JP2003136952A - Air-conditioner device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air-conditioner device for a vehicle capable of suppressing a deterioration of the comfortableness resulting from noise, a flush in face, etc., when the vehicle is in the auto F/D mode which does not give the driver a proper sense whether the wind shield is really blurred. SOLUTION: An air-conditioner ECU 10 makes the blowout wind quantity or wind delivery rate of the air conditioning wind to the wind shield smaller than the value given by the manual setting in case the operation takes place in the auto-control. In case the mode to perform blur prevention is set as the F/D mode while the operation takes place in the auto-control, deterioration of the comfortableness due to noise, flush in face, etc., can be suppressed by lessening the air conditioning wind to the wind shield when the driver can not judge whether the wind shield is really blurred. In case the F/D mode is selected by manual setting, the operation with priority given to blur prevention is made by increasing the air conditioning wind to the wind shield more than in the auto-control in compliance with the situation in which the driver, etc., selects the blur prevention as necessary.

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 automatically controlling an air conditioning capacity such as an air flow rate and a temperature of an air conditioning air blown into a vehicle compartment, and more particularly to an antifogging control for defrosting a window of a vehicle. is there.

[0002]

2. Description of the Related Art Conventionally, an air conditioning system for a vehicle has a comfortable environment in the passenger compartment by controlling the amount and temperature of the conditioned air to be blown out, and is capable of removing the fogging of the window and preventing the fogging of the window. The purpose is to ensure the driver's field of vision by going and enabling safe and comfortable driving.

[0003]

However, in the conventional vehicle air conditioner, the foot / defroster (F / F / F) is automatically controlled.
Even if the mode D) is set to heat the interior of the vehicle and prevent the window from being fogged, it is impossible to determine whether the window is really fogged and the defroster's antifogging ability is effective.

[0004] Japanese Patent No. 2933675 discloses a combination of an automobile air conditioner with dew condensation detecting means to detect fog on a window and control the defroster ability so that the fog can be cleared. In addition to being extremely high, fog occurs, the dew condensation detecting means detects the fog, and then clearing the cycle is not sufficient to secure visibility.

However, if the automatic control is used to increase the defroster capacity by increasing the amount of air blown out from the defroster outlet or the temperature of the air blown from the defroster outlet, as a safe side, noise will increase and the occupant's face will burn, resulting in comfort. There is a problem of getting worse.

The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to reduce the comfort due to noise or burning of the face in the automatic F / D mode in which it is not known whether or not it is really cloudy. An object of the present invention is to provide a vehicle air conditioner capable of suppressing the above.

[0007]

In order to achieve the above object, the present invention employs the following technical means.

According to the first aspect of the present invention, the air conditioning control means (10), when based on the automatic setting means (60), blows out the amount of conditioned air to the window as compared to when based on the manual setting means (57). It is characterized by reducing the proportion of air distribution.

As a result, when the F / D mode is set in the automatic control to also prevent the fog of the window,
By reducing the air conditioning airflow to the window that does not tell whether it is really cloudy, it is possible to suppress the deterioration of comfort caused by noise or burning of the face. On the other hand, when the F / D mode is selected by manual setting, it corresponds to the situation that the occupant's intention also requires the anti-fog of the window. Giving priority to driving.

Incidentally, the increase / decrease of the conditioned air to the above-mentioned window may be performed by operating the opening of the mode switching door to change the air volume ratio (air distribution ratio) between the occupant's feet and the window.

According to the second aspect of the invention, the air conditioning control means (10) is based on the automatic setting means (60),
It is characterized in that it is provided with means for setting the blown air quantity or the air distribution ratio of the conditioned air to the window, depending on whether it is based on the manual setting means (57).

As a result, for example, when the F / D mode is set in the automatic control to also prevent the fog of the window, it is difficult to know whether it is really foggy or not. It becomes possible to make settings so that the user is in a more comfortable state, such as suppressing the deterioration of comfort caused by.

According to the third aspect of the invention, the air conditioning control means (10) cancels the air volume operation performed in the air outlet mode for increasing the air volume or distribution ratio of the conditioned air to the window. The feature is that it is released at the same time as it is done.

Thus, for example, F / D in automatic control
Even if a small amount of air-conditioned air is blown to the window in the mode, the F / D mode is canceled and the mode is changed to another mode, and at the same time, the air volume operation is canceled, so that the occupant's usability is improved.

According to a fourth aspect of the present invention, there is provided blowout mode display means (52) for indicating the blowout port mode to the occupant,
The air-conditioning control means (10) causes the blowing mode display means (52) to display the blowing mode display means (52) under the occupant's feet when the air-conditioning control means (60) enters the air outlet mode for increasing the amount of air-conditioning air blown to the window or the air distribution ratio. It is characterized by displaying a mode with a large air flow rate to the.

As a result, the air-conditioning air to the window is reduced in the F / D mode with automatic control.
By displaying the mode in which the air volume ratio to the foot of the occupant is high, the occupant does not feel uncomfortable even if the window is not cloudy.

