JPH0858347A - Air-conditioner for vehicle - Google Patents

Abstract

PURPOSE: To improve the air-conditioning performance by correcting an objective blow temperature of each air conditioning zone based on its preset temperature difference, and changing this correction amount by considering a main unit part of the air conditioned object, in an air-conditioner independently controlling a temperature of the first/second air conditioning zones positioned in the right/left in a car room. CONSTITUTION: A heat exchanger 13 is provided in an air passage 12 of introducing the outside air to each face blow port 193a, 193b, 194a, 194b and to each foot blow port 200a, 200b. A temperature detecting means 37, detecting a temperature of air in the air passage 12 before passing through the heat exchanger 13, is provided to calculate the first/second coefficients, by which a difference of both preset temperatures between the first/second air conditioning zones is multiplied, in accordance with this detected temperature. The first target blow temperature, based on the first preset temperature, thermal load and a value of multiplying the preset temperature difference by the first coefficient, and the second target blow temperature, based on the second preset temperature, thermal load and a value of multiplying the preset temperature difference by the second coefficient, are respectively calculated to control air mix doors 17a, 17b.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner capable of independently controlling the temperatures of first and second air conditioning zones located on the left and right of a vehicle compartment.

[0002]

2. Description of the Related Art For example, in a vehicle air conditioner disclosed in Japanese Patent Laid-Open No. 58-33509, the driver seat side and the passenger seat side are selected from the driver seat side set temperature, the passenger seat side set temperature, the inside air temperature, the outside air temperature, etc. Side target blowout temperature is calculated respectively, and the blowout temperature to each seat is controlled independently based on these target blowout temperatures, and there is a difference between the driver's seat side set temperature and the passenger side set temperature. At this time, the temperature of each seat is controlled more accurately by correcting each target blowout temperature according to this difference. That is, since there is airflow interference or temperature interference between the driver's seat and the passenger's seat, if the difference in the set temperature is large, the difference in the target blowout temperature should be increased to cancel the airflow interference or the temperature interference. ing.

[0003]

DISCLOSURE OF THE INVENTION As a result of a study conducted by the present inventors on the above-described vehicle air conditioner, the following has been found. In the foot mode in which the conditioned air is blown from the foot outlet toward the occupant's feet, the subject of air conditioning is the foot side of each seat space. Further, in the face mode in which the conditioned air is blown from the face outlet toward the upper body of the occupant, the subject to be air-conditioned is the upper body side of each seat space.

Here, since the center console is provided in the center of the passenger compartment, the foot side of the driver's seat space and the foot side of the passenger seat space are partitioned by this center console. In contrast, there is no partition between the upper body side of the driver's seat space and the upper body side of the passenger seat space. In this way, while there is one that divides each seat space on the foot side in the passenger compartment, there is no one that divides each seat space on the upper body side. Face mode is larger than when.

Therefore, even if the target blowout temperatures are corrected based on the difference between the set temperatures and the conditioned air having the target blowout temperatures is blown into each seat space as in the above-mentioned known technique, the actual temperature of each seat space is also increased. As for the difference, in the foot mode, a difference equal to or larger than a desired value is added, or in the face mode, a desired temperature difference cannot be obtained.

In the bi-level mode in which the conditioned air is blown from both the face outlet and the foot outlet, the temperature difference changes depending on the proportion of the conditioned air blown from these outlets. In view of the above problems, the present invention provides a vehicle air conditioner that independently controls the temperatures of a first air conditioning zone located on the left and right of a vehicle compartment and a second air conditioning zone located in the vehicle interior, based on a set temperature difference between the air conditioning zones. It is an object of the present invention to provide a vehicle air conditioner in which the target blowout temperature of each air conditioning zone is corrected and the amount of this correction is changed in consideration of the main body part of the air-conditioned object at that time.

[0007]

In order to achieve the above object, the invention according to claim 1 is applied to a vehicle provided with a first air conditioning zone and a second air conditioning zone located on the left and right sides of a vehicle interior, And the first corresponding to the second air conditioning zone
And the second set temperature and the heat loads of both air conditioning zones,
Based on the difference between the both set temperatures, the first and second target outlet temperature calculating means calculate the first and second target outlet temperatures of the air blown to the both air conditioning zones, and the first and second target outlet temperature calculating means calculate the corresponding first and second target outlet temperatures. By controlling the temperature of the air blown from the formed face outlets and the foot outlets to the air conditioning zones to the first and second target air outlet temperatures, the temperatures of the air conditioning zones are independently controlled. An air passage (12) for guiding outside air to the face outlets (193a, b, 194a, b) and the foot outlets (200a, 200b) in the vehicle air conditioner configured to control the air and the air passage (12). Provided in the passage (12),
A heat exchanger (13) for cooling or heating the air in the air passage (12) and an air temperature (Tef) in the air passage (12) before passing through the heat exchanger (13) are detected. Both the set temperatures (Tset (Dr), Tset (Pa)) are set in accordance with the heat exchanger front temperature detecting means (37) and the air temperature (Tef) detected by the heat exchanger front temperature detecting means (37). And a first and second coefficient calculating means (step 133, step 134) for calculating first and second coefficients (M (Dr), M (Pa)) to be multiplied by the difference between The means (step 135) determines the first set temperature (Tset (D
r)), the heat load (Tr, Tam, Ts) and a value obtained by multiplying the difference between the set temperatures by the first coefficient (M (Dr)), the first target outlet temperature (TAO (TAO ( Dr)) and calculates the second target outlet temperature calculation means (step 136).
Is the second set temperature (Tset (Pa)), the heat load (T
r, Tam, Ts), and a value obtained by multiplying the difference between the two set temperatures by the second coefficient (M (Pa)) so as to calculate the second target outlet temperature (TAO (Pa)). It is characterized by a configured vehicle air conditioner.

According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect, the difference between the two set temperatures in the first target outlet temperature calculating means (step 135) is the first set temperature. It is a value obtained by subtracting the second set temperature (Tset (Pa)) from (Tset (Dr)), and the difference between the two set temperatures in the second target outlet temperature calculation means (step 136) is the second set temperature. It is a value obtained by subtracting the first set temperature (Tset (Dr)) from the set temperature (Tset (Pa)), and the second set temperature (Tset (Pa)) from the first set temperature (Tset (Dr)). As the value obtained by subtracting is larger, the first target outlet temperature calculating means (step 135) calculates the first target outlet temperature (TAO (Dr)) as a higher temperature, and the second target outlet temperature calculating means (step 135). (Step 136)
Calculates the second target outlet temperature (TAO (Pa)) as a low temperature.

