JP2004090761A - Air-conditioner for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a large amount of cold air from being blown out at once at a face blowing-out port at the initial time of a bi-level mode when a warming-up control is carried out. <P>SOLUTION: When all of a water temperature at a step S130, a compartment temperature at S140 and a value of TAOr at S150 are YES at each of the conditions at the time of warming-up control during a process where a blowing-out temperature of the blowing-out air in the vehicle compartment is increased, a first bi-level mode for blowing out mainly air from a foot opening and blowing out a small amount of air from a face blowing-out port is executed only for a timer period t1. Then, a second bi-level mode where a blowing-out rate of air blown out from the face blowing-out port is increased as compared with the first bi-level mode is carried out only for a timer period t2 after executing the first bi-level mode. In addition, when each of the conditions of the steps S130, S140 and S150 is NO or after completion of the timer period t2, a usual blowing-out port control through TAO is performed. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle air conditioner that suppresses blowing of cool air from a face outlet in a bilevel mode at the time of starting a winter heating operation.
[0002]
[Prior art]
Conventionally, in winter, when the engine of a vehicle is started, the temperature of hot water flowing through the heater core (heating heat exchanger) of the vehicle air conditioner is low, so that cool air is blown into the vehicle interior. In order to prevent the blowing of the cool air, the hot water temperature gradually rises after the engine is started, and when the warm water temperature (for example, 35 ° C.) is raised to a degree that gives the occupant a feeling of heating, the blower is started. .
[0003]
When the hot water temperature further rises, the amount of air-conditioned air blown is increased in accordance with the rise of the hot water temperature. As described above, the air-conditioning control in the process of increasing the temperature of air blown into the vehicle interior after the heating is started is referred to as warm-up control.
[0004]
For the purpose of improving the feeling of heating during the warm-up control, Japanese Patent Application Laid-Open No. H10-157440 proposes a vehicle air conditioner that automatically controls a blowing mode as follows. That is, during the warm-up control, the temperature of the conditioned air at the initial stage of the control is very low, so that when the conditioned air is blown toward the upper body of the occupant, it feels cold. For this reason, a technology is disclosed in which a heating mode is set to a foot mode, and when the temperature of the engine cooling water rises to a predetermined temperature or higher, the mode is switched from the foot mode to the bi-level mode, and air is blown to the upper body side as well as the passenger's feet. Have been.
[0005]
[Problems to be solved by the invention]
In the above prior art, since there is no concept of distinguishing between the bi-level mode at the time of warm-up control and the bi-level mode used in an intermediate period such as spring or autumn, the bi-level mode always has the same upper and lower blow-out air volume ratios. You are running in level mode.
[0006]
However, if the bi-level mode is executed during warm-up control with the same vertical air flow rate as the bi-level mode used during the interim period such as spring or autumn, when switching from the foot mode to the bi-level mode, the face duct A phenomenon occurs in which a large amount of cold air accumulated in the air blows out from the face outlet at once. In addition, the blast air heated by the heating heat exchanger is also cooled by the face duct, and the temperature decreases. As a result, when switching to the bi-level mode, a large amount of cold air blows at once to the upper body of the occupant, giving the occupant a discomfort.
[0007]
Also, in a rear seat air conditioning unit such as a wagon vehicle, the face duct is disposed so as to rise from the vicinity of the vehicle floor to the ceiling, so that the face duct used is longer than the front seat air conditioning unit. For this reason, the rear seat air conditioning unit not only stores more cool air in the duct than the front seat air conditioning unit, but also increases the amount of air cooled by the duct. Therefore, the amount of cool air blown out from the face outlet when the bi-level mode is switched is greater on the rear seat side than on the front seat side, and the occupant's heating feeling is further worse than on the front seat side.