According to the fifth aspect of the present invention, when the air conditioning control means (10) increases the blown air volume or the air distribution ratio of the conditioned air to the window based on the automatic setting means (60), it affects the fogging of the window. It is characterized in that the amount of air-conditioning air blown to the window or the air distribution ratio is varied according to the environmental conditions in which it is operated.

As a result, the anti-fog control adjusts the air-conditioning air in accordance with the easiness of clouding in the window from the environmental conditions, and automatically reduces the air-conditioning air in the environmental conditions where it is difficult to fog up to make the face hotter. Avoided comfort priority control.

In a sixth aspect of the present invention, the vehicle air conditioner has a function of independently controlling the air conditioning of a plurality of air conditioning zones, and the air conditioning control means (10) controls the window for each of the plurality of air conditioning zones. It is characterized in that a means for setting the blown air volume or the air distribution ratio of the conditioned air is provided. This allows the left and right independent control vehicles and the like to be set according to the preferences of the left and right people.

According to the seventh aspect of the present invention, the air conditioning control means (10), when based on the automatic setting means (60), shifts to an outlet mode in which the amount or distribution ratio of the conditioned air to the window is increased. It is characterized in that a setting means (57) capable of changing the condition by the operation of the passenger is provided.

This is to change the condition for switching to the F / D mode in which the conditioned air is blown out from the defroster outlet that influences the glow of the face according to the taste of each person. For example, normal automatic control is performed. By changing the temperature condition for switching to the F / D mode with, it is possible to make the F / D mode easy or difficult.

By the way, the reference numerals in parentheses of the above means are examples showing the correspondence with the concrete means described in the embodiments described later.

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) FIGS. 1 to 5 show a first embodiment of the present invention, and FIG. 1 shows the entire structure of an automatic air conditioner system. 2 is a view showing an instrument panel, and FIG. 3 is a view showing an air conditioner operation panel.

The vehicle air conditioner of this embodiment, a so-called car air conditioner, controls each air conditioning means (actuator) in the air conditioning unit 1 for air conditioning the interior of a vehicle such as an automobile equipped with a water cooling engine for traveling. An automatic air conditioner system configured to be controlled by means (hereinafter referred to as an air conditioner ECU) 10.

The air conditioning unit 1 controls the temperature and blows air on the driver's seat side (including the rear seats behind the driver seat) and the passenger seat side (including the rear seats behind the passenger seat) in the passenger compartment. The air conditioner unit can change the exit mode and the like independently of each other.

The air conditioning unit 1 is equipped with an air conditioning duct 2 arranged in front of the vehicle interior of the vehicle. An inside / outside air switching door 3 and a blower 4 are provided on the upstream side of the air conditioning duct 2 to form a blower unit as an inside / outside air blower. The inside / outside air switching door 3 is a suction port switching unit that is driven by an actuator such as a servo motor 5 to change the opening degree between the inside air suction port 6 and the outside air suction port 7 (so-called suction port mode).

The blower 4 is a centrifugal blower which is rotationally driven by a blower motor (blower fan drive means) 9 controlled by a blower drive circuit 8 to generate an air flow in the air conditioning duct 2 toward the passenger compartment. Blower 4
Is an air conditioner blown from each of the driver-side and passenger-side air outlets, which will be described later, toward the driver-side and passenger-side air conditioning zones in the passenger compartment (especially inside the driver-side and passenger-side front windows). A blown air amount varying means or a blown air velocity varying means for changing the blown airflow rate or the blown wind speed is configured.

At the center of the air conditioning duct 2, the air conditioning duct 2
An evaporator (cooling heat exchanger) 41 is provided as an air cooling means for cooling the air passing through. Further, on the air downstream side of the evaporator 41, a heater core (heat exchanger for heating) that heats the air passing through the first and second air passages 11 and 12 by exchanging heat with the cooling water of the engine.
42 are provided. In addition, the first and second air passages 11,
The partition 12 is partitioned by a partition plate 14. Further, for example, in a vehicle air conditioner used for a vehicle traveling using electric power, the evaporator may be replaced with a Peltier element.

On the air upstream side of the heater core 42, the air mix zone for the driver side and the passenger side for independently adjusting the temperature of the driver side air conditioning zone and the passenger side air conditioning zone in the passenger compartment is set. / M) Doors 15 and 16 are provided. Then, A / M doors 15 and 16 on the driver's side and the passenger's side
Are driven by actuators such as servo motors 17 and 18, and are blown from the driver seat side and passenger seat side air outlets, which will be described later, to the driver seat side and passenger seat side air conditioning zones (particularly the driver seat side and the passenger seat side). A driver seat side and a passenger seat side blowout temperature varying means for changing the blowout temperature of the conditioned air blown toward the inside of the front window).