According to a third aspect of the invention, in the vehicle air conditioner according to the second aspect, the temperature detected by the first heat exchanger temperature detecting means (37) by the first coefficient calculating means (step 133). As the (Tef) becomes higher, the first coefficient (M (Dr)) is calculated as a larger value, and the second coefficient calculation means (step 134) detects the temperature before heat exchanger detection means (37). The second coefficient (M (Pa)) is calculated as a larger value as the temperature (Tef) to be applied increases.

According to a fourth aspect of the present invention, in the vehicle air conditioner according to the third aspect, the air temperature (Tef) detected by the pre-heat exchanger temperature detecting means (37) is equal to or higher than a predetermined temperature (Tef1). At this time, the higher the detected air temperature (Tef), the smaller the first coefficient calculating means (step 133) calculates the first coefficient (M (Dr)), and the second coefficient calculating means (step 133). In step 134), the second coefficient (M (Pa)) is calculated as a small value.

Further, according to the invention of claim 5, the invention is applied to a vehicle provided with a first air conditioning zone and a second air conditioning zone located on the left and right of the vehicle compartment, and the first air communicating the outside of the vehicle compartment and the first air conditioning zone. The passage (18a), outside the vehicle and the second
A second air passage (18b) communicating with the air conditioning zone, and a blowing means (7) for sucking air outside the vehicle compartment and blowing the sucked outside air to the both zones via the air passages (18a, 18b). , A heat exchanger (13) provided at an air upstream side portion of the both air passages (18a, 18b) for cooling or heating the suction outside air, and the suction outside air before passing through the heat exchanger (13) Front heat exchanger temperature detecting means (37) for detecting the temperature of the air, and the first air passage (18a)
Is provided on the air downstream side of the heat exchanger (13),
The first temperature adjusting means (14, 17a) for adjusting the air temperature in the first air passage (18a) and the second air passage (18b) are provided on the air downstream side of the heat exchanger (13). A second temperature adjusting means (14, 17b) for adjusting the temperature of the air in the second air passage (18b) and the first temperature of the first air passage (18a) at the air downstream end. A first face outlet (193a, 194a) for blowing out the air whose temperature is adjusted by the adjusting means (14, 17a) toward the upper body and the feet of the occupant in the first air conditioning zone.
And the air which is formed at the first foot air outlet (200a) and the air downstream end of the second air passage (18b) and whose temperature is adjusted by the second temperature adjusting means (14, 17b) is the second air conditioning zone. Second face outlets (193b, 194b) and second foot outlets (200b) that blow out toward the upper body and feet of the occupant, and first temperature setting means (36a) for setting the temperature of the first air conditioning zone. )
A second temperature setting means (36b) for setting the temperature of the second air conditioning zone, and a heat load detecting means (31, 32, 32) for detecting the heat load of the first air conditioning zone and the second air conditioning zone. 33) and the first coefficient (M) according to the temperature (Tef) detected by the heat exchanger temperature detecting means (37).
(Dr)) first coefficient calculating means (step 133)
And a second coefficient (M (Pa)) for calculating the second coefficient (M (Pa)) according to the temperature (Tef) detected by the pre-heat exchanger temperature detecting means (37).
A coefficient calculating means (step 134) and a set temperature (Tset (Dr)) set by the first temperature setting means (36a),
The heat load (Tr, Tam, Ts) detected by the heat load detecting means (31, 32, 33), and the first set temperature (Tset (D) set by the first temperature setting means (36a).
r)) and the second set temperature (Tset (Pa)) set by the second temperature setting means (36b), and the first coefficient (M (D
r)) on the basis of a value multiplied by the first target outlet temperature (TAO (TAO (TAO (TAO)) of the air blown from the first face outlets (193a, 194a) or the first foot outlets (200a) to the first air conditioning zone. Dr)) for calculating the first target blowout temperature (step 135) and the set temperature (Tset (Pset) set by the second temperature setting means (36b).
a)), the heat load (Tr, Tam, Ts) detected by the heat load detecting means (31, 32, 33), and the first set temperature (Tset (Dr)) and the second set temperature (Tset). (P
a)) and the second coefficient (M (Pa)) multiplied by the value of the second face outlets (193b, 194b).
Or, from the second foot outlet (200b) to the second
The second target outlet temperature of the air blown to the air conditioning zone (TAO
(Pa)) for calculating the second target outlet temperature (step 136) and the first face outlets (193a, 19a).
4a) or the first temperature for controlling the first temperature adjusting means (14, 17a) so that the blowout temperature from the first foot blowout port (200a) becomes the first target blowout temperature (TAO (Dr)). The control means (step 180) and the outlet temperature from the second face outlet (193b, 194b) or the second foot outlet (200b) becomes the second target outlet temperature (TAO (Pa)). And a second temperature control means (step 180) for controlling the second temperature control means (14, 17b).

Further, according to the invention of claim 6, the invention is applied to a vehicle provided with a first air conditioning zone and a second air conditioning zone located on the left and right of a vehicle compartment, and the first and second air conditioning zones corresponding to the first and second air conditioning zones are provided. 2 Based on the set temperature, the heat load of the both air conditioning zones, and the difference between the two set temperatures, the first and second target outlet temperatures of the air blown to the both air conditioning zones are set to the first and second target outlet temperatures. The temperature of the air, which is calculated by the calculation means and is blown out to the air conditioning zones from the face air outlets and the foot air outlets formed corresponding to the air conditioning zones, becomes the first and second target air outlet temperatures. In the vehicle air conditioner configured to control the temperatures of both air conditioning zones independently by controlling the air conditioning zones, the face outlets (193a, b, 194a,
b) and the open / closed state detecting means for detecting the open / closed state of the foot outlets (200a, b), and the first and the first which multiply the difference between the both set temperatures according to the open / closed state detected by the open / closed state detecting means. A first coefficient and a second coefficient calculation means (step 133, step 134) for calculating two coefficients (M (Dr), M (Pa)), and the first target outlet temperature calculation means (step 135) First set temperature (Tset (D
r)), the heat load (Tr, Tam, Ts) and a value obtained by multiplying the difference between the set temperatures by the first coefficient (M (Dr)), the first target outlet temperature (TAO (TAO ( Dr)) and calculates the second target outlet temperature calculation means (step 136).
Is the second set temperature (Tset (Pa)), the heat load (T
r, Tam, Ts), and a value obtained by multiplying the difference between the two set temperatures by the second coefficient (M (Pa)) so as to calculate the second target outlet temperature (TAO (Pa)). It is characterized by being configured.

