JP4581906B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an air conditioner for a vehicle that reduces uncomfortable feeling caused by direct contact of conditioned air with an occupant.

  Conventionally, a swing louver that changes the blowing direction is provided at each of the left and right outlets that blow the conditioned air into the passenger compartment, and these swing louvers are controlled independently for the left and right air conditioning zones of the passenger compartment. In some air conditioning zones, the air outlet mode can be set independently (see, for example, Patent Document 1).

Thereby, for example, it is possible to perform air conditioning that reduces the influence of solar radiation by intensively directing the conditioned air toward the sun side.
JP-A-11-70809

  However, in the above prior art, the conditioned air whose blowing direction is set by the swing louver is directed directly to the occupant. For this reason, the strong wind is likely to hit the face and the like, which causes the passengers to feel bothered and dry their eyes, resulting in a feeling of discomfort.

  The present invention has been made in view of the above points, and an object of the present invention is to apply air conditioning air that is mild and has a low feeling of wind speed to a part that is required by an occupant.

  In order to achieve the above object, the present invention does not directly apply the conditioned air blown from the two air outlets (20c, 20d) provided on the left and right sides of the occupant to the occupant, but the collision position in the space above the occupant. And the conditioned air that collided is applied to an occupant located below the collision position.

  That is, when the conditioned winds that are two fluids collide with each other at a certain position, their movement directions change due to the collisions, and the wind speed decreases. When the collision position is in the space above the occupant, the conditioned air after the collision is blocked by the passenger compartment ceiling above the collision position and gently flows below the collision position, and as a result, the occupant located below the collision position. In addition, it can be applied as a conditioned air with a mild feeling of wind speed.

  In this case, by providing the blowing direction of the first and second outlets in the direction along the surface of the vehicle compartment ceiling (22), the blown air conditioned air can be collided efficiently, and after the collision Air-conditioned air can surely flow down the ceiling.

  The collision position can be changed by changing at least one of the air volumes blown from the first and second outlets. That is, when the air volume of the first air outlet is increased relative to the air volume of the second air outlet, the collision position of both moves toward the second air outlet according to the increase. Therefore, a desired collision position can be determined according to the ratio of the air volume of the first and second outlets.

  The change in the air volume at the first and second outlets is determined by the air distribution door (90) that distributes the air blown by one blower (62) to the first and second ducts (21c, 21d). It is possible to carry out simply by adjusting the value.

  The collision position of the wind blown out from the two outlets can be controlled so that a part with a high air conditioning load can be preferentially air conditioned. In addition, the collision position can be controlled to be a position determined by manual setting (13) by the occupant.

  Or the collision position of two air-conditioning winds can be controlled according to the preset temperature set with respect to an air-conditioning control means. For example, when the set temperature is raised during cooling, the collision position can be changed in a direction away from the occupant, and conversely, when the set temperature is lowered, the collision position can be changed in a direction approaching the occupant.

  Furthermore, by changing the collision position with time, the conditioned air can be spread within the change range, and air conditioning control can be performed with a mild feeling of wind speed.

  It is also possible to detect the solar radiation direction and control the collision position of the two conditioned air in accordance with the solar radiation direction.

  Furthermore, according to the detected solar radiation direction, the collision position of the conditioned air can be provided on the side where the solar radiation hits, and the side where the solar radiation hits can be preferentially air-conditioned.

  Solar radiation usually strikes the occupant from diagonally above the occupant. Therefore, when air-conditioning wind is collided above the occupant on the side of solar radiation and air-conditioned air is applied from above the occupant during cooling, the area exposed to solar radiation can be cooled, and the temperature distribution of the occupant can be improved. Can be improved.

  In this case, by setting the time of collision above the occupant on the side exposed to solar radiation to be longer than the time of collision on the occupant on the opposite side that is not exposed to solar radiation, During cooling, it is possible to preferentially cool the part that is exposed to solar radiation, and to distribute the conditioned air to the part that is not exposed to solar radiation, thereby efficiently improving the overall temperature distribution.

  Further, the present invention controls the temperature of the two conditioned air blows to be substantially equal when changing the position where the conditioned wind blown from the first and second blow-out ports collides with time, and The time when the conditioned air collides in the space above the occupant is corrected according to the difference between the left and right set temperatures.

  In the control to change the collision position of the conditioned air with time, when the conditioned air is colliding above one occupant (yourself), the blown air volume on the adjacent side is overwhelming than the blown air volume on your side. Has increased. In this case, if air-conditioning control is performed independently in the left and right air-conditioning zones, for example, if the set temperature on its own side is set lower than that on the adjacent side, as described above, the air-conditioning with a high outlet temperature from the adjacent side The wind will flow with a large volume of air, and only a warm sensation that is different from the set temperature can be obtained.

  Therefore, as in the present invention, the right and left occupants have the same temperature, and the time that the conditioned air collides on the left and right occupants is corrected according to the set temperature difference between the left and right to make them different. Can create a temperature difference according to the set temperature difference.

  In addition, the code | symbol in the bracket | parenthesis of each means described in a claim and this column shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a vehicle air conditioner according to the first embodiment. The vehicle air conditioner independently air-conditions the front seat driver side air conditioning zone 1a, front seat passenger seat side air conditioning zone 1b, rear seat driver seat side air conditioning zone 1c, and rear seat passenger seat air conditioning zone 1d shown in FIG. Control.

  Here, the front seat driver seat side air conditioning zone 1a is a region including the driver seat 2 in the front seat air conditioning zone, and the front seat passenger seat side air conditioning zone 1b is a region including the front passenger seat 3 in the front seat air conditioning zone. It is. The rear seat driver seat side air conditioning zone 1c is an area including the rear seat of the driver seat 2 in the rear seat air conditioning zone, and the rear seat passenger seat side air conditioning zone 1d is behind the passenger seat 3 in the rear seat air conditioning zone. This is the area that includes the side seats. The arrows in the figure indicate the front-rear and left-right directions of the vehicle.

  Next, a specific configuration of the vehicle air conditioner will be described with reference to FIG.

  As shown in FIG. 2, the vehicle air conditioner includes a front seat air conditioning system 5 for independently air conditioning the front seat driver's seat side air conditioning zone 1a and the front seat passenger seat side air conditioning zone 1b, and the rear seat driver seat. The rear seat air conditioning system 6 for independently air conditioning the side air conditioning zone 1c and the rear passenger passenger side air conditioning zone 1d, the front seat air conditioning system 5, and the control device 8 for controlling the rear seat air conditioning system 6 are configured. Yes.

  The front seat air conditioning system 5 includes a case 50 that forms an air passage through which air flows into the vehicle interior, a blower 52 that generates an air flow toward the vehicle interior in the case 50, and an evaporation that cools the air flowing through the case 50. And an air mix type blowing temperature adjusting device 54 for adjusting the temperature of the air blown into the passenger compartment.

  The case 50 is disposed on the inner side of the instrument panel 7 (see FIG. 1) on the front side in the passenger compartment, and two introduction ports, an inside air introduction port 50a and an outside air introduction port 50b, are provided on the upstream side of the case 50. It has been. An inside / outside air switching door 51 is rotatably disposed inside the inside air introduction port 50a and the outside air introduction port 50b. The inside / outside air switching door 51 is driven by a servo motor 51a. The inside / outside air switching door 51 introduces vehicle interior air (inside air) from the inside air introduction port 50a, and outside air introduces vehicle interior outside air (outside air) from the outside air introduction port 50b. Switch between introduction modes.

  On the downstream side of the case 50, a face air outlet 20a for blowing air-conditioned air toward the upper body of the driver and a face air outlet 20b for blowing air-conditioned air toward the upper body of the passenger on the passenger seat are provided. The outlet switching doors 56b and 56c are rotatably disposed upstream of the outlets 20a and 20b. The outlet switching doors 56b and 56c are driven by servo motors 56a and 56d via a link mechanism (not shown).

  Further, on the downstream side of the case 50, although not shown, a defrost outlet for blowing the conditioned air mainly toward the windshield of the vehicle, and a driver side foot for blowing the conditioned air toward the lower body of the driver. There is a passenger outlet foot outlet for blowing air-conditioning air toward the blower outlet and the lower half of the passenger. These air outlets are opened and closed in conjunction with the air outlet switching doors 56b and 56c.

  The rotation speed of the blower 52 is controlled by a blower motor 52 a to which a blower voltage is applied by the control device 8, and air is sucked from the inside air introduction port 50 a or the outside air introduction port 50 b and blown into the vehicle interior via the case 50. The evaporator 53 is disposed in the case 50 on the downstream side of the blower 52 and is a cooling heat exchanger that cools the air sent by the blower 52 and is one of the elements constituting the refrigeration cycle. is there.

  The refrigeration cycle is a well-known cycle formed so that the refrigerant circulates from the compressor to the evaporator 53 via a condenser, a receiver, an expansion valve, and the like.

  The blowing temperature adjusting device 54 includes a heater core 540, air mix doors 55b and 55c, and a partition plate 57. The partition plate 57 partitions the downstream portion of the evaporator 53 into a driver seat side passage 50c and a passenger seat side passage 50d. The driver seat side passage 50c is for guiding air to the driver seat side face outlet 20a, and the passenger seat side passage 50d is for guiding air to the passenger seat side face outlet 20b.

  The heater core 540 is a heating heat exchanger that heats air using vehicle engine cooling water (hereinafter referred to as hot water) as a heat source. The heater core 540 heats the cold air flowing through the driver seat side passage 50c and flows through the passenger seat side passage 50d. Heat the cold air.