Here, the evaporator 41 of the present embodiment.
Is a component of the refrigeration cycle. A refrigeration cycle is a belt compressor driven by an output shaft of a vehicle running engine mounted in an engine room of a vehicle to compress and discharge a refrigerant, and a refrigerant compressor (compressor) that discharges the refrigerant. A refrigerant condenser (condenser) for condensing and liquefying, a liquid receiver (receiver) for separating the liquid refrigerant flowing in from this condenser into a gas-liquid separation, and an expansion valve (expansion valve) for adiabatically expanding the liquid refrigerant flowing in from this receiver. , And the evaporator (refrigerant evaporator) for evaporating and evaporating the refrigerant in the gas-liquid two-phase state flowing from the expansion valve.

Among these compressors, the air conditioner EC
Rotational force from the engine is interrupted by the electromagnetic clutch controlled by U10. Then, when the electromagnetic clutch is turned on and the compressor is activated, the evaporator 41 cools and dehumidifies the air passing through the inside of the air conditioning duct 2, so that the temperature inside the vehicle interior decreases and the inside of the window including the front window becomes less likely to be fogged. .

In this embodiment, the post-evaporation temperature (TE) which is the detected value of the post-evaporation temperature sensor 74 and the target post-evaporation temperature (T).
A variable capacity compressor having an electromagnetic variable capacity control valve that performs variable capacity control based on a control signal output according to a comparison result with EO) is used.

1 and 2 at the air downstream end of each outlet duct communicating with the air downstream side of the first air passage 11.
As shown in FIG. 2, the driver side defroster (DEF) outlet 20 and the driver side center face (FACE) outlet 2
1, the driver seat side face (FACE) outlet 22 and the driver seat foot (FOOT) outlet 23 are open.

As shown in FIGS. 1 and 2, the passenger's seat side defroster (DEF) outlet 3 is provided at the air downstream end of each outlet duct communicating with the air downstream side of the second air passage 12.
0, passenger seat side center face (FACE) outlet 31,
The passenger seat side face (FACE) outlet 32 and the passenger seat foot (FOOT) outlet 33 are open.

The driver side and passenger side DEF outlets 2
0 and 30 are air-conditioned air (mainly warm air) to the front window
And the driver-side and passenger-side side FACE outlets 22 and 32 constitute outlets for blowing out conditioned air (mainly warm air) to the side windows.

In the first and second air passages 11 and 12, the driver's seat side and the passenger's seat side blowing for independently setting the outlet mode for the driver's seat side and the passenger's seat side in the passenger compartment are set. Exit switching doors 24-26 and 34-36 are provided. The driver side and passenger side outlet switching doors 24 to 26, 3
Reference numerals 4 to 36 denote mode switching doors that are driven by actuators such as servomotors 28, 29, 38, and 39 to switch the air outlet modes on the driver seat side and the passenger seat side, respectively.
An air flow rate adjusting means is configured.

Here, as the outlet mode on the driver's seat side and the passenger's seat side, FACE mode, B / L mode, FOOT
Mode, FOOT / DEF mode, DEF mode, and the like. The driver side and passenger side outlet switching doors 24, 34
Is a driver-side or passenger-side defroster door capable of opening and closing the driver-side and passenger-side DEF outlets 20 and 30 independently of each other, and servo motors 28 and 3 for driving the defroster doors.
The numeral 8 constitutes an actuator of an anti-fog means for preventing fogging or frost on the window or controlling the window fogging or frost effectively.

The air conditioner ECU 10 corresponds to the air conditioning control means of the present invention, and is a battery (vehicle-mounted power source) mounted on the vehicle when the ignition switch for starting and stopping the engine is turned on (IG / ON). When DC power is supplied from (not shown), arithmetic processing and control processing are started. Air conditioner ECU 10
As shown in FIGS. 1 and 2, the air conditioner operation panel 5 is integrally installed on the instrument panel 50.
Each switch signal is input from the various operation switches on 1.

On the air conditioner operation panel 51, a liquid crystal display device (LCD: liquid crystal display) 52, an inside / outside air changeover switch 53, a front defroster switch (hereinafter referred to as a DEF switch) 54, a rear defroster (defogger) switch 55, and a DUAL. Switch 56, outlet mode (MODE) selector switch 57, blower air volume selector switch 58, A / C switch 59, AUTO switch 6
0, OFF switch 61, driver's seat (DRIVER) side temperature setting switch 62, passenger's seat (PASSENGER) side temperature setting switch 63, low fuel consumption improving switch 64, etc. are installed.

The dual switch 56 in the above is a left / right independent control command means for instructing left / right independent temperature control for independently adjusting the temperature inside the driver side air conditioning zone and the temperature inside the passenger side air conditioning zone. Is. Also, D
The EF switch 54 is equivalent to an air-conditioning switch for instructing whether or not to improve the anti-fog performance of the front window, and is a DEF mode request for requesting to fix (set) the outlet mode (MODE) to the DEF mode. It is a means.

The MODE changeover switch 57 corresponds to the setting means of the present invention, and corresponds to an air conditioning switch for instructing whether or not to enhance the antifog ability of the front window.
Depending on the user's manual operation, the outlet mode (M
ODE) is a F / D mode requesting means that requests to fix (set) the FACE mode, the B / L mode, the F / D mode, or the FOOT mode.

