JP5488152B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a vehicle compartment.

  As a conventional vehicle air conditioner, a technique described in Patent Document 1 is disclosed. In the vehicle air conditioner described in Patent Document 1, an evaporator that cools the air blown into the passenger compartment is disposed in the air conditioning case. Further, a bypass passage is formed in which air is bypassed to bypass the evaporator. By forming the bypass passage, the amount of air passing through the evaporator can be reduced by the amount of air passing through the bypass passage. In accordance with the temperature required by this, it is possible to adjust the amount of air that is cooled by passing through the evaporator and the amount of air that is not cooled by passing through the bypass passage. Therefore, the required cooling capacity of the evaporator can be reduced and the driving force of the compressor can be saved.

JP 2008-81121 A

  In the vehicle air conditioner described in Patent Document 1, the driving force of the compressor can be reduced to save energy. However, since the bypass passage is formed on the side surface of the evaporator, the outer dimensions of the air conditioning case There is a problem that becomes larger.

  Therefore, the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle air conditioner capable of saving energy while suppressing an increase in outer dimension of an air conditioning case.

  The present invention employs the following technical means in order to achieve the aforementioned object.

In the first aspect of the present invention, an air conditioning case (11) that internally forms an air passage through which air blown into the passenger compartment passes,
A blowing means (16) for blowing air into the air passage;
A cooling means (22) which is provided in the air conditioning case so as to cross the entire air passage, cools the air blown by the blowing means and supplies cold air to the downstream side,
A plurality of blowing passages (28 to 30) provided on the downstream side of the cooling means, and for blowing out the air that has passed through the cooling means to a plurality of portions in the vehicle interior;
Auxiliary air blowing means (42) that forms an air flow that sucks air from one of the plurality of blowing passages out of one of the plurality of blowing passages into one of the blowing passages (28) and blows it out to the other blowing passage (29). It is a vehicle air conditioner characterized by including.

  According to the first aspect of the present invention, the vehicle air conditioner forms an air flow that sucks air in the vehicle interior and blows air out of the vehicle interior separately from the air blowing means that blows air into the air passage. Includes auxiliary air blowing means. The auxiliary air blowing means of the present invention sucks air in the vehicle compartment from one blow-out passage and blows it out to the other blow-off passage, so that the air blown by the auxiliary blow means does not pass through the cooling means. By mixing the air blown by the auxiliary blowing unit and the air that has passed through the cooling unit in the other blowing passage, the air conditioned can be blown out from the other blowing passage. Therefore, the amount of air passing through the cooling means can be reduced according to the amount of air blown by the auxiliary air blowing means. As a result, the necessary cooling capacity of the cooling means can be reduced, so that the driving force of the cooling means can be saved. Further, in the present invention, it is not necessary to form a bypass passage in the air conditioning case as in the above-described prior art, so that the air conditioning case can be prevented from being enlarged.

  The invention according to claim 2 is characterized in that the two blowing passages are arranged so that there is no other blowing passage between the two blowing passages.

  According to the second aspect of the present invention, the two blowing passages are adjacent to each other because the two blowing passages are arranged such that there is no other blowing passage between the two blowing passages. Since the two blow-out passages are adjacent to each other, the power for forming the air flow in the auxiliary air blowing means can be reduced as compared with the configuration in which the blow-out passage is not adjacent.

Furthermore, in invention of Claim 3, it further includes the connection channel | path (40) which connects two blowing passages,
The auxiliary air blowing means is provided in the connecting passage.

  According to the invention described in claim 3, it further includes a connecting passage that connects the two blowing passages, and the auxiliary air blowing means is provided in the connecting passage. Accordingly, the above-described operation and effect of the present invention can be achieved only by adding the connection passage and the auxiliary air blowing means of the present invention to the existing vehicle air conditioner having a plurality of blowing passages.

  Furthermore, the invention according to claim 4 is characterized in that the plurality of blowing passages and the connecting passages are formed outside the air conditioning case.

  According to the invention described in claim 4, since the plurality of blowing passages and the connecting passages are formed outside the air conditioning case, the air conditioning case of the existing vehicle air conditioner that does not have the connecting passage and the auxiliary air blowing means, The air conditioning case of the present invention can be shared. Thereby, the versatility of the air conditioning case can be improved.

Moreover, in invention of Claim 5, the adjustment means (43) which adjusts the channel cross-sectional area of a connection channel,
And a control means (21) for adjusting the cooling capacity of the cooling means, the air volume of the air blowing means, the air volume of the auxiliary air air means, and the adjustment amount of the adjusting means according to the air conditioning requirements in the passenger compartment. And

  According to the fifth aspect of the present invention, the control unit further includes an adjustment unit and a control unit, and the control unit includes a cooling capacity of the cooling unit, an air volume of the air blowing unit, an air volume of the auxiliary air blowing unit, and an adjustment amount of the adjusting unit. Adjust. Since the adjusting means and the auxiliary air blowing means are controlled, it is possible to control the degree of mixing between the cool air passing through the cooling means and the air flow passing through the connecting passage. Thereby, the temperature of the air blown out from the other blowing passage can be adjusted. Therefore, another conditioned air can be blown out from the other blowout passage and the other blowout passages excluding the two blowout passages.