  The air mix doors 55b and 55c are rotatably arranged on the upstream side of the air flow of the heater core 540, and the air mix door 55b is arranged in the driver seat side passage 50c based on the opening set by the servo motor 55a. The air amount passing through the heater core 540 (warm air amount) and the air amount bypassing the heater core 540 and passing through the bypass passage 50e (cold air amount) are adjusted. The air mix door 55c is based on the opening set by the servo motor 55d, and the air amount (warm air amount) passing through the heater core 540 and the air passing through the bypass passage 50f bypassing the heater core 540 in the passenger seat side passage 50d. Adjust the volume (cool air volume).

  The rear seat air conditioning system 6 also includes a case 60 that forms an air passage through which air flows toward the vehicle interior, a blower 62 that generates an air flow toward the vehicle interior in the case 60, and an air flow from the blower 62 left and right. The air distribution door 90 that distributes air, the evaporator 63 that cools the air flowing in the case 60, and the air mixing type blowout temperature adjustment device 64 for adjusting the temperature of the air blown into the passenger compartment. The case 60 is disposed on the rear side of the rear seat 4 (see FIG. 1) of the vehicle interior, and an internal air introduction port 60a for introducing air from the vehicle interior is provided on the upstream side of the case 60. The rear seat air conditioning system 6 together with the control device 8 corresponds to air conditioning control means.

  On the downstream side of the case 60, a Dr-side face outlet 20c as a first outlet for blowing the conditioned air toward the upper body of the right rear seat occupant, and the conditioned air toward the upper body of the left rear seat occupant A Pa-side face air outlet 20d as a second air outlet for blowing out is provided.

  That is, as shown in FIG. 3, on the downstream side of the case 60, the first duct 21c and the second duct 21d are formed from the right passage 60c and the left passage 60d to the vicinity of the ceiling 22 of the passenger compartment, respectively. The conditioned air is blown out from the Dr-side and Pa-side face outlets 20c and 20d serving as the first and second outlets that are open at the front ends of the two.

  The right side (driver seat side) and left side (passenger seat side) Dr side and Pa side face outlets 20c and 20d are located at the left and right ends of the ceiling 22 of the passenger compartment above the rear seat 4 as shown in FIG. It arrange | positions so that it may mutually oppose to a part.

  Therefore, the conditioned air blown from the Dr-side and Pa-side face outlets 20c and 20d flows along the surface of the ceiling 22, and does not directly hit the passenger in the rear seat 4, so that the space above the passenger in the rear seat Clash with each other. The collision position at this time is an appropriate position in the left-right direction of the vehicle according to the respective air volume ratios from the Dr-side and Pa-side face outlets 20c, 20d. Due to the collision of the conditioned air blown from the two outlets 20c and 20d, the speed of each air flow is reduced, and the movement direction of each air flow is blocked by the ceiling 22 above. , It changes to the lower part of the collision position.

  As a result, the conditioned air after the collision strikes the occupant below the collision position mildly (moderately), so that the rear seat occupant can be air-conditioned with less wind speed.

  Outlet switching doors 66a and 66b are rotatably disposed upstream of the Dr side and Pa side face outlets 20c and 20d and the first and second ducts 21c and 21d. The outlet switching doors 66a and 66b are driven by servo motors 66c and 66d via a link mechanism (not shown).

  In addition, although not shown in the figure, downstream of the case 60, the driver side foot outlet for blowing the conditioned air toward the lower body of the right rear passenger, and the air conditioned air toward the lower body of the left rear passenger. There is a passenger side foot outlet. These air outlets are opened and closed in conjunction with the air outlet switching doors 66a and 66b.

  The rotation speed of the blower 62 is controlled by the blower motor 62a to which the blower voltage is applied by the control device 8, and the blower 62 sucks air from the inside air introduction port 60a and blows it into the vehicle interior via the case 60.

  The air distribution door 90 is rotatably arranged on the downstream side of the blower 62 and on the upstream side of the evaporator 63. This air distribution door 90 is based on the opening degree set by the servo motor 90a, and determines the ratio of the right and left air flow, that is, the ratio of the air flow passing through the evaporator 63 and passing through the right passage 60c and the air flow passing through the left passage 60d. Adjust. The air distribution door 90 and the servo motor 90a correspond to an air distribution unit.

  The evaporator 63 is a cooling heat exchanger that is disposed in the case 60 on the downstream side of the blower 62 and cools the air sent by the blower 62 with a refrigerant, and constitutes the above-described refrigeration cycle. It is one of.

  The evaporator 63 is arranged in parallel with the evaporator 53 in the refrigeration cycle, and refrigerant is circulated from the compressor through a condenser, a receiver, an expansion valve, and the like. Yes.

  The blowing temperature adjusting device 64 includes a heater core 640, air mix doors 65 a and 65 b, and a partition plate 67. The partition plate 67 partitions the downstream portion of the evaporator 63 into a right passage 60c and a left passage 60d. The right passage 60c is for guiding air to the Dr-side face outlet 20c, and the left passage 60d is for guiding air to the Pa-side face outlet 20d.

  The heater core 640 is a heating heat exchanger that heats air using hot water of the vehicle engine as a heat source, and heats cold air flowing through the right passage 60c and the left passage 60d. The air mix doors 65a and 65b are rotatably arranged on the upstream side of the air flow of the heater core 640. The air mix door 65a is arranged in the right passage 60c based on the opening set by the servo motor 65c. The amount of air passing through the heater core 640 and the amount of air passing around the heater core 640 and passing through the bypass passage 60e are adjusted.

  The air mix door 65b adjusts the amount of air passing through the heater core 640 and the amount of air passing through the heater core 640 and passing through the bypass passage 60f in the left passage 60d based on the opening set by the servo motor 65d.

  The control device (air conditioner ECU) 8 includes a CPU, a ROM, a RAM, and the like, and performs a process of controlling the air conditioning of each of the air conditioning zones 1a to 1d. Servo motors 51a, 55a, 55d, 56c, 56d, 66c, 66d, 65c, 65d, 90a and blower motors 52a, 62a are connected to the control device 8.

  The control device 8 is connected with temperature setting switches 9, 10, 11, 12 and displays 9a, 10a, 11a, 12a. The temperature setting switch 9 is operated by a passenger to set the temperature of the air conditioning zone 1a. This is for setting FrTSETDr. The temperature setting switches 10, 11, and 12 are operated by passengers to set the set temperatures FrTSETPa, RrTSETDr, and RrTSETPa of the air conditioning zones 1b, 1c, and 1d, respectively. The displays 9a, 10a, 11a, and 12a are controlled by the control device 8 to display set temperatures FrTSETDr, FrTSETPa, RrTSETDr, and RrTSETPa, respectively.

  A non-contact temperature sensor 70, an outside air temperature sensor 81, a water temperature sensor 82, solar radiation sensors 83 a and 83 b, evaporator temperature sensors 86 and 87, and inside air temperature sensors 84 and 85 are connected to the control device 8. The non-contact temperature sensor 70 is not used in this embodiment, and will be described in detail in the description of other embodiments.

  The outside air temperature sensor 81 detects the outside temperature of the passenger compartment and outputs an outside air temperature signal Tam corresponding to the detected temperature to the control device 8. The water temperature sensor 82 detects the temperature of engine cooling water (that is, hot water), and outputs a water temperature signal Tw corresponding to the detected temperature to the control device 8.

  The solar radiation sensor 83a detects the amount of solar radiation incident on the driver's seat side air conditioning zone 1a in the passenger compartment, and outputs a solar radiation amount signal TsDr corresponding to the detected amount of solar radiation to the control device 8, and the solar radiation sensor 83b The amount of solar radiation incident on the passenger seat side air conditioning zone 1 b is detected, and a solar radiation amount signal TsPa corresponding to the detected amount of solar radiation is output to the control device 8. The direction of solar radiation can be determined by the ratio of the detected solar radiation amount signals TsDr and TsPa, and the intensity of solar radiation can be determined by the sum or average value of both. In addition, these solar radiation sensors 83a and 83b are normally arrange | positioned on the upper surface of the instrument panel 7, for example as a 2 element (2D) type solar radiation sensor (refer FIG. 1).

  The evaporator temperature sensor 86 detects the blown air temperature of the evaporator 53 and outputs an evaporator temperature signal FrTe corresponding to the detected temperature to the control device 8. The evaporator temperature sensor 87 is a blower of the evaporator 63. The air temperature is detected, and an evaporator temperature signal RrTe corresponding to the detected temperature is output to the control device 8. The inside air temperature sensor 84 detects the inside air temperature FrTr in the front seat air conditioning zones 1a and 1b, and the inside air temperature sensor 85 detects the inside air temperature RrTr in the rear seat air conditioning zones 1c and 1d.

  Next, the operation of the first embodiment in the above configuration will be described.

  The control device 8 is powered by an in-vehicle battery (not shown) and executes a control program at regular intervals to perform an air conditioning control process. Here, the front seat air conditioning process and the rear seat air conditioning process are executed alternately according to the main routines of FIGS. 4 and 8, respectively. The front seat air conditioning process and the rear seat air conditioning process will be described separately below.

<Front seat air conditioning>
In FIG. 4, first, in step S100, set temperature signals FrTSSETDr and FrTSETPa are read from the temperature setting switches 9 and 10. Further, in step S110, the outside air temperature signal Tam is read from the outside air temperature sensor 81, the inside air temperature signal FrTr is read from the inside air temperature sensor 84, and the solar radiation amount signals TsDr and TsPa are read from the solar radiation sensors 83a and 83b.