[0008]
SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to suppress the cool air blown from a face outlet toward an occupant at the beginning of a bilevel mode during warm-up control in winter.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, a blower (7) for blowing air toward a vehicle interior;
A heating heat exchanger (14) for heating the air blown by the blower (7);
A foot opening (18) provided downstream of the airflow of the heating heat exchanger (14) and blowing air toward the foot of the occupant in the vehicle cabin;
A face duct (19) connected to the air flow downstream of the heating heat exchanger (14),
A face outlet (19b) provided in the face duct (19) for blowing out blast air to the upper body of an occupant in the vehicle cabin;
After the heating is started, in which the blast air heated by the heating heat exchanger (14) is blown into the vehicle interior, and during the warm-up control in the process of increasing the temperature of the air blown into the vehicle interior, the main body is opened from the foot opening (18). First, the first bi-level mode in which air is blown out and a small amount of air is blown out from the face outlet (19b) is executed,
Air conditioning for a vehicle, characterized in that a second bi-level mode in which the ratio of air blown out from the face outlet (19b) is increased as compared with the first bi-level mode is executed after the execution of the first bi-level mode. apparatus.
[0010]
According to this, in the initial stage of the warm-up control, the first bi-level mode is executed, and the cool air accumulated inside the face duct (19) is blown out little by little from the face outlet (19b), and the face outlet (19b) is discharged. ) Can prevent a large amount of cold air from blowing out at once. At the same time, the warm air sent to the face outlet (19b) heats the face duct (19) and can preheat the face duct (19) before executing the second bi-level mode. Thus, in the second bi-level mode, cooling of the air by the face duct (19) can be suppressed, and a decrease in the temperature of the hot air can be suppressed. Thus, in the second bi-level mode, warm air can be provided to the whole body including the occupant's upper body, so that the occupant's heating feeling can be improved.
[0011]
According to the second aspect of the present invention, in the first aspect, the blower (7), the heat exchanger for heating (14), the foot opening (18), the face duct (19), and the face outlet (19b) are located rearward. The seat side space is arranged to be air-conditioned.
[0012]
By the way, in the air-conditioning unit for air-conditioning the rear seat side space, the face duct (19) is usually longer than the face duct of the front seat air-conditioning unit as described above. Therefore, immediately after shifting to the bi-level mode, a larger amount of cold air is blown out than in the front seat side. Therefore, according to the present invention, by executing the first bi-level mode and the second bi-level mode in the rear air conditioning unit 1, the heating feeling of the rear occupant can be particularly improved.
[0013]
According to a third aspect of the present invention, in the first or second aspect, the heating heat exchanger (14) heats the blown air using hot water as a heat source,
At least one of the first bi-level mode and the second bi-level mode is executed when at least the hot water temperature (Tw) is equal to or higher than a predetermined value.
[0014]
Here, if the first and second bi-level modes are executed when the hot water temperature Tw has not reached the predetermined value or more, since the heater core is not sufficiently heated, the cold wind flows from the face outlet (19b) to the occupant. It blows out toward the upper body and gives occupants a discomfort. Therefore, in order to execute the first and second bi-level modes, the hot water temperature Tw needs to be equal to or higher than a predetermined value.
[0015]
According to a fourth aspect of the present invention, in any one of the first to third aspects, at least one of the first bi-level mode and the second bi-level mode is executed for a predetermined time set by a timer. I do.
[0016]
According to this, at least one of the first bi-level mode and the second bi-level mode can be executed for an optimum time set by the timer.
[0017]
According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the operation time of the second bilevel mode is longer than that of the first bilevel mode.
[0018]
According to this, the first bi-level mode aims to warm the face duct (19) while the second bi-level mode aims to warm the occupant's whole body, and the second bi-level mode aims to warm the face duct (19). By setting the time of the bi-level mode to be long, the heating feeling of the occupant can be improved.
[0019]
According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the operation time of at least one of the first bi-level mode and the second bi-level mode is set to be long when the outside air temperature is low. Features.
[0020]
According to this, it is possible to set the operation time of at least one of the first bi-level mode and the second bi-level mode to be long when the outside air temperature is low, and to be short when the outside air temperature is high. Optimal times for the level mode and the second bi-level mode can be set.
[0021]
According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the air from the face outlet (19b) is shut off,
At least a foot mode in which air is blown from the foot opening (18) to the occupant's feet can be set,
The foot mode is executed before the first bi-level mode during the warm-up control.
[0022]
According to this, at the beginning of warm-up control, the air-conditioning air blowing temperature is extremely low, and when the conditioned air is blown toward the upper body of the occupant, the passenger feels cold. Can be suppressed.
[0023]
According to an eighth aspect of the present invention, in the seventh aspect, the foot mode is executed again after the second bilevel mode.