Furthermore, in the invention described in claim 6, the heating means (23) provided on the downstream side of the cooling means in the air conditioning case, and heats the air to supply the warm air downstream.
An air mix means (24) for adjusting the air volume ratio of the cool air that has passed through the cooling means and the warm air that has passed through the heating means,
The control means adjusts the cooling capacity of the cooling means, the air blowing amount of the air blowing means, the air blowing amount of the auxiliary air blowing means, the adjustment amount of the adjusting means, and the adjustment amount of the air mixing means according to the air conditioning requirement in the vehicle interior. Features.

  According to the invention described in claim 6, since the heating means and the air mixing means are further included, the temperature of the air blown into the vehicle interior can be controlled using the cold air and the hot air. Moreover, since it controls with an adjustment means and an auxiliary ventilation means, the mixing degree of the cold wind which passed the cooling means, the warm air which passed the heating means, and the air flow which passed the connection channel | path can be controlled. Thereby, the temperature of the air blown out from the other blow-out passage can be adjusted with high accuracy by cooling and heating. Therefore, another conditioned air can be blown out from the other blowout passage and the other blowout passages excluding the two blowout passages.

  In addition, the code | symbol in the bracket | parenthesis of each above-mentioned means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 10. FIG. 2 is a block diagram illustrating a configuration relating to control of the vehicle air conditioner 10. FIG. It is the flowchart which showed the basic air-conditioning control processing. It is a schematic diagram which shows schematic structure of 10 A of vehicle air conditioners of 2nd Embodiment. It is a schematic diagram which shows schematic structure of the vehicle air conditioner 10B of 3rd Embodiment.

  Hereinafter, a plurality of embodiments for carrying out the present invention will be described with reference to the drawings. In some embodiments, portions corresponding to the matters described in the preceding embodiments are denoted by the same reference numerals, and redundant descriptions may be omitted. In addition, when a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those of the embodiment described in advance. In addition to the combination of parts specifically described in each embodiment, the embodiments may be partially combined as long as the combination does not hinder the combination.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner 10. FIG. 2 is a block diagram showing a configuration related to the control of the vehicle air conditioner 10. The vehicle air conditioner 10 is an apparatus capable of performing an air conditioning operation in a vehicle interior.

  As shown in FIG. 1, the vehicle air conditioner 10 includes an air-conditioning case 11, and air-blowing ducts 31 to 33 that connect the air-conditioning case 11 and air outlets (not shown) that open to predetermined portions in the passenger compartment. It is configured to include. The air conditioning case 11 is composed of, for example, a plurality of case members, and the material thereof is a resin molded product such as polypropylene. The air conditioning case 11 is provided in the vicinity of the front of the passenger compartment of the automobile.

  The air conditioning case 11 includes, as an air passage through which air flows, a cold air passage 12 through which cold air flows, a hot air passage 13 through which hot air flows, and a mixing unit 14 in which the cold air and hot air are mixed. The air conditioning case 11 is arranged downstream of the blower 16 and an inside / outside air switching box 15 for taking in outside air or inside air in a switchable manner, a blower 16 for blowing air inside or outside the vehicle compartment to the air conditioning component, and so on. Air conditioning components are provided in this order from the upstream. The inside / outside air switching box 15 and the blower 16 are provided, for example, on the back side of an instrument panel (not shown) installed in the front part of the passenger compartment and at a position closer to the front passenger seat from the center of the vehicle. It is provided near the center of the vehicle on the back side of the ment panel.

  The most upstream side of the air conditioning case 11 is a portion constituting the inside / outside air switching box 15, and an inside air inlet 17 for taking in air in the vehicle interior (hereinafter also referred to as “inside air”), and air outside the vehicle compartment (hereinafter, An outside air inlet 18 for taking in the outside air is also formed.

  An inside / outside air switching door 19 is rotatably provided inside the inside air suction port 17 and the outside air suction port 18. The inside / outside air switching door 19 is driven by an actuator such as a servo motor, and can switch the suction port mode between an inside air circulation mode and an outside air introduction mode.

  A filter 20 that functions as an air cleaning means is provided on the downstream side of the inside / outside air switching door 19. The filter 20 is, for example, a composite filter that combines a dust removing filter portion that removes fine dust and a deodorizing filter portion serving as an air cleaning means. The dust removal filter unit is made of, for example, a folded nonwoven fabric, and traps and removes dust and liquid particles (for example, nicotine and tar) in the air. The deodorizing filter section is made of activated carbon attached to a honeycomb carrier, for example, and removes odors in the air.

  The blower 16 includes a centrifugal multiblade fan and a motor that drives the fan, and the centrifugal multiblade fan is surrounded by a scroll casing. The blower outlet 16a of the blower 16 is connected to an air passage reaching the evaporator 22 by a duct extending in the centrifugal direction of the centrifugal multiblade fan. The rotation speed of the blower 16 is determined according to the voltage applied to the motor. When the voltage applied to the motor is controlled based on a control signal from the air conditioner ECU 21, the amount of air blown by the blower 16 is controlled.