  Next, in step S120, the set temperature signal FrTSSETDr, the outside air temperature signal Tam, the inside air temperature signal FrTr, and the solar radiation amount signal TsDr are substituted into Equation 1 to calculate the target blowing temperature FrTAODr of the air blown into the vehicle interior. This target blowing temperature FrTAODr is a target temperature required to maintain the temperature of the front seat right (driver seat side) air conditioning zone 1a at the set temperature FrTSSETDr regardless of changes in the vehicle environmental conditions (air conditioning thermal load conditions). This is an amount corresponding to the air conditioning load of the air conditioning zone 1a.

FrTAODr = FrKset × FrTSSETDr−FrKr × FrTr
−FrKam × Tam−FrKs × TsDr + FrC
... (Formula 1)
FrKset is a front seat temperature setting gain, FrKr is a front seat internal temperature gain, FrKam is a front seat outside temperature gain, FrKs is a solar radiation gain, and FrC is a front seat correction constant.

  Next, the set temperature signal FrTSETPa, the outside air temperature signal Tam, the inside air temperature signal FrTr, and the solar radiation amount signal TsPa are substituted into Equation 2 to calculate the target blowing temperature FrTAOPa of the air blown into the vehicle interior. This target blowing temperature FrTAOPa is a target temperature required to maintain the temperature of the air conditioning zone 1b on the left side of the front seat (passenger seat side) at the set temperature FrTSETPa regardless of changes in the vehicle environmental conditions (air conditioning heat load conditions). This is the amount corresponding to the air conditioning load of the air conditioning zone 1b.

FrTAOPa = FrKset × FrTSETPa−FrKr × FrTr
−FrKam × Tam−FrKs × TsPa + FrC
... (Formula 2)
FrKset is a front seat temperature setting gain, FrKr is a front seat internal temperature gain, FrKam is a front seat outside temperature gain, FrKs is a solar radiation gain, and FrC is a front seat correction constant.

  Next, in step S130, based on the average values of FrTAODr and FrTAOPa (hereinafter referred to as the front-seat target average value), the internal air circulation mode and the external air introduction mode are controlled in accordance with the control characteristics of FIG. Either one is determined as the inside / outside air switching mode. In the inside air circulation mode, vehicle interior air (inside air) is introduced from the inside air introduction port 50a, and in the outside air introduction mode, vehicle compartment outside air (outside air) is introduced from the outside air introduction port 50b.

  Specifically, as shown in FIG. 5, in a region where the average value for front seats (corresponding to TAO in FIG. 5) that is an average value of FrTAODr and FrTAOPa is equal to or lower than a predetermined temperature (maximum cooling region), The inside / outside air switching door 51 opens the inside air introduction port 50a and selects the inside air circulation mode in which the outside air introduction port 50b is fully closed. When the average value of FrTAODr and FrTAOPa becomes higher than a predetermined temperature, the inside / outside air switching door 50 introduces the outside air. The outside air introduction mode in which the mouth 50b is fully opened and the inside air introduction port 50a is fully closed is selected.

  Next, in step S140, the air outlet mode is individually determined for the left and right air conditioning zones 1a and 1b on the front seat side in FIG. FIG. 6 shows the control characteristics for determining the outlet mode stored in the ROM in advance. In this example, as FrTAODr (corresponding to TAO in FIG. 6) increases, the outlet mode of the air conditioning zone 1a is changed. A face (FACE) mode → bi-level (B / L) mode → foot (FOOT) mode is automatically switched in order. Further, as FrTAOPa (corresponding to TAO in FIG. 6) rises, the air outlet mode of the air-conditioning zone 1b is automatically automatically changed from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. It is supposed to switch to.

  Here, in the face mode, the face air outlet 20a (20b) is opened at the air outlet switching door 56b (56c), and the conditioned air is blown out only from the face air outlet 20a (20b) toward the passenger's upper body side in the passenger compartment. In the bi-level mode, the face outlet 20a (20b) is opened at the outlet switching door 56b (56c), the foot outlet is opened at the outlet switching door 56b (56c), and the conditioned air is supplied to the face outlet. 20a (20b) and the foot outlet are simultaneously blown out to the passenger's upper body side and passenger's lower body side. In the foot mode, the foot outlet is fully opened at the outlet switching door 56b (56c), and the conditioned air is mainly blown out from the foot outlet toward the passenger's lower body side.

  Next, in step S150, the blower voltage to be applied to the blower motor 52a is determined based on the average values (target average values for the front seats) of the target blowing temperatures FrTAODr and FrTAOPa described above. The blower voltage is for controlling the air volume of the blower 52, and is determined according to the control characteristics of FIG. 7 stored in advance in the ROM based on the front seat target average value.

  In the control characteristics of FIG. 7, TAO in FIG. 7 corresponds to the average value of FrTAODr and FrTAOPa, and when this average value (= TAO) is in the intermediate region, the blower voltage (that is, the air volume of the blower 52) is a constant value. When the TAO is larger than the intermediate region, the blower voltage (that is, the air volume of the blower 52) increases as the TAO increases. When TAO is smaller than the intermediate region, the blower voltage (that is, the air volume of the blower 52) decreases as TAO decreases. In this way, the blower voltage is determined.

  Next, in step S160, target opening degrees θ1 and θ2 of the air mix doors 55b and 55c are calculated by the following mathematical formulas 3 and 4. FrTe is an evaporator temperature signal of the evaporator temperature sensor 86, and Tw is a water temperature signal of the water temperature sensor 82.

θ1 = {(FrTAODr−FrTe) / (Tw−FrTe)} × 100 (%)
... (Formula 3)
θ2 = {(FrTAOPa−FrTe) / (Tw−FrTe)} × 100 (%)
... (Formula 4)
In step S170, servo motors 51a, 55a, 55d, 56a, 56d and control signals indicating the blower voltage, the target opening degrees θ1, θ2, the inside / outside air switching mode, and the air outlet mode determined as described above, It outputs to the blower motor 52a etc., and controls operation | movement of the inside / outside air switching door 51, the air mix doors 55b and 55c, the blower outlet switching doors 56b and 56c, the blower 52, etc.

  Thereafter, when a certain period of time has elapsed in step S180, the process returns to step S100, and the above-described air conditioning control process (steps S100 to S180) is repeated. By repeating such calculation and processing, the air conditioning of the air conditioning zones 1a and 1b in the front seat is automatically controlled.

<Rear seat air conditioning treatment>
Next, the rear seat air conditioning process will be described. In the rear seat air conditioning process, the same control as the front seat air conditioning process is performed. However, the first embodiment is slightly different from the front seat side in that air conditioning is performed by collision of blown air from the upper face outlets 21c and 21d, which is peculiar to the rear seat side. The following description will be made according to the rear seat air conditioning control routine shown in FIG. In FIG. 8, the same reference numerals are given to steps for performing the same processing as in the front seat side control routine (FIG. 4).

  In FIG. 8, first, in step S100, set temperature signals RrTSSETDr and RrTSETPa are read from the temperature setting switches 11 and 12. Further, in step S110, the outside air temperature signal Tam is read from the outside air temperature sensor 81, the inside air temperature RrTr is read from the inside air temperature sensor 84, and the solar radiation amount signals TsDr and TsPa are read from the solar radiation sensors 83a and 83b.

  Next, in step S120, the set temperature signal RrTSSETDr, the outside air temperature signal Tam, the inside air temperature signal RrTr, and the average value Ts of the solar radiation amount signal are substituted into Equation 5 to calculate the target blowing temperature RrTAODr of the air blown into the vehicle interior. This target blowout temperature RrTAODr is a target temperature required to maintain the temperature of the rear seat right (driver seat side) air conditioning zone 1c at the set temperature RrTSETDr regardless of changes in vehicle environmental conditions (air conditioning thermal load conditions). The amount corresponding to the air conditioning load of the air conditioning zone 1c.

RrTAODr = RrKset × RrTSETDr−RrKr × RrTr
−RrKam × Tam−RrKs × Ts + RrC
... (Formula 5)
RrKset is a rear seat temperature setting gain, RrKr is a rear seat inner air temperature gain, RrKam is a rear seat outer air temperature gain, RrKs is a solar radiation gain, and RrC is a rear seat correction constant.

  Next, the set temperature signal RrTSETPa, the outside air temperature signal Tam, the inside air temperature signal RrTr, and the average value Ts of the solar radiation amount signal are substituted into Equation 6 to calculate the target air blowing temperature RrTAOPa of the air blown into the vehicle interior. This target blowout temperature RrTAOPa is a target temperature required to maintain the temperature of the left seat (passenger seat side) air conditioning zone 1d at the set temperature RrTSETPa regardless of changes in the vehicle environmental conditions (air conditioning heat load conditions). The amount corresponding to the air conditioning load of the air conditioning zone 1d.

RrTAOPa = RrKset × RrTSETPa−RrKr × RrTr
−RrKam × Tam−RrKs × Ts + RrC
... (Formula 6)
RrKset is a rear seat temperature setting gain, RrKr is a rear seat inner air temperature gain, RrKam is a rear seat outer air temperature gain, RrKs is a solar radiation gain, and RrC is a rear seat correction constant.

