S158 for determining whether or not the power saving switch is operated is used.

  For example, as in the second embodiment described above, when no passenger is present in either the passenger seat 55a or the driver seat 56b (step S155: YES), the process proceeds to step S158.

  Here, when it is determined that the power saving switch is operated by the operation of the passenger and the power saving is set, the process proceeds to step S157b as YES. In this case, as in the second embodiment described above, the subtracted value d is subtracted from the target air flow sh obtained using the air flow characteristic map of FIG. 4, and the subtracted air flow (sh-d) is obtained as the target air flow ssh. As shown in FIG. Therefore, even if the air outlet on the occupant absent side is closed, the sensible air volume for the occupant does not change.

In this embodiment, since the correction control of the air flow rate is performed regardless of the value of the target air flow rate sh, the blower motor 3b of the blower 3 consumes even if the target air flow rate sh is set to the maximum air flow rate. It is possible to reduce power consumption and reduce power consumption. In addition, the volume of sensation for passengers does not change.
(Other embodiments)
In each of the above-described embodiments, the louvers 52a, 52b, 52c, and 52d open and close the air outlets 51a, 51b, 51c, and 51d, and stop the blowing of conditioned air from the air outlet on the seat side where no occupant is seated. Although an example has been described, the following may be used instead.

  That is, as shown in FIG. 11, the ratio of the air volume blown from the blower outlets (first blower outlets) 51a and 51b and the air volume blown from the blower outlets 51c and 51d (second blower outlets) is adjusted. The air distribution door 55 is adopted as a door means for this purpose.

  When an occupant is not seated in one of the seats, the air conditioner ECU 6 controls the opening degree of the air distribution door 55 by the actuator 56 to reduce the air volume from the air outlet on the seat side where the occupant is not seated, and Increase the air volume from the remaining seat outlets.

  In each of the above-described embodiments, the example in which the stepping motor is specifically used as the actuators 53a, 53b, 53c, and 53d has been described. However, the present invention is not limited thereto, and various actuators such as a DC electric motor may be used.

  In each of the above-described embodiments, the example in which the normally open type switch is used as the seating sensors 56a and 56b has been described, but an infrared sensor may be used instead. Furthermore, the presence / absence of seating may be detected using image detection using a camera or the like.

  In the above-described third embodiment, the example in which the occupant operates the power saving switch to set the power saving has been described. Instead, the power saving is set according to the vehicle situation. You may make it do. For example, power saving is set when the engine is heavily loaded such as during acceleration.

  Hereinafter, the correspondence relationship between the above embodiment and the configuration of the scope of the claims will be described. The passenger seat 55a and the driver seat 55b correspond to the first and second seats, respectively, and the air conditioning unit 2a and the inside / outside air switching box 2b. Constitutes the air conditioning means, the air outlets 51a, 51b, 51c, 51d correspond to the first and second air outlets, the respective control processes of step S151 and step S153 correspond to the seating determination means, and the louver 52a. , 52b, 52c, and 52d correspond to the air volume adjusting means, the control processes in steps S154a and S152a constitute the control means, and the blower 3 corresponds to the air blowing means.

It is a schematic diagram which shows the structure of the indoor unit which concerns on 1st Embodiment of this invention. It is a figure which shows the structure of the air distribution duct which concerns on said 1st Embodiment. It is a flowchart which shows the control processing of the air-conditioner ECU of FIG. It is a graph for demonstrating the control processing of the air-conditioner ECU of FIG. It is a flowchart which shows a part of control process of the air-conditioner ECU of FIG. 3 in detail. It is a figure for demonstrating the action | operation of 2nd Embodiment of this invention. It is a figure for demonstrating the action | operation of the above-mentioned 2nd Embodiment. It is a figure for demonstrating the action | operation of the above-mentioned 2nd Embodiment. It is a flowchart which shows the control processing of the above-mentioned 2nd Embodiment. It is a flowchart which shows a part of control process of air-conditioner ECU of 3rd Embodiment of this invention in detail. It is a schematic diagram which shows the modification of 3rd Embodiment of this invention.

Explanation of symbols

2a ... air conditioning unit, 6 ... air conditioning ECU,
51a, 51b, 51c, 51d ... outlet,
52a, 52b, 52c, 52d ... louver,
55a ... Passenger seat, 55b ... Driver seat.