  The air conditioning components arranged downstream of the blower 16 have passed through the evaporator 22 provided so as to cross the entire air passage, the heater core 23 that heats the air that has passed through the evaporator 22, and the evaporator 22. An air mix door 24 that adjusts the amount of air passing through the heater core 23 in the air, a differential door 25, a face door 26 provided downstream of the mixing section 14 where the cool air passage 12 and the hot air passage 13 merge, and And a foot door 27. FIG. 1 shows that the upper side of the figure is located on the upper side and the lower side of the figure is located on the lower side, with the left side of the figure facing the front of the vehicle and the right side facing the rear of the vehicle.

  The evaporator 22 is for evaporating a low-temperature and low-pressure refrigerant decompressed by an expansion valve in a refrigeration cycle (not shown) by receiving air from the blower 16 and cooling the blown air passing around the tube through which the refrigerant flows. It is a cooling means. A cool air passage 12 and a heater core 23 are provided downstream of the evaporator 22, and an air mix door 24 for adjusting the air volume ratio between the air passing through the cold air passage 12 and the air toward the heater core 23 is provided.

  Although not shown, the refrigeration cycle is controlled by an inverter 57, and a compressor that compresses the refrigerant is compressed. A condenser that condenses and liquefies the compressed refrigerant. A gas-liquid separator that flows downstream, an expansion valve that decompresses and expands the liquid refrigerant, an evaporator 22 that evaporates and evaporates the decompressed and expanded refrigerant, and a refrigerant pipe that connects these in an annular shape.

  The compressor constituting the refrigeration cycle is driven by a built-in electric motor, can be controlled in rotational speed, and the refrigerant discharge flow rate is variable according to the rotational speed. The compressor is applied with an AC voltage whose frequency is adjusted by an inverter 57 to control the rotation speed of the electric motor. The inverter 57 is supplied with DC power from the vehicle battery and is controlled by the air conditioner ECU 21.

  The heater core 23 is a heating means that heats the air flowing around the air in the air conditioning case 11 by using high-temperature cooling water of the traveling engine as a heat source, and is a passage on the downstream side of the evaporator 22 in the air flow direction. It is arranged so as to partially block. On the downstream side of the heater core 23, a hot air passage 13 is provided upward from the vehicle rear side in the air conditioning case 11 and is connected to the mixing unit 14.

  The air mix door 24 is a one-side pivotal plate-like door provided downstream of the evaporator 22. The air mix door 24 adjusts the amount of air (air volume ratio) heated by the heater core 23 out of the amount of air cooled by the evaporator 22 by controlling the opening of the door body, and the air passing through the heater core 23 and the heater core The temperature of the air is adjusted by mixing in the mixing unit 14 with the air that bypasses the air 23.

  The mixing unit 14 is a space in which the air flowing from the evaporator 22 and the air heated by the heater core 23 and flowing through the warm air passage 13 are mixed, and on the downstream side, the differential blowing passage 28, the face blowing passage 29, and the foot It communicates with the blowing passage 30. The conditioned air whose temperature is adjusted in this space is adjusted to an appropriate air volume ratio by controlling the opening degree of each mode blowout door such as the differential door 25, the face door 26, the foot door 27, etc. Supplied.

  The differential blowout passage 28 is a passage including a differential blowout opening formed in the air conditioning case 11, and includes a differential blowout opening (not shown) that opens into the vehicle interior via a connected differential blowout duct 31. In the defroster mode, it is a passage through which conditioned air blown out along the side of the vehicle interior such as the front window glass (difference blowing) flows. The differential door 25 is composed of a plate-like door body and a door shaft for rotating the door body in a forward / reverse direction to rotate the door body. The door shaft is driven by a servo motor or other actuator via a link mechanism. Is done. The differential blowing passage 28 is opened and closed by controlling the rotation of the door shaft of the differential door 25 according to the blowing mode.

  The face blowout passage 29 is a passage including a face blowout opening formed in the air conditioning case 11 and includes a face blowout opening (not shown) that opens into the vehicle interior via a connected face blowout duct 32. This face outlet opens at the center of the instrument panel or both sides of the passenger compartment to blow air-conditioned air toward the upper body of the occupant. The The face door 26 includes a plate-like door main body and a door shaft for rotating the door main body in a forward and reverse direction (rotating). The door shaft is a driven portion that is driven together with other doors via a link mechanism by an actuator such as a servo motor. The face blowing passage 29 is opened and closed by controlling the rotation of the door shaft of the face door 26 according to the blowing mode.

  The foot blowing passage 30 is a passage including an opening for foot blowing formed in the air conditioning case 11 and includes a foot outlet (not shown) that opens into the vehicle compartment via a connected foot blowing duct 33. The foot outlet is an opening for blowing air-conditioned air to the feet of the front and rear passengers, and warm air is mainly blown out during heating. The foot door 27 is composed of a plate-like door body and a door shaft for rotating the door body in a forward / reverse direction to rotate the door body, and the door shaft is connected via a link mechanism by an actuator such as a servo motor. Driven with the door. The foot blowing passage 30 is opened and closed by controlling the rotation of the door shaft.

  The differential blowing passage 28 and the face blowing passage 29 are connected by a connecting passage 40. The connecting passage 40 is formed by a connecting case 41 that connects the face blowing duct 32 and the differential blowing duct 31. Therefore, the connecting passage 40 is a passage formed outside the air conditioning case 11 and inside the connecting case 41.