  Next, since the outside air mode is not set in the rear seat air conditioning system 6, the inside / outside air mode determination process (step S130 in FIG. 4) is not executed, and the blower outlet mode is changed according to FIG. 6 in the next step S140. This is determined individually for the left and right air-conditioning zones 1c and 1d on the rear seat side.

  FIG. 6 shows the control characteristics for determining the outlet mode stored in the ROM in advance. In this example, as RrTAODr (corresponding to TAO in FIG. 6) increases, the outlet mode of the air conditioning zone 1c is changed. A face (FACE) mode → bi-level (B / L) mode → foot (FOOT) mode is automatically switched in order. Further, as RrTAOPa (corresponding to TAO in FIG. 6) rises, the air outlet mode of the air-conditioning zone 1d is automatically automatically switched from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. It is supposed to switch to.

  Here, in the face mode, the face air outlet 20a (20b) is opened by the air outlet switching door 66a (66b), and the conditioned air is blown out only from the face air outlet 20a (20b) toward the occupant upper body side in the passenger compartment. In the bi-level mode, the face outlet 20a (20b) is opened at the outlet switching door 66a (66b), the foot outlet is opened at the outlet switching door 66a (66b), and the conditioned air is supplied to the face outlet. 20a (20b) and the foot outlet are simultaneously blown out to the passenger's upper body side and passenger's lower body side. In the foot mode, the foot air outlet is fully opened by the air outlet switching door 66a (66b), and the conditioned air is mainly blown out from the foot air outlet to the passenger's lower body side.

  Next, in step S150, the blower voltage to be applied to the blower motor 62a is determined based on the average values of the target blowing temperatures RrTAODr and RrTAOPa (hereinafter referred to as the rear seat target average value). The blower voltage is for controlling the air volume of the blower 62, and is determined according to the control characteristics of FIG. 9 stored in advance in the ROM based on the average values of RrTAODr and RrTAOPa. The control characteristics in FIG. 9 are the same as the control characteristics shown in FIG. 7, and FIG. 9 shows numerical examples.

  In the control characteristics of FIG. 9, when the TAO in FIG. 9 corresponds to the average value of RrTAODr and RrTAOPa, and this average value (= TAO) is in the intermediate region (10 to 38), the blower level corresponding to the blower voltage When the TAO is larger than the intermediate region (that is, the air volume of the blower 62) becomes a constant value, the blower level (that is, the air volume of the blower 62) increases as the TAO increases. Further, when TAO is smaller than the intermediate region, the blower level (that is, the air volume of the blower 62) decreases as TAO decreases. In this way, the blower level, ie the blower voltage, is determined.

  Next, in step S160, target opening degrees θ3 and θ4 of the air mix doors 65a and 65b are calculated by the following mathematical formulas 7 and 8. RrTe is an evaporator temperature signal of the evaporator temperature sensor 87, and Tw is a water temperature signal of the water temperature sensor 82.

θ3 = {(RrTAODr−RrTe) / (Tw−RrTe)} × 100 (%)
... (Formula 7)
θ4 = {(RrTAOPa−RrTe) / (Tw−RrTe)} × 100 (%)
... (Formula 8)
In the next step S165, in order to preferentially air-condition parts with a high air conditioning load, the rear seat right set temperature RrTSETDr and the rear seat left set temperature RrTSETPa are preliminarily stored in the ROM in accordance with the air distribution characteristics of FIG. The opening degree of the air distribution door 90 is determined in accordance with the difference. In FIG. 10, the vertical door position of the air distribution door indicates the opening degree of the air distribution door 90. That is, the air distribution door position = 0 (%) is a rotation position of the air distribution door 90 such that the air volume passing through the right passage 60c in the case 60 is 100% and the air volume passing through the left passage 60d is 0%. Show. Further, the air distribution door position = 100 (%) indicates the rotation position of the air distribution door 90 such that the air volume passing through the right passage 60c is 0% and the air volume passing through the left passage 60d is 100%.

  Specifically, when the left and right set temperatures are equal (RrTSSETDr = RrTSETPa), the position of the air distribution door 90 is controlled to be 50%, that is, the same air volume passes through the left and right passages 60c and 60d.

  When the set temperature RrTSETDr on the right side is lower than the set temperature RrTSETPa on the left side (RrTSSETDr <RrTSETPa), the position of the air distribution door 90 increases from 50% to 95% of the upper limit as the difference between the two increases. Thus, the air volume in the left passage 60d is controlled to be larger than that in the right passage 60c.

  When the right set temperature RrTSETDr is higher than the left set temperature RrTSETPa (RrTSSETD> RrTSETPa), the position of the air distribution door 90 decreases from 50% to 5% of the lower limit as the difference between the two increases. Thus, the air volume in the left passage 60d is controlled to be smaller than that in the right passage 60c.

  In step S170, the servo motors 65c, 65d, 66c, 66d, 90a and control signals indicating the blower voltage, the target opening degrees θ3, θ4, the inside / outside air switching mode, and the air outlet mode determined as described above are sent. It outputs to the blower motor 62a etc., and controls operation | movement of the air mix doors 65a and 65b, the blower outlet switching doors 66a and 66b, the air distribution door 90, the blower 62, etc.

  Thereafter, when a certain period of time has elapsed in step S180, the process returns to step S100, and the above-described air conditioning control process (steps S100 to S180) is repeated. By repeating such calculation and processing, the air conditioning of the rear seat air conditioning zones 1c and 1d is automatically controlled.

  The air conditioning state of the rear seat air conditioning zones 1c and 1d controlled as described above will be described based on a specific example. For example, when RrTSETDr = 22 and RrTSETPa = 25 are set, the difference between the two (RrTSETDr−RrTSETPa) is −3, and the position of the air distribution door 90 is 95% from FIG.

  In the cooling state in summer, since the face mode is selected in step S140, 95% of the amount of air blown by the blower 62 whose blower level is determined based on FIG. 9 is blown from the Pa-side face outlet 20d and sent by the blower 62. 5% of the air volume is blown from the Dr-side face outlet 20c.

  As a result, the cold air, which is the conditioned air blown from each of the Dr side and Pa side face outlets 20c and 20d, collides on the Dr side, that is, on the shoulder of the rear right seat passenger on the window side as shown in FIG. To do. The collided cold wind gently descends below the collision position, and as a result, preferentially hits the upper half of the rear seat right passenger's window. That is, the cold wind after the collision reduces the feeling of wind speed and hits the occupant mildly, so that the occupant is prevented from feeling uncomfortable or feeling uncomfortable with dry eyes.

  Thus, when the face mode is selected during cooling, the cool air blown from the Dr-side and Pa-side face outlets 20c and 20d depends on the difference between the right and left set temperatures required by the left and right occupants, respectively. The vehicle can be caused to collide in the vicinity of a portion with a large air-conditioning load in the left-right direction above the passenger.

  In addition, the case where foot mode is selected at the time of heating is also demonstrated easily. In this case, for example, in the winter, when RrTSSETDr = 22 and RrTSETPa = 25 are set, 95% of the amount of air blown by the blower 62 whose blower level is determined based on FIG. The air passes through the passage 60d and is blown out as air-conditioned warm air from the left occupant's foot outlet. That is, a large amount of warm air can be blown out from the foot outlet on the side where the set temperature is high, that is, the side where the air conditioning load is high.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the first embodiment, the collision position of the conditioned air blown from the Dr side and Pa side face outlets 20c and 20d is linked to the set temperatures on the right side (Dr side) and the left side (Pa side), The position corresponding to the difference between the two was automatically calculated and determined. On the other hand, the second embodiment is different from the first embodiment in that the collision position of the conditioned air from the different outlets can be appropriately changed by manual setting. Other configurations are the same as those in the first embodiment.

  That is, in the first embodiment, the vehicle air conditioner shown in FIGS. 1 and 2 and the arrangement form of the Dr-side and Pa-side face outlets shown in FIG. 3 both have the same configuration in the second embodiment. I have. Further, the control characteristics for determining the front seat air conditioning control in FIG. 4 and the inside / outside air mode in FIG. 5, the outlet mode in FIG. 6, the blower voltage in FIG. 7, etc. have the same configuration as in the first embodiment. ing. Therefore, the description of the same components as those in the first embodiment will be omitted, and hereinafter, different components will be mainly described.

  FIG. 12 is a diagram illustrating an appearance of the air conditioning operation panel 5a of the second embodiment. This air-conditioning operation panel 5a is arranged on the instrument panel 7 in the front of the passenger compartment, and the occupant sets the overall air-conditioning mode and the individual air-conditioning characteristics of the left and right air-conditioning zones 1a and 1b on the front seat side. It is. For example, the temperature setting of the right air-conditioning zone 1a is operated by the temperature setting switch 9, and the setting value is displayed on the display 9a.

  In the second embodiment, the collision position setting switch 13 for manually setting the collision position of each conditioned air from the different outlets 20c and 20d and the collision position set by the switch operation are set on the air conditioning operation panel 5a. A display 13a for displaying the rough position P is provided. That is, when the occupant presses the right or left side of the collision position setting switch 13, the display position of the collision position P on the display 13a moves to the right or left, so that the occupant confirms the set collision position by display. can do. The operation signal of the collision position setting switch 13 is output to the control device 8 as a manual setting position signal.

  Next, the operation of the second embodiment will be described. Since the front seat air conditioning process is the same as that of the first embodiment as described above, the description thereof is omitted.