[0024]
According to this, in the second bi-level mode, warm air is blown out from the face air outlet (19b) and the foot opening (18). Discomfort due to hot flashiness is likely to occur. Therefore, the blowing mode can be switched from the second bi-level mode to the foot mode again to suppress the discomfort due to the burning sensation.
[0025]
In addition, the code | symbol in the parenthesis of each said means shows the correspondence with the concrete means described in embodiment mentioned later.
[0026]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention shown in the drawings will be described.
[0027]
FIG. 1 shows the overall configuration of an embodiment of the present invention. The rear seat air conditioning unit 1 has an air conditioning case 2 formed of a resin material (for example, polypropylene), and the air conditioning case 2 is configured by integrally fastening a plurality of divided cases. A passage for conditioned air is formed in the interior. The rear air conditioning unit 1 is roughly composed of a blower 7 and one heat exchange unit 9 in which a cooler unit and a heater unit are integrated. In this embodiment, as shown in FIG. 2, the blower 7 is disposed in the vicinity of the rear floor of a wagon-type luggage compartment having a luggage compartment on the rear seat side and on the vehicle body side wall in the vehicle front direction. The heat exchange unit 9 is arranged.
[0028]
A blower 7 as a means for blowing air flowing toward the vehicle interior includes a fan drive motor 10, a centrifugal multi-blade fan 11 and a scroll case 12 connected to a rotation shaft thereof.
[0029]
The heat exchange unit 9 described above is connected to the downstream side of the air flow of the blower 7, and the evaporator 13 is housed below the heat exchange unit 9.
[0030]
The evaporator 13 is a heat exchanger for cooling, and is combined with a compressor or the like driven by a vehicle engine (not shown) to form a refrigeration cycle. Cooling.
[0031]
A heating heat exchanger 14 for heating air using hot water (cooling water) of a vehicle engine (not shown) as a heat source is disposed downstream of the air flow of the evaporator 13, that is, above the evaporator 13.
[0032]
In the upper surface 21 of the heating heat exchanger 14 of the air-conditioning case 2, a face opening 17 for blowing air to the upper body side of the rear passenger and a foot opening 18 for blowing air to the foot of the rear passenger are formed. I have. These openings 17 and 18 are arranged above the heating heat exchanger 14 (downstream of the air flow) so as to face the heating heat exchanger 14 respectively.
[0033]
Further, a slide-type air outlet mode switching door 15 that opens and closes the openings 17 and 18 is provided at a portion of the air upstream side (lower side) of the openings 17 and 18. The outlet mode switching door 15 reciprocates (slides) along the opening surfaces of the openings 17 and 18 (that is, along the horizontal direction), so that the opening mode switching door 15 moves along the opening surfaces of the openings 17 and 18. It is possible to move between the foot opening position indicated by the solid line in FIG. 1 and the face opening position indicated by the one-dot chain line.
[0034]
One end (lower end) of a face duct 19 is connected to the face opening 17, and the other end of the face duct 19 rises up to the ceiling as shown in FIG. An outlet duct 19a is formed on the side surface. A plurality of face outlets 19b for blowing air toward the upper body of the rear occupant are formed in the outlet duct 19a.
[0035]
Further, one end of a foot duct 20 is connected to the foot opening 18, and this foot duct 20 is disposed along the side wall obliquely downward from the right side wall of the vehicle as shown in FIG. A plurality of foot outlets 20a are formed at the other end of the foot duct 20 to blow air toward the feet of the occupant (from the right side wall of the vehicle to the left side).
[0036]
A front seat side air conditioning unit (not shown) is provided inside a vehicle instrument panel located at a front part in the vehicle interior. The front seat air conditioning unit is similar to the rear seat air conditioning unit 1.
[0037]
Next, an outline of the electric control unit of the present embodiment will be described. A control device 30 (hereinafter, referred to as ECU 30) is a control means for controlling the front air conditioning unit and the rear air conditioning unit 1, and includes a CPU, a ROM, and a RAM. It is composed of a well-known microcomputer including such components and its peripheral circuits. The ROM of the ECU 30 stores a control program for air conditioning control, and performs various calculations and processes based on the control program. A sensor detection signal from the air conditioning sensor group 38, an operation signal from the front air conditioning panel 39, and an operation signal from the rear air conditioning panel 31 are input to the input side of the ECU 30.
