JPH10236128A - Air conditioning device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain deterioration of dampproofing performance of inner air in a low outer air temperature range, and restrain frost formation of an evaporator for preventing deterioration of anti-clouding performance of a shield glass by clarifying a favorable disposition position of a post-evaporation temperature sensor. SOLUTION: Inside an air conditioning case 2, a partition plate 4 to partition a first air passage 18 in which inner air flows mainly, and a second air passage 19 in which outer air flows mainly is provided, and an evaporator 15 is disposed to penetrate the partition plate 4. An insertion hole 4b to communicate the first air passage 18 with the second air passage 19 is formed in the partition plate 4 immediately after the evaporator 15, and a post-evaporation temperature sensor 55 is inserted into the insertion hole 4b to be fixed, so a post-evaporation temperature on the side of the first air passage 18 and a post-evaporation temperature on the side of the second air passage 19 can be detected by the single post-evaporation temperature sensor 55, thereby fluctuation by inner air and outer air between summer and winter is restrained.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first air passage through which the interior of an air-conditioning case is blown into a vehicle cabin from a foot outlet through a vehicle interior air sucked from an interior air suction port, and the exterior of the vehicle compartment sucked from an outside air suction port. The present invention relates to a vehicle air conditioner including a partition member that partitions air into a second air passage that blows air from a defroster outlet into a vehicle interior.

[0002]

2. Description of the Related Art A first air conditioner for a vehicle as described above.
As a conventional technique, there is a technique disclosed in Japanese Patent Application Laid-Open No. 5-124426. Briefly describing the configuration of the first prior art, an air conditioning case of a vehicle air conditioner has an inside air inlet and an outside air inlet formed at one end, and a foot outlet, a defroster outlet, and A face outlet is formed.

[0003] The interior space of the air-conditioning case is divided into a first air passage through which a compartment air (hereinafter referred to as inside air) is blown into the vehicle interior from a foot air outlet by a partition plate and an outside air suction port. A second air passage that blows out the sucked outside air (hereinafter referred to as outside air) from the defroster outlet into the vehicle interior is defined. And, inside the air conditioning case, a blower that generates an air flow,
An evaporator for cooling the air and a heater core for heating the air are provided.

[0004] When the foot differential mode is selected as the outlet mode, the internal air is introduced into the first air passage and the outside air is introduced into the second air passage. The interior of the vehicle heats the interior of the vehicle to improve the heating performance, and the low-humidity outside air blows out to the inner surface of the window glass, thereby improving the anti-fog performance of the window glass.

A second prior art is disclosed in Japanese Patent Application Laid-Open No. 7-4 / 1995.
There is a technique disclosed in Japanese Patent No. 7831. In the configuration of the second related art, an inside air suction port and an outside air suction port are formed at one end of the air conditioning case, as in the first related art.
A foot outlet, a defroster outlet, and a face outlet are formed at the other end. In the internal space of the air-conditioning case, a first air passage and a second air passage having a structure similar to that of the above-described first related art are defined by a partition plate, and a blower, an evaporator, and the like are provided in the air-conditioning case. A heater core is provided. Furthermore, the second prior art describes that a post-evaporation temperature sensor for detecting an air temperature (post-evaporation temperature) immediately after passing through an evaporator is provided.

[0006]

However, neither the first nor the second prior art describes a specific arrangement position of the post-evaporation temperature sensor. Therefore, the following experiments were performed for the case where the post-evaporation temperature sensor was provided on the first air passage side and the case where the post-evaporation temperature sensor was provided on the second air passage side. That is, when the post-evaporation temperature sensor is provided on the first air passage side, the experimental temperature sensor is provided immediately after the evaporator on the second air passage side, and the post-evaporation temperature sensor is provided on the second air passage side. For, an experimental temperature sensor was provided immediately after the evaporator on the first air passage side.

When the post-evaporation temperature detected by the post-evaporation temperature sensor is equal to or higher than the first predetermined temperature (for example, 4 ° C.), cooling is performed by the evaporator, and the post-evaporation temperature detected by the post-evaporation temperature sensor is set to the second predetermined temperature ( When the control to stop the cooling by the evaporator at a temperature of 3 ° C. or less is performed under various outside air temperatures, an experiment is performed to determine what the post-evaporation temperature detected by the above-described experimental temperature sensor is. Was done. As a result, the data shown in FIG. 12 is obtained when the post-evaporation temperature sensor is provided on the first air passage side where the inside air flows, and the post-evaporation temperature sensor is provided on the second air passage side where the outside air mainly flows. In this case, the data shown in FIG. 13 was obtained.

It can be seen from these data that when a post-evaporation temperature sensor is provided on the side of the second air passage, FIG.
As shown in (2), when the outside air temperature is in the low outside air temperature range of 10 ° C. or less, the temperature of the cold air on the first air passage side is much higher than the second predetermined temperature. Accordingly, when the operating state of the evaporator is controlled based on the post-evaporation temperature on the second air passage side, the post-evaporation temperature on the first air passage side becomes the second predetermined temperature in the low outside air temperature range. Since the operation of the evaporator is stopped before the temperature is lowered, the dehumidifying performance of the inside air on the first air passage side is reduced. Therefore, there arises a problem that the inner surface of the window glass is easily fogged.

When a post-evaporation temperature sensor is provided on the first air passage side, the dehumidifying performance can be ensured in each of the first and second air passages as shown in FIG. The temperature after evaporation on the side of the second air passage in the low outside air temperature range of not more than ° C is lower than the second predetermined temperature.
Accordingly, when the operation state of the evaporator is controlled based on the post-evaporation temperature on the first air passage side, the post-evaporation temperature on the second air passage side becomes the second predetermined temperature in the low outside air temperature range. Since the operation of the evaporator will be continued even if the temperature is lower than the temperature, there is a possibility that the evaporator on the second air passage side is frosted (frosted). Therefore, the resistance (ventilation resistance) of the air passing through the evaporator on the side of the second air passage increases, and the amount of air blown toward the inner surface of the window glass decreases, so that a problem occurs that the anti-fog performance of the window glass decreases. .