<Rear seat air conditioning treatment>
In the second embodiment, the rear seat air conditioning process executed by the control device 8 is performed in steps S100 to S160 and steps S170 to S180 according to the control routine shown in FIG. 8 in the first embodiment. The same rear seat air conditioning process as in the embodiment is performed. However, only the air distribution door control process in step S165 in FIG. 8 differs from the first embodiment.

  That is, in step S165, according to the collision position set by the collision position setting switch 13, the position of the air distribution door 90 is determined based on the air distribution characteristics shown in FIG.

  In FIG. 13, the vertical door position is the same as the vertical axis of FIG. 10 in the first embodiment. Therefore, as the manual setting position moves from “center” to “Pa”, the air distribution door position changes to 50 to 5%, that is, the left side of the case 60 out of the amount of air generated by the blower 62. The air volume passing through the passage 60d is reduced to 50 to 5%, and at the same time, the air volume passing through the right passage 60c is set to increase to 50 to 95%.

  Further, as the manual setting position moves from “center” to “Dr”, the air distribution door position changes from 50 to 95%, that is, the left side of the case 60 out of the amount of air generated by the blower 62. The amount of air passing through the passage 60d is increased to 50 to 95%, and at the same time, the amount of air passing through the right passage 60c is set to decrease to 50 to 5%.

  Thereby, for example, when the manual setting position is set to a predetermined position on the Pa side, in the face mode during cooling, a large amount of cold air of 50 to 95% from the Dr side face air outlet 20c and the Pa side face air outlet The cold wind of 50 to 5% from 20d collides with the upper space near the rear left seat (Pa side) occupant, and the collided cold wind slowly descends below the collision position, and the rear left The passenger feels a mild wind speed.

  When the manual setting position is set to a predetermined position on the Dr side, similarly, the cold air from the two face outlets 20c and 20d collides in the upper space near the rear right seat (Dr side) passenger. Thus, the collided cold wind slowly descends below the collision position, and hits the rear right occupant mildly with less wind speed.

  Further, for example, when only the right occupant (Dr side) is seated in the rear seat and no occupant is present in the rear left seat (Pa side), the manual setting position is set by operating the collision position setting switch 13. On the Dr side, for example, the air distribution door position is set to 75%. As a result, the conditioned air can collide only above the Dr-side occupant seated in the rear seat, and the conditioned air can be applied only mildly to the rear-seat Dr-side occupant with less wind speed.

  In this way, by manually operating the collision position setting switch 13, the conditioned air from the left and right face outlets 20c and 20d can be collided at a desired position in the left and right direction on the rear seat side. Therefore, it is possible to preferentially air-condition a position where the air conditioning load is considered to be large.

(Third embodiment)
Next, a third embodiment of the present invention will be described. The third embodiment is different from the first and second embodiments in that the collision position of the conditioned air from the left and right face outlets 20c, 20d on the rear seat side changes, that is, swings with time.

  The outline and schematic configuration of the vehicle air conditioner of the third embodiment and the arrangement form of the left and right face outlets on the rear seat side are shown in FIG. 1, FIG. 2, and FIG. 3, respectively, as in the first embodiment. Therefore, the configuration related to these drawings is the same, and the description thereof is omitted.

  In the third embodiment, a non-contact temperature sensor (matrix IR sensor) 70 for detecting the surface temperature of the rear seat air conditioning zones 1c and 1d is connected to the control device (air conditioner ECU) 8 shown in FIG. Yes.

  As shown in FIG. 14, the non-contact temperature sensor 70 is disposed toward the rear of the vehicle at the center of the ceiling 22 in the passenger compartment. As a result, the non-contact temperature sensor 70 detects the surface temperature of the test temperature range including the rear driver's seat side seat (the rear seat right side) or the rear passenger seat side seat (the rear seat left side) and the rear arterial Rt. .

  As the non-contact temperature sensor 70, a thermopile detection element that detects an electromotive force change corresponding to a change in an input infrared ray amount as a temperature change is used. Hereinafter, a specific configuration of the non-contact temperature sensor 70 will be described with reference to FIG. FIG. 15 is a diagram illustrating a schematic structure of the non-contact temperature sensor 70.

  The non-contact temperature sensor 70 has a detection unit 71 as shown in FIG. The detection unit 71 includes a substrate 71 a, a sensor chip 72 installed on the substrate 71 a, and an infrared absorption film 73 disposed so as to cover the sensor chip 72. The detection unit 71 is covered with a cup-shaped metal case 71c. A rectangular window 71d is opened at the bottom of the case 71c, and a silicon lens 71e is fitted into the window 71d. Yes. The infrared absorption film 73 plays a role of absorbing infrared rays incident from the temperature measuring objects in the air conditioning zones 1c and 1d through the lens 71e and converting them into heat.

  The sensor chip 72 includes 24 thermocouple portions Dr1 to Dr12 and Pa1 to Pa12 arranged on a pedestal 72a. These thermocouple portions Dr1 to Dr12 and Pa1 to Pa12 are temperature detection elements that convert heat generated in the infrared absorption film 73 into voltage (electric energy), respectively.

  Specifically, the thermocouple portions Dr1 to Dr8 are arranged in a 2 × 4 matrix and face the rear seat right side (Dr side), and are based on infrared rays incident from the rear seat right side. Then, the surface temperature of the target temperature to be detected is detected as a voltage. Similarly, the thermocouple portions Pa1 to Pa8 are arranged in a 2 × 4 matrix and face the rear seat left side (Pa side), and are based on infrared rays incident from the rear seat left side. Thus, the surface temperature of the object to be measured is detected as a voltage.

  Further, the thermocouple portions Dr9 to Dr12 and Pa9 to Pa12 are arranged in four vertical rows, respectively, and face the rear intermediate portion (this is a seat between the right rear seat and the left rear seat). Therefore, the surface temperature of the object to be measured is detected as a voltage based on the infrared rays incident from the rear intermediate portion.

  FIG. 16 is a diagram illustrating a test temperature range of only the left side portion of the rear seat in the test temperature range of the non-contact temperature sensor 70. In the figure, corresponding thermocouple portions Pa1 to Pa12 are also shown. It should be noted that the test temperature range of the right rear portion of the rear seat not shown in FIG. 16 is arranged symmetrically with the test temperature range of the left rear seat.

  In the third embodiment, the shoulder temperature TirDr of the rear right passenger is detected by the thermocouple portion Dr3 and the shoulder temperature TirPa of the rear left passenger is detected by the thermocouple portion Pa3 in these test temperature ranges. According to these left and right occupant shoulder temperatures TirDr, TirPa, the direction of solar radiation and the occupant's shoulder heat state can be detected as described later.

  Next, the operation of the third embodiment will be described. Also in the third embodiment, as in the first and second embodiments, the control device 8 is supplied with power from an in-vehicle battery (not shown) and executes a control program at regular intervals to perform an air conditioning control process. . The front seat air conditioning process and the rear seat air conditioning process are alternately executed according to the main routines shown in FIGS.

  Since the execution contents in the front seat air conditioning process in the third embodiment are the same as those in the first embodiment (and the second embodiment), the description thereof is omitted.

<Rear seat air conditioning treatment>
Next, the rear seat air conditioning process in the third embodiment will be described. The rear seat air conditioning process of the third embodiment is performed according to the flowchart shown in FIG. 8 in the first and second embodiments, but the contents of each process are different from those of the first and second embodiments. There is. Hereinafter, a description will be given along the flowchart of FIG.

  First, in step S100, set temperature signals RrTSETDr and RrTSETPa are read from the temperature setting switches 11 and 12. Further, in step S110, the outside air temperature signal Tam is read from the outside air temperature sensor 81, the inside air temperature RrTr is read from the inside air temperature sensor 84, and the solar radiation amount signals TsDr and TsPa are read from the solar radiation sensors 83a and 83b. Further, the passenger shoulder temperature signals TirDr and TirPa are read from the non-contact temperature sensor 70.

  Next, in step S120, the average value Ts of the set temperature signal RrTSSETDr, the outside air temperature signal Tam, the inside air temperature signal RrTr, the solar radiation amount signal TsDr, and TsPa is substituted into Equation 9, and the target air outlet temperature RrTAODr of the air blown into the vehicle interior is obtained. calculate. This target blowout temperature RrTAODr is a target necessary for maintaining the temperature of the rear seat right side (driver seat side, Dr side) air conditioning zone 1c at the set temperature RrTSETDr regardless of changes in the vehicle environmental conditions (air conditioning thermal load conditions). The temperature is an amount corresponding to the air conditioning load of the air conditioning zone 1c.

RrTAODr = RrKset × RrTSETDr−RrKr × RrTr
−RrKam × Tam−RrKs × Ts + RrC
+ RrSIDEDr
... (Formula 9)
RrKset is a rear seat temperature setting gain, RrKr is a rear seat inner air temperature gain, RrKam is a rear seat outer air temperature gain, RrKs is a solar radiation gain, and RrC is a rear seat correction constant.

  RrSIDEDr in Equation 9 is a partial solar radiation correction amount, and is corrected so as to decrease the target blowing temperature RrTSSETDr as the influence of the partial solar radiation increases. The calculation method will be described later.

  Next, an average value Ts of the set temperature signal RrTSETPa, the outside air temperature signal Tam, the inside air temperature signal RrTr, the solar radiation amount signal TsDr, and TsPa is substituted into Equation 10 to calculate the target blowing temperature RrTAOPa of the air blown into the vehicle interior. This target blowout temperature RrTAOPa is a target necessary for maintaining the temperature of the left seat rear passenger seat (passenger seat side, Pa side) air conditioning zone 1d at the set temperature RrTSETPa regardless of changes in the vehicle environmental conditions (air conditioning heat load conditions). The temperature is an amount corresponding to the air conditioning load of the air conditioning zone 1d.