On the liquid crystal display 52, a set temperature display section for visually displaying the set temperatures of the driver side and passenger side air conditioning zones, an outlet mode display section (outlet mode display means) for visually displaying the outlet mode, and An air volume display unit for visually displaying the blower air volume is provided. The liquid crystal display 52 may be provided with an outside air temperature display section, an inlet mode display section, and a time display section. Further, various operation switches on the air conditioner operation panel 51 may be provided on the liquid crystal display 52.

The A / C switch 59 is an air conditioning operation switch for instructing start or stop of the compressor of the refrigeration cycle. Generally, the A / C switch 59 is provided to increase the fuel efficiency by turning off the compressor to reduce the engine rotation load.

The driver side temperature setting switch 62 is a driver side temperature setting means for setting the temperature in the driver side air conditioning zone to a desired temperature, and comprises an up switch 62a and a down switch 62b. Further, the passenger side temperature setting switch 63 is a driver side temperature setting means for setting the temperature in the passenger side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b.

Further, the low fuel consumption improving switch 64 is an economy (ECON) switch for instructing whether or not to reduce the operating rate of the compressor of the refrigeration cycle and perform economical air conditioning control in consideration of low fuel consumption and power saving. is there.

Further, inside the air conditioner ECU 10, a central processing unit (CPU) for performing arithmetic processing and control processing, a memory (ROM or EEOROM, RAM), and I / O.
A well-known microcomputer configured to include functions such as a port (input / output circuit) is provided, and after sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit, It is configured to be input to the microcomputer.

That is, the air conditioner ECU 10 includes, in the air conditioner ECU 10, an inside air temperature sensor 71 as an inside air temperature detecting means for detecting the temperature inside the vehicle (inside air temperature), and an outside air temperature sensor as an outside air temperature detecting means for detecting an outside air temperature (outside air temperature). 72 and a solar radiation sensor 73 as a solar radiation detecting means are connected.

Further, an after-evaporation temperature sensor 74 as an after-evaporation temperature detecting means for detecting an air temperature immediately after passing through the evaporator 41 (hereinafter referred to as an after-evaporation temperature TE), a cooling water temperature detecting means for detecting an engine cooling water temperature of the vehicle. A cooling water temperature sensor 75, a humidity sensor 76 as a humidity detecting means for detecting the relative humidity in the vehicle compartment, and a refrigerant which is mounted between the high pressure side receiver and the expansion valve of the refrigeration cycle and detects the high pressure side pressure. Pressure sensor 7
7 etc. are connected.

Here, the humidity sensor 76, together with the inside air temperature sensor 71, includes the instrument panel 50 near the driver's seat.
It is housed in a recess formed in the front surface of the. The recess is closed by a lid 50a having a vent.

Of these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporation temperature sensor 74, and the cooling water temperature sensor 75, temperature sensitive elements such as thermistors are used. Further, the solar radiation sensor 73 is a driver's seat side solar radiation intensity detection means (for example, a photodiode) that detects the amount of solar radiation (solar radiation intensity) TS (Dr) radiated into the driver side air conditioning zone.
And a passenger seat side solar radiation intensity detection means (for example, a photodiode) that detects the solar radiation amount (solar radiation intensity) TS (Pa) radiated in the passenger seat side air conditioning zone.

Next, the control method by the air conditioner ECU 10 will be described with reference to FIG. Here, FIG. 4 shows the air conditioner E.
6 is a flowchart showing an example of a control program of CU10.

First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of the control program (routine in FIG. 4) stored in advance in the ROM is started. At this time, the air conditioner ECU 1
The contents stored in the data processing memory (RAM) incorporated in the microcomputer inside the 0 are initialized (step S1).

Next, various data are read into the data processing memory (RAM). That is, the air conditioner operation panel 51
Switch signals from the above various operation switches and sensor signals from various sensors are input (step S2).

In particular, the output signal TR corresponds to the vehicle interior temperature which is the detected value of the inside air temperature sensor 71, the output signal TAM corresponding to the outside air temperature which is the detected value of the outside air temperature sensor 72, and the detected value of the solar radiation sensor 73. Output signal TS corresponding to the amount of solar radiation
(Dr), TS (Pa), an output signal TE corresponding to a post-evaporation temperature which is a detection value of the post-evaporation sensor 74, and an output signal TW corresponding to a cooling water temperature which is a detection value of the cooling water temperature sensor 75.
Enter.

Next, based on the above-mentioned stored data and the stored arithmetic expression, the target outlet temperature TA on the driver side is set.
O (Dr) and the target outlet temperature TAO (P
a) is calculated (step S3). Next, the target blowout temperature TA on the driver's seat side and the passenger's seat side obtained in the above step S3
Blower air volume {blower control voltage VA (Dr) to be applied to the blower motor 9, based on O (Dr), TAO (Pa)
VA (Pa)} is calculated (step S4).