[0010]

SUMMARY OF THE INVENTION It is an object of the present invention to clarify the preferred position of the cooling degree detecting means so as to prevent a decrease in dehumidifying performance of air in a vehicle compartment in a low outside air temperature range and to provide a heat exchange for cooling. It is an object of the present invention to provide a vehicle air conditioner capable of preventing frost formation on a vessel and preventing a decrease in anti-fog performance of window glass.

[0011]

According to the first aspect of the present invention, the cooling degree detecting means for detecting the degree of air cooling by the cooling heat exchanger is provided in the first air passage and the second air passage. With this arrangement, it is possible to detect both the air cooling degree on the first air passage side and the air cooling degree on the second air passage side with one cooling degree detecting means without increasing the number of parts. Become like Thus, the operation and stop of the cooling heat exchanger can be controlled based on the air cooling degree on the first air passage side and the air cooling degree on the second air passage side.

As a result, if the inside air temperature of the vehicle interior air sucked into the first air passage is higher than the outside air temperature, and the outside air temperature of the vehicle outside air sucked into the second air passage is in a low outside air temperature range, Even in this case, the operation of the cooling heat exchanger is harder to stop compared with the cooling air temperature detector provided only on the second air passage side, and a decrease in the dehumidifying performance of the vehicle interior air can be suppressed. it can. Further, the operation of the cooling heat exchanger is less likely to be continued than in the case where the cooling degree detecting means is provided only on the first air passage side, and the frost formation of the cooling heat exchanger on the second air passage side is reduced. Can be suppressed. Therefore, it is possible to suppress an increase in the humidity of the air blown into the vehicle interior, so that the inner surface of the window glass is hardly fogged, and it is possible to suppress a decrease in the amount of air blown into the vehicle interior, so that the anti-fog performance of the window glass is reduced. Can be suppressed.

According to the second aspect of the present invention, the cooling degree detecting means is fitted in the insertion hole provided in the partition member in a state of protruding into both the first air passage and the second air passage. Thus, it is possible to detect both the air cooling degree on the first air passage side and the air cooling degree on the second air passage side with one cooling degree detecting means without increasing the number of parts. . According to the third aspect of the present invention, the cooling degree detecting means is fixed to the partition member using the fixture, so that the cooling degree detecting means can be held in a state of protruding from both the first air passage and the second air passage. According to the fourth aspect of the invention, the cooling degree detecting means is sandwiched and fixed by the partition member, so that the cooling degree detecting means can be held in a state of protruding from both the first air passage and the second air passage.

According to the fifth aspect of the present invention, if the first
The inside air temperature of the vehicle interior air sucked into the first air passage from the suction port is higher than the outside air temperature, and the outside air temperature of the vehicle outside air sucked into the second air passage from the second suction port is in a low outside air temperature range. Even at this time, similarly to the first aspect of the invention, it is possible to suppress a decrease in the dehumidifying performance of the vehicle interior air and to suppress the formation of frost on the cooling heat exchanger on the second air passage side. it can. Therefore, it is possible to suppress an increase in the humidity of the air blown out from the first outlet toward the feet of the occupant of the vehicle, so that the inner surface of the window glass is less likely to fog, and
Since the decrease in the amount of air blown out from the outlet toward the window glass can be suppressed, a decrease in the anti-fog performance of the window glass can be suppressed.

According to the present invention, the air temperature immediately after passing through the cooling heat exchanger on the first air passage side and the air temperature immediately after passing through the cooling heat exchanger on the second air passage side. Since the operation start time of the cooling heat exchanger and the operation stop time of the cooling heat exchanger can be controlled on the basis of the average temperature with respect to the temperature, the same effects as those of the first aspect can be obtained. .

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION

[Configuration of First Embodiment] FIGS. 1 to 9 show a first embodiment of the present invention.
FIG. 1 is a view illustrating a main configuration of a ventilation system of a vehicle air conditioner, and FIG. 2 is a diagram illustrating an entire configuration of a ventilation system of a vehicle air conditioner.

In the air conditioner for a vehicle according to the present embodiment, each air conditioning unit of the air conditioning unit 1 for air conditioning the interior of a vehicle equipped with, for example, a diesel engine (hereinafter referred to as an engine) is used as an air conditioning control device (hereinafter referred to as an ECU). 9) An automatic air conditioner configured to automatically control the temperature in the vehicle cabin to always maintain the set temperature by controlling the air conditioner 9.

First, the configuration of the air conditioning unit 1 will be described with reference to FIGS. The air conditioning unit 1 is mounted on the vehicle such that the upper part of FIG. 2 is the front of the vehicle (engine side), the lower part of the drawing is the rear side of the vehicle (inside of the vehicle compartment), and the left-right direction of FIG. Air-conditioning case 2 which forms an air passage for guiding conditioned air to the air conditioner. This air conditioning case 2
Is formed of a resin material such as polypropylene, and is configured such that the inside / outside air switching means, the blower 8, the cooler unit, and the heater unit are connected in order from the air upstream side. Note that broken lines X and Y in FIG. 2 indicate these binding sites. The inside / outside air switching means and the blower 8 will be described later.

In the cooler unit, an evaporator (refrigerant evaporator) 15 is provided, which is one component of the refrigeration cycle 10 mounted on the vehicle. The refrigeration cycle 10 includes a compressor (refrigerant compressor) 11 that compresses refrigerant by the driving force of an automobile engine, a condenser (refrigerant condenser) 12 that condenses and liquefies the compressed refrigerant, and a gas-liquid refrigerant that condenses and liquefies the refrigerant. A receiver (gas-liquid separator) 13 for separating and flowing only the liquid refrigerant downstream, an expansion valve (expansion valve, decompression means) 14 for decompressing and expanding the liquid refrigerant, and the evaporator 15 for evaporating the decompressed and expanded refrigerant. It is composed of The evaporator 15 is a component corresponding to the cooling heat exchanger of the present invention, and is disposed so as to penetrate a partition plate 4 described later so as to entirely cover the inside of the air-conditioning case 2, and is provided with air passing therethrough. And an air dehumidifying effect of dehumidifying the air passing therethrough. That is, the evaporator 15 includes a first cooling unit that cools air flowing in the first air passage 18 described later and a second cooling unit that cools air flowing in the second air passage 19 described later.

