JP4995138B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that selectively generates heat from a plurality of auxiliary heat sources to compensate for a shortage of heat in a heating unit that uses heat generated by an engine as a heat source.

  Generally, in a vehicle air conditioner, when heating is performed using the heat generated by an engine as a heat source, hot water heating using cooling water heated by the heat generated by the engine is the mainstream. Since this hot water heating system uses cooling water as a heat source, a sufficient amount of heating heat can be obtained from this cooling water until the cooling water temperature rises to some extent during cold start with a low cooling water temperature and warm-up operation after starting. I can't.

  Recently, various engines such as in-cylinder direct injection engines (gasoline engines, diesel engines) and lean burn engines that have improved combustion efficiency and improved fuel efficiency have been proposed, and some have already been put into practical use. . In such an engine with improved combustion efficiency, the cooling loss is relatively reduced, and therefore the cooling water temperature tends to be lowered. Therefore, not only in the cold start and warm-up operation, there may be a case where sufficient heating cannot be obtained with only the cooling water depending on the operation region even after the warm-up is completed.

As a countermeasure, Patent Document 1 (Japanese Patent Application Laid-Open No. 8-91041) discloses that three PTC heaters are arranged as auxiliary heat sources immediately downstream of the heater core, and each PTC heater is selectively turned on / off. In addition, a technique is disclosed in which a deficiency in the amount of heating heat by the heater core using the cooling water temperature as a heat source is assisted. According to the technique disclosed in this document, the output level of the PTC heater can be switched in three stages, so that the shortage of heat from the heater core can be efficiently compensated.
JP-A-8-91041

  By the way, in general, in an air conditioner, five modes of a defroster mode, a defroster / heat mode, a heat mode, a bi-level mode, and a ventilation mode are set as an air blowing mode.

  Among these blowing modes, the defroster / heat mode, the heat mode, and the bi-level mode are modes for supplying warm air to the passenger side, so that the air can be immediately heated to blow the warmed air. desirable.

  However, in the technique disclosed in the above-mentioned publication, since the PTC heater as an auxiliary heat source is disposed immediately downstream of the heater core, for example, when it is desired to immediately raise the temperature of air, all the PTC heaters are turned on. Thus, it is necessary to heat up the air passing through the PTC heater with a large amount of heat.

  As a result, a great amount of heat is required, and it is necessary to dispose a PTC heater having a large heat capacity. Furthermore, when the pipe length from the PTC heater disposed immediately downstream of the heater core to the outlet is relatively long, even if the PTC heater is heated, the air heated by the PTC heater is actually heated. There is a certain delay time to reach the outlet. As a result, in the cold start and the warm-up operation after the cold start, there is an inconvenience that it is difficult to immediately supply the passenger with warm air that has been heated to a predetermined temperature.

  In view of the above circumstances, the present invention immediately applies hot air that has been heated to a passenger's side by an auxiliary heat source, even in an operation region where sufficient heating cannot be obtained by heating using the heat generated by the engine as a heat source. An object of the present invention is to provide a vehicle air conditioner that can be supplied and can obtain a good heating effect.

  In order to achieve the above object, the present invention provides a heater unit comprising heating means for heating the air passing therethrough using the heat generated by the engine as a heat source, and an upstream auxiliary heat source for assisting shortage of the heat amount of the heating means, and a downstream side of the heater unit A heater duct having a heater outlet that guides air sent from the heater unit to the vehicle interior and blows air into the vehicle interior, temperature detection means for detecting the temperature of the engine, and the temperature detection means In a vehicle air conditioner comprising control means for controlling heat generation of the upstream auxiliary heat source based on the detected temperature of the engine, a downstream auxiliary heat source having a smaller heat generation capacity than the upstream auxiliary heat source is provided at the heater outlet. The controller is configured to reduce the engine temperature based on the temperature of the engine detected by the temperature detecting means. In this case, the upstream auxiliary heat source and the downstream auxiliary heat source are heated, and as the temperature of the engine rises, the heat generation of the downstream auxiliary heat source is stopped, and then the heat generation of the upstream auxiliary heat source is stopped. .