In practice, the above blower control voltage VA is
Target blow-out temperature TAO (Dr), T on driver's side and passenger's side
Blower control voltage VA adapted to each AO (Pa)
(Dr), VA (Pa) are obtained based on a predetermined characteristic pattern, and the blower control voltage VA (D
It is obtained by averaging r) and VA (Pa).

Next, based on the above stored data and the stored arithmetic expression, A of the driver side A / M door 15
/ M opening SW (Dr) (%) and passenger side A / M door 1
The A / M opening degree SW (Pa) (%) of 6 is calculated (step S5). Target blowout temperature TAO on driver's side and passenger's side
(Dr) and TAO (Pa) are based on those obtained in step S3.

Next, the routine shown in FIG. 5, which will be described later, is activated to perform window anti-fog control (step S6). Next, the target post-evaporator temperature (TEO) determined in the above step
And feedback control (P) so that the actual post-evaporation temperature (TE) which is the detection value of the post-evaporation sensor 74 matches.
The target discharge amount of the compressor is determined by (I control) (step S7). Specifically, the calculation is performed based on an arithmetic expression that stores the solenoid current (control current: In) that is the target value of the control current supplied to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor.

Next, a control signal is output to the blower drive circuit 8 so that the blower control currents VA (Dr) and VA (Pa) determined in step S4 are obtained (step S8). Next, the A / M opening degree SW (D
r) and SW (Pa) so that the servomotors 17, 1
A control signal is output to 8 (step S9).

Next, the servo motors 28, 29, 38, 39 are brought into the air outlet mode determined in step S6.
The control signal is output to (step S10). Next, the solenoid current determined in step S7 (control current: I
n) is output to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor (step S11). After that, the process returns to the control process of step S2.

Next, the control relating to the window anti-fog control by the air conditioner ECU 10 will be described with reference to FIGS. First, FIG. 5 is a flowchart showing the control relating to the anti-fogging control, and is an example in which the upper limit of the opening degree of the DEF door is varied as the amount of air blown to the window is varied. Since these controls are independently performed on the driver's seat side and the passenger's seat side, the following description will be given on the driver's seat side.

First, when the routine of FIG. 5 is started, the outlet mode is set to F / D (FOOT / DE) in step S21.
F) It is determined whether or not it is the mode, and if it is the F / D mode, it is the automatic control or the manual setting. Then, if the determination result is NO (other than the F / D mode), the process returns and the determination of this step S21 is repeated.

If the F / D mode is selected in step S21 and the manual setting is selected, the process proceeds to step S22.
The upper limit of the DEF door opening is 25 degrees. If the F / D mode is selected in step S21 and the automatic control is performed, the process proceeds to step S23, and the upper limit of the DEF door opening is set to 20 degrees.

Next, the features of this embodiment will be described. When the air conditioner ECU 10 is based on the automatic control, the air conditioner air blowing amount to the window or the air distribution ratio is smaller than that based on the manual setting.

As a result, in the case where the F / D mode is set in the automatic control to also prevent the fog of the window,
By reducing the air conditioning airflow to the window that does not tell whether it is really cloudy, it is possible to suppress the deterioration of comfort caused by noise or burning of the face. On the other hand, when the F / D mode is selected by manual setting, it corresponds to the situation that the occupant's intention also requires the anti-fog of the window. Giving priority to driving.

(Second Embodiment) FIG. 6 is a flow chart showing the control relating to anti-fogging control in the second embodiment of the present invention. When the routine of FIG. 6 is started, step S31
Whether or not the outlet mode is the F / D mode, and F /
If it is the D mode, it is determined whether it is automatic control or manual setting. Then, if the determination result is NO (other than the F / D mode), the process returns and the determination in step S31 is repeated.

If the F / D mode is selected in step S31 and the manual setting is selected, the process proceeds to step S32.
The occupant's manual operation is used to read the preference data for the environment that has been set. As a means for inputting and setting the occupant's preference, for example, the occupant can operate the MODE of the air conditioner operation panel 51.
After selecting the F / D mode with the changeover switch 57, the preference may be selected with the up switch 62a, 63a or the down switch 62b, 63b on the driver side or the passenger side.

Next, in step S33, it is determined from the read preference data whether the blowout rate from DEF is classified into high, medium, or low. Then, as a result, when the blowout rate is classified as high in step S33, the process proceeds to step S34, and the opening degree of the DEF door is set to 30 degrees. Similarly, when the blowout rate is classified as medium or no input in step S33, the process proceeds to step S35, and the opening degree of the DEF door is set to 25 degrees. Similarly, when the blowout rate is classified as low in step S33, the process proceeds to step S36, and the opening degree of the DEF door is set to 20 degrees.

If the F / D mode is selected in step S31 and the automatic control is selected, the flow advances to step S37 to read the environment preference data input and set by the occupant manually, as in the case of manual setting. Then, in step S38, it is determined from the read favorite data whether the blowout rate from the DEF is classified into high, medium, or low. Then, as a result, when the blowout rate is classified as high in step S38, the process proceeds to step S39, and the opening degree of the DEF door is set to 25 degrees.