The compressor 11 is connected with an electromagnetic clutch 16 for interrupting transmission of rotational power from the engine to the compressor 11. This electromagnetic clutch 16
Is energized, the rotational power of the engine is transmitted to the compressor 11, the air cooling action is performed by the evaporator 15, and the energization of the electromagnetic clutch 16 is stopped.
The engine and the compressor 11 are shut off, and the air cooling action by the evaporator 15 is stopped.

An evaporator 15 is provided in the heater unit.
Is provided with a heater core 17 for reheating the cold air that has passed through. As shown in FIGS. 3 and 4, the heater core 17 is arranged so that the cool air forms bypass passages 17a and 17b that bypass the heater core 17, and cooling water for cooling the engine flows therein. A heating heat exchanger for reheating cold air using the cooling water as a heating heat source. Further, the heater core 17 is provided so as to penetrate a partition plate 4 described later and partially block the width direction or the height direction of the air conditioning case 2 in the air conditioning case 2, and a first air passage 18 described later. The first to heat the air flowing inside
It is composed of a heating unit and a second heating unit that heats air flowing in the second air passage 19 described later.

A rotary shaft 3 is provided on the air upstream side of the heater core 17 so as to be rotatable with respect to the air conditioning case 2.
The first and second plate-shaped air mixing doors 3a, 3b are arranged on the rotating shaft 3 so that the plate surfaces thereof are the same.
Are integrally connected. Further, a servomotor 40 (see FIG. 6) as a driving means is connected to the rotating shaft 3. When the rotary shaft 3 is rotated by the servo motor 40, the first and second air mixing doors 3a and 3b are integrated with each other between the solid line position and the dashed line position in FIGS. And rotate. That is, the first and second air mix doors 3a, 3b
Regulates the ratio of the amount of cool air passing through the heater core 17 to the amount of warm air passing through the first and second bypass passages 17a and 17b depending on the stop position, thereby adjusting the temperature of air blown into the vehicle interior. Functions as temperature control means.

The cooler unit and the heater unit are connected as a connecting means by, for example, a claw fitting or a screw member. In the cooler unit and the heater unit, as shown in FIG. 2, the partition plate 4 extending in a substantially vertical direction allows the first air passage (inner air passage) 18 through which mainly the internal air flows and the outside air to mainly flow. Flowing second air passage (outside air passage)
19 are sectioned. And evaporator 1
5, the heater core 17 and the rotating shaft 3 are connected to the first air passage 1
8 and the second air passage 19.

The first air passage 18 blows vehicle interior air (hereinafter referred to as inside air) sucked from a first inside air suction port 5a to be described later through a foot (FOOT) opening 2a into a vehicle interior from a foot outlet. It is a ventilation path. The second air passage 19 receives the outside air (hereinafter referred to as outside air) sucked from an outside air intake port 5c, which will be described later, through a defroster (DEF) opening 2b and a face (FACE) opening 2c. This is a ventilation path that blows out into the vehicle interior from the face outlet and side face outlet.

The partition plate 4 is a component corresponding to the partition member of the present invention, and is interrupted at a position slightly upstream from the most downstream of the air conditioning case 2 and downstream of the heater core 17. In addition, a communication hole 4a that connects the first air passage 18 and the second air passage 19 is formed. In addition,
The communication hole 4a is opened and closed by a foot door described later.
Further, the partition plate 4 has an insertion hole 4b through which a post-evaporation temperature sensor described later can be inserted with a margin into a portion downstream of the evaporator 15 and upstream of the heater core 17.
have.

At the most downstream end of the air conditioning case 2, F
An OOT opening 2a, a DEF opening 2b, and a FACE opening 2c are formed. And the FOOT opening 2
a is connected to a foot duct (not shown),
Warm air is mainly blown out from the foot outlet (corresponding to the first outlet of the present invention) which is the most downstream end of the foot duct toward the feet of the occupant. A defroster duct (not shown) is connected to the DEF opening 2b.
Warm air is mainly blown from the defroster outlet (corresponding to the second outlet of the present invention), which is the most downstream end of the defroster duct, toward the inner surface of the front shield glass. Further, a center face duct and side face ducts (both not shown) are connected to the FACE opening 2c. Of these, the conditioned air introduced into the center face duct is blown out toward the occupant's head and chest from the center face outlet, which is the most downstream end of the center face duct. Further, the conditioned air introduced into the side face duct is blown from the side face outlet, which is the most downstream end of the side face duct, toward the inner surface of the side shield glass.

A foot door 21, a defroster door 22, and a face door 23 are provided on the upstream side of each of the openings 2a to 2c. The foot door 21 is an air outlet switching door that opens and closes an air inflow passage to the foot duct, the defroster door 22 is an air outlet switching door that opens and closes an air inflow passage to the defroster duct, and the face door 23 is a door opening to the center face duct. This is an air outlet switching door that opens and closes the air inflow passage to the air inflow passage.

The doors 21 to 23 are connected by a link mechanism (not shown), and the link mechanism is driven by a servo motor 41 (see FIG. 6) as a driving means. That is, when the servomotor 41 moves the link mechanism, the doors 21 to 23 move so as to obtain the outlet modes described later. Also,
The air inflow passage to the side face duct is
２３23 does not open or close. An outlet grill (not shown) is provided in the vicinity of the side face outlet to allow the occupant to manually open and close the side face outlet, and the air inflow passage to the side face duct is opened and closed by the outlet grill.