  According to the present invention, the downstream auxiliary heat source is disposed at the heater outlet even in an operating region where sufficient heating cannot be obtained by heating using the heat generated by the engine. Hot air heated to a predetermined temperature can be immediately supplied to the passenger side, and a good heating effect can be obtained.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration diagram of a vehicle air conditioner.

  The air conditioner 1 shown in the figure is provided in a vehicle equipped with an engine having high combustion efficiency, such as a direct injection engine (diesel engine, gasoline engine), a lean bar engine, or the like. Of course, the air conditioner 1 according to the present embodiment can be applied to a vehicle or an electric vehicle equipped with an engine other than the engine having such a high combustion efficiency.

  The air conditioner 1 is disposed between an instrument panel provided in the front part of the vehicle interior and an engine room formed in front of the instrument panel, and a blower unit 2 is disposed on the upstream side. The heater unit 3 is continuously provided.

  The blower unit 2 has a blower fan 10 that pumps air introduced from the outside of the vehicle or the vehicle interior into the vehicle interior, and a blower drive motor 11 is connected to the blower fan 10. The heater unit 3 has an evaporator 12, and the evaporator 12 is disposed on the downstream side of the blower fan 10. The evaporator 12 constitutes a refrigeration cycle together with an air conditioner compressor and a condenser (not shown), and the air sent from the blower fan 10 is cooled and dehumidified as it passes through the evaporator 12.

  In addition, the heater unit 3 includes a defroster outlet 21 that communicates with the defroster 20, a ventilation outlet 25 that communicates with a ventilation duct 32 disposed on the instrument panel, and a heater outlet that communicates with the heater case 24. 26. Further, a defroster damper 28, a ventilation damper 29, and a heater damper 30 for opening and closing each of the outlets 21, 25, 26 are disposed at the outlets 21, 25, 26, respectively. The dampers 28, 29, and 30 are connected to the mode actuator 31 via main links and levers (both not shown), and each damper 28, 29, 30 is operated by the operation of the mode actuator 31. Opening and closing of 29 and 30 is controlled.

  The heater unit 3 is provided with a heater core 33 as heating means for circulating cooling water therein. The heater core 33 is disposed obliquely in the heater unit 3, and one corner is in contact with or close to the lower side of the heater unit 3 and is air-mixed on a surface directed to the upper side of the heater unit 3. A damper 34 is provided. Further, an air mix damper actuator 35 is connected to the air mix damper 34. The opening of the air mix damper 34 is controlled by the operation of the air mix damper actuator 35, and the amount of air passing through the heater core 33 is adjusted by the opening of the air mix damper 34.

  Further, three first to third PTC (Positive Temperature Coefficient) heaters 46 a to 46 c as upstream auxiliary heat sources are arranged immediately downstream of the heater core 33. Each of the PTC heaters 46a to 46c has an elongated rectangular parallelepiped shape having substantially the same width as the width of the heater core 33 extending from the front side of the sheet to the back side. The amount of heat generated by each of the PTC heaters 46a to 46c is In the present embodiment, a relatively large heat generation capacity of 400 [W] is set. Accordingly, by selectively turning on each of the PTC heaters 46a to 46c, the heat generation amount can be set in three stages of 400 [W], 800 [W], and 1200 [W].

  The heater case 24 is formed with foot outlets 27a and 27b for blowing warm air to the feet of the front seat. In the present embodiment, it is assumed that the left foot outlet 27a is opened on the passenger seat side and the right foot outlet 27b is opened on the driver seat side. Further, left and right foot ducts 24a and 24b extending to the rear of the passenger compartment along both sides of the center console are connected downstream of the foot outlets 27a and 27b.