  An auxiliary fan 42 is provided in the connection case 41. The auxiliary fan 42 is auxiliary air blowing means that sucks air from the differential blowing passage 28 and forms an air flow that blows out to the face blowing passage 29. The auxiliary fan 42 includes a crossflow fan and an auxiliary fan motor that drives the crossflow fan. The periphery of the crossflow fan is surrounded by the inner wall of the connection case 41. The connection case 41 also functions as a scroll. The outlet 42 a of the auxiliary fan 42 is connected to the face outlet duct 32 by a connection case 41. The rotation speed of the auxiliary fan 42 is determined according to the voltage applied to the auxiliary fan motor. By controlling the voltage applied to the auxiliary fan motor based on a control signal from the air conditioner ECU 21, the air flow rate of the auxiliary fan 42 is controlled.

  A connecting door 43 is provided at a portion where the connecting passage 40 and the face blowing passage 29 are connected. The connecting door 43 includes a plate-like door main body and a door shaft that rotates the door main body in a forward and reverse direction to rotate the door main body. The door shaft is driven by an actuator such as a servo motor through a link mechanism. The The connection passage 40 is opened and closed by controlling the rotation of the door shaft of the connection door 43 according to the blowing mode.

  With this configuration, as shown in FIG. 1, when the differential door 25 is closed, the connecting door 43 is opened, the face door 26 is opened, and the auxiliary fan 42 is driven, The inside air is sucked from 28 and the inside air is blown into the face blowing passage 29. Since the conditioned air in which the cool air and the warm air are mixed flows in the face blowing passage 29 in the mixing unit 14, the conditioned air and the inside air are further mixed at the connection portion between the connecting passage 40 and the face blowing passage 29. Is done. As a result, air in which the conditioned air that has passed through the mixing unit 14 and the inside air that has been sucked in through the differential blowing passage 28 is mixed through the face blowing passage 29 and supplied to the vehicle interior from the face blowing outlet.

  Next, the air conditioner ECU 21 will be described with reference to FIG. The air conditioner ECU 21 is an air conditioner electronic control device that controls the air conditioning operation in the passenger compartment. Signals such as air conditioning requests from various switches on the operation panel 56 provided in the front of the passenger compartment and the microcomputer and various sensors are provided. An input circuit for inputting signals and an output circuit for sending output signals to various actuators are provided. The various sensors are, for example, an inside air sensor 51 that detects the temperature in the vehicle interior, an outside air sensor 52 that detects the temperature of the outside air, a solar radiation sensor 53 that detects the amount of solar radiation into the vehicle interior, and a temperature sensor that detects the downstream temperature of the evaporator 22. 54 and a water temperature sensor 55 for detecting the coolant temperature of the engine. The microcomputer includes a memory such as a ROM (read only storage device) and a RAM (read / write storage device), a CPU (central processing unit), and the like, and is based on an operation command transmitted from the operation panel 56 or the like. It has various programs used for calculation.

  Further, the operation panel 56 is provided with an air conditioner ECU indicator (not shown) as an air conditioner ECU operation display unit that is displayed when the vehicle air conditioner 10 is operating. It is controlled to a display state (for example, a lighting state) or a non-display state (for example, a non-lighting state) by a command signal from the air conditioner ECU 21.

  The air conditioner ECU 21 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information during each cycle operation, calculates these, and calculates the capacity to be set for the compressor. The air conditioner ECU 21 outputs a control signal to the inverter 57 based on the calculation result, and the output amount of the compressor is controlled by the inverter 57. As described above, when an operation signal (air conditioning request) such as operation / stop of the air conditioner and a set temperature is input to the air conditioner ECU 21 and detection signals of various sensors are input by the operation of the operation panel 56 by the occupant. Is based on various calculation results, such as compressor inverter 57, blower 16, auxiliary fan 42, air mix door 24, water pump 58, inside / outside air switching door 19, outlet switching doors 25-27, connecting door 43, etc. Control the operation of each device. Thus, the air conditioner ECU 21 controls the conditioned air blown from each outlet in the vehicle interior.

  Next, the air conditioning control process of the air conditioner ECU 21 will be described with reference to FIG. FIG. 3 is a flowchart showing basic air conditioning control processing by the air conditioner ECU 21. When the basic air conditioning control process in FIG. 3 starts, the air conditioner ECU 21 executes processes related to the subsequent steps. The processing from step 2 to step 9 is performed once every 250 ms, for example.

  In step 1, the stored parameters such as in the air conditioner ECU 21 are initialized, and the process proceeds to step 2. In step 2, various switch signals from the operation panel 56 and the like are read, and the process proceeds to step 3. In step 3, signals from various sensors are read and the process proceeds to step 4.

  In step 4, the target blowing temperature of the air blown into the vehicle interior is calculated using the following formula 1 stored in the ROM of the air conditioner ECU 21, and the process proceeds to step 5.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (1)
Here, Tset is the set temperature set by the temperature setting switch of the operation panel 56, Tr is the inside air temperature detected by the inside air sensor 51, Tam is the outside air temperature detected by the outside air sensor 52, and Ts is solar radiation. The amount of solar radiation detected by the sensor 53. Kset, Kr, Kam, and Ks are gains, and C is a correction constant for the whole. And the control value of the actuator of the air mix door 24, the control value of the rotation speed of the water pump 58, etc. are calculated from the signals from the TAO and the various sensors.