Further, according to the invention of claim 7, the invention is applied to a vehicle provided with a first air conditioning zone and a second air conditioning zone located on the left and right sides of a vehicle interior, and the first and second air conditioning zones corresponding to the first and second air conditioning zones are provided. 2 Based on the set temperature, the heat load of the both air conditioning zones, and the difference between the two set temperatures, the first and second target outlet temperatures of the air blown to the both air conditioning zones are set to the first and second target outlet temperatures. The temperature of the air, which is calculated by the calculation means and is blown out to the air conditioning zones from the face air outlets and the foot air outlets formed corresponding to the air conditioning zones, becomes the first and second target air outlet temperatures. In the vehicle air conditioner configured to independently control the temperatures of the both air conditioning zones by controlling, the first set temperature (Tset (Dr)) and the heat load (Tr, Tam, Ts). Based on the first basic target air temperature (TAOD (D of air blown into the first air conditioning zone
r)) based on the first basic target outlet temperature calculation means (step 131) and the second set temperature (Tset (Pa)) and the heat load (Tr, Tam, Ts).
The second basic target outlet temperature of the air blown to the air conditioning zone (T
A second basic target outlet temperature calculating means (step 132) for calculating AOD (Pa)) and the first basic target outlet temperature (T)
AOD (Dr)) and the second basic target outlet temperature (TAOD (Pr)
a)) and the first and second coefficient calculating means (step 133, step 134) for calculating the first and second coefficients (M (Dr), M (Pa)) by multiplying the difference between the two set temperatures. )
And the first target outlet temperature calculation means (step 1
35) is a value obtained by multiplying the first set temperature (Tset (Dr)), the heat load (Tr, Tam, Ts) and the difference between the two set temperatures by the first coefficient (M (Dr)). Based on the above, the first target outlet temperature (TAO (Dr)) is calculated, and the second target outlet temperature calculating means (step 136) causes the second set temperature (Tset (Pa)) and the heat load (Tr) to be calculated. , Tam, Ts
), And the second coefficient (M (P
a)), the second target outlet temperature (T
AO (Pa)) is calculated.

The heat load referred to in the invention of claim 1 or 5 means, for example, the temperature of the air inside the vehicle or the temperature of the outside air. In this case, the large heat load refers to, for example, a case where the vehicle interior air temperature is high or an outside air temperature is high,
The small heat load means that the air inside the vehicle is low or the temperature of the outside air is low. If necessary, the amount of solar radiation applied to the passenger compartment may be taken into consideration as the heat load.

Further, the reference numerals in parentheses of the above-mentioned means indicate the correspondence with the concrete means of the embodiments described later.

[0016]

According to the inventions of claims 1 to 5,
The first target outlet temperature calculation means and the second target outlet temperature calculation means add the first and second set temperatures, the heat load of each air conditioning zone, and the first and second target outlets based on the difference between the two set temperatures. Since the temperature is calculated, the first set temperature and the second set temperature
When there is a difference between the set temperature and the set temperature, there is a difference between the first target outlet temperature and the second target outlet temperature so as to cancel the air flow interference and the temperature interference due to the set temperature difference.

Here, in the case of the above-described vehicle air conditioner, normally, when the set temperature becomes high or the heat load becomes small, the target blowout temperature becomes high, and as a result, the foot blows out the conditioned air from the foot outlet. It becomes easy to enter the mode. Therefore, if the outside air temperature, which is one factor as a heat load, becomes low, the target outlet temperature becomes high, and the foot mode is likely to be set.

On the contrary, when the set temperature becomes low or the heat load becomes large, the target blowout temperature becomes low, and as a result, the face mode in which the conditioned air is blown out from the face outlet is likely to be set. Therefore, when the outside air temperature becomes high, the target outlet temperature becomes low and the face mode is likely to be set. Here, the air temperature detected by the heat exchanger front temperature detecting means is the outside air temperature before heat exchange by the heat exchanger, so if the inside / outside air mode at that time is the outside air introduction mode, it is almost the outside air temperature. Can be considered the same. Therefore, when the air temperature detected by the pre-heat exchanger temperature detecting means becomes low, the foot mode is likely to occur, and conversely, when the detected air temperature becomes high, the face mode is likely to occur.

By the way, since the first air conditioning zone and the second air conditioning zone are generally partitioned from each other in the foot side space and not in the upper body side space, the air flow interference and the temperature interference are caused by the foot mode. Face mode is larger than that. Therefore, when there is a difference between the two set temperatures as described above, it is necessary to make the difference between the two target blowout temperatures larger in the face mode than in the foot mode.

Therefore, as in the present invention, the first and second coefficients are varied according to the air temperature detected by the pre-heat exchanger temperature detecting means, and the first and second coefficients are set to the difference between the two set temperatures. By configuring to calculate the first and second target blowout temperatures based on the multiplied value, the lower the detected air temperature, that is, the easier the foot mode is, the smaller the difference between the two target blowout temperatures becomes. Both target blowout temperatures can be calculated, or conversely, both target blowout temperatures can be calculated so that the difference between the two target blowout temperatures becomes larger as the detected air temperature is higher, that is, the face mode is more likely to occur. .

Particularly, in the invention according to claim 2, for example, the first
If the set temperature is 26 ° C and the second set temperature is 25 ° C, the second
The first target outlet temperature is higher than the target outlet temperature. If the first set temperature is set to 28 ° C. from this state, the value obtained by subtracting the second set temperature from the first set temperature becomes larger than that in the former case. Therefore, compared with the former case, in the latter case, the first target blowout temperature becomes higher and the second target blowout temperature becomes higher.
The target blowout temperature becomes low.

Further, for example, the first set temperature is 22 ° C. and the second
When the set temperature is 25 ° C., the second target outlet temperature is lower than the first target outlet temperature. When the first set temperature is changed to 24 ° C. from this state, the value obtained by subtracting the second set temperature from the first set temperature becomes larger than that in the former case. Therefore, while maintaining the state where the second target outlet temperature is lower than the first target outlet temperature, in the latter case, the first target outlet temperature becomes higher and the second target outlet temperature becomes lower in comparison with the former case. .