Next, the configurations of the inside / outside air switching means and the blower 8 will be described with reference to FIG. Here, FIG. 5 is a schematic perspective view seen from the direction of arrow C in FIG. The inside / outside air switching means is for taking in at least one or both of the inside air and the outside air into the air conditioning case 2 as shown in FIG. And first and second suction port switching doors 6 and 7 rotatably mounted in the inside / outside air switching box 5. Inside the inside / outside air switching box 5, a blower 8 for generating an airflow toward the vehicle interior is provided. The inside / outside air switching box 5 is formed with a first inside air suction port (corresponding to a first suction port of the present invention) 5a corresponding to the first suction port 8a of the blower 8, and the second suction port of the blower 8 is provided. A second inside air suction port 5b and an outside air suction port (corresponding to the second suction port of the present invention) 5c are formed corresponding to the port 8b.

The first suction port switching door 6 is connected to the first inside air suction port 5.
The second suction port switching door 7 is a door that opens and closes the second inside air suction port 5b and the outside air suction port 5c. Servo motors 42 and 43 (see FIG. 6) as driving means are connected to the first and second suction port switching doors 6 and 7, respectively.
2 and 43, respectively, are rotated between a solid line position and a dashed line position in the figure. The inside / outside air switching box 5 includes:
A communication path 30 that connects the second inside air suction port 5b or the outside air suction port 5c with the first suction port 8a is formed. Then, the first suction port switching door 6 fully closes the communication path 30 when the first inside air suction port 5a is fully opened (the position indicated by the solid line in FIG. 5),
The communication passage 30 is fully opened when the first inside air suction port 5a is fully closed (the position indicated by the dashed line in FIG. 5).

The blower 8 is a component corresponding to the blower of the present invention, and is disposed substantially at the center of the inside / outside air switching box 5. The blower 8 includes a first fan 31, a second fan 32, and a blower motor 33 for driving the first and second fans 31, 32 to rotate. Here, first,
The second fans 31 and 32 are integrally formed, and the first
The diameter of the second fan 32 is larger than the diameter of the fan 31. And these first and second fans 31, 32 are
The air suction side is housed in first and second scroll casing portions 34 and 35 each having a bell mouth shape. These first and second scroll casing portions 3
The end portions (air blowing side) of Nos. 4 and 35 are the first,
It communicates with the second air passages 18 and 19. First,
The second scroll casing portions 34 and 35 are divided into partition portions 36.
Is shared.

Next, the configuration of the control system of this embodiment will be described with reference to FIG. Here, FIG. 6 is a block diagram showing a control system of the vehicle air conditioner. Switch signals from switches on an operation panel 37 provided on the front of the vehicle compartment are input to an ECU (corresponding to the air conditioning control means of the present invention) 9 for controlling each air conditioning means of the air conditioning unit 1.
Here, the switches on the operation panel 37 include, for example, an air conditioner switch 50 for instructing start and stop of the refrigeration cycle 10, a temperature setting switch for the occupant to set a vehicle interior set temperature, and a suction mode. Switch for switching the air outlet mode, a switch for switching the air volume of the first and second fans 31, 32, and an auto switch for instructing the automatic control of each air conditioner. Switch.

Even during the automatic control, each air conditioner is controlled by giving priority to switch signals from the air conditioner switch 50, the suction port changeover switch, the air outlet changeover switch and the air volume changeover switch. The suction port changeover switch includes an outside air introduction switch for fixing the inside air introduction mode and an inside air circulation switch for fixing the inside air circulation mode. Further, a face switch for fixing to a face (FACE) mode, a bi-level switch for fixing to a bi-level (B / L) mode, and a foot for fixing to a foot (FOOT) mode are included in the air outlet switch. There are a switch, a foot differential switch for fixing to a foot differential (F / D) mode, and a face switch for fixing to a defroster (DEF) mode.

The ECU 9 has an inside air temperature sensor 51 for detecting the air temperature (inside air temperature) in the vehicle interior, an outside air temperature sensor 52 for detecting the air temperature outside the vehicle interior (outside air temperature), and solar radiation radiated into the vehicle interior. Insolation sensor 53 for detecting the amount of water, and water temperature sensor 5 for detecting the temperature of the cooling water flowing into heater core 17
4 and the respective sensor signals from the post-evaporation temperature sensor 55 for detecting the degree of air cooling of the evaporator 15.

Among them, the post-evaporation temperature sensor 55 is a component corresponding to the cooling degree detecting means of the present invention, and specifically detects the air temperature (post-evaporation temperature, cold air temperature) immediately after passing through the evaporator 15. It is a temperature detecting means such as a thermistor. Then, as shown in FIGS. 1 and 2, the post-evaporation temperature sensor 55 mounts a fixture such as a clamp in the insertion hole 4 b of the partition plate 4 that separates the first air passage 18 and the second air passage 19. Mounted using. The tip of the post-evaporation temperature sensor 55 is disposed so as to protrude into the first air passage 18, and the rear end of the post-evaporation temperature sensor 55 is disposed so as to protrude into the second air passage 19. , A post-evaporation temperature on the first air passage 18 side and a post-evaporation temperature on the second air passage 19 side are detected at the front end and the rear end, and a sensor signal related to the average temperature of these post-evaporation temperatures is detected. Fifteen
Is output to the ECU 9 via the lead wire 56 as the air cooling degree.

A well-known microcomputer including a CPU, a ROM, a RAM, and the like (not shown) is provided inside the ECU 9. Signals from the sensors 51 to 55 are supplied to an A / A by an input circuit (not shown) in the ECU 9. D
After being converted, it is configured to be input to a microcomputer. The ECU 9 is supplied with power from a battery (not shown) when an ignition switch (not shown) of the vehicle engine is turned on.

Next, a control process of the microcomputer according to the present embodiment will be described with reference to FIGS. Here, FIG. 7 is a flowchart showing the control processing by the microcomputer.