RrTAOPa = RrKset × RrTSETPa−RrKr × RrTr
−RrKam × Tam−RrKs × Ts + RrC
+ RrSIDEPa
(Equation 10)
RrKset is a rear seat temperature setting gain, RrKr is a rear seat inner air temperature gain, RrKam is a rear seat outer air temperature gain, RrKs is a solar radiation gain, and RrC is a rear seat correction constant.

  Further, RrSIDEPa in Equation 10 is an uneven solar radiation correction amount, and is corrected so as to lower the target blowing temperature RrTSETPa as the influence of the uneven solar radiation is larger.

  Here, a method of calculating the partial solar radiation correction amounts RrSIDEDr and RrSIDEDa will be described. The polarized solar radiation correction amounts RrSIDEDr and RrSIDEPa are calculated based on Expression 11, Expression 12, Expression 13, and Expression 14, respectively.

  In the case where there is a swing in which the collision position of the conditioned air blown out from the Dr-side and Pa-side face outlets 20c and 20d, which will be described later, is changed with time, the following Expressions 11 and 12 are used.

RrSIDEDr = MIN (RrSIDEDrd, RrSIDEPad)
... (Formula 11)
RrSIDEPa = MIN (RrSIDEDrd, RrSIDEPad)
... (Formula 12)
Further, in the case of no swing where the position of the air distribution door 90 is fixed to 50%, the following Expressions 13 and 14 are used.

RrSIDEDr = RrSIDEDrd (Formula 13)
RrSIDEPa = RrSIDEPad (Formula 14)
The correction amounts RrSIDEDrd and RrSIDEPad are calculated by Expressions 15 and 16, respectively.

RrSIDEDrd = −f6 × f9 × f15 (Formula 15)
RrSIDEPad = −f6 × f10 × f15 (Formula 16)
Here, the factor f6 is calculated as the characteristic shown in FIG. 17 (a) stored in advance in the ROM, and increases from 0 to 1.0 as the outside air temperature Tam rises from 0 ° C. to 10 ° C. Is the value. It should be noted that, in order to prevent the temperature from the foot outlet in the foot mode from being lowered in winter, when the outside air temperature Tam is low, the target outlet temperature is not corrected by setting f6 = 0.

  Factors f9 and f10 are calculated as characteristics shown in FIGS. 17B and 17C that are stored in advance in the ROM, respectively. That is, f9 increases from 0 to 20 as the difference ΔDr (= TirDr−RrTSSETDr) between the right occupant temperature and the set temperature in the right air conditioning zone 1c increases from 1.5 to 5.0. Value. Similarly, f10 increases from 0 to 20 as the difference ΔPa (= TirPa−RrTSETPa) between the left occupant temperature and the set temperature in the left air conditioning zone 1c increases from 1.5 to 5.0. The value to be These factors f9 and f10 are basically factors that determine the correction amount according to the magnitude of the partial solar radiation.

  Further, the factor f15 is calculated as the characteristic shown in FIG. 17 (d) stored in advance in the ROM. That is, the factor f15 is a value that increases from 0 to 1.0 as the amount of solar radiation Ts detected by the solar radiation sensors 83a and 83b increases. The factor f15 is a factor for preventing the partial solar radiation correction from being erroneously performed when there is no solar radiation.

  As described above, the correction amounts RrSIDEDrd and RrSIDEPad are both negative values less than or equal to 0 from Equations 15 and 16, and therefore the polarized solar radiation correction amounts RrSIDEDr and RrSIDEPd calculated by Equations 11 to 14 are negative values less than or equal to 0. It is. Further, the negative solar radiation correction amounts RrSIDEDr and RrSIDEPa when there is a swing are selected from Equations 11 and 12 as the negative value having the larger absolute value among the correction amounts RrSIDEDrd and RrSIDEPad.

  The presence / absence of a swing is determined according to the level of the blower level of the blower 62 as will be described later, and the value of the calculated values according to the above formulas 11 to 14 changes when switching between with and without a swing. The uneven solar radiation correction value on the side is set so as to gradually change at, for example, 1 ° C./second.

  As described above, the target blowing temperatures RrTAODr and RrTAOPa corrected for partial solar radiation are calculated in step S120 in FIG.

  Next, since the outside air mode is not set in the rear seat air conditioning system 6, the inside / outside air mode determination process (step S130 in FIG. 4) is not executed, and the blower outlet mode is changed according to FIG. 6 in the next step S140. This is determined individually for the left and right air-conditioning zones 1c and 1d on the rear seat side.

  FIG. 6 shows the control characteristics for determining the outlet mode stored in the ROM in advance. In this example, as RrTAODr (corresponding to TAO in FIG. 6) increases, the outlet mode of the air conditioning zone 1c is changed. A face (FACE) mode → bi-level (B / L) mode → foot (FOOT) mode is automatically switched in order. Further, as RrTAOPa (corresponding to TAO in FIG. 6) rises, the air outlet mode of the air-conditioning zone 1d is automatically automatically switched from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. It is supposed to switch to. Hereinafter, the air outlet mode shown in FIG. 6 is referred to as a standard auto mode.

  Here, in the face mode, the face air outlet 20a (20b) is opened by the air outlet switching door 66a (66b), and the conditioned air is blown out only from the face air outlet 20a (20b) toward the occupant upper body side in the passenger compartment. In the bi-level mode, the face outlet 20a (20b) is opened at the outlet switching door 66a (66b), the foot outlet is opened at the outlet switching door 66a (66b), and the conditioned air is supplied to the face outlet. 20a (20b) and the foot outlet are simultaneously blown out to the passenger's upper body side and passenger's lower body side. In the foot mode, the foot air outlet is fully opened by the air outlet switching door 66a (66b), and the conditioned air is mainly blown out from the foot air outlet to the passenger's lower body side.

  The case where the air outlet switching door 66a (66b) is stopped at an intermediate position between the face mode and the bi-level mode is referred to as the FACE 2 mode, and the air outlet switching door 66a (66b) is referred to as the bi-level mode. When stopped at an intermediate position between the foot mode and the B / L2 mode.

  Next, in step S150, the blower voltage to be applied to the blower motor 62a is determined based on the average values of the target blowing temperatures RrTAODr and RrTAOPa (hereinafter referred to as the rear seat target average value). The blower voltage is for controlling the air volume of the blower 62, and is determined according to the control characteristics of FIG. 9 stored in advance in the ROM based on the average values of RrTAODr and RrTAOPa. The control characteristics in FIG. 9 are the same as the control characteristics shown in FIG. 7, and FIG. 9 shows numerical examples.

  In the control characteristics of FIG. 9, when the TAO in FIG. 9 corresponds to the average value of RrTAODr and RrTAOPa, and this average value (= TAO) is in the intermediate region (10 to 38), the blower level corresponding to the blower voltage When the TAO is larger than the intermediate region (that is, the air volume of the blower 62) becomes a constant value, the blower level (that is, the air volume of the blower 62) increases as the TAO increases. Further, when TAO is smaller than the intermediate region, the blower level (that is, the air volume of the blower 62) decreases as TAO decreases. In this way, the blower level, ie the blower voltage, is determined.

  Next, in step S160, the target opening degrees θ3 and θ4 of the air mix doors 65a and 65b are calculated by the above formulas 7 and 8, as in the first and second embodiments.

  In the next step S165, the opening position of the air distribution door 90 is determined in order to preferentially air-condition a part with a high air conditioning load. Unlike the first and second embodiments, the air distribution door control in S165 in the third embodiment changes the collision position of the conditioned air from the two face outlets 20c and 20d with time. That is, it is characterized in that it is swung.

  FIG. 18 shows the relationship between the swing ranges 1 to 4 and the stop position P1 near the right (Dr side) occupant and the stop position P2 near the left (Pa side) occupant in the third embodiment. Moreover, FIG. 19 has shown the passenger | crew's shoulder heat determination conditions when each swing range 1-4 is set.

  The shoulder heat determination is performed based on the determination conditions shown in FIGS. 20A and 20B according to the occupant's shoulder temperatures TirDr and TirPa corresponding to the solar radiation direction. That is, a value obtained by multiplying a difference ΔDr (= TirDr−RrTSSETDr) between the shoulder temperature TirDr of the Dr-side occupant and the set temperature RrTSETDr of the Dr-side air conditioning zone 1c by a factor f15 (FIG. 17 (d)) corresponding to the amount of solar radiation, When the predetermined value (5) or more, it is determined that the Dr. occupant's shoulder heat is ON, and when the predetermined value (3) or less, the shoulder heat is OFF.

  Similarly, a value obtained by multiplying the difference ΔPa (= TirPa−RrTSETPa) between the shoulder temperature TirPa of the Pa side occupant and the set temperature RrTSETPa of the Pa side air conditioning zone 1d by a factor f15 corresponding to the amount of solar radiation is equal to or greater than a predetermined value (5). It is determined that the Pa side occupant's shoulder heat is ON, and the Pa side occupant's shoulder heat is OFF when the value is equal to or less than the predetermined value (3).

  Thus, the non-contact temperature sensor 70 for detecting the passenger's shoulder temperature TirDr, TirPa corresponds to the solar radiation detecting means. The solar radiation direction can also be detected by comparing the solar radiation amount signals TsDr and TsPa with the solar radiation sensors 83a and 83b.