  In step 5, the opening degree of the air mix door 24 is determined using the following equation 2 stored in the ROM, and the process proceeds to step 6.

Opening angle = ((TAO−TE) / (TW−TE)) × 100 (%) (2)
In Equation 2, TE is the downstream temperature of the evaporator 22 detected by the temperature sensor 54, and TW is the cooling water temperature detected by the water temperature sensor 55.

  In step 6, a process for determining the blower voltage is performed, and the process proceeds to step 7. The blower voltage is a voltage applied to the blower 16. The blower voltage is determined according to a control map that represents the relationship between the target blowing temperature and the blower voltage, which is stored in advance in the ROM.

  In step 7, a process for determining the suction port mode is performed, and the process proceeds to step 8. In the case of manual operation, according to the manual setting, the outside air introduction rate is determined to be 0% in the case of the inside air circulation mode, and the outside air introduction rate is determined to be 0% in the case of the outside air introduction mode. If the automatic operation is set, the suction port mode corresponding to the target outlet temperature is determined from the control map stored in the ROM, and the process proceeds to Step 8. The control map is, for example, a control map that is determined from the low to high temperature of the target outlet temperature so that the internal air circulation mode, the internal / external air introduction mode for sucking both the internal air and the external air, and the external air introduction mode for sucking the external air are determined. is there.

  In step 8, the process which determines a blower outlet mode is implemented, and it moves to step 9. In the case of manual operation, the air outlet mode according to the manual setting is determined, and the process proceeds to Step 9. In the case of the automatic operation, the air outlet mode corresponding to the target air outlet temperature is determined from the control map stored in the ROM, and the process proceeds to Step 9. The control map is, for example, a control map that is determined so that the face mode, the bi-level mode, the foot mode, and the foot / defroster mode are set from a low target temperature to a high target blow temperature.

  In step 9, determination of the rotational speed of the compressor is executed, and the process proceeds to step 10. The air conditioner ECU 21 determines the rotation speed of the compressor based on the temperature of the evaporator 22 (for example, the temperature of the fins included in the evaporator 22). Specifically, the rotational speed of the compressor corresponding to the temperature of the evaporator 22 is calculated and determined according to a map stored in advance in the ROM.

  In step 10, the operation of the water pump 58 is determined, and the process proceeds to step 11. When the water temperature is equal to or lower than the temperature of the evaporator 22, a request to stop the water pump 58 is determined, and the process proceeds to Step 11. If the water temperature is higher than the temperature of the evaporator 22, a request for operating the water pump 58 is determined, and the routine proceeds to step 11.

  In step 11, control signals are output to the inverter 57, various actuators, etc. so that the control states calculated or determined in steps 2 to 9 are obtained. In step 11, the air conditioner ECU 21 transmits a control signal for controlling the compressor to the determined rotational speed, for example, to the inverter 57. The inverter 57 controls the motor of the compressor based on the transmitted control signal. Then, after the elapse of a predetermined time in step 12, the process returns to step 2 and each step is executed continuously.

  3 is a flowchart showing the air conditioning control process in the basic normal mode of the air conditioner ECU 21. In the power saving mode, the air conditioner ECU 21 further controls the auxiliary fan 42 and the connecting door 43. .

  The power saving mode is a control mode for reducing the driving power of the compressor when the cooling capacity of the evaporator 22 may be limited. The case where the cooling capacity of the evaporator 22 may be limited is, for example, the case where the temperature of the inside air reaches the target temperature and the target temperature can be continuously maintained using the inside air. Since the inside air introduced through the inside / outside air switching box 15 passes through the instrument panel, the temperature of the inside air taken in by the heating element provided in the instrument panel, for example, an electrical component and an air conditioning component rises. There is. Since the air taken in through the differential blowing duct 31 is closer to the inside air temperature than the inside air taken in from the inside / outside air switching box 15, the temperature is lower than the inside air taken in from the inside / outside air switching box 15. In some cases, the cooling capacity of the evaporator 22 can be limited.

  In such a power saving mode, the connecting door 43 is opened and the auxiliary fan 42 is moved as shown in FIG. By doing so, air in the vehicle compartment is sucked through the differential blowing duct 31 and a flow to the face blowing duct 32 is created. This air flow is a flow that does not pass through the evaporator 22. The air generated by the auxiliary fan 42 and the evaporator 22 are cooled and mixed with the cold air, and air having a target temperature can be supplied into the vehicle interior from the face outlet. The blowing temperature from the face outlet can be controlled by adjusting the ratio of the air blown to the auxiliary fan 42 and the cold air that has passed through the evaporator 22.

  The ratio of the air blown by the auxiliary fan 42 and the cold air is controlled by controlling the air volume of the auxiliary fan 42 and the air volume of the blower 16. Therefore, when the ratio of the cold air is increased, the applied voltage to the motor of the blower 16 is controlled so that the air volume of the blower 16 is increased.