In the third aspect of the invention, the higher the air temperature detected by the pre-heat exchanger temperature detecting means, that is, the face mode, the easier the air flow interference and the temperature interference occur, the first and the second. 2 The coefficient becomes a large value. Therefore,
For example, even when the first set temperature is 28 ° C. and the second set temperature is 25 ° C., the first coefficient multiplied by the value obtained by subtracting the second set temperature from the first set temperature (= 3 ° C.) becomes large. The target outlet temperature becomes higher. Further, since the second coefficient multiplied by the value (= −3 ° C.) obtained by subtracting the first set temperature from the second set temperature is increased, the second target blowout temperature is further lowered.
As a result, the difference between the two target blowout temperatures becomes large, and the effect of canceling airflow interference and temperature interference is improved.

By the way, when the air temperature detected by the pre-heat exchanger temperature detecting means is equal to or higher than a predetermined temperature, that is, when the outside air temperature is equal to or higher than the predetermined temperature, the heat load is large and the target outlet temperature is in a low range. It is in. In this way, when the target blowout temperature is in the low range, for example, when the set temperature is changed to a low temperature and the target blowout temperature becomes a lower temperature, the air volume is usually increased to cancel the heat load.

As the amount of airflow increases, the amount of heat supplied to both air conditioning zones increases accordingly. Therefore, even if both target blowout temperatures are made different according to the difference in both set temperatures, the difference in the amount of heat supplied to both air conditioning zones may be too large when the air volume increases as described above. . Therefore, as in the present invention, when the air volume increases with the change in the target outlet temperature, the difference between the two target outlet temperatures can be reduced by setting the first and second coefficients to small values. As a result, it is possible to prevent the difference in the amount of heat supplied to both air conditioning zones from becoming excessive.

According to the sixth aspect of the present invention, the first and second coefficients are variable according to the open / closed state of the face outlet and the foot outlet.
In the foot mode in which the conditioned air is blown from the foot outlet, the difference between the first target outlet temperature and the second target outlet temperature is reduced, and in the face mode in which the conditioned air is blown from the face outlet, both target outlet temperatures are set. The difference can be large. Further, in the bi-level mode in which the conditioned air is blown from the both outlets, the difference between the two target outlet temperatures can be changed according to the opening ratio of the both outlets.

According to the seventh aspect of the invention, the foot based on the value based on the first basic target outlet temperature and the second basic target outlet temperature (for example, the average value of the two basic target outlet temperatures) is used. You can see when it is easy to enter the mode and when it is easy to enter the face mode. The difference between the first target outlet temperature and the second target outlet temperature can be reduced when the foot mode is likely to occur, and the difference between the two target outlet temperatures can be increased when the face mode is likely to occur. .

[0028]

Next, a first embodiment of the present invention will be described. The present embodiment is a vehicle air conditioner that independently controls the temperatures of the driver's seat and the passenger's seat of the vehicle, and the foot-side space of the driver's seat and the foot-side space of the passenger's seat are separated by the center console. There is.

First, the overall structure of this embodiment will be described with reference to FIG. In FIG. 1, reference numeral 1 denotes an entire ventilation system of a vehicle air conditioner, and the main body of the ventilation system 1 is disposed below a vehicle interior instrument panel of an automobile. An inside / outside air switching box 2 is provided on the upstream side of the ventilation system 1. The inside / outside air switching box 2 is formed with an inside air intake port 3 and an outside air intake port 4, and both intake ports are selectively opened / closed in a portion where the inside air intake port 3 and the outside air intake port 4 are separated. The inside / outside air switching door 5 is provided. A drive means 6 (specifically, a servo motor, see FIG. 2) is connected to the inside / outside air switching door 5.

At the air outlet of the inside / outside air switching box 2, there is provided a centrifugal electric blower 7 as a blowing means. The blower 7 accommodates a centrifugal fan 8, a blower motor 9 for driving the centrifugal fan 8 and a centrifugal fan 8. Scroll casing 10
It consists of and. The blower voltage applied to the fan motor 9 is controlled by the blower controller 11 (see FIG. 2).

A case 12 of the air conditioning unit is connected to the air outlet side portion of the scroll casing 10. Inside the case 12, an evaporator 13 that serves as an air cooling means and a heater core 14 that serves as an air heating means are disposed downstream of the evaporator 13. Further, a partition plate 15 is arranged in front of the heater core 14 in the case 12. Further, on both sides of the heater core 14 in the case 12 (upper and lower sides in FIG. 1), bypass passages 16a, 16 for bypassing the heater core 14 by the cool air cooled by the evaporator 13 are provided.
b is formed.

Two air mix doors 17a and 17b are provided on the air upstream side of the heater core 14, and these doors 17a and 17b are respectively driving means 27.
a, 27b (specifically, servo motors, see FIG. 2). The amount of cold air from the evaporator 13 passing through the heater core 14 and the bypass passage 16a above the partition plate 15 in the figure is adjusted by the opening of the air mix door 17a, and the cold air is
The amount of air passing through the heater core 14 below the partition plate 15 in the figure and the amount of passing through the bypass passage 16b are determined by the air mix door 17
It is adjusted by the opening degree of b.

The evaporator 13 is a heat exchanger constituting a well-known refrigeration cycle, which is pipe-connected with a compressor, a condenser, a liquid receiver, and a decompressor (not shown), and dehumidifies and cools the air in the case 12. . The compressor is connected to an engine of an automobile through an electromagnetic clutch (not shown), and the drive stop is controlled by controlling the electromagnetic clutch to be turned on and off.

The heater core 14 is a heat exchanger which uses the cooling water of the automobile engine as a heat source.
The cold air cooled in 3 is reheated. Also, case 12
At the air outlet side, the driver side duct 18a that guides the conditioned air, the temperature of which is adjusted by the opening of the air mix door 17a, to the driver side of the passenger compartment, and the conditioned air that is adjusted by the opening of the air mix door 17b. Is connected to a passenger seat side duct 18b that guides the vehicle to the passenger seat passenger side.

At the downstream end of the driver side duct 18a,
A face duct 19a, a foot duct 20a, and a defroster duct 21 are formed. Of these, the face duct 19a is branched into a center face duct 191a and a side face duct 192a. At the ends of these ducts 191a, 192a, a center face outlet 193 for blowing out conditioned air to the driver's upper body.
a and a side face outlet 194a are formed. At the end of the foot duct 20a, a foot outlet 200a for blowing out conditioned air to the driver's feet is formed, and at the end of the defroster duct 21, for blowing conditioned air to the inner surface of the windshield. The defroster outlet 210 is formed.