[0038]
The air conditioning sensor group 38 includes various sensors 38a to 38f for detecting a front seat side inside air temperature Trf, a rear seat side inside air temperature Trr, an outside air temperature Tam, a solar radiation amount Ts, an evaporator cooling temperature Te, a hot water temperature Tw, and the like. Provided.
[0039]
The front seat side air-conditioning panel 39 is arranged near an instrument panel (not shown) in front of the driver's seat in the vehicle interior, and is provided as an operation member. The ECU 30 drives the front-seat-side actuator group 40 according to a predetermined control program based on the input of the operation signal of the front-seat-side operation member and the detection signal of the air conditioning sensor group 38.
[0040]
On the other hand, the rear air conditioning panel 31 is disposed in the rear seat area of the passenger compartment, and the rear seat temperature setting switch 31a outputs a signal of a set temperature of the rear seat of the passenger compartment. The side air volume changeover switch 31b outputs a signal for manually setting on / off of the rear air blower 7 and switching of the air volume of the rear air blower 7.
[0041]
The blow mode switch 31c is for outputting a signal for manually setting the face mode, the bi-level mode, and the foot mode as the rear seat blow mode.
[0042]
In the face mode, the rear-seat side face opening 17 is fully opened by the slide-type outlet mode switching door 15, the rear-seat side foot opening 18 is closed, and only the rear-seat face air outlet 19 b is used. Is blown out to the upper body of the rear passenger in the vehicle.
[0043]
In the bi-level mode, the rear face opening 17 and the foot opening 18 are substantially half-opened, respectively, and the upper body and the foot of the rear seat occupant from both the face opening 17 and the foot opening 18 on the front seat side. This is a mode in which air-conditioning air is blown out by approximately the same amount.
[0044]
The foot mode is a mode in which the rear-seat face opening 17 is closed, the rear-seat foot opening 18 is fully opened, and the conditioned air is blown out from the rear-seat side foot outlet 20a to the feet of the rear-seat passenger.
[0045]
The auto switch 31d is a switch for automatically controlling the rear seat air conditioning unit 1.
[0046]
Next, the operation of the present embodiment in the above configuration will be described. FIG. 3 is a flowchart schematically showing a control program executed by the ECU 30 of the present embodiment. The control program shown in FIG. 3 is operated by turning on an ignition switch of a vehicle engine (not shown) and operating the rear seat air conditioning panel 31. The operation is started by turning on the auto switch 31d of the member, and in step S100, a control flag and various timers are initialized. Next, in step S110, the input signal of the air conditioning sensor group 38, the signal of the front seat side air conditioning panel 39, and the signal of the rear seat side air conditioning panel 31 for detecting the vehicle environment state that affects the air conditioning state in the vehicle compartment are obtained. Obtained and stored in a RAM (not shown).
[0047]
Subsequently, in S120, the target temperature of the air blown toward the rear seat side of the vehicle compartment, that is, the target rear-seat outlet air temperature TAOr (hereinafter, referred to as TAOr) is calculated from the read value based on the following equation 1.
[0048]
(Equation 1)
TAOr = Kset × Tsetr−Kr × Trr−Kam × Tam−Ks × Ts + C
Here, Tsetr is the rear seat set temperature set by the rear seat temperature setting switch 31a.
Trr: temperature detected by the rear seat air temperature sensor 38b
Tam: temperature detected by the outside air temperature sensor 38c
Ts: detection value of the solar radiation sensor 38d
Kset, Kr, Kam, Ks: control gain
C: Correction constant
Next, in step S130, it is determined whether the hot water temperature Tw, which is the heat source of the heating heat exchanger 14, is equal to or higher than a predetermined value as shown in FIG.
[0049]
When the hot water temperature Tw is equal to or higher than the predetermined value, the process proceeds to step S140, and it is determined whether the rear seat internal air temperature obtained from the rear seat internal air temperature sensor 38b is equal to or lower than the predetermined value as shown in FIG.
[0050]
If the determination in step S140 is equal to or less than the predetermined value, the process proceeds to step S150, and it is determined whether TAOr is within a predetermined range as shown in FIG.