  The power saving mode is also applied to the case where the air is cooled by allowing the evaporator 22 to cool off after the vehicle engine (compressor) is stopped when the vehicle is stopped (including when idling is stopped). Even in such a case, as shown in FIG. 1, the amount of air passing through the evaporator 22 can be reduced by opening the connecting door 43 and moving the auxiliary fan 42. As a result, the cooling time based on the amount of cold stored in the evaporator 22 can be made longer than when the auxiliary fan 42 is not used.

  As described above, the vehicle air conditioner 10 according to the present embodiment includes the auxiliary fan 42 that sucks air in the vehicle interior and blows air out of the vehicle interior separately from the blower 16. The auxiliary fan 42 sucks air in the vehicle interior from the differential blowing passage 28 that is one blowing passage and blows it out to the face blowing passage 29 that is the other blowing passage, so the air blown by the auxiliary fan 42 is a cooling means. It has not passed through the evaporator 22. By mixing the air blown by the auxiliary fan 42 and the cold air that has passed through the evaporator 22 in the face blowing passage 29, the air conditioned can be blown out from the face blowing passage 29. Accordingly, the amount of air passing through the evaporator 22 can be reduced by the amount of air blown by the auxiliary fan 42. As a result, the required cooling capacity of the evaporator 22 can be reduced, so that the driving force of the compressor which is the driving force of the evaporator 22 can be reduced.

  Specifically, since the amount of air passing through the evaporator 22 is reduced by the auxiliary fan 42, the cooling capacity of the evaporator 22 required for cooling can be reduced in proportion to the amount of decrease in the air volume of the auxiliary fan 42. As a result, it is possible to reduce power consumption by reducing the compressor operating rate by intermittent control of the compressor constituting the refrigeration cycle. Therefore, the cooling feeling when the vehicle engine is stopped, such as waiting for a signal, can be favorably maintained for a longer time by the amount of cold water stored in the condensed water in the evaporator 22.

  Moreover, in this Embodiment, since it is not necessary to form in the air conditioning case 11 the bypass channel | path which bypasses the evaporator 22 like the prior art, it can suppress that the air conditioning case 11 enlarges.

  Further, in the present embodiment, as shown in FIG. 1, since there are no other blowing passages between the face blowing passage 29 and the differential blowing passage 28 which are two blowing passages, two blowing passages are provided. 28 and 29 are adjacent to each other. Since the two blow-out passages 28 and 29 are adjacent to each other, the auxiliary fan 42 is arranged between the two blow-out passages 28 and 29 so that the auxiliary fan 42 sucks from one blow-out passage 28 and blows out to the other blow-out passage 29. The fan 42 can be realized. Further, since these two blowing passages 28 and 29 are adjacent to each other, it is possible to reduce the power for sucking the air in the vehicle interior from the differential blowing passage 28 and blowing it out to the face blowing passage 29 as compared with the configuration where they are not adjacent. it can.

  Further, in the present embodiment, the auxiliary fan 42 is provided in the connection passage 40. Thus, the operation and effect of the vehicle air conditioner 10 according to the present embodiment described above can be achieved only by adding the connecting passage 40 and the auxiliary fan 42 to the existing vehicle air conditioner 10 having a plurality of blowing passages. be able to. Therefore, it becomes possible to share the air conditioning case 11 of the existing vehicle air conditioner that does not have the connecting passage 40 and the auxiliary fan 42 and the air conditioning case 11 of the present embodiment. Thereby, the versatility of the air conditioning case 11 can be improved.

  The connection case 41 is provided in a space (dead space) between the differential blowing duct 31 and the face blowing duct 32 that is not used in the existing vehicle air conditioner. Therefore, even if the auxiliary fan 42 is provided in the connection case 41 and the connection case 41, it is possible to suppress the vehicle air conditioner 10 from becoming large. Further, in the present embodiment, since air is sucked from the differential blowing passage 28, the air in the upper part of the passenger compartment can be circulated.

  In the present embodiment, vehicle air conditioner 10 further includes a connecting door 43 that is an adjusting means and an air conditioner ECU 21 that is a control means. The air conditioner ECU 21 individually controls the cooling capacity of the evaporator 22, the air volume of the blower 16, the air volume of the auxiliary fan 42, and the opening / closing of the connection door 43. Thereby, the temperature of the air blown out from the face blowing passage 29 can be adjusted. Therefore, another conditioned air can be blown out from the face blowing passage 29 and the foot blowing passage 30 which is another blowing passage excluding the differential blowing passage 28 and the face blowing passage 29.

  Furthermore, since the present embodiment further includes a heater core 23 that is a heating means and an air mix door 24 that is an air mix means, the temperature of the air blown into the vehicle interior can be controlled using cold air and hot air. . Thereby, the temperature of the air blown out from the face blowing passage 29 can be adjusted with higher accuracy. Accordingly, it is possible to blow different conditioned air through the face blowing passage 29 and the foot blowing passage 30.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 4 is a schematic diagram showing a schematic configuration of the vehicle air conditioner 10A of the second embodiment. The present embodiment is characterized in that the connecting passage 40A is provided in the air conditioning case 11 instead of between the differential blowing duct 31 and the face blowing duct 32.