On the other hand, a face duct 19b and a foot duct 20b are formed at the downstream end of the passenger seat side duct 18b. Of these, the face duct 19b is the center face duct 191b and the side face duct 1
92b and these ducts 191b, 1
At the end of 92b, a center face outlet 193b and a side face outlet 194b for blowing out conditioned air to the upper body of the passenger seat occupant are formed. At the end of the foot duct 20b, there is formed a foot outlet 200b for blowing the conditioned air to the feet of the passenger in the passenger seat.

At the air inlet side portions of the face duct 19a, foot duct 20a, and defroster duct 21, face doors 22 for opening and closing the respective ducts are provided.
a, a foot door 23a, and a defroster door 24 are provided. Of these, the face door 22a and the foot door 23a are driven by the same drive means 25a (specifically, a servo motor, see FIG. 2), and the defroster door 24 is driven by another drive means 26 (specifically, a servo motor). , See FIG. 2).

Face doors 22b and foot doors 23b for opening and closing the respective ducts are provided at the air inlet side portions of the face duct 19b and the foot duct 20b. The face door 22b and the foot door 23b are driven by the same drive means 25b (specifically, a servo motor, see FIG. 2). As shown in FIG. 2, the control device 30 for controlling the air conditioner includes an inside air temperature sensor 31 (provided on the driver's seat side) for detecting the inside air temperature of the vehicle, and an outside air temperature sensor 32 for detecting the outside air temperature. A solar radiation sensor 33 that detects the amount of solar radiation applied to the passenger compartment, a post-evaporator sensor 34 that detects the air temperature immediately after passing through the evaporator 13, and a water temperature sensor that indirectly detects the engine cooling water temperature in the heater core 14. 35, and a pre-evaporator sensor 37 that detects the air temperature immediately before passing through the evaporator 13 is connected to the input. Further, the controller 30 includes a driver side temperature setter 36a for setting a desired temperature Tset (Dr) in the driver's side passenger compartment and a passenger side temperature for setting a desired temperature Tset (Pa) in the passenger's side passenger compartment. The setting device 36b is input-connected.

The driver side temperature setter 36a and the passenger side temperature setter 36b are installed on an instrument panel provided in the front of the passenger compartment. The control device 30 is a well-known device having an A / D converter, a microcomputer, and the like (not shown) inside, and signals from the sensors 31 to 35 and 37 are A / D converted by the A / D converter. It is configured to be input to the microcomputer after being converted. .

The microcomputer is a C (not shown).
Well-known ones with PU, ROM, RAM, I / O, etc.,
When the ignition switch of the engine is turned on, power is supplied from a battery (not shown). Next, the operation of this embodiment will be described based on the flowchart of FIG. First, step 1 of the automatic control process of the air conditioner
When it starts at 00, the data is reset (initialized) at step 110. Then, in step 120, the signals (Tr, Tam, Ts, Te, Tw, Tef) obtained by A / D converting the values of the sensors 31 to 35, 37 are read and set by the driver side temperature setter 36a. The set temperature Tset (Dr) thus set and the set temperature Tset (Pa) set by the passenger side temperature setter 36b are read.

Then, in step 130, the target blow temperature of the conditioned air blown to the driver's seat side (hereinafter referred to as TAO (Dr))
And the target temperature of the conditioned air blown to the passenger side (hereinafter T
AO (Pa)) is calculated. Specifically, as shown in FIG. 4, in step 131, the driver's seat side basic target outlet temperature TAOD (D
r), and then in step 132, the passenger-side basic target outlet temperature TAOD (Pa) is calculated based on the following equation 2 stored in the ROM.

[0042]

[Equation 1] TAOD (Dr) = Kset × Tset (Dr) −Kr × T
r−Kam × Tam−Ks × Ts + C

[0043]

(2) TAOD (Pa) = Kset × Tset (Pa) −Kr × T
r-Kam * Tam-Ks * Ts + C (Kset, Kr, Kam, Ks are gains, C is a constant for correction), and in Step 133 and Step 134, based on the value of the evaporator front sensor 37, Items 1 to 5
The first coefficient (M (Dr)) and the second coefficient (M (Pa)) referred to in the described invention are calculated using the following formulas 3 and 4. It should be noted that the first coefficient (M (D
The reason for calculating r)) and the second coefficient (M (Pa)) will be described later.

[0044]

[Equation 3] M (Dr) = Kd (Cd (Dr) + Ka (Dr) × Tef)

[0045]

## EQU4 ## M (Pa) = Kd (Cd (Pa) + Ka (Pa) .times.Tef) (Kd, Cd, and Ka are gains) Next, in steps 135 and 136, the above T
AOD (Dr) and TAOD (Pa) and the above M (Dr) and M (P
Based on a), the driver side target outlet temperature TAO (Dr) and the passenger side target outlet temperature TAO (Pa) are calculated using the following equations 5 and 6.

[0046]

[Equation 5] TAO (Dr) = TAOD (Dr) + M (Dr) (Tset (D
r) −Tset (Pa))

[0047]

[Equation 6] TAO (Pa) = TAOD (Pa) + M (Pa) (Tset (P
a) −Tset (Dr)) Then, in step 140, using the characteristics of FIG. 5 stored in the ROM, the required blower voltage VM (Dr) and the passenger's seat side blower voltage are calculated from the above TAO (Dr) and TAO (Pa). The side required blower voltage VM (Pa) is calculated, and the average blower voltage VM of these is calculated.

Specifically, as shown in FIG. 6, first, at step 141, the VM (Dr) is calculated from the TAO (Dr) and the characteristic of FIG. Then, in step 142,
The VM (Pa) is calculated from the TAO (Pa) and the characteristics shown in FIG. Then, in step 143, these VM (D
The average blower voltage VM is calculated based on r), VM (Pa) and the following formula 7 stored in the ROM.

[0049]

## EQU7 ## VM = {VM (Dr) + VM (Pa)} / 2 Next, at step 150, the above TAO (Dr) and TA
From O (Pa) and the characteristics of FIG. 7 stored in the ROM, the respective blowing modes on the driver side and the passenger side are calculated. Here, the FACE (face) mode is a mode for blowing out the conditioned air from the face outlet, the B / L (bi-level) mode is a mode for blowing out the conditioned air from the face outlet and the foot outlet, and FOOT (foot). The mode is a mode in which conditioned air is blown out from the foot outlet.