Similarly, when the blowout rate is classified as medium or no input in step S38, the process proceeds to step S40 and the opening degree of the DEF door is set to 20 degrees. Similarly, step S
If the blowing ratio is classified as low in 38, step S41.
Proceed to and set the opening of the DEF door to 15 degrees.

As a characteristic of the present embodiment, the air conditioner ECU 10 has means for setting the blown air quantity or the air distribution ratio of the conditioned air to the window depending on whether it is based on automatic control or manual setting. It is provided.

As a result, for example, when the F / D mode is set in the automatic control to also prevent the fog of the window, the air-conditioning air to the window that does not tell whether it is really foggy or not is reduced to reduce noise, glowing face, etc. It becomes possible to make settings so that the user is in a more comfortable state, such as suppressing the deterioration of comfort caused by.

Further, in the present embodiment, it is possible to adjust the conditioned air to the window according to the preference for the warm air felt by each person's face, the preference for the balance between the heating ability and the defroster ability, and the like. Can be improved.

(Third Embodiment) FIG. 7 is a flow chart showing the control relating to the antifogging control in the third embodiment of the present invention. When the routine of FIG. 7 is started, step S51
Whether or not the outlet mode is the F / D mode, and F /
If it is the D mode, it is determined whether it is automatic control or manual setting.

If the F / D mode is selected in step S51 and the manual setting is selected, the process proceeds to step S52.
Increase the blower airflow to a specified value. Further, in step S51, when the F / D mode is set and the automatic control is performed, the process proceeds to step S53, and the air volume in the blower is reduced to a predetermined value.

Further, the determination result in step S51 is NO.
If the mode is other than the F / D mode, the process proceeds to step S54. If the mode is switched from the F / D mode, the F / D mode is selected.
The increase or decrease of the blower air volume performed in the D mode is canceled at the same time when the mode is switched.

As a feature of this embodiment, the air conditioner ECU 10 cancels the air volume operation performed in the air outlet mode for increasing the air volume or distribution ratio of the conditioned air to the window. At the same time, it is released. As a result, for example, even if the amount of conditioned air blown to the window is operated to a small amount in the F / D mode under automatic control, the F / D mode is canceled and the mode is changed to another mode, and at the same time, the air volume operation is also canceled. Therefore, the usability of the passenger is improved.

(Fourth Embodiment) FIG. 8 shows a fourth embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. In general, it relates to the display of the blowing mode on the liquid crystal display 52 or the like, and is executed at the same time as the anti-fog control of steps S22 and S23 in the above-described first embodiment.

First, when the routine of FIG. 8 is started, it is determined in step S61 whether the outlet mode is the F / D mode, and if it is the F / D mode, the automatic control or the manual setting. Then, the determination result is NO (F
In other than / D mode), return to step S
The determination of 61 is repeated.

If the F / D mode is selected in step S61 and the manual setting is selected, the process proceeds to step S62.
Set the display to F / D mode. Also, in step S61, F
In the case of / D mode and automatic control, step S63
Then, the display is changed to the FOOT mode.

As a feature of the present embodiment as described above, the liquid crystal display 52 for indicating the outlet mode to the occupant is provided, and the air conditioner ECU 10 determines the blowing amount or distribution ratio of the conditioned air to the window based on the automatic control. When in the increasing outlet mode, the liquid crystal display 52 displays the FOOT mode in which the proportion of the air volume to the feet of the occupant is high.

As a result, the air conditioning air to the window is reduced in the F / D mode in the automatic control.
By displaying the FOOT mode in which the air volume ratio to the foot of the occupant is large, the occupant does not feel discomfort even when the window is not cloudy.

(Fifth Embodiment) FIG. 9 shows a fifth embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. First, when the routine of FIG. 9 is activated, it is determined in step S71 whether or not the outlet mode is the F / D mode, and if it is the F / D mode, automatic control or manual setting. Then, the determination result is N
In the case of O (other than the F / D mode), the process returns and the determination of this step S71 is repeated.

If the F / D mode is selected in step S71 and the manual setting is selected, the flow advances to step S72 to determine whether the outside air temperature TAM is lower than 0 ° C. When the determination result is NO and is 0 ° C. or higher, the process returns and the determinations in steps S71 and S72 are repeated.

If the outside air temperature TAM is lower than 0 ° C., the process proceeds to step S73, and the outside air temperature TAM is further changed to −5 ° C.
Is lower than. And the judgment result is YE
If the ambient temperature TAM is lower than -5 ° C and the window is easily fogged in S, the process proceeds to step S74, and DEF is performed.
The upper limit of the door opening is 25 degrees.

If the determination result is NO, the so-called outside air temperature TAM is in the range of 0 to -5 ° C., and the environmental condition is such that the degree of clouding of the window is small, the process proceeds to step S75, and the upper limit of the DEF door opening is set to 20. Up to a maximum of 60 degrees, and a mild anti-fog operation is given priority to comfort.