  As shown in FIG. 4, a connection wall 45 for forming a connection passage 40A in the air conditioning case 11 is formed between the opening for blowing the differential and the opening for blowing the face. The connecting wall 45 forms a connecting passage 40 </ b> A between the outer wall of the air conditioning case 11 and the portion connecting the two openings described above. An auxiliary fan 42 is provided in the connecting passage 40A.

  In such a configuration according to the present embodiment, since the connection passage 40A and the auxiliary fan 42 are provided in the air conditioning case 11, it is possible to suppress an increase in the size of the air conditioning case 11 in order to realize the present invention. . Further, when there is no space for installing the auxiliary fan 42 and the connecting case 41 between the face blowing passage 29 and the differential blowing passage 28 as in the first embodiment, this embodiment is preferably used. Can do.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 5 is a schematic diagram illustrating a schematic configuration of a vehicle air conditioner 10B according to the third embodiment. The present embodiment is characterized in that a rear face blowing passage 29B and a rear foot blowing passage 30B are further provided, and the connecting passage 40B is provided between the rear foot blowing duct 33B and the rear face blowing duct 32B.

  The rear face blowout passage 29B is a passage including a rear face blowout opening formed in the air conditioning case 11, and a rear face blowout opening (opened to the rear seat of the vehicle interior via the connected rear face blowout duct 32B). (Not shown). The rear face outlet is opened at the ceiling of the passenger compartment in order to blow out the conditioned air toward the upper body of the occupant in the rear seat, and the cold air is blown out mainly toward the upper body of the occupant during cooling. The rear face door 26B includes a plate-like door main body and a door shaft for rotating the door main body in a forward and reverse direction (rotating). The door shaft is a driven portion that is driven together with other doors via a link mechanism by an actuator such as a servo motor. The rear face blowing passage 29B is opened and closed by controlling the rotation of the door shaft of the rear face door 26B in accordance with the blowing mode.

  The rear foot blowout passage 30B is a passage including a rear foot blowout opening formed in the air conditioning case 11, and a rear foot blowout opening (not shown) that opens to the rear seat of the vehicle interior via the connected rear foot blowout duct 33B. It is connected to the. The rear foot outlet is an opening for blowing air-conditioned air to the feet of the rear seat occupant, and warm air is mainly blown during heating. The rear foot door 27B is composed of a plate-like door body and a door shaft for rotating the door body in a forward and reverse direction (rotating), and the door shaft is connected via a link mechanism by an actuator such as a servo motor. Driven with the door. The rear foot blowing passage 30B is opened and closed by controlling the rotation of the door shaft.

  A rear seat air mix door 24 </ b> B is provided below the heater core 23. The rear seat air mix door 24 </ b> B is a one-side pivot-type plate-like door provided downstream of the evaporator 22. The rear seat air mix door 24 </ b> B adjusts the amount of air cooled by the evaporator 22 and the amount of air heated by the heater core 23 by controlling the opening of the door body, and the air passing through the heater core 23 The air bypassing the heater core 23 is mixed on the downstream side of the rear seat air mix door 24B, whereby the temperature of the air to the rear foot blowout passage 30B and the rear face blowout passage 29B is adjusted.

  The rear foot blowing passage 30B and the rear face blowing passage 29B are communicated with each other by a connecting passage 40B. The connecting passage 40B is formed by a connecting case 41 that connects the rear face blowing duct 32B and the rear foot blowing duct 33B.

  An auxiliary fan 42 is provided in the connection case 41. The auxiliary fan 42 is auxiliary air blowing means that sucks air from the rear foot blowing passage 30B and blows it out to the rear face blowing passage 29B. The outlet 42 a of the auxiliary fan 42 is connected to the rear face outlet duct 32 </ b> B by a connecting case 41.

  With such a configuration, as shown in FIG. 5, when the rear foot door 27B is closed, the rear face door 26B is opened and the auxiliary fan 42 is driven, the inside air is sucked from the rear foot blowing passage 30B. Inside air is blown into the rear face blowing passage 29B. In the rear face blowing passage 29B, air-conditioning air in which cold air and warm air are mixed flows by the air mixing door 24B for the rear seat. Therefore, this air-conditioning air and internal air are further connected to the connecting passage 40B and the rear face blowing passage 29B. And mixed at the connecting part. As a result, air mixed with the conditioned air passing through the rear seat air mixing door 24B and the internal air sucked through the rear foot blowing passage 30B is supplied to the vehicle interior from the rear face outlet through the rear face outlet passage 29B. Is done.

  As described above, in the vehicle air conditioner 10B according to the third embodiment, the rear face blowing duct 32B, the rear foot blowing duct 33B, and the auxiliary fan 42 are provided, and the inside air is sucked from the rear foot blowing duct 33B, and the rear face blowing duct 32B. Configured to blow out. As a result, the air in the rear seat is sucked and blown to the rear seat, so that the air conditioning control of only the rear seat that does not affect the front seat can be performed by circulating the air in the rear seat.