Then, in step 160, the air mix door 17 is calculated based on the following equation 8 stored in the ROM.
The respective opening degrees SW (Dr) and SW (Pa) of a and 17b are calculated.

[0051]

## EQU8 ## SWi = {(TAOi-Te) / (Tw-Te
)} × 100 (%) (i = (Dr) or (Pa)) Then, in Step 170 to Step 190, the blower controller 11 and the servo are controlled so that the control target value calculated in Step 140 to Step 160 is obtained. The motors 18a, 18b, 25a, 25b are drive-controlled.

Next, the reason why the first coefficient (M (Dr)) and the second coefficient (M (Pa)) are calculated based on the above equations 3 and 4 will be described. The difference between the average air conditioning temperatures T (Dr) and T (Pa) in each air conditioning zone when only Tset (Dr) is changed from the state where Tset (Dr) and Tset (Pa) are kept constant at 25 ° C is ΔT. age,
When the ratio (ΔT / ΔTset) of the temperature difference ΔT to ΔTset which is the difference between Tset (Dr) and Tset (Pa) is called the control temperature ratio A, the detected value Tef of the pre-evaporator sensor 37 and the ratio It was found that there is a relationship with A as shown in FIG.

That is, the evaporator front sensor 37 is installed in the case 12
Among them, since it is provided on the upstream side of the evaporator 13,
The detection value Tef of the sensor 37 is substantially the same as the outside air temperature Tam. Here, as can be seen from the above equations 5 and 6,
When the outside air temperature becomes high, TAO (Dr) and TAO (Pa) become low values, and as a result, it becomes easy to enter the face mode, as can be seen from FIG. 7.

In the face mode, since there is no partition between the driver's seat upper body side space and the passenger seat upper body side space, TAO (Dr) and T
Even when blown out at a temperature of AO (Pa), air flow interference and temperature interference of these air are likely to occur. As a result, when the face mode is likely to occur, that is, when Tef is high, the temperature difference ΔT becomes small due to air flow interference and temperature interference, and the ratio A becomes small as shown in FIG.

On the contrary, when the outside air temperature becomes low, TAO (Dr) and TAO (Pa) become high values as can be seen from the above equations 5 and 6, and as a result, it becomes easy to enter the foot mode as seen from FIG. . In the foot mode, the foot-side space of the driver's seat and the foot-side space of the passenger seat are partitioned from each other by the center console, so that the air flow interference and the temperature interference are less likely to occur than in the face mode. As a result, when it is easy to enter the foot mode, that is, T
When ef is low, the temperature difference ΔT is larger than that in the face mode, and the ratio A is large as shown in FIG.

Therefore, in the present embodiment, paying attention to the fact that the ratio A differs depending on the blowout mode as described above, the higher the above Tef, the more the above first and second coefficients (M (Dr), M (Pa)). It was calculated as a large value, and these M (Dr) and M (Pa) were multiplied by the difference (Tset (Dr) -Tset (Pa)) between the two set temperatures. According to this, the higher the above Tef, that is, the easier the face mode is, the first and second coefficients (M (Dr), M (Pa))
Becomes larger, so as can be seen from Equations 5 and 6, T
The difference between AO (Dr) and TAO (Pa) becomes large. Therefore, the difference between TAO (Dr) and TAO (Pa) becomes large when the influence of the air flow interference or the temperature interference is large, so that the influence of the air flow interference or the temperature interference can be canceled.

On the contrary, the lower the Tef is, that is, the easier the foot mode is, the first and second coefficients (M (Dr),
Since M (Pa)) becomes smaller, the difference between TAO (Dr) and TAO (Pa) becomes smaller, as can be seen from Equations 5 and 6. Therefore, when it is difficult to be affected by air flow interference and temperature interference, T
Since the difference between AO (Dr) and TAO (Pa) becomes smaller, TAO
It is possible to prevent the temperature difference between (Dr) and TAO (Pa) from becoming excessive.

Each step of the flowcharts shown in FIGS. 3, 4 and 6 constitutes means for realizing each function. By the way, in the above-described embodiment, when Tef is equal to or higher than the predetermined temperature (Tef1), that is, when the outside air temperature is equal to or higher than the predetermined temperature, the target outlet temperature is equal to or lower than the temperature indicated by Tα in FIG. Since the voltage VM also increases as the target outlet temperature decreases,
Along with this, the amount of heat itself supplied to the driver's seat and the passenger seat also increases. That is, when Tef is equal to or higher than the predetermined temperature (Tef1), the blowing mode is the face mode,
The ratio A increases as Tef rises, as shown in FIG. Therefore, at this time, even if the target blowout temperature is made different according to the difference in the set temperature, the difference in the amount of heat supplied to each seat may be excessive due to the increase in the airflow.

Therefore, the second embodiment described below focuses on the above points. To be more specific, the first and second coefficients (M (Dr), M calculated in step 133 and step 134). (Pa)) depending on whether Tef is below or above the predetermined temperature (Tef1).
That is, in steps 133 and 134, Tef is T
When ef1 or less, the first based on the above equations 3 and 4
Then, the second coefficient is calculated, and when Tef is equal to or more than Tef1, the first and second coefficients are calculated based on the following formulas 9 and 10.

[0060]

[Equation 9] M (Dr) = Kd (Cd (Dr) −Ka (Dr) × Tef)

[0061]

[Equation 10] M (Pa) = Kd (Cd (Pa) −Ka (Pa) × Tef) As a result, when Tef is Tef1 or more, the first and second coefficients become smaller as Tef becomes higher. The above problems can be prevented. (Other Embodiments) In the above embodiment, the first and second coefficients are made variable on the basis of the temperature Tef of the pre-evaporator sensor 37. However, the actual blowing mode is detected and the detected blowing mode is used. Alternatively, the first and second coefficients may be changed. Specifically, as shown in FIG. 10, the variable B is in the order of foot mode → bilevel mode → face mode.
((Dr)) or B (Pa) is set to a small value, and from this variable B, the first and second
The coefficient (M (Dr), M (Pa)) is calculated.