  The fourth and fifth PTC heaters 47a and 47b as downstream auxiliary heat sources are disposed one by one at the left and right foot outlets 27a and 27b. The fourth and fifth PTC heaters 47a and 47b are the same and are formed in a rectangular parallelepiped shape. Further, both the PTC heaters 47a and 47b are disposed symmetrically with respect to the foot outlets 27a and 27b. By arranging both PTC heaters 47a and 47b having the same shape symmetrically with respect to the foot outlets 27a and 27b, the air distribution balance is improved. In addition, the heat generation amount of each of the PTC heaters 47a and 47b is lower than the heat generation amount of the first to third PTC heaters 46a to 46c described above. In this embodiment, the heat generation capacity is relatively small, which is about half 208 [W]. Is set to

  The above-described actuators 31, 35 and the PTC heaters 46a to 46c, 47a, 47b are controlled by an air conditioning control unit (air conditioner_ECU) 40. This air conditioner_ECU 40 is composed of a well-known microcomputer having a non-volatile memory such as a CPU, ROM, RAM, and EEPROM, and the ROM stores programs relating to air conditioning control executed by the CPU, fixed data, and the like. Yes.

  As shown in FIG. 2, on the input side of the air conditioner_ECU 40, an operation panel 41, an inside air temperature sensor 42 that detects the vehicle interior temperature (inside air temperature) Tin, and an outside air temperature as an outside air temperature detecting means that detects the outside air temperature Tout. Various sensors such as a sensor 43, a solar radiation sensor 44 for detecting the amount of solar radiation Q entering the passenger compartment, and a water temperature sensor 45 as temperature detecting means for indirectly detecting the engine temperature from the temperature of the cooling water (cooling water temperature) Tw It is connected. The operation panel 41 is provided with a room temperature setting switch for setting the room temperature, an auto switch for turning on / off the automatic operation mode, an air conditioner switch for manually turning on / off the air conditioner, and the like.

  The actuators 31 and 35 and the PTC heaters 46a to 46c, 47a and 47b are connected to the output side of the air conditioner_ECU 40. Note that the air conditioner_ECU 40 also controls the blower drive motor 11, but this control is well known and will not be described.

  In the automatic operation mode, the air conditioner_ECU 40 selects the blowing mode based on the inside air temperature Tin, the outside air temperature Tout, the solar radiation amount Q, the set temperature Ts set by the room temperature setting switch of the operation panel 41, and the like. The blowout mode sets which blowout ports 21, 25, 26 are blown, and in this embodiment, five modes of defroster mode, defroster / heat mode, heat mode, bi-level mode, and ventilation mode are set. have.

  The actuators 31 and 35 are operated so as to blow air from the outlet corresponding to the selected outlet mode, and energization control is performed on the PTC heaters 46a to 46c, 47a and 47b.

  Here, the control operation of each blowing mode executed by the air conditioner_ECU 40 will be briefly described. In the defroster mode, the air mixing damper actuator 35 is driven to appropriately control the opening degree of the air mixing damper 34 and guide the air flowing in the evaporator 12 to the heater core 33. At the same time, the mode actuator 31 is driven to open the defroster damper 28 and close the heater damper 30 and the ventilation damper 29. As a result, the air that has passed through the evaporator 12 passes through the heater core 33 and becomes warm air, and is blown out from the defroster 20 to exhibit the maximum defrosting and anti-fogging performance.

  In the defroster / heat mode, the air mix damper actuator 35 is driven to appropriately control the opening degree of the air mix damper 34. At the same time, the mode actuator 31 is driven to open the defroster damper 28 and the heater damper 30 and close the ventilation damper 29. As a result, the air that has passed through the heater core 33 and has become warm air is blown from both the foot outlets 27a and 27b, the left and right foot ducts extending to the rear of the vehicle interior, and the defroster 20 to warm the vehicle interior and the window glass. Remove cloudiness.

  In the heat mode, the air mix damper actuator 35 is driven to appropriately control the opening degree of the air mix damper 34. At the same time, the mode actuator 31 is driven to open the heater damper 30, slightly open the defroster damper 28, and close the ventilation damper 29.