Further, if the F / D mode is set in step S71 and the automatic control is performed, the process proceeds to step S76, and it is determined whether the outside air temperature TAM is lower than 0 ° C. as in the case of the manual setting. When the determination result is NO and is 0 ° C. or higher, the process returns and the determinations in these steps S71 and S76 are repeated.

If the outside air temperature TAM is lower than 0 ° C., the process proceeds to step S77, and the outside air temperature TAM is further down to −5 ° C.
Is lower than. And the judgment result is YE
When the ambient temperature TAM is lower than -5 ° C and the window is easily fogged in S, the process proceeds to step S78 and DEF is performed.
The upper limit of the door opening is 20 degrees.

If the determination result is NO, the so-called outside air temperature TAM is in the range of 0 to -5 ° C., and the environmental condition is such that the degree of clouding of the window is small, the process proceeds to step S79, and the upper limit of the DEF door opening is set to 15 Up to a maximum of 60 degrees, and a mild anti-fog operation is given priority to comfort.

As a feature of the present embodiment, the air conditioner ECU 10 increases the blown air volume or distribution ratio of the conditioned air to the window based on the automatic control.
The amount of air-conditioning air blown to the window or the air distribution ratio is varied according to the environmental conditions that affect the fogging of the window.

As a result, the anti-fog control is adjusted to adjust the air-conditioning air according to the easiness of clouding in the window from the environmental conditions, and the air-conditioning air is automatically reduced under the environmental conditions where it is difficult to fog, so that the face becomes hotter. Avoided comfort priority control.

However, the above steps S72, S73, S7
6. The purpose of S77 is to determine whether the window is in an environmental condition in which the window is likely to be fogged. Therefore, the window is not limited to the outside air temperature TAM, but is easily fogged or is not easily fogged, for example, in the amount of solar radiation TS, the vehicle interior temperature TR, the humidity, or the glass temperature. The condition may be determined.

(Sixth Embodiment) The vehicle of this embodiment is a left and right independent control vehicle, and the vehicle air conditioner has a function of independently controlling air conditioning of a plurality of left and right air conditioning zones. FIG. 10 is a flow chart showing the control relating to the anti-fog control of the right air conditioning zone in the sixth embodiment of the present invention, but it is a flow chart with the same contents as in the second embodiment (FIG. 6), and the same control is performed on the left and right sides. In the air conditioning zone, the operations are performed independently of each other.

In step S81, it is determined whether or not the outlet mode in the right side air conditioning zone is the F / D mode, and if it is the F / D mode, it is the automatic control or the manual setting. Then, the determination result is NO (other than the F / D mode).
In the case of, the process returns and the determination of this step S81 is repeated.

If the F / D mode is selected in step S81 and the manual setting is selected, the process proceeds to step S82.
Read the right passenger's preference data. Then in step S83
Then, it is determined from the read preference data whether the blowout rate from DEF is classified into high, medium, or low.

As a result, if the blowout rate is classified as high in step S83, the process proceeds to step S84 and DE
The opening of the F door is 30 degrees. Similarly, step S83
If the blowout rate is classified as medium or no input at step S85, the opening degree of the DEF door is set to 25 degrees. Similarly, when the blowout rate is classified as low in step S83, the process proceeds to step S86 to set the opening degree of the DEF door to 20 degrees.

If the outlet mode in the right air conditioning zone is the F / D mode in step S81 and the automatic control is selected, the process proceeds to step S87, and the right occupant's favorite data is read as in the case of manual setting. Then, in step S88, it is determined from the read favorite data whether the blowout rate from DEF is classified into high, medium, or low. Then, as a result, when the blowout rate is classified as high in step S88, the process proceeds to step S89, and the opening degree of the DEF door is set to 25 degrees.

Similarly, if the blowout rate is classified as medium or no input in step S88, the flow advances to step S90 to set the opening degree of the DEF door to 20 degrees. Similarly, step S
If the blowout rate is classified as low in 88, step S91.
Proceed to and set the opening of the DEF door to 15 degrees.

As a feature of this embodiment, the vehicle air conditioner has a function of controlling the air conditioning of a plurality of air conditioning zones independently of each other, and the air conditioner ECU 10 controls the air conditioning airflow to the windows for each of the plurality of air conditioning zones. There is provided a means for setting the blown air volume or the air distribution ratio. This allows the left and right independent control vehicles and the like to be set according to the preferences of the left and right people.

(Seventh Embodiment) FIG. 11 shows a seventh embodiment of the present invention and is a flow chart showing the control relating to the antifogging control. In general, this is an example in which the conditions for switching to the F / D mode are changed in the automatic outlet control mode in which the outlet mode is automatically changed. When the routine shown in FIG. 11 is activated, first, in step S101, occupant preference data is read.

Next, the temperature conditions and the like for switching to the F / D mode by automatic control are changed from the preference data read in step S102. For example, in the present embodiment, the switching condition from the read favorite data is that the outside temperature TAM is 0.
This is an example of the case of ℃ or less.