First, when the ignition switch is turned on (ON) and power is supplied to the ECU 9, the routine shown in FIG. 7 is started, and each initialization and initialization are performed (step S1). Subsequently, the set temperature set by the temperature setting switch is read (step S2). Subsequently, signals obtained by A / D conversion of the sensor signals from the inside air temperature sensor 51, the outside air temperature sensor 52, the solar radiation sensor 53, the water temperature sensor 54, and the post-evaporation temperature sensor 55 are read (step S3).

Subsequently, the target blowing temperature (TAO) of the air blown into the vehicle compartment is calculated based on the following equation (1) stored in the ROM in advance (step S4).

## EQU1 ## TAO = Kset × Tset−Kr × Tr−K
am × Tam−Ks × Ts + C where Tset is the temperature set by the temperature setting switch,
r is the inside air temperature detected by the inside air temperature sensor 51, Tam is the outside air temperature detected by the outside air temperature sensor 52, and Ts is the amount of solar radiation detected by the solar radiation sensor 53. Also, Kset,
Kr, Kam and Ks are gains, and C is a correction constant.

Subsequently, a blower voltage (voltage applied to the blower motor 33) corresponding to the target blowing temperature (TAO) is obtained from a characteristic diagram (map) (not shown) stored in the ROM in advance.
Is determined (step S5). Subsequently, an outlet mode corresponding to the target outlet temperature (TAO) is determined from a characteristic diagram (map) (not shown) stored in the ROM in advance (step S6). Here, in determining the outlet mode,
The target blowing temperature (TAO) is determined to be in the FACE mode, the B / L mode, the FOOT mode, and the F / D mode from a low temperature to a high temperature.

The FACE mode refers to the foot door 2
1 is a mode in which the air conditioning wind is blown toward the occupant's head and chest in the passenger compartment by setting the dashed line position in FIG. 2, the defroster door 22 to the solid line position, and the face door 23 to the dashed line position. In the B / L mode, the foot door 21 and the defroster door 22 are set to the solid line position in FIG. 2 and the face door 23 is set to the dashed line position to direct the conditioned air toward the occupant's head and chest and feet in the passenger compartment. This is a blowing mode.

In the FOOT mode, the foot door 21 and the face door 23 are set to the solid line position in FIG. 2, the defroster door 22 is set to the position to slightly open the DEF opening 2b, and about 80% of the air-conditioned air is set in the vehicle interior. In this mode, the air blows toward the feet of the occupant and about 20% of the conditioned air is blown toward the inner surface of the front shield glass. In the F / D mode, the foot door 21 is set to the solid line position in FIG. 2, the defroster door 22 is set to the dashed line position, and the face door 23 is set to the solid line position. In this mode, the same amount is blown out.

In this embodiment, when the defroster switch provided on the operation panel 37 is operated, the foot door 21 and the defroster door 22 are set to the solid line position in FIG. 2, and the face door 23 is set to the solid line position in FIG. A DEF mode is also set in which is blown toward the inner surface of the front shield glass. In any of the outlet modes,
The side face outlet can be opened and closed by the outlet grill.

Subsequently, the first and second air mix doors 3a, 3a, 3
b) The target door opening (SW) is calculated (Step S)
7).

## EQU2 ## SW = {(TAO-TE) / (TW-TE)}
× 100 (%) Note that TE is the post-evaporation temperature detected by the post-evaporation temperature sensor 55 and TW is the cooling water temperature detected by the water temperature sensor 54.

When SW ≦ 0 (%) is calculated, the first and second air mixing doors 3a and 3b send all the cool air from the evaporator 15 to the first and second bypass passages 17a and 17b. It is controlled to the passing position (MAXCOOL position). Further, when calculated as SW ≧ 100 (%), the first and second air mix doors 3a, 3b
Indicates that all of the cool air from the evaporator 15 is
7 (the MAXHOT position). Then, when it is calculated as 0 (%) <SW <100 (%), the first and second air mixing doors 3a and 3b supply the cool air from the evaporator 15 to the heater core 17 and the first and second air mixing doors 3a and 3b.
The position is controlled to pass through both the second bypass passages 17a and 17b.

Subsequently, frost control is performed. Specifically, the temperature detected by the post-evaporation temperature sensor 55 (the post-evaporation temperature T
The operation and stop of the compressor 11 are controlled based on E) (frost control means: step S8). Specifically, when the post-evaporation temperature TE of the post-evaporation temperature sensor 55 is equal to or higher than the first predetermined temperature (4 ° C. in the present embodiment), the electromagnetic clutch 16 is energized so that the compressor 11 starts (ON). The refrigeration cycle 10 is operated. That is,
The evaporator 15 is operated (air cooling action). When the post-evaporation temperature TE of the post-evaporation temperature sensor 55 is equal to or lower than the second predetermined temperature (3 ° C. in the present embodiment), the compressor 11
The operation of the refrigeration cycle 10 is stopped by energizing the electromagnetic clutch 16 so that the operation of the refrigeration cycle 10 is stopped (OFF). That is, the air cooling operation of the evaporator 15 is stopped.

Subsequently, the suction port mode is determined. That is, the subroutine shown in FIG.
The setting positions of the inlet switching doors 6 and 7 are determined (step S9). Subsequently, control signals are output to the blower motor 33 and the servo motors 40 to 43 so that the control states calculated or determined in steps S5 to S9 are obtained (step S10). Then, in step S11, the process returns to step S2 after waiting for elapse of the control cycle time τ (for example, 0.5 seconds to 2.5 seconds).

Next, the control process for determining the suction port mode will be described with reference to FIG.
It will be described based on. Here, FIG. 8 is a flowchart showing a control process for determining the suction port mode. First, the suction port mode is determined from the characteristic diagram (map) of FIG. 9 stored in the ROM in advance (step S20). Subsequently, it is determined whether or not the suction port mode determined in step S20 is the outside air introduction mode (suction port mode determination means: step S21). If the determination result is NO, that is, if the suction mode is determined to be the inside air circulation mode, the first suction switching door 6 is set to the solid line position in FIG. Set to the position indicated by the dashed line. That is, at this time, the first air passage 18 and the second air passage 19
Then, the suction port mode is determined so as to be controlled to the inside air circulation mode in which the inside air is introduced (step S22). Then, the process exits this subroutine.