  Based on the result of the determination of the shoulder heat of the left and right passengers according to the solar radiation direction determined in this way, when both the Dr side and Pa side shoulder heat determination are OFF, the swing range 1 (the widest swing range) ( P1 = 95%, P2 = 5%) is selected. Conversely, when both the Dr-side and Pa-side shoulder heat determinations are ON, the swing range 4 (P1 = 75%, P2 = 25%) having a narrow swing range is selected.

  Further, when it is determined that only one occupant has the shoulder heat determination ON, that is, when the solar radiation direction is on the right side of the vehicle, the Dr side occupant's shoulder temperature TirDr becomes high and the Dr side shoulder heat determination is ON. The swing range 2 (P1 = 85%, P2 = 35%) in which the conditioned air collides preferentially on the Dr side is selected.

  Alternatively, when the solar radiation direction is the left side of the vehicle and the shoulder temperature TirPa of the Pa-side occupant becomes high and the Pa-side shoulder heat determination is ON, the swing range 3 (P1) in which the conditioned air collides preferentially on the Pa side. = 65%, P2 = 15%) is selected.

  Thus, when at least one of the left and right occupants is on shoulder temperature determination ON, the swing range is reduced by about half compared to the swing range 1 when both are OFF, so that the sudden change in wind speed is alleviated.

  Next, the stop time at the swing stop positions P1 and P2 will be described. In each of the swing ranges 1 to 4, the stop time STDr at the stop position P1 on the Dr side has a difference between the left and right occupant shoulder temperature differences (TirDr−TirPa) according to the control characteristics shown in FIG. It is determined to be longer as the factor f15 with respect to the amount of solar radiation becomes larger as the factor becomes larger. The range is limited to 1 (seconds) ≦ STDr ≦ 30 (seconds).

  Further, the stop time STPa at the Pa-side stop position P2 is related to the amount of solar radiation as the left and right occupant shoulder temperature difference (TirPa-TirDr) increases due to the control characteristics shown in FIG. The larger the factor f15 is, the longer it is determined. The range is limited to 1 (seconds) ≦ STPa ≦ 30 (seconds).

  Note that the constants α and β in FIGS. 21A and 21B change the stop time for each number of swings, with 16 times as one cycle, as shown in FIG. Fluctuating the air blowing pattern to prevent habituation.

  Further, the swing stop time correction value γDr for determining the upper limit value (10 + α + γDr) and the lower limit value (1 + β + γDr) of STDr, and the swing stop time correction value γPa for determining the upper limit value (10 + α + γPa) and lower limit value (1 + β + γPa) of STPa are shown in FIG. It is determined by the characteristics shown in (a) and (b).

  That is, γDr (γPa) is a value γDr ′ (γPa ′) that increases as the difference (RrTSSETDr−RrTSETPa) between the Dr-side set temperature and the Pa-side set temperature decreases (increases), and the left and right occupant shoulder temperatures. It is calculated as a product of the degree of partial solar radiation f3 set so as to increase as the absolute value of the difference decreases and as the factor f15 corresponding to the amount of solar radiation increases. That is, γDr = f3 × γDr ′ and γPa = f3 × γPa ′.

  Thus, the stop time STDr at the swing stop position P1 in the vicinity of the Dr-side occupant is longer as the shoulder temperature of the Dr-side occupant is higher than the shoulder temperature of the Pa-side occupant, and the set temperature on the Dr side is set on the Pa side. The temperature is set to be longer as it is lower than the temperature, longer as the amount of solar radiation is larger, and longer as the degree of partial solar radiation is smaller.

  Similarly, the stop time STPa at the swing stop position P2 in the vicinity of the Pa-side occupant is longer as the Pa-side occupant's shoulder temperature is higher than the Dr-side occupant's shoulder temperature, and the Pa-side set temperature is the Dr-side set temperature. Is set to be longer as it is lower, longer as the amount of solar radiation is larger, and longer as the degree of partial solar radiation is smaller.

  As described above, the collision time of the conditioned air on the side where the sunshine is radiated corresponding to the side where the passenger's shoulder temperature is high is set to be longer than the collision time of the conditioned air on the opposite side where the sunshine is not exposed. The

  Hereinafter, the processing routine of the air distribution door control in step S165 will be described with reference to the flowchart of FIG.

  First, in step S200, it is determined whether or not the currently set blower level (corresponding to the blower voltage) of the blower 62 is greater than an intermediate value of 15. When the determination result is NO, that is, when the blower level is low, it is determined that there is no particularly large portion of the air conditioning load, the process proceeds to step S210, the swing operation is stopped, and there is no swing. That is, here, the position of the air distribution door 90 is set to 50%, and the amount of air flow between the right passage 60c and the left passage 60d of the case 60 is made equal to each other, thereby colliding positions of the conditioned air at the two face outlets 20c and 20d. Is provided in the middle between the left and right occupants.

  If the determination result in step S200 is YES, that is, if the blower level is high, the process proceeds to step S220 to perform a swing.

  In step S220, a swing pattern is given. As an example of this swing pattern, as shown in FIG. 25, according to the elapsed time, the number of swings, the swing range determined by the Dr side swing stop position P1, the Pa side swing stop position P2, and the swing stop at the swing stop positions P1 and P2. It is defined by time STDr, STPa, and swing speed.

  Thus, the position of the air distribution door 90 is determined according to the elapsed time from the start of the swing at the time of execution of S220 from the swing pattern characteristics of FIG.

  In the next steps S230 to S260, the stop position and stop time on the left and right of the swing according to the elapsed time are sequentially determined. That is, in step S230, the Dr-side stop time STDr is calculated based on the characteristics shown in FIGS. 21 (a), 22 and 23 (a), (b). In step S240, the Dr-side stop position P1 is calculated based on the characteristics shown in FIGS. 18, 19 and 20A, 20B.

  In step S250, Pa-side stop time STPa is calculated based on the characteristics shown in FIGS. 21 (b), 22 and 23 (a), (b). In step S260, the Pa-side stop position P2 is calculated based on the characteristics shown in FIGS. 18, 19 and 20A, 20B.

  In the next step S270, the blower voltage correction amount f13 of the blower 62 is determined according to the control characteristics stored in advance in the ROM shown in FIG. That is, the blower correction amount f13 is set so as to increase as the solar radiation amount TSDi detected by the solar radiation sensors 83a and 83b increases. Further, the blower correction amount f13 is set so as to increase as the difference MAX between the shoulder temperature of the occupant and the set temperature ΔDr, ΔPa increases in the air conditioning zones 1c, 1d on the left and right sides of the rear seat. Is done. In FIG. 26, when the magnitude of MAX (ΔDr, ΔPa) is in the range of 2.0 to 6.0, the blower correction value f13 is linearly interpolated according to the magnitude of MAX (ΔDr, ΔPa).

  The blower correction value f13 calculated in this way is added to the blower voltage calculated in step S150 (FIG. 8). Thereby, the blower level is raised according to the increase in the amount of solar radiation and the shoulder temperature of the rear seat occupant.

  In the next step S280, the outlet control according to the influence of the uneven solar radiation in the FOOT mode and the B / L mode in the standard auto mode described above by the control characteristics stored in the ROM shown in FIG. 27 in advance. I do.

  That is, in the FOOT mode that is set according to the value of the target outlet temperature RrTAODr (RrTAOPa), the difference between the left and right occupant shoulder temperatures and the set temperature shown in the following equation 17 is the larger of the differences ΔDr and ΔPa. As the value corrected by the factor f15 corresponding to the amount (FIG. 17 (d)) becomes larger, the FOOT mode → the B / L mode → the FACE2 mode is automatically switched sequentially. In this case, during the bi-directional switching between the FOOT mode and the B / L mode, the B / L2 mode is temporarily stopped for 10 seconds.

(MAX (ΔDr, ΔPa)) × f15 (Expression 17)
As a result, even if the FOOT mode is selected in the standard auto mode, if the influence of uneven solar radiation becomes large and the shoulder temperature of the rear seat occupant becomes higher than the set temperature, the face outlet above the rear seat The air blowing from 20c (20d) is positively performed to mitigate the effect of uneven solar radiation on the upper body of the occupant.

  In the same FIG. 27, in the B / L mode in the standard auto mode set according to the value of the target outlet temperature RrTAODr (RrTAOPa), the difference between the shoulder temperature of the occupant on the left and right and the set temperature shown in Expression 17 As the value corrected by the factor f15 corresponding to the amount of solar radiation increases to the larger size, the mode is automatically switched from the B / L mode to the FACE2 mode.

  As a result, even if the B / L mode is selected in the standard auto mode, if the effect of uneven solar radiation becomes large and the shoulder temperature of the rear seat occupant becomes higher than the set temperature, the face above the rear seat The number of blowouts from the air outlet 20c (20d) is increased so as to mitigate the influence of uneven solar radiation on the occupant's upper body.

  Such air outlet control is not performed except in the FOOT mode and the B / L mode, and the control in the normal standard auto mode is maintained.

  Further, in the next step S290, the target opening degree of the air mix doors 65a and 65b is corrected so that the actual blowing temperatures from the left and right face outlets 20c and 20d are equal during the swing operation instructed in S220. To do. In other words, the average value (θ3 + θ4) / 2 of the target opening θ3 and θ4 of the air mix doors 65a and 65b calculated by Expressions 7 and 8 in step S160 is used as the common target opening of the left and right air mix doors 65a and 65b. And

  Thereby, when the collision of each conditioned air from the left and right face outlets 20c and 20d is swung and the time of the collision is corrected and changed according to each set temperature above the left and right occupants, By equalizing the blowout temperatures from the face outlets 20c and 20d, a difference in temperature according to the set temperature difference can be created between the left and right occupants.