[0051]
If TAOr is within the predetermined range in step S150, the process proceeds to step S160, and the first bi-level mode is set. In the first bi-level mode, the amount of air blown out from the foot opening 18 is increased and the amount of air blown out from the face opening 17 is reduced. For example, the air flow rate is set to about 85% on the foot opening side and about 15% on the face opening side as the air flow rate. Subsequently, in step S160, a timer time t1 is set, and counting of the timer time t1 is started. As shown in FIG. 7, the timer time t1 is set according to the outside air temperature.
[0052]
Next, in step S170, it is determined whether or not the counting of the timer time t1 has ended. If the timer time t1 has not ended, the process proceeds to step S210, and the first bi-level mode is continued. When the timer time t1 has expired, the first bi-level mode is terminated, and the flow advances to step S180 to set the second bi-level mode. Next, a timer time t2 is set, and counting of the timer time t2 is started. As shown in FIG. 8, the timer time t2 is set according to the outside air temperature.
[0053]
Next, in step S190, it is determined whether the counting of the timer time t2 has been completed. If the timer time t2 has not expired, the flow advances to step S210 to continue the second bi-level mode. If the timer time t2 has expired, or if any one of the determination results in steps S130 to S150 is NO, the process proceeds to step S200, where normal outlet control based on TAOr is performed as shown in FIG. Make settings.
[0054]
Step S210 is a process that is performed when the determination result of step S170 is NO, or when the determination result of step S190 is NO, or that is performed after step S200. In step S210, the ECU 30 drives the actuator 15a to move the position of the blowing mode switching door 15 to an appropriate position according to the blowing mode set in each step. At the same time, the ECU 30 controls the actuator 16a for controlling the applied voltage of the blower motor 10 and the flow rate of hot water based on the values obtained from the TAOr, the air conditioning sensor group 38, and the like, thereby performing air conditioning of the vehicle.
[0055]
Next, the operation and effect of the present embodiment will be described.
[0056]
(1) The conditions for selecting the first and second bi-level modes will be described in detail with reference to FIGS.
[0057]
In the determination condition of the hot water temperature Tw, if the first and second bi-level modes are executed when the hot water temperature Tw is equal to or lower than the predetermined value shown in FIG. 4 (for example, 20 ° C.), the following adverse effects occur. That is, when Tw is less than the predetermined value, the heater core is not sufficiently warmed, so that a cool wind blows out from the face outlet 19b toward the occupant's upper body side, giving the occupant an uncomfortable feeling.
[0058]
Therefore, the execution of the first and second bi-level modes requires a condition that the hot water temperature Tw is equal to or higher than a predetermined value as shown in FIG. This predetermined value is a temperature for providing warm air to the occupant, and is set to 60 ° C. or higher, which is a temperature higher than the human body temperature. In FIG. 4, the horizontal axis indicates the hot water temperature Tw, and the vertical axis indicates YES and NO of the determination result of the Tw value in step S130. The hysteresis width is set to 3 ° C. in order to prevent control hunting due to variation in the detected temperature of the hot water temperature Tw near the threshold value.
[0059]
Next, in the determination condition of the rear seat room temperature Trr, if the first and second bi-level modes are executed when the rear seat room temperature Trr is equal to or more than the predetermined value shown in FIG. is there. That is, when the rear seat side of the passenger compartment is warm, warm air is blown to the upper body side of the occupant, giving an unpleasant sensation due to the burning feeling of the occupant's face.
[0060]
For this reason, in order to execute the first and second bilevel modes, a condition that Trr is equal to or less than a predetermined value is required. This predetermined value is a temperature for determining whether or not the occupant needs hot air, and is set to 30 ° C. or less in accordance with human senses. In FIG. 5, the horizontal axis indicates the rear-seat side passenger compartment temperature Trr, and the vertical axis indicates YES and NO of the determination result of the Trr value in step S140. The hysteresis width is set to 5 ° C. in order to prevent hunting of the control.
[0061]
Next, in the TAOr determination conditions, if the first and second bilevel modes are executed when TAOr is out of the predetermined range, the following problems occur. In this case, there are two problems when the TAOr is higher than a predetermined range and when the TAOr is lower. First, when TAOr is higher than the predetermined range shown in FIG. 6 (for example, 90 ° C.), the flow rate of blowing air is high when TAO is high in the normal flow rate control of the blown air by TAO, and the upper body of the occupant is discharged from the face outlet 19b. A large amount of air is blown toward the occupant, causing the occupants to feel uncomfortable.