If the result of the determination in step S21 is YES
In the case of, it is determined whether the outlet mode determined in step S6 of FIG. 7 is either the FOOT mode or the F / D mode. That is, it is determined whether or not the mode is the outlet mode for performing both heating of the vehicle interior and anti-fog of the front shield glass (outlet mode determining means: step S23). If the result of this determination is NO, the first suction port switching door 6 is set to the dashed line position in FIG. 5, and the second suction port switching door 7 is set to the solid line position. That is, at this time, the suction port mode is determined so that the outside air is introduced into the first air passage 18 and the second air passage 19 in the outside air introduction mode (step S24). Then, the process exits this subroutine.

If the result of the determination in step S23 is YES
In the case of, the target door opening (SW) of the first and second air mix doors 3a and 3b determined in step S7 of FIG.
Is 100% or more. That is, first,
The second air mix doors 3a and 3b are connected to the evaporator 15
Where all the cool air from the heater passes through the heater core 17 (MAX
It is determined whether or not the control is performed to the HOT position (the maximum heating position) (maximum heating determining means: step S25). If the determination result is NO, the process proceeds to step S24, in which the suction port mode is controlled so that the outside air is introduced into both the first air passage 18 and the second air passage 19 in the outside air introduction mode. decide.

If the result of the determination in step S25 is YES
In this case, it means that the heating capacity is insufficient for the target outlet temperature (TAO), and the first and second inlet switching doors 6 and 7 are set to the solid line positions in FIG. In other words, the suction port mode is determined so that the inside air is introduced into the first air passage 18 and the inside air is introduced into the second air passage 19 so as to be controlled to the inside / outside air two-layer mode (step S26). Then, the process exits this subroutine.

[Operation of the first embodiment] Next, the operation of each air conditioning means of the air conditioning unit 1 when the suction mode is the inside / outside air two-layer mode and the air outlet mode is the FOOT mode or the F / D mode will be described. This will be briefly described with reference to FIGS.

The inlet mode is determined to be the outside air introduction mode, the outlet mode is determined to be the FOOT mode or the F / D mode, and the target door opening (SW) of the first and second air mix doors 3a and 3b is 100. (%) Or more,
The first and second suction port switching doors 6 and 7 move to the solid line position in FIG. 5, the foot door 21 moves to the solid line position in FIG. 2, the defroster door 22 moves to the dashed line position, and the face door 23 moves to the solid line position to suck air. The mouth mode is controlled to the inside / outside air two-layer mode.

Therefore, the inside air existing in the passenger compartment is turned by the rotation of the first fan 31 of the blower 8 to the first inside air suction port 5.
a is sucked into the inside / outside air switching box 5 from the
Of the first scroll casing 3 through the first suction port 8a
It is sucked in 4. Then, the inside air enters the first air passage 18 of the air conditioning case 2 and the first air of the evaporator 15.
Pass through the cooling section. Then, the inside air is cooled when passing through the first cooling section and becomes cool air, and then its temperature is detected by the post-evaporation temperature sensor 55, and further passes through the first heating section of the heater core 17. Then, the cold air is reheated when passing through the first heating unit to become hot air, and then enters the foot duct from the FOOT opening 2a and is directed from the FOOT outlet toward the feet of the occupant of the vehicle. Is blown out. As a result, the interior of the vehicle is heated by the already warmed interior air, so that the heating performance is excellent.

On the other hand, the outside air existing outside the cabin is rotated by the rotation of the second fan 32 from the outside air suction port 5c to the inside / outside air switching box 5c.
And is further sucked into the second scroll casing part 35 through the second suction port 8b. Then, the outside air enters the second air passage 19 of the air conditioning case 2 and passes through the second cooling unit of the evaporator 15. Then, the outside air is cooled when passing through the second cooling section and becomes cool air, and then its temperature is detected by the post-evaporation temperature sensor 55, and further passes through the second heating section of the heater core 17. Then, the cold air is reheated when passing through the second heating section to become hot air, and then enters the defroster duct from the DEF opening 2b and is directed from the DEF outlet toward the foot of the occupant of the vehicle. Is blown out. Thereby, low-humidity outside air blows out to the inner surface of the front shield glass, so that the front shield glass is excellent in anti-fog performance.

Here, when the post-evaporation temperature detected by the post-evaporation temperature sensor 55 is equal to or higher than the first predetermined temperature (for example, 4 ° C.), the refrigeration cycle 10 is operated, and the post-evaporation temperature TE becomes the second predetermined temperature (for example, 3 degrees). C), the operation of the refrigeration cycle 10 is stopped. Therefore, the inside air temperature is 2
When the outside air temperature is 5 ° C. at 5 ° C. and the frost control is performed based on the post-evaporation temperature only on the first air passage 18 side,
As shown in the data of FIG. 12, the post-evaporation temperature on the first air passage 18 side is maintained at 4 ° C., but the second air passage side 19
Of the second cooling unit may be frosted. When the frost control is performed based on the post-evaporation temperature only on the second air passage 19 side, the post-evaporation temperature on the second air passage 19 side is maintained at 4 ° C. as shown in the data of FIG. However, the post-evaporation temperature on the first air passage side 18 is only cooled to 7 ° C. to 8 ° C., and the dehumidifying performance of the first cooling unit is reduced.

Therefore, in this embodiment, the first air passage 1
8 and the second air passage 19 are provided with an insertion hole 4b in the partition plate 4, and the post-evaporation temperature sensor 5 is provided in the insertion hole 4b.
By inserting 5, the temperature immediately downstream of the first and second cooling units of the evaporator 15 can be measured. Accordingly, the output value of the post-evaporation temperature sensor 55 is an average value of the post-evaporation temperature on the first air passage 18 side and the post-evaporation temperature on the second air passage 19 side.