[0062]

[Equation 11] M (Dr) = Kd (Cd (Dr) −Ka (Dr) × B (Dr))

[0063]

[Equation 12] M (Pa) = Kd (Cd (Pa) −Ka (Pa) × B (Pa)) However, when the blowing mode is the same in the driver's seat and the passenger's seat, B (D
r) = B (Pa). As a result, the first and second coefficients are larger in the face mode than in the foot mode. Therefore, the air flow interference and the temperature interference can be canceled well.

The means for detecting the actual blowing mode (opening / closing state detecting means in the invention according to claim 6) may be configured to detect the blowing mode obtained from the characteristics of FIG. A means for detecting the positions of the servomotors 25a, 25b such as a potentiometer may be provided, and the blowout mode may be detected by this means.

As still another embodiment, the first and second values based on the average value of the driver's side basic target outlet temperature TAOD (Dr) and the passenger's side basic target outlet temperature TAOD (Pa).
The coefficient may be variable. Specifically, as shown in FIG. 11, the variable B is set larger as the average value increases, and the first and second coefficients are calculated from the variable B based on the equations 11 and 12.

As a result, when the average value is large,
That is, the first and second coefficients are larger when the average value is smaller, that is, when the face mode is more likely to occur than when the foot mode is likely to occur. Therefore, the air flow interference and the temperature interference can be canceled well. Further, in each of the above-described embodiments, the heat load on the driver's seat and the passenger's seat is detected by one inside air temperature sensor 31, one outside air temperature sensor 32, and one solar radiation sensor 33. An inside air temperature sensor may be provided on each of the seat sides, and the heat load (inside air temperature) of each seat may be detected by each inside air temperature sensor. In this case, TAOD (Dr) is calculated based on each set temperature Tset (Dr), driver's side inside air temperature Tr (Dr), outside air temperature Tam, and solar radiation amount Ts, and TAO (Dr) is calculated.
D (Pa) is calculated based on Tset (Pa), passenger side inside air temperature Tr (Pa), outside air temperature Tam, and solar radiation amount Ts.

Further, instead of the inside air temperature sensor 31, a solar radiation sensor 33 is provided on each of the driver seat side and the passenger seat side, and the thermal load (insolation amount) of each seat is detected by each solar radiation sensor. good. In this case, TAOD (Dr) is calculated based on each set temperature Tset (Dr), the inside air temperature Tr, the outside air temperature Tam, and the driver's side solar radiation amount Ts (Dr), and TAOD (Dr) is calculated.
(Pa) is calculated based on Tset (Pa), the inside air temperature Tr, the outside air temperature Tam, and the passenger side solar radiation amount Ts (Pa).

Of course, both the inside air temperature sensor 31 and the solar radiation sensor 33 may be provided on the driver seat side and the passenger seat side. Further, in the above embodiment, the inside air temperature sensor 31 is provided on the driver seat side, and the inside air temperature on the passenger seat side is estimated by this sensor value. However, the average value of the inside air temperature on the driver seat side and the passenger side The inside air temperature sensor 31 may be provided at a position where the temperature can be detected.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a first embodiment of the present invention.

FIG. 2 is a block diagram showing a control system of the above embodiment.

FIG. 3 is a control flowchart of the above embodiment.

FIG. 4 is a diagram showing the contents of step 130 of FIG.

FIG. 5 is a characteristic diagram showing a relationship between a target blowout temperature and a blower voltage in the above embodiment.

FIG. 6 is a diagram showing the contents of step 140 of FIG.

FIG. 7 is a characteristic diagram showing a relationship between a target outlet temperature and an outlet mode in the above embodiment.

FIG. 8 is a temperature sensor value (Tef) before the evaporator in the above embodiment.
FIG. 5 is a characteristic diagram showing a relationship between the ratio (A) of the air conditioning temperature difference to the set temperature difference.

FIG. 9 is a view corresponding to FIG. 8 in the second embodiment of the present invention.

FIG. 10 is a blowout mode and a variable B (Dr) according to another embodiment of the present invention.
FIG. 9 is a characteristic diagram showing a relationship with B (Pa).

FIG. 11 is a characteristic diagram showing the relationship between the average value of the basic target blowout temperature and the variable B in another embodiment of the present invention.

[Explanation of symbols]

 7 Centrifugal Electric Blower (Blower) 12 Case (Air Passage) 13 Evaporator (Heat Exchanger) 18a Driver Side Duct (First Air Passage) 18b Passenger Side Duct (Second Air Passage) 31 Inside Air Temperature Sensor ( Heat load detecting means) 32 Outside air temperature sensor (heat load detecting means) 33 Solar radiation sensor (heat load detecting means) 36a Driver side temperature setter (first temperature setting means) 36b Passenger side temperature setter (second temperature setting) Means) 37 Evaporator sensor (heat exchanger temperature detecting means)

Claims (7)