[0062]
Next, when TAOr is lower than the predetermined range shown in FIG. 6 (for example, 50 ° C.), blowing warm air toward the upper body side of the occupant gives discomfort due to the burning sensation of the occupant's face. Therefore, execution of the first and second bi-level modes requires a condition that TAOr is within a predetermined range. In FIG. 6, the horizontal axis indicates the temperature of TAOr, and the vertical axis indicates YES and NO of the determination result of TAOr in step S150. FIG. 6 shows at which temperature a determination of YES or NO is made for the calculated value of TAOr. Note that the hysteresis width is set to 5 ° C. to prevent hunting of control.
[0063]
(2) The execution time of each outlet control will be described with reference to FIGS.
[0064]
In the air conditioning at the initial stage of the warm-up control, the hot water temperature Tw is low and the TAOr is high, so that the conditions of steps S130 to S150 are excluded. At this time, if the hot water temperature Tw has reached a predetermined value (for example, 35 ° C.), the foot mode is selected in the blowing mode according to the normal TAO control as shown in FIG. This is the first foot mode in FIG. FIG. 10 is a characteristic diagram of the present embodiment in which the horizontal axis is the time axis and the vertical axis is the blowing mode.
[0065]
Subsequently, the time when all the conditions of steps S130 to S150 are satisfied is set to 0, and the first bilevel mode is executed for the timer time t1. Then, after the timer time t1, the second bi-level mode is executed for the timer time t2. Thereafter, the foot mode is selected according to the normal outlet control by the TAO.
[0066]
Note that the timer times t1 and t2 are fixed to 2 minutes and t2 to 5 minutes when the outside air temperature is 0 ° C. or higher as shown in FIGS. 7 and 8, and the outside air temperature is between 0 ° C. and −20 ° C. Then, the timer time is set longer as the temperature is lower, so that t1 is 2 minutes to 4 minutes and t2 is 5 minutes to 10 minutes. When the outside air temperature is −20 ° C. or less, t1 is 4 minutes and t2 is 10 minutes. And the execution time varies according to the outside air temperature.
[0067]
The purpose of changing the execution time of the first and second bi-level modes varies depending on the outside air temperature. First, in the first bi-level mode, the lower the outside air temperature is, the closer the temperature of the face duct 19 is to the temperature, so that it takes a longer time to preheat the face duct 19. In the second bi-level mode, the lower the outside air temperature, the longer the occupant wants the warm air toward the whole body including the upper body of the occupant for a longer time.
[0068]
When the execution times of the first and second bi-level modes are compared, as shown in FIGS. 7 and 8, the execution time of the second bi-level mode is set longer. This is because the first bi-level mode warms the face duct 19 as described above, while the second bi-level mode aims to warm the entire body of the occupant, and improves the heating feeling of the occupant.
[0069]
(Other embodiments)
{Circle around (1)} In the flowchart of the first embodiment, the threshold value for determining TAOr in step S150 is fixed. However, even if the threshold value for determining TAOr changes according to the outside air temperature as shown in FIG. good. This is because when the outside air temperature is low, the occupant wants the warm air to blow toward the occupant's whole body for a long time. In FIG. 11, the horizontal axis indicates the temperature of TAOr, and the vertical axis indicates YES and NO of the determination result of TAOr in step S150. FIG. 11 shows at which temperature a determination of YES or NO is made for the calculated value of TAOr. In addition, a hysteresis width is set to 5 ° C. in this threshold value in order to prevent hunting of control. Further, the threshold value G in FIG. 11 is obtained from FIG. In FIG. 12, the vertical axis represents the set temperature of the threshold value G and the horizontal axis represents the outside air temperature Tam ° C., and shows that the threshold value changes according to the outside air temperature.
[0070]
{Circle around (2)} In the present embodiment, the warm-up control of the rear seat air conditioning unit 1 has been described. However, the present invention is not limited to this.
[0071]
{Circle around (3)} In the present embodiment, the air conditioning unit in which the outlet opening is switched by a sliding door has been described. However, an air conditioning unit in which the outlet opening is switched by a rotary door may be used.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of an embodiment of the present invention.