Therefore, the air conditioning unit 1 according to the present embodiment
Even when the inside air temperature sucked into the first air passage 18 is higher than the outside air temperature and the outside air temperature sucked into the second air passage 19 is in a low outside air temperature region of 10 ° C. or less, the second Compared to an air conditioning unit in which a post-evaporation temperature sensor is provided only on the air passage 19 side, the frequency at which the operation of the refrigeration cycle 10 is stopped, that is, the frequency at which the air cooling operation of the evaporator 15 is stopped, is reduced. A decrease in the dehumidifying performance of the first cooling unit on the 18 side, that is, a decrease in the dehumidifying performance of the inside air can be suppressed. Also, the first air passage 18
As compared with an air conditioning unit provided with a post-evaporation temperature sensor only on the side, the frequency of operation of the refrigeration cycle 10, that is, the frequency of performing the air cooling action of the evaporator 15 is reduced, and the second cooling unit on the second air passage 19 side is reduced. Can be suppressed from frosting.

[Effects of the First Embodiment] As described above, in the air conditioning unit 1 of the present embodiment, one of the first air passage (inside air passage) 18 side and the second air passage (outside air passage) 19 side is provided. Compared to the method of detecting only the post-evaporation temperature, it is possible to perform frost control that is less susceptible to fluctuations in the intake air between summer when the outside air temperature is high and winter when the outside air temperature is low. Specifically, compared to an air conditioning unit having a post-evaporation temperature sensor only on the second air passage 19 side,
An increase in the humidity of the air blown out from the OOT outlet toward the occupant's feet can be suppressed. As a result, an increase in the humidity of the inside air can be suppressed, so that the inner surfaces of the front shield glass, the side shield glass, and other shield glasses are less likely to be fogged.

Also, compared to an air conditioning unit having a post-evaporation temperature sensor only on the first air passage 18 side, clogging due to frost in the second cooling section on the second air passage 19 side can be suppressed. Thus, a decrease in the amount of air blown from the DEF outlet toward the front shield glass can be suppressed, so that a decrease in the anti-fog performance of the front shield glass can be suppressed.

Further, in this embodiment, the post-evaporation temperature sensor 55 is inserted into the insertion hole 4b formed in the partition plate 4 which divides the inside of the air-conditioning case 2 into two, so that one post-evaporation temperature The post-evaporation temperature sensor 55 is connected to the partition plate 4 so that the sensor 55 can measure the post-evaporation temperature on the first air passage 18 side and the post-evaporation temperature on the second air passage 19 side.
Attached to. Then, the flow of air in the air conditioning case 2 is easily disturbed near the partition plate 4, and the inside air and the outside air are easily mixed near the insertion hole 4b. Thereby, the post-evaporation temperature sensor 55 can accurately detect the average value of the post-evaporation temperature of the inside air and the post-evaporation temperature of the outside air.

Since one post-evaporation temperature sensor 55 can measure the post-evaporation temperature on the first air passage 18 side and the post-evaporation temperature on the second air passage 19 side, two or more post-evaporation temperatures can be measured. The number of parts and the number of assembly steps can be reduced as compared with an air conditioning unit that measures the post-evaporation temperature on the first air passage 18 side and the post-evaporation temperature on the second air passage 19 with a temperature sensor. Can be reduced.

[Second Embodiment] FIGS. 10 and 11 show a second embodiment of the present invention.
FIG. 1 is a diagram showing a main configuration of a ventilation system of a vehicle air conditioner.

In this embodiment, the post-evaporation temperature sensor 55 such as a thermistor is sandwiched between the partition plates 4 and fixed to the air conditioning case 2. Specifically, the air conditioning case 2 is
The air-conditioning case (for example, upper case) 61 and the second air-conditioning case (for example, lower case) 62 are formed, and the cross-sectional shape of the first air-conditioning case 61 has a U-shape and is substantially parallel to both side walls at the center of the inner wall surface. The first partition plate 63 is integrally formed or separately attached. Then, substantially semicircular first notches 61 a and 63 a are provided at the end of one side wall of the first air-conditioning case 61 and the end of the first partition plate 63. On the other hand, a second partition plate 64 is similarly provided on the second air-conditioning case 62 having a U-shaped cross section, and a half of the second partition plate 64 is provided at the end of one of the side walls of the second air-conditioning case 62 and the end of the second partition plate 64. The circular second notches 62a and 64a are provided. The first and second notches 6
A substantially circular insertion hole 4b is formed by 3a and 64a.

Then, the first and second air conditioning cases 61, 62
When assembling, the post-evaporation temperature sensor 55 is connected to the partition plate 4.
The first and second of the first and second partition plates 63 and 64 constituting
By being sandwiched and fixed between the inner walls of the notches 63a and 64a, the first air passage 18 through the insertion hole 4b is formed.
Air leakage between the first and second air passages 19 can be prevented. That is, the sealing performance can be improved, and the work of assembling the post-evaporation temperature sensor 55 can be performed simultaneously with the work of housing the evaporator 15 in the air conditioning case 2.

During the assembling operation of the post-evaporation temperature sensor 55, the first and second air conditioning cases 61 and 61 are arranged so that the partition plate 4 is located on substantially the same plane as the flat tube 65 located at the center of the evaporator 15. By assembling the air passage 62, air leakage between the first air passage 18 and the second air passage 19 via the air passage formed between the flat tubes 65 of the evaporator 15 (the passage where the corrugated fin 66 exists) is provided. Can be prevented.

[Other Embodiments] In this embodiment, the evaporator 15 of the refrigeration cycle 10 is used as the cooling heat exchanger, and the heater core 17 is used as the heating heat exchanger. A heat exchanger incorporating an air cooling component such as an element may be used, or a heat exchanger incorporating an air heating component such as an electric heater may be used as a heat exchanger for heating.