Then, in the next step S103, it is determined whether or not the outside air temperature TAM is lower than the switching condition of 0 ° C. If the judgment result is NO, and it is difficult for the window to become cloudy at a temperature of 0 ° C or higher, return it to F / D.
Do not switch to mode, and outside temperature TAM is 0
If the temperature is lower than ° C, the process proceeds to step S104 to execute the F / D mode in the automatic control.

As a feature of this embodiment, when the air conditioner ECU 10 is based on the automatic control, the occupant operates the condition for shifting to the air outlet mode for increasing the amount or distribution ratio of the conditioned air to the window. A variable setting means is provided.

This is to change the condition for switching to the F / D mode in which the conditioned air is blown out from the defroster outlet that affects the hot flashes of the face in accordance with the taste of each person. This makes it easier or harder for the D mode.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an overall configuration of an automatic air conditioner system.

FIG. 2 is a front view showing an instrument panel of a vehicle.

FIG. 3 is a front view showing an air conditioner operation panel.

FIG. 4 is a flowchart showing a control program of the air conditioner ECU.

FIG. 5 is a flowchart showing control relating to anti-fogging control (first embodiment).

FIG. 6 is a flowchart showing control relating to antifogging control (second embodiment).

FIG. 7 is a flowchart showing control relating to antifogging control (third embodiment).

FIG. 8 is a flowchart showing control relating to antifogging control (fourth embodiment).

FIG. 9 is a flowchart showing control relating to antifogging control (fifth embodiment).

FIG. 10 is a flowchart showing control relating to antifogging control (sixth embodiment).

FIG. 11 is a flowchart showing control relating to antifogging control (seventh embodiment).

[Explanation of symbols]

10 Air conditioner ECU (air conditioning control means) 52 Liquid crystal display (blowout mode display means) 57 MODE selector switch (manual setting means) 60 AUTO switch (auto setting means)

Claims (7)

[Claims] 1. An air conditioner capable of adjusting the amount or distribution ratio of conditioned air to a vehicle window, and a manual setting means for increasing the amount or distribution ratio of conditioned air to the window by operating a passenger ( 5
7), an automatic setting unit (60) for automatically increasing the amount of air-conditioning air blown to the window or a distribution ratio, and based on the setting by the manual setting unit (57) or the automatic setting unit (60). A vehicle air conditioner comprising: an air conditioning control means (10) for controlling the air conditioning equipment by means of the air conditioning control means (10).
0), the air conditioner for a vehicle is characterized in that the amount of air-conditioning air blown to the window or the air distribution ratio is reduced as compared to the case based on the manual setting means (57). 2. An air conditioner capable of adjusting the amount or distribution ratio of the conditioned air to the vehicle window, and a manual setting means for increasing the amount or distribution ratio of the conditioned air to the window by a passenger's operation. 5
7), an automatic setting unit (60) for automatically increasing the amount of air-conditioning air blown to the window or a distribution ratio, and based on the setting by the manual setting unit (57) or the automatic setting unit (60). A vehicle air conditioner comprising: an air conditioning control means (10) for controlling the air conditioning equipment by means of the air conditioning control means (10).
0) and the manual setting means (57)
The vehicle air conditioner is provided with means for setting the amount of air-conditioning air blown to the window or the air distribution ratio. 3. The air conditioning control means (10) performs the air volume operation performed in the air outlet mode for increasing the air volume or distribution ratio of the conditioned air to the window, at the same time that the air outlet mode is released. The air conditioner for a vehicle according to claim 1 or 2, which is released. 4. An outlet mode display means (52) for indicating an outlet mode to an occupant, said air conditioning control means (10) being provided with said automatic setting means (6).
Based on 0), when the air outlet mode for increasing the air flow rate or the air distribution rate of the conditioned air to the window is set,
2. The mode in which the proportion of the air volume to the feet of the occupant is high is displayed on the blowout mode display means (52).
The vehicle air conditioner described in. 5. The environment that affects the fogging of the window when the air conditioning control means (10) increases the blown air volume or distribution ratio of the conditioned air to the window based on the automatic setting means (60). The air conditioner for a vehicle according to claim 1 or 2, wherein the amount of air-conditioning air blown to the window or the air distribution ratio is changed according to conditions. 6. A vehicle air conditioner has a function of controlling the air conditioning of a plurality of air conditioning zones independently of each other, and the air conditioning control means (10) controls the air conditioning airflow to the window for each of the plurality of air conditioning zones. The vehicle air conditioner according to claim 1 or 2, further comprising means for setting an amount of blown air or a distribution ratio. 7. The air-conditioning control means (10), when based on the automatic setting means (60), sets a condition for shifting to a blow-out port mode for increasing a blow-off amount or distribution ratio of air-conditioning wind to the window. The vehicle air conditioner according to claim 1 or 2, further comprising a setting means (57) that can be changed by the operation of.