FIG. 2 is a schematic perspective view of a rear portion of the vehicle, showing a state in which the rear seat side air conditioning unit 1 of the embodiment is mounted on the vehicle.
FIG. 3 is a flowchart showing the operation of the air conditioner ECU 30 according to one embodiment.
4 is a characteristic diagram showing a threshold value of a hot water temperature Tw, which is a determination condition of step S130 in FIG.
FIG. 5 is a characteristic diagram showing a threshold value of a rear seat room temperature Trr, which is a determination condition of step S140 in FIG.
FIG. 6 is a characteristic diagram showing a threshold value of a rear seat target outlet air temperature TAOr which is a determination condition of step S150 in FIG. 3;
FIG. 7 is a characteristic diagram showing a relationship between a time of a timer time t1 and an outside air temperature in step S160 in FIG.
FIG. 8 is a characteristic diagram illustrating a relationship between a time of a timer time t2 and an outside air temperature in step S180 of FIG. 3;
FIG. 9 is a characteristic diagram showing normal control of the outlet by TAO (TAOr).
FIG. 10 is a characteristic diagram showing a relationship between selection of each blowing mode and elapsed time.
FIG. 11 is a characteristic diagram illustrating a determination threshold value of a rear seat target outlet air temperature TAOr.
FIG. 12 is a characteristic diagram illustrating a relationship between a determination threshold value of a rear seat target outlet air temperature TAOr and an outside air temperature.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Rear seat air conditioning unit, 7 ... Blower, 14 ... Heat exchanger for heating,
15: blowing mode switching door, 17: face opening, 18: foot opening,
30: ECU, 31: rear air conditioning panel, 31c: blow mode switch
38: air conditioning sensor group, 38b: rear seat air temperature sensor, 19: face duct,
19a: outlet duct, 19b: face outlet, 20: foot duct,
20a: Foot outlet.

Claims (8)

A blower (7) for blowing air toward the vehicle interior;
A heating heat exchanger (14) for heating the air blown by the blower (7);
A foot opening (18) that is provided downstream of the air flow of the heating heat exchanger (14) and that blows air toward the foot of an occupant in the vehicle interior;
A face duct (19) connected to the air flow downstream of the heating heat exchanger (14);
A face outlet (19b) provided in the face duct (19), for blowing the blast air to the upper body of an occupant in the vehicle cabin;
After the heating is started, in which the blast air heated by the heating heat exchanger (14) is blown into the vehicle interior, the warm-up control in the process of increasing the temperature of the air blown into the vehicle interior is performed during the warm-up control. First, a first bi-level mode in which air is mainly blown out and a small amount of air is blown out from the face outlet (19b) is executed,
A second bi-level mode in which the ratio of air blown out from the face outlet (19b) is increased as compared with the first bi-level mode is executed after the execution of the first bi-level mode. Vehicle air conditioner. The blower (7), the heat exchanger for heating (14), the foot opening (18), the face duct (19), and the face outlet (19b) air-condition a rear seat space in the vehicle compartment. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is arranged so as to perform the operation. The heating heat exchanger (14) heats the blast air using hot water as a heat source,
The vehicle according to claim 1, wherein at least one of the first bilevel mode and the second bilevel mode is executed when at least the hot water temperature (Tw) is equal to or higher than a predetermined value. Air conditioner. The vehicle air conditioner according to any one of claims 1 to 3, wherein at least one of the first bilevel mode and the second bilevel mode is executed for a predetermined time set by a timer. The vehicle air conditioner according to any one of claims 1 to 4, wherein an operation time of the second bilevel mode is longer than that of the first bilevel mode. The vehicle air conditioner according to any one of claims 1 to 5, wherein the operation time of at least one of the first bilevel mode and the second bilevel mode is set longer as the outside air temperature is lower. . Shut off the air from the face outlet (19b),
At least a foot mode in which air is blown from the foot opening (18) to the foot of the occupant can be set,
The vehicle air conditioner according to any one of claims 1 to 6, wherein the foot mode is executed before the first bi-level mode during the warm-up control. The vehicle air conditioner according to claim 7, wherein the foot mode is executed again after the second bilevel mode.

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