  As a result, the warm air that has passed through the heater core 33 passes through the heater case 24 and is blown out from the left and right foot outlets 27a and 27b, and is guided toward the rear seat and blown out to the feet of the rear seat. In the heat mode, since the defroster damper 28 is slightly opened, warm air is also blown out slightly from the defroster 20.

  In the bi-level mode, the opening of the air mix damper 34 is appropriately controlled by driving the air mix damper actuator 35. At the same time, the mode actuator 31 is driven to open both the ventilation damper 29 and the heater damper 30 and close the defroster damper 28.

  As a result, on the downstream side of the heater core 33, the air warmed when passing through the heater core 33 and the cool air that has not passed through the heater core 33 but passed through the evaporator 12 are mixed, and a part of the mixed air is mixed. The air is blown out from the ventilation duct 32 through the ventilation outlet 25, and the remaining part is passed through the heater case 24 through the heater outlet 26 and blown out from the front seat foot outlets 27a and 27b and the rear seat side. The

  The ventilation mode appropriately controls the opening degree of the air mix damper 34 by driving the actuator 35 for the air mix damper. At the same time, the mode actuator 31 is driven to open the ventilation damper 29 and close the defroster damper 28 and the heater damper 30.

  As a result, a part of the air cooled by the evaporator 12 is warmed by the heater core 33 according to the set temperature Ts set by the room temperature setting switch, and becomes warm air and cold air downstream of the heater core 33. Are mixed, and the mixed air is blown out of the ventilation duct through the ventilation outlet 25.

  When the auto switch provided on the operation panel 41 is turned on, the air conditioner_ECU 40 sets the set temperature Ts set by the room temperature setting switch, the inside air temperature Tin detected by the inside air temperature sensor 42, and the outside air temperature detected by the outside air temperature sensor 43. The necessary blowout temperature is automatically set based on Tout, the amount of solar radiation Q detected by the solar radiation sensor 44, the cooling water temperature Tw detected by the water temperature sensor 45, and any outlet 21 based on this necessary blowout temperature. , 25, 26 to set the blowing mode for blowing air. In the air conditioner_ECU 40, the blower drive motor 11 is also controlled based on the temperature difference between the set temperature Ts and the inside air temperature Tin as described above.

  By the way, for example, in the warm-up operation at the time of cold start or after the start-up, since the inside air temperature Tin and the cooling water temperature Tw are both low, it is impossible to blow out warm air sufficiently warmed into the vehicle interior. Therefore, even if the auto switch is turned on, generally, when the cooling water temperature Tw is equal to or lower than the set water temperature, the defroster mode is selected until the cooling water temperature Tw reaches the set water temperature, and cold air blows off to the feet of the passenger. It is controlled not to be.

  However, after the engine is started, it takes a relatively long time until the cooling water temperature Tw rises to a temperature at which heating is possible. In particular, since a cooling loss is reduced in an engine with high combustion efficiency such as a recent direct injection engine in a cylinder, a longer time is required until the cooling water temperature Tw rises to a temperature at which heating is possible.

  Therefore, in the heater control executed by the air conditioner_ECU 40, energization control is performed on the PTC heaters 46a to 46c, 47a, 47b, which are auxiliary heat sources, according to the cooling water temperature Tw and the blowing mode, The heat generated by the PTC heaters 46a to 46c, 47a, 47b is compensated.

  The heater control executed by the air conditioner_ECU 40 is specifically performed according to the heater control routine shown in FIGS. This routine is executed every set calculation cycle. First, in step S1, whether the ventilation mode (VENT) or the defroster mode (DEF) is selected as the blowing mode, or whether any other mode is selected. Investigate. Note that this blow-out mode may be selected automatically by the air conditioner_ECU 40 according to the driving conditions by turning on the auto switch, or manually selected by the driver or the like.

  If the ventilation mode (VENT) or the defroster mode (DEF) is selected as the blowing mode, the process jumps to step S5. On the other hand, if any one of the blowing modes (defroster / heat mode, heat mode, bilevel mode) other than the ventilation mode (VENT) and the defroster mode (DEF) is selected, the process proceeds to step S2.