[Claims] 1. A first and second preset temperatures corresponding to the first and second air conditioning zones, which are applied to a vehicle having a first air conditioning zone and a second air conditioning zone located on the left and right of a vehicle compartment, and Based on the heat load of the air conditioning zone and the difference between the two set temperatures, the first and second target outlet temperature calculating means calculates the first and second target outlet temperatures of the air blown into the both air conditioning zones, and By controlling the temperature of the air blown from each face outlet and each foot outlet formed corresponding to both air conditioning zones to the both air conditioning zones to be the first and second target outlet temperatures,
In a vehicle air conditioner configured to independently control the temperatures of both air conditioning zones, an air passage for guiding outside air to the face outlets and foot outlets, and an air passage provided in the air passage. A heat exchanger for cooling or heating the air in the passage, a pre-heat exchanger temperature detecting means for detecting an air temperature in the air passage before passing through the heat exchanger, and a pre-heat exchanger temperature detecting means According to the air temperature detected by the first and second coefficient calculating means for calculating the first and second coefficients by which the difference between the two set temperatures is multiplied, and the first target outlet temperature calculating means includes the first and second coefficient calculating means. 1 set temperature,
The first target blowout temperature is calculated based on a value obtained by multiplying the heat load and the difference between the both set temperatures by the first coefficient, and the second target blowout temperature calculation means is configured to set the second set temperature,
The vehicle air conditioner configured to calculate the second target outlet temperature based on a value obtained by multiplying the heat load and a difference between the two set temperatures by the second coefficient. 2. The difference between the two set temperatures in the first target outlet temperature calculating means is a value obtained by subtracting the second set temperature from the first set temperature, and in the second target outlet temperature calculating means. The difference between the two set temperatures is a value obtained by subtracting the first set temperature from the second set temperature, and the larger the value obtained by subtracting the second set temperature from the first set temperature, the first target The blowout temperature calculating means calculates the first target blowout temperature as a high temperature, and
The vehicle air conditioner according to claim 1, wherein the target outlet temperature calculating means calculates the second target outlet temperature as a low temperature. 3. The higher the temperature detected by the pre-heat exchanger temperature detecting means by the first coefficient calculating means, the more the first coefficient is calculated.
The coefficient is calculated as a large value, and the second coefficient calculation means calculates the second coefficient as a larger value as the temperature detected by the pre-heat exchanger temperature detection means becomes higher. 2. The vehicle air conditioner according to 2. 4. When the air temperature detected by the pre-heat exchanger temperature detecting means is equal to or higher than a predetermined temperature, the higher the detected air temperature, the first coefficient calculating means calculates the first coefficient as a smaller value. At the same time, the second coefficient calculation means calculates the second coefficient as a small value. 5. A first air passage, which is applied to a vehicle having a first air conditioning zone and a second air conditioning zone located on the left and right of a vehicle compartment, and which connects the outside of the vehicle compartment and the first air conditioning zone, and the outside of the vehicle compartment A second air passage communicating with the second air conditioning zone, a blower for sucking air outside the vehicle compartment and blowing the sucked outside air to the zones through the air passages, and an air upstream side of the air passages. A heat exchanger that is provided in a part and that cools or heats the suction outside air; a heat exchanger pre-temperature detection unit that detects the temperature of the suction outside air before passing through the heat exchanger; and a first air passage A first of which is provided on an air downstream side of the heat exchanger and adjusts an air temperature in the first air passage.
A temperature adjusting means, and a second air passage that is provided on the air downstream side of the heat exchanger in the second air passage, and that adjusts the air temperature in the second air passage.
Temperature control means and a first face blower formed at the air downstream end of the first air passage and blowing out the air whose temperature is controlled by the first temperature control means toward the upper body and the feet of the occupant in the first air conditioning zone. The outlet and the first foot outlet, and the air that is formed at the air downstream end of the second air passage and whose temperature is adjusted by the second temperature adjusting means are blown toward the upper body and the feet of the occupant in the second air conditioning zone. A second face outlet and a second foot outlet, a first temperature setting means for setting the temperature of the first air conditioning zone, and a second temperature setting means for setting the temperature of the second air conditioning zone. A heat load detecting means for detecting a heat load of the first and second air conditioning zones; a first coefficient calculating means for calculating a first coefficient according to a temperature detected by the heat exchanger front temperature detecting means; Heat exchange A second coefficient calculating means for calculating a second coefficient according to the temperature detected by the pre-exchanger temperature detecting means, a set temperature set by the first temperature setting means, and a heat load detected by the heat load detecting means , And the first coefficient based on a value obtained by multiplying the difference between the first preset temperature set by the first temperature setting means and the second preset temperature set by the second temperature setting means by the first coefficient. A first target outlet temperature calculating means for calculating a first target outlet temperature of air blown from the face outlet or the first foot outlet to the first air conditioning zone; and a set temperature set by the second temperature setting means, Based on the heat load detected by the heat load detecting means and a value obtained by multiplying the difference between the first set temperature and the second set temperature by the second coefficient, the second face outlet or the second face outlet. From the foot outlet to the second air conditioner Second target outlet temperature calculating means for calculating a second target outlet temperature of the air blown to the air, and the outlet temperature from the first face outlet or the first foot outlet equals the first target outlet temperature. First temperature control means for controlling the first temperature control means, and the second temperature control means so that the blowout temperature from the second face outlet or the second foot outlet becomes the second target blowout temperature. And a second temperature control means for controlling the air conditioner. 6. A first and second preset temperatures corresponding to the first and second air conditioning zones, which are applied to a vehicle having a first air conditioning zone and a second air conditioning zone located on the left and right of a vehicle compartment, and Based on the heat load of the air conditioning zone and the difference between the two set temperatures, the first and second target outlet temperature calculating means calculates the first and second target outlet temperatures of the air blown into the both air conditioning zones, and By controlling the temperature of the air blown from each face outlet and each foot outlet formed corresponding to both air conditioning zones to the both air conditioning zones to be the first and second target outlet temperatures,
In a vehicle air conditioner configured to independently control the temperatures of both air conditioning zones, an open / closed state detecting means for detecting open / closed states of the face outlet and the foot outlet, and this open / closed state detecting means detects the open / closed state detecting means. A first and a second coefficient calculating means for calculating a first and a second coefficient for multiplying the difference between the two set temperatures according to the open / closed state, and the first target outlet temperature calculating means has the first setting. temperature,
The first target blowout temperature is calculated based on a value obtained by multiplying the heat load and the difference between the both set temperatures by the first coefficient, and the second target blowout temperature calculation means is configured to set the second set temperature,
The vehicle air conditioner configured to calculate the second target outlet temperature based on a value obtained by multiplying the heat load and a difference between the two set temperatures by the second coefficient. 7. A first and second preset temperatures corresponding to the first and second air conditioning zones, which are applied to a vehicle provided with a first air conditioning zone and a second air conditioning zone located on the left and right of a vehicle compartment, and Based on the heat load of the air conditioning zone and the difference between the two set temperatures, the first and second target outlet temperature calculating means calculates the first and second target outlet temperatures of the air blown into the both air conditioning zones, and By controlling the temperature of the air blown from each face outlet and each foot outlet formed corresponding to both air conditioning zones to the both air conditioning zones to be the first and second target outlet temperatures,
In a vehicle air conditioner configured to independently control the temperatures of both air conditioning zones, a first basic target blowout temperature of air blown to the first air conditioning zone based on the first set temperature and the heat load. And a second basic target outlet temperature for calculating the second basic target outlet temperature of the air blown to the second air conditioning zone based on the second set temperature and the heat load. Calculating means, and first and second coefficient calculating means for calculating first and second coefficients by which the difference between the two set temperatures is multiplied based on the first basic target outlet temperature and the second basic target outlet temperature. The first target outlet temperature calculation means, the first set temperature,
The first target blowout temperature is calculated based on a value obtained by multiplying the heat load and the difference between the both set temperatures by the first coefficient, and the second target blowout temperature calculation means is configured to set the second set temperature,
The vehicle air conditioner configured to calculate the second target outlet temperature based on a value obtained by multiplying the heat load and a difference between the two set temperatures by the second coefficient.