In this embodiment, the post-evaporation temperature sensor 55 for detecting the air temperature immediately after passing through the evaporator 15 is used as the cooling degree detecting means, but the temperature sensor for detecting the fin temperature of the evaporator 15 as the cooling degree detecting means is used. Or a switch may be used. Further, a refrigerant pressure detecting means (refrigerant pressure sensor, refrigerant pressure switch) for detecting the low pressure of the refrigeration cycle 10 may be used as the cooling degree detecting means.

In this embodiment, at the time of automatic control, the suction mode is determined to be the outside air introduction mode, and the air outlet mode is set to F
Determined to be OOT mode or F / D mode, MAXH
When the OTT was determined, the first and second inlet switching doors 6 and 7 were moved to the inside / outside air two-layer mode. However, during manual control, the outside air introduction switch was turned on, and the foot switch or foot differential was turned on. When the switch is turned on and the heating state of the vehicle interior is set to the maximum heating state (MAXHOT) by an operation lever such as a temperature setting lever, the first and second suction port switching doors 6 and 7 are set to the inside and outside air two-layer mode. You may move so that it becomes.

In this embodiment, the control for determining the MAXHOT, that is, when the target door opening (SW) is determined to be 100% or more, is to determine the suction port mode to the inside / outside air two-layer mode. Target door opening (SW)
May be controlled to determine the suction port mode to the inside / outside air two-layer mode when is determined to be 80% or more. In the control process for determining the suction port mode, the target outlet temperature (TA
Control processing for determining one of the inside air circulation mode, the outside air introduction mode, and the inside / outside air two-layer mode based on the value of O) may be performed. Further, a suction port changeover switch for forcibly fixing the suction port mode to the inside / outside air two-layer mode may be provided.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating a main configuration of a ventilation system of a vehicle air conditioner (first embodiment).

FIG. 2 is a configuration diagram illustrating an entire configuration of a ventilation system of the vehicle air conditioner (first embodiment).

FIG. 3 is a sectional view taken along line AA of FIG. 2 (first embodiment).

FIG. 4 is a sectional view taken along line BB of FIG. 2 (first embodiment).

FIG. 5 is a schematic perspective view seen from the direction of arrow C in FIG. 2 (first embodiment).

FIG. 6 is a block diagram showing a control system of the vehicle air conditioner (first embodiment).

FIG. 7 is a flowchart showing a control process by the microcomputer (first embodiment).

FIG. 8 is a flowchart showing a control process for determining a suction port mode in FIG. 7 (first embodiment).

FIG. 9 is a characteristic diagram showing a relationship between an inlet mode and a target outlet temperature (first embodiment).

FIG. 10 is a perspective view illustrating a main configuration of a ventilation system of the vehicle air conditioner (second embodiment).

FIG. 11 is a cross-sectional view illustrating a main configuration of a ventilation system of the vehicle air conditioner (second embodiment).

FIG. 12 shows experimental data when a temperature detecting means is provided on the first air passage side.

FIG. 13 shows experimental data when a temperature detecting means is provided on the second air passage side.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Air-conditioning unit 2 Air-conditioning case 3 Rotating shaft 4 Partition plate (partition member) 5 Inside / outside air switching box 6 First suction port switching door 7 Second suction port switching door 8 Blower (blower means) 9 ECU (air-conditioning control means) 10 Freezing Cycle 15 evaporator (cooling heat exchanger) 17 heater core 18 first air passage 19 second air passage 55 post-evaporation temperature sensor (cooling degree detecting means, temperature detecting means) 2a FOOT opening 2b DEF opening 2c FACE opening 3a 1st air mix door 3b 2nd air mix door 4a communication hole 4b insertion hole 5a 1st inside air suction port (1st suction port) 5b 2nd inside air suction port 5c outside air suction port (2nd suction port)

Claims (6)

[Claims] (A) an air conditioning case for sending air into a vehicle interior; (b) air blowing means for generating an air flow toward the vehicle interior in the air conditioning case; and (c) air in the air conditioning case. A partition member that is provided along the flow direction of the air-conditioning case and partitions the interior of the air-conditioning case into a first air passage through which vehicle interior air mainly flows and a second air passage mainly through which vehicle exterior air flows. A) a cooling heat exchanger for cooling air flowing in the first air passage and the second air passage; and (e) a cooling heat exchanger provided in the first air passage and the second air passage. Cooling degree detecting means for detecting a degree of air cooling by the heat exchanger; and (f) air conditioning control means for controlling an operation state of the cooling heat exchanger in accordance with the degree of air cooling detected by the cooling degree detecting means. Equipped vehicle air conditioning equipment . 2. The vehicle air conditioner according to claim 1, wherein the partition member has an opening for communicating the first air passage and the second air passage downstream of the cooling heat exchanger. A hole is provided, and the cooling degree detecting means is fitted in the insertion hole so as to protrude into both the first air passage and the second air passage. 3. The air conditioner for a vehicle according to claim 2, wherein said cooling degree detecting means is fixed to said partition member using a fixture. 4. The air conditioner for a vehicle according to claim 2, wherein said cooling degree detecting means is fixed by being sandwiched between said partition members. 5. The vehicle air conditioner according to claim 1, wherein the first air passage is configured to supply vehicle interior air sucked from a first suction port to the vehicle through a first air outlet. The second air passage is for blowing out the vehicle exterior air sucked in from the second suction port toward the window glass from the second blowout port. An air conditioner for a vehicle, which is a ventilation path. 6. A vehicle air conditioner according to claim 1, wherein said cooling degree detecting means detects an air temperature immediately after passing through said cooling heat exchanger. Means for operating the cooling heat exchanger when the temperature detected by the temperature detecting means is equal to or higher than a first predetermined temperature, and controlling the temperature detected by the temperature detecting means to a second predetermined temperature. An air conditioner for a vehicle, wherein the operation of the cooling heat exchanger is stopped when the temperature is equal to or lower than the temperature.