  As described above, in the ventilation mode and the defroster mode, since the heater outlet 26 is closed by the heater damper 30, the fourth and fifth PTC heaters 47a, 47a disposed in the foot outlets 27a, 27b of the heater case 24 are provided. There is no need to heat 47b. Therefore, the PTC heaters 47a and 47b are branched to step S5 where there is no possibility of heating.

  In step S2, the outside air temperature Tout detected by the outside air temperature sensor 43 is compared with the outside air temperature judgment value Toout. The outside air temperature determination value Toout is a temperature that the passenger feels cold, and is a preset fixed value. In this embodiment, Toout = 10 to 15 [° C.] is set. The outside air temperature determination value Toout has a hysteresis of about ± 2 [° C.] to prevent control hunting.

  If it is determined that the outside air temperature Tout of Tout ≦ Touto is relatively low, the process proceeds to step S3. If it is determined that the outside air temperature Tout where Tout> Touto is relatively high, the process jumps to step S10.

  In step S3, the cooling water temperature Tw is compared with the first water temperature determination value Tw1. The first water temperature determination value Tw1 is a temperature at which it is determined that the amount of heat of the cooling water temperature Tw cannot sufficiently warm the air through the heater core 33, and is set to about Tw1 = 60 [° C.] in the present embodiment. Yes. When it is determined that Tw ≦ Tw1 is insufficient, the process proceeds to step S4. When it is determined that Tw> Tw1, the process proceeds to step S5.

  Proceeding to step S4, the first and second PTC heaters 46a and 46b and the foot outlets 27a. The fourth and fifth PTC heaters 47a and 47b disposed in 27b are turned on to generate heat, and the third PTC heater 46c is turned off to stop heat generation, and the routine is exited.

  Then, the air passing through the heater core 33 is heated and heated by the first and second PTC heaters 46a and 46b. Further, the foot outlet 27a. The air blown out from 27b is heated and heated by the fourth and fifth PTC heaters 47a and 47b disposed in the foot outlets 27a and 27b. Since the fourth and fifth PTC heaters 47a and 47b are disposed in the foot outlets 27a and 27b, when the fourth and fifth PTC heaters 47a and 47b are turned on, the warm air is instantaneously blown to the feet of the passengers. It can be attached and a good heating effect can be obtained.

  Incidentally, as described above, the first to third PTC heaters 46a to 46c disposed downstream of the heater core 33 each have a relatively large heat generation amount of 400 [w], and all the PTC heaters 46a to 46c at one time. When 46c is turned on, a large inrush current is generated. Moreover, if all the PTC heaters 46a to 46c, 47a and 47b are turned on, the total power consumption of the PTC heaters 46a to 46c, 47a and 47b increases, and the power generation capacity of the alternator may be exceeded. Disturbance occurs in the discharge balance. Therefore, in this embodiment, at least one or two PTC heaters are turned off without turning on all the PTC heaters 46a to 46c, 47a, 47b.

  Further, when the process proceeds from step S1 or step S3 to step S5, the cooling water temperature Tw is compared with the second water temperature determination value Tw2. When Tw ≦ Tw2, the process proceeds to step S6, and when Tw> Tw2, the process proceeds to step S7. This second water temperature determination value Tw2 is determined that the temperature of the cooling water flowing through the heater core 33 (cooling water temperature) Tw is not higher than the second water temperature determination value Tw2, and it is determined that the air cannot be heated sufficiently. The temperature is set to about Tw2 = 70 [° C.] in the present embodiment.

  In step S6, the first to third PTC heaters 47a to 47c disposed immediately downstream of the heater core 33 are turned on to generate heat, and the foot outlets 27a. The fourth and fifth PTC heaters 47a and 47b disposed in 27b are turned off to stop heat generation, and the routine is exited. Then, the air that has passed through the heater core 33 is heated and heated by the first to third PTC heaters 46a to 46c, and blown out from the blowout port corresponding to the selected blowout mode.