  When the routine of the air distribution door control as described above is completed, the routine returns to the main routine of FIG. 8, and in step S170, the blower voltage, the target opening degree, the inside / outside air switching mode, and the outlet mode determined as described above are changed. The control signals shown are output to the servo motors 65c, 65d, 66c, 66d, 90a, the blower motor 62a, etc., and the air mix doors 65a, 65b, the outlet switching doors 66a, 66b, the air distribution door 90, the blower 62, etc. are operated. To control.

  Thereafter, when a certain period of time has elapsed in step S180, the process returns to step S100, and the above-described air conditioning control process (steps S100 to S180) is repeated. By repeating such calculation and processing, the air conditioning of the rear seat air conditioning zones 1c and 1d is automatically controlled.

  As described above, in the third embodiment, a swing operation is performed in which the position where the air-conditioned air from the left and right face outlets 20c and 20d on the rear seat side collides in the space above the rear seat occupant changes with time. Yes.

  In this swing operation, the influence of uneven solar radiation is judged according to the size of the shoulder temperature difference between the left and right occupants, and the air-conditioning wind collision time above the occupant on the side of the solar radiation is not exposed to the solar radiation on the opposite side By making it longer than on the side, it is possible to preferentially cool the part that is exposed to sunlight.

  In addition, since the side not exposed to solar radiation becomes hot due to the radiation from the vehicle body when the vehicle itself receives solar radiation, the occupant on the side not exposed to solar radiation can be air-conditioned by the swing operation.

  Further, in the third embodiment, when the target air temperature is calculated independently for the left and right air-conditioning zones 1c and 1d, and the air-conditioning control is performed independently by this, the left and right air mix door openings are determined as the average value of both. The left and right outlet temperatures are made equal to each other, and the time when the conditioned air collides above the occupant is made different according to the set temperature difference in the right and left air conditioning zones 1c and 1d. It creates a temperature difference in the passenger and realizes air-conditioning control according to the left and right set temperatures.

(Other embodiments)
(1) In the said 1st thru | or 3rd embodiment, the position which makes each air-conditioning wind collide from Dr side face blower outlet 20c which is the 1st and 2nd blower outlet, and Pa side face blower outlet 20d is a front seat. In addition, although the example of the collision on the rear seat side among the rear seats is shown, the present invention is not limited thereto, and the collision may be performed on the front seat side passenger. Furthermore, in a vehicle having three or more rows in the front-rear direction, the conditioned air may collide with the passenger in the left-right direction of each row.

  (2) In the first to third embodiments, the first and second outlets, the Dr-side face outlet 20c and the Pa-side face outlet 20d, are opposed to the left and right ends of the passenger compartment ceiling 22, respectively. Although the example which arranged so was shown, it is not restricted to this. In other words, the two outlets 20c and 20d may be arranged so as to be positioned below the ceiling in the vertical direction, and each outlet direction may be formed upward. Alternatively, the two air outlets 20c and 20d may be arranged so as to be shifted forward or rearward from the left-right direction of the occupant, and the respective outlet directions may be formed upward.

  (3) In the first to third embodiments, the example in which the air flow rate ratio to the left and right ducts 21c and 21d is changed by one blower 62 and the air distribution door 90 as the collision position adjusting means has been described. Not limited to this, instead of the air distribution door 90 on the upstream side of the evaporator 63, a first blower that adjusts the air flow rate to the right passage 60c and a second fan that adjusts the air flow rate to the left passage 60d. A blower may be used. Thereby, by adjusting the air flow rate blown from the first and second air outlets 20c, 20d independently of the air flow rate of the first and second blowers, respectively, It is possible to adjust the collision position of the conditioned air above the occupant by adjusting the blowing rate.

It is a figure which shows the outline of the vehicle air conditioner of embodiment of this invention. It is a figure which shows schematic structure of the vehicle air conditioner. It is a figure which shows the arrangement | positioning form of a rear seat right side (Dr side) and a rear seat left side (Pa side) face blower outlet. It is a flowchart which shows the process of front seat air-conditioning control. It is a figure which shows the control characteristic for determining inside / outside air mode. It is a figure which shows the control characteristic for determining a blower outlet mode. It is a figure which shows the control characteristic for determining a blower voltage mode. It is a flowchart which shows the process of rear seat air conditioning control. It is a figure which shows the control characteristic for determining the blower level of a rear seat air conditioning system. It is a figure which shows the control characteristic for determining the air distribution door position of 1st Embodiment. It is a figure which shows the example of a collision of the air-conditioning wind in 1st Embodiment. It is a figure which shows the external appearance of the air-conditioning display panel of 2nd Embodiment. It is a figure which shows the control characteristic for determining the air distribution door position of 2nd Embodiment. It is a figure which shows the arrangement position and to-be-tested temperature range of the non-contact temperature sensor of 3rd Embodiment. It is a figure which shows the structure of a non-contact temperature sensor. It is a figure which shows a part of test temperature range of a non-contact temperature sensor. (A) is a diagram showing characteristics for determining factor f6, (b) is a diagram showing characteristics for determining factor f9, (c) is a diagram showing characteristics for determining factor f10, and (d) is a factor. It is a figure which shows the characteristic for determining f15. It is a figure which shows a swing range. It is a graph which shows the conditions for determining a swing range. (A), (b) is a figure which shows the characteristic for determining the shoulder part heat | fever of a Dr side passenger | crew and Pa side passenger | crew, respectively. (A), (b) is a figure which shows the characteristic for determining swing stop time STDr, STPa of Dr side and Pa side, respectively. It is a graph which shows the relationship between the frequency | count of swing, and constant (alpha) and (beta). (A) is a figure which shows the characteristic for determining a swing stop time correction value, (b) is a figure which shows the characteristic for determining the partial solar radiation degree f3. It is a flowchart which shows the processing tool of the air distribution door control in 3rd Embodiment. It is a figure which shows an example of a swing pattern. It is a figure which shows the characteristic for determining the correction amount f13 of a blower voltage. It is a figure which shows the characteristic for correct | amending the blower outlet mode.

Explanation of symbols

20c ... Rear seat right side (Dr side) Face outlet (first outlet),
20d: Rear left seat (Pa side) face outlet (second outlet),
21c ... 1st duct, 21d ... 2nd duct, 60 ... Case, 62 ... Blower,
8 ... Control device (air conditioner ECU), 90 ... Air distribution door, 90a ... Servo motor.

Claims (9)

A first air outlet (20c) and a second air outlet (20d) which are respectively provided on both the left and right sides of the vehicle occupant and are arranged so that each conditioned air to be blown out collides at a collision position in the space above the occupant;
A first duct (21c) and a second duct (21d) for blowing the conditioned air from the first and second outlets, respectively;
Collision position adjusting means (90, 90a) for adjusting the collision position;
Air conditioning control means (8) for controlling the collision position adjusting means to change the collision position ,
The air conditioning control means includes means (S220) for controlling the collision position adjusting means so as to change the collision position with time.
Temperature setting means (11, 12) for setting a target set temperature for each of the left and right air-conditioning zones of the vehicle;
The air-conditioning control means (S290) for controlling the air-conditioning air blown out from the first and second air outlets to be substantially equal when the collision position changes with time; A vehicle air conditioner comprising means (S230, S250) for correcting a time during which the conditioned air collides in a space above an occupant in accordance with the difference between the left and right set temperatures.   2. The vehicle air conditioner according to claim 1, wherein the blowing direction of each of the first and second outlets is provided in a direction along a surface of the ceiling (22) of the vehicle.   The collision position adjusting means changes the collision position by changing at least one of an air volume blown from the first air outlet and an air volume blown from the second air outlet. The vehicle air conditioner according to claim 1 or 2.   4. The vehicle air conditioner according to claim 3, wherein the collision position adjusting means includes an air distribution door 90 and adjusts an air distribution amount to the first and second ducts by the air distribution door.   The said air-conditioning control means controls the said collision position adjustment means to preferentially air-condition the site | part with a high air-conditioning load in the said vehicle interior, The any one of Claim 1 thru | or 4 characterized by the above-mentioned. Vehicle air conditioner.   A collision position setting switch (13) for manually setting the collision position is provided, and the air conditioning control means includes means (S165) for controlling the collision position adjusting means so that the set position becomes the collision position. The vehicle air conditioner according to any one of claims 1 to 5.   The said air-conditioning control means is provided with the means (S165) which controls the said collision position adjustment means so that the said collision position may be adjusted according to the set temperature (RrTSETDr, RrTSETPa) set. The vehicle air conditioner according to any one of the above. Comprising solar radiation detecting means (70, 83a, 83b) for detecting the direction of solar radiation of the vehicle,
The air conditioning control means includes means (S240, S260) for controlling the collision position adjusting means so as to form the collision position on the side where the solar radiation hits according to the detected solar radiation direction. The vehicle air conditioner according to claim 1 . The air conditioning control means determines the time of the collision above the occupant on the side exposed to the solar radiation above the occupant on the opposite side of the solar irradiation side according to the detected direction of solar radiation. The vehicle air conditioner according to claim 8 , further comprising means (S230, S250) for setting the time longer than the collision time.

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