  Further, even when only the rear seat needs air volume, the vehicle air conditioner 10B can be operated with power saving by air conditioning control of only the rear seat. In other words, independent air conditioning of the rear seat can be realized by combining the vehicle air conditioner having the rear seat exclusive air mix door 24 and the auxiliary fan 42.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the first embodiment described above, the auxiliary fan 42 is arranged so that there is no other blowout passage between the two blowout passages that suck and blow off. However, the present invention is not limited to this configuration. Any configuration may be used as long as any two of the plurality of blowing passages are used, such as a configuration for sucking and blowing to the face blowing duct 32.

  Moreover, in the above-mentioned 1st Embodiment, although the air-conditioning case 11 and each blowing duct 31-33 are comprised separately, you may form the air-conditioning case 11 and each blowing duct 31-33 integrally. That is, a passage functioning as the blowout ducts 31 to 33 may be formed in the air conditioning case.

  In the first embodiment described above, control is performed such that the auxiliary fan 42 operates in the power saving mode. However, the control is not limited to such control, and the user manually operates the auxiliary fan 42. In the mode, the auxiliary fan 42 and the connecting door 43 may be controlled to operate according to user settings.

  In the first embodiment described above, the mixing ratio of the air blown by the auxiliary fan 42 by the opening and closing of the connecting door 43 and the conditioned air on the downstream side of the mixing unit 14 is controlled. The mixing ratio may be controlled with higher accuracy by controlling the opening degree (adjustment amount) of the connecting door 43, that is, the passage sectional area of the connecting passage 40. Thereby, the temperature of the conditioned air blown out from the face blowing duct 32 can be controlled with higher accuracy.

  In the first embodiment described above, various doors such as the connection door 43 and the air mix door 24 have a structure that adjusts the opening / closing and mixing ratio of cold air and hot air by rotating around the rotation axis. The present invention is not limited to the plate door having such a structure. For example, it may be a rotary door formed of a film door, a slide door having no rotation shaft, a radial side plate extending in the radial direction from the rotation shaft, and a circumferential side plate extending in the circumferential direction.

  In the first embodiment described above, the rotational speed of the compressor is controlled by the inverter 57, but is not limited to this. For example, the compressor may be a belt driven by an engine to compress the refrigerant. In this case, the compressor is connected to an electromagnetic clutch as clutch means for intermittently transmitting the rotational power from the engine to the compressor, and this electromagnetic clutch is controlled by a clutch drive circuit or the like. When the electromagnetic clutch is energized, the rotational power of the engine is transmitted to the compressor, air cooling action is performed by the evaporator 22, and when the energization of the electromagnetic clutch is stopped, the engine and the compressor are shut off, and the evaporator 22 The air cooling action by stops.

DESCRIPTION OF SYMBOLS 10 ... Air conditioner for vehicles 11 ... Air conditioning case 16 ... Blower (blower means)
21 ... Air conditioner ECU (control means)
22 ... Evaporator (cooling means)
23 ... Heater core (heating means)
24 ... Air mix door (air mix means)
24B ... Rear seat air mix door (air mix means)
28 ... Differential blowing passage (multiple blowing passages)
29 ... Face blowing passage (multiple blowing passages)
30 ... Foot blowout passage (multiple blowout passages)
40 ... Connection passage 42 ... Auxiliary fan (auxiliary air blowing means)
43. Connecting door (adjustment means)

Claims (6)

An air conditioning case (11) that internally forms an air passage through which air blown into the passenger compartment passes;
A blowing means (16) for blowing air into the air passage;
A cooling means (22) that is provided in the air conditioning case so as to cross the entire air passage, cools the air blown by the blowing means, and supplies cold air to the downstream side;
A plurality of blowing passages (28 to 30) provided on the downstream side of the cooling means, and for blowing out the air that has passed through the cooling means to a plurality of portions in the vehicle interior;
Auxiliary air blowing means (42) for forming an air flow that sucks air in the vehicle compartment from one of the plurality of blowing passages out of the plurality of blowing passages (28) and blows it out to the other blowing passage (29); The vehicle air conditioner characterized by including.   2. The vehicle air conditioner according to claim 1, wherein the two blowing passages are arranged such that there is no other blowing passage between the two blowing passages. A connecting passage (40) connecting the two blowing passages;
The vehicle air conditioner according to claim 1 or 2, wherein the auxiliary air blowing means is provided in the connection passage.   The vehicle air conditioner according to claim 3, wherein the plurality of blowing passages and the connection passage are formed outside the air conditioning case. Adjusting means (43) for adjusting the cross-sectional area of the connecting passage;
And a control means (21) for adjusting the cooling capacity of the cooling means, the air volume of the air blowing means, the air volume of the auxiliary air air means, and the adjustment amount of the adjusting means according to the air conditioning requirement in the passenger compartment. The vehicular air conditioner according to claim 3, wherein the vehicular air conditioner is included. A heating means (23) provided on the downstream side of the cooling means in the air conditioning case, for heating air and supplying hot air downstream;
Air mix means (24) for adjusting the air volume ratio between the cold air that has passed through the cooling means and the warm air that has passed through the heating means,
The control means is configured to adjust the cooling capacity of the cooling means, the air blowing amount of the air blowing means, the air blowing amount of the auxiliary air blowing means, the adjustment amount of the adjusting means, and the adjustment of the air mixing means in response to a request for air conditioning in the passenger compartment. 6. The vehicle air conditioner according to claim 5, wherein the amount is adjusted.

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