  By the way, when the blowout mode is the ventilation mode or the defroster mode, the heater blowout port 26 is closed by the heater damper 30, and therefore it is not necessary to turn on the fourth and fifth PTC heaters 47a and 47b. Therefore, in this case, when the cooling water temperature Tw is equal to or lower than the second water temperature determination value Tw2, even if the cooling water temperature Tw is equal to or lower than the first water temperature determination value Tw1, only the first to third PTC heaters 46a to 46c are obtained in step S6. Turn on.

  On the other hand, in the blowing modes other than the ventilation mode and the defroster mode (defroster / heat mode, heat mode, bi-level mode), the heater outlet 26 is opened, and the air sent by the blower fan 10 is left and right. Although it passes through the foot ducts 24a and 24b and is blown out from the foot outlets 27a and 27b, the cooling water temperature Tw is raised to some extent, so that the air is sufficiently heated by heating the first to third PTC heaters 46a to 46c. Can be made. Therefore, a sufficient heating effect can be obtained even if the fourth and fifth PTC heaters 47a and 47b are turned off. Moreover, power consumption can be suppressed by turning off the fourth and fifth PTC heaters 47a and 47b.

  When the process proceeds from step S5 to step S7, the cooling water temperature Tw is compared with the third water temperature determination value Tw3. The third water temperature judgment value Tw3 is a temperature at which the cooling water temperature Tw is sufficiently raised, and the air can be sufficiently heated by the amount of heat of the heater core 33 without turning on the PTC heaters 46a to 46c, 47a, 47b. In this embodiment, Tw3 = 80 [° C.] is set.

  If Tw ≦ Tw3, it is determined that the amount of heat of the heater core 33 is slightly insufficient, the process proceeds to step S8, the first and second PTC heaters 46a and 46b are turned on, and the third to fifth PTC heaters 46c and 47a. , 47b is turned off to stop the heat generation, and the routine is exited. Then, the temperature of the air that has passed through the heater core 33 is heated by the heat generated by the first and second PTC heaters 46a and 46b. In this case, since the cooling water temperature Tw is in the region of Tw2 <Tw ≦ Tw3, the air can be sufficiently heated and heated by the heat generated by the first and second PTC heaters 46a and 46b.

  When Tw> Tw3, it is determined that the air can be sufficiently heated by the heat quantity of the cooling water flowing through the heater core 33, and the process proceeds to step S9 to turn off all the PTC heaters 46a to 46c, 47a, 47b. To stop the heat and exit the routine.

  On the other hand, when the process proceeds from step S2 to step S10, the cooling water temperature Tw and the second water temperature determination value Tw2 are compared. When it is determined that Tw ≦ Tw2, the process proceeds to step S11, and when it is determined that Tw> Tw2, the process proceeds to step S7. move on.

  In step S11, the first and second PTC heaters 46a, 46b are turned on to generate heat, the third to fifth PTC heaters 46c, 47a, 47b are turned off to stop the heat generation, and the routine is exited. That is, when it is determined that the outside air temperature Tout is higher than the outside air temperature determination value Touto that the passenger feels cold, it is not necessary to rapidly warm the feet of the passenger. Therefore, if the cooling water temperature Tw is equal to or lower than the second water temperature determination value Tw2, even if the cooling water temperature Tw is lower than the first water temperature determination value Tw1, the fourth and fifth heaters PTC 47a and 47b are turned off to consume power. Suppress. Further, since the outside air temperature Tout is higher than the outside air temperature judgment value Toout that the passenger feels cold, it is not necessary to rapidly raise the temperature of the air heated by the heater core 33, and therefore the third PTC heater 46c is also turned off.

  In FIG. 5, when any one of the defroster / heat mode, the heat mode, and the bi-level mode is selected as the blowing mode, the PTC heaters 46a to 46c, 47a, and 47b corresponding to the cooling water temperature Tw are turned on. Indicates / OFF operation.