Claims (4)

Applied to a vehicle having first and second seats (55a, 55b) adjacent to each other,
Air conditioning means (2a, 2b) for adjusting the state of the air;
For vehicles provided with first and second air outlets (51a, 51b, 51c, 51d) for blowing air adjusted by the air-conditioning means toward the first and second seats as conditioned air, respectively An air conditioner,
The air conditioning means (2a, 2b) has air blowing means (3) for blowing the conditioned air toward the first and second outlets,
Seating determination means (S151, S153) for respectively determining whether or not an occupant is seated for the first and second seats;
Air volume adjusting means (52a, 52b, 52c, 52d) for adjusting the air volume blown from the first and second outlets,
A power saving switch for setting power saving by the operation of a passenger,
Power saving determination means (S158) for determining whether or not power saving is set by the power saving switch;
The seating determination means determines that no occupant is seated in one of the first and second seats, and the power saving determination is made when power saving is set by the power saving switch. When the means is determined, the air volume adjusting means is controlled to stop the blowing of conditioned air from the air outlet on the one seat side out of the first and second air outlets , and the first The seating determination unit determines that the occupant is seated in both the first and second seats, and the seating determination when the occupant is not seated in one of the first and second seats. Control means ( S157b, S154a, S152a) for controlling the air blowing means so that the amount of air blown from the other seat side air outlet is the same when the means is determined ;
A vehicle air conditioner comprising: Applied to a vehicle having first and second seats (55a, 55b) adjacent to each other,
Air conditioning means (2a, 2b) for adjusting the state of the air;
For vehicles provided with first and second air outlets (51a, 51b, 51c, 51d) for blowing air adjusted by the air-conditioning means toward the first and second seats as conditioned air, respectively An air conditioner,
The air conditioning means (2a, 2b) has air blowing means (3) for blowing the conditioned air toward the first and second outlets,
Target setting means (S140) for setting a target air volume of the air blowing means;
Seating determination means (S151, S153) for respectively determining whether or not an occupant is seated for the first and second seats;
Air volume adjusting means (52a, 52b, 52c, 52d) for adjusting the air volume blown from the first and second outlets,
When the seating determining means determines that an occupant is seated in both the first and second seats, the air blowing means is controlled so as to bring the air volume of the air blowing means closer to the target air volume. 1 control means (S157c);
When the seating determining means determines that no occupant is seated in one of the first and second seats, the air volume adjusting means is controlled to control the first and second air outlets. And second control means (S154a, S152a) for stopping the blowing of conditioned air from the air outlet on the one seat side,
The seating determination means determines that the airflow set by the target setting means is less than the maximum airflow of the target airflow and that no occupant is seated in one of the first and second seats. In this case, the third control means (S157b) controls the air blowing means so that the air volume of the air blowing means approaches the air volume less than the target air volume by a predetermined air volume, so that the first and second seats When the seat determination means determines that no occupant is seated in one of the seats, and when the seat determination means determines that an occupant is seated in both the first and second seats, The air volume blown from the other seat side outlet is the same,
When the seating determination means determines that the airflow set by the target setting means is the maximum airflow of the target airflow and that no occupant is seated in one of the first and second seats The fourth control means (S157a) controls the air blowing means so as to bring the air volume of the air blowing means closer to the target air flow rate, so that one of the first and second seats is occupant. When the seating determining means determines that the seat is not seated, the other seat is compared with the case where the seating determining means determines that an occupant is seated in both the first and second seats. The vehicle air conditioner is characterized in that the amount of air blown out from the air outlet on the side increases . Sensors (39, 40, 41) for detecting an air-conditioning heat load affecting the air-conditioning state in the passenger compartment;
Calculation means (S120) for calculating a target blowing temperature of air blown out from the first and second blowing outlets toward the vehicle interior based on the detection value of the sensor;
When the target blowing temperature is one of the high temperature range and the low temperature range, the target setting means (S140) sets the target air flow rate to the maximum air flow rate,
When the target blowing temperature is within the intermediate temperature range, the target setting means (S140) sets the target blowing volume to the minimum blowing volume,
The target setting means (S140) sets the target air volume so that the target air volume increases from the minimum air volume toward the maximum air volume as the target air temperature approaches the high temperature area from the intermediate temperature area. And
As the target blowing temperature approaches the low temperature range from the intermediate temperature range, the target setting means (S140) sets the target blowing volume so that the target blowing volume increases from the minimum blowing volume toward the maximum blowing volume. The vehicle air conditioner according to claim 2, wherein: The air volume adjusting means opens or closes the first and second outlets, and the first and second air passages for stopping or stopping the conditioned air from the first and second outlets. Door means,
When the seating determining means determines that no occupant is seated in one of the first and second seats, the control means is configured to control the one of the first and second outlets. The vehicle air conditioner according to any one of claims 1 to 3 , wherein the first and second door means are controlled so as to close a seat-side air outlet.

Images