  As described above, according to the present embodiment, even in an engine in which the cooling loss is reduced and the cooling water temperature is lowered, such as an in-cylinder direct injection engine or a lean burn engine, the PTC heaters 46a to 46c, Since 47a and 47b are used as auxiliary heat sources, a sufficient heating effect can be obtained. Moreover, since each PTC heater 46a-46c, 47a, 47b was selectively turned ON / OFF according to the cooling water temperature Tw, power consumption can be suppressed.

  Further, since the fourth and fifth PTC heaters 47a and 47b are disposed in the foot outlets 27a and 27b, the air blown from the foot outlets 27a and 27b can be heated and heated immediately.

  The present invention is not limited to the above-described embodiment. For example, in step S4 described above, whether or not the passenger is seated in the passenger seat is detected by the passenger detection means such as a seating sensor, and the passenger seat is detected. Only when the passenger is seated, the PTC heater 47a disposed in the foot outlet 27a on the passenger seat side may be turned on.

Schematic configuration diagram of a vehicle air conditioner Air conditioning control unit configuration diagram Flow chart showing the heater control routine (part 1) Flow chart showing the heater control routine (part 2) Explanatory drawing which shows ON / OFF operation of the PTC heater when the defroster / heat mode, the heat mode and the bi-level mode are selected as the blowing mode

Explanation of symbols

1 ... air conditioner,
3 ... Heater unit,
24 ... heater duct,
24a, 24b ... left and right foot ducts,
26 …… Heater outlet
27a, 27b ... Foot outlet,
30 ... Heater damper,
31c ... heater damper actuator,
33 ... Heater core,
43 ... Outside air temperature sensor,
45 ... Water temperature sensor,
46a-46c ... 1st-3rd PTC heater,
47a ... 4th PTC heater 47b ... 5th PTC heater,
Tout: outside temperature,
Touto: outside air temperature judgment value,
Tw ... cooling water temperature,
Tw1 ... 1st water temperature judgment value,
Tw2 ... second water temperature judgment value,
Tw3 ... Third water temperature judgment value

Claims (5)

A heater unit including a heating unit that heats air passing therethrough using heat generated by the engine and an upstream auxiliary heat source that assists the shortage of heat of the heating unit, and is communicated to the downstream side of the heater unit and sent from the heater unit A heater duct having a heater outlet that guides air into the vehicle compartment and blows air into the vehicle compartment, temperature detection means for detecting the temperature of the engine, and the temperature of the engine detected by the temperature detection means In a vehicle air conditioner comprising control means for controlling the heat generation of the upstream auxiliary heat source,
A downstream auxiliary heat source having a smaller heat generation capacity than the upstream auxiliary heat source is disposed at the heater outlet,
The controller, based on the temperature of the engine detected by the temperature detection means, causes the upstream auxiliary heat source and the downstream auxiliary heat source to generate heat when the engine temperature is low, and as the temperature of the engine increases, A vehicle air conditioner characterized in that heat generation from the downstream auxiliary heat source is stopped, and then heat generation from the upstream auxiliary heat source is stopped. A plurality of the upstream auxiliary heat sources are arranged immediately downstream of the heating means;
2. The vehicle air conditioner according to claim 1, wherein when the downstream auxiliary heat source is generating heat, the control means stops at least one heat generation of the upstream auxiliary heat source. 3. The vehicle air conditioner according to claim 1, wherein the downstream auxiliary heat source stops heat generation in a mode state of the heater unit. Having an outside air temperature detecting means for detecting outside air temperature,
The said control means stops heat_generation | fever of the said upstream auxiliary heat source and a downstream auxiliary heat source, when the outside air temperature detected by the said outside air temperature detection means is higher than preset temperature, The any one of Claims 1-3 characterized by the above-mentioned. The vehicle air conditioner according to Item 1. The heater outlet is opened on the driver's seat side and the passenger seat side,
Having passenger detection means for detecting a seated passenger,
When the control means detects the occupant seated by the occupant detection means, the control means generates heat from the downstream auxiliary heat source disposed at the heater outlet that is opened on the side where the seated occupant is detected. The vehicle air conditioner according to any one of claims 1 to 4, wherein the vehicle air conditioner is operated.

Images