JP2015189422A - Vehicular cooling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular cooling device for blowing cold air having a comfortable temperature without heating by using a heat source while suppressing generation of odor from an evaporator.SOLUTION: A vehicular cooling device 10 includes an adjustment door 23 that is arranged upstream of an evaporator 13 to adjust the amount of air passing through the evaporator 13 and the amount of air passing through a bypass passage 21. Even when the evaporator 13 is in an operating state, the angular position of the adjustment door 23 can inhibit air blowing into a cabin from becoming extremely cold, and thus blowing of air having a comfortable temperature is enabled while generation of odor from the evaporator 13 is suppressed.

Description

  The present invention relates to a vehicle cooling device that cools a vehicle interior.

  In the prior art, after the temperature in the passenger compartment has decreased to some extent during cooling, the air volume is reduced to improve comfort, for example, quietness. However, in recent years, there is a user's need in emerging countries such as Southeast Asia that requires cold air of room temperature minus 2 ° C. to 5 ° C., for example, as cold air having a comfortable temperature that is not too cold while maintaining the air volume.

  Conventionally, the temperature of the evaporator is controlled by switching the compressor on and off in accordance with the temperature of the evaporator regardless of the cooling-only device and the cooling / heating device. Although the temperature of the evaporator can be raised by shortening the ON time at the ON-OFF timing, there arises a problem that an odor is generated.

  Therefore, as a method for preventing the generation of odor, the vehicle air conditioner described in Patent Document 1 controls the rotation speed of the compressor and the rotation speed of the blower motor to suppress the rise in the evaporator temperature.

JP 2012-76610 A

  With the technique described in the above-mentioned Patent Document 1, even if the generation of odors can be suppressed, it is not possible to satisfy the needs of a comfortable temperature wind that is not too cold. For example, it is conceivable to use other heat sources such as a PTC heater, but once the air whose temperature has been lowered is reheated using electric power, there is a problem that it is inefficient in terms of energy.

  Therefore, the present invention has been made in view of the above-described problems, and provides a vehicle cooling device that blows cool air at a comfortable temperature without heating using a heat source while suppressing the generation of odor from an evaporator. The purpose is to provide.

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

  The present invention has a cooling heat exchanger (13) that cools air that is blown toward the vehicle interior, and is used for a vehicle in which the cooling air that has passed through the cooling heat exchanger is directly blown out into the vehicle interior. A cooling device (10), a cooling heat exchanger that cools air blown by the blowing means (12), a bypass passage (21) that bypasses the cooling heat exchanger, and an upstream side of the cooling heat exchanger The vehicle air conditioner includes an adjusting means (23) that adjusts the amount of air passing through the cooling heat exchanger and the amount of air passing through the bypass passage.

  According to the present invention, the adjusting means is provided on the upstream side of the cooling heat exchanger, and adjusts the amount of air passing through the cooling heat exchanger and the amount of air passing through the bypass passage. For example, comparing the state in which all the air passes through the cooling heat exchanger with the state in which a part of the blown air flows through the bypass passage and the remaining blown air flows through the cooling heat exchanger, the latter is The temperature of the air can be increased. Therefore, even if it is in the state which operated the heat exchanger for air_conditioning | cooling, it can suppress that the ventilation air ventilated in a vehicle interior becomes too cold. Therefore, the temperature of the cold air can be adjusted by the adjusting means. This makes it possible to blow a comfortable temperature while suppressing the generation of odor from the cooling heat exchanger.

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

It is a figure for demonstrating the structure of the vehicle air conditioner 10 of 1st Embodiment. 1 is a block diagram showing a simplified electrical configuration of a vehicle cooling device 10. FIG. It is the flowchart which showed the process of air-conditioner ECU50. It is a figure for demonstrating the structure of the vehicle air conditioner 10 of 2nd Embodiment. FIG. 3 is a diagram illustrating an example of a refrigerant path that flows through an evaporator 13. It is a figure which shows the other example of the refrigerant | coolant path | route which flows through the evaporator.

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

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. The indoor air conditioning unit in the vehicle cooling device 10 of the present embodiment is disposed inside the instrument panel at the foremost part of the vehicle interior, and houses the indoor blower 12 and the evaporator 13 in the air conditioning case 11 that forms the outer shell thereof. doing.

  The air conditioning case 11 forms an air passage for blown air that is blown into the passenger compartment, and is formed of a resin such as polypropylene having a certain degree of elasticity and excellent strength. An inside / outside air switching box 14 is arranged on the most upstream side of the blown air flow in the air conditioning case 11 as an inside / outside air switching means for switching between and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air).

  The inside / outside air switching box 14 is formed with an inside air introduction port 15 for introducing inside air into the air conditioning case 11 and an outside air introduction port 16 for introducing outside air. Furthermore, inside / outside air switching box 14 is an inside / outside air switching door that continuously adjusts the opening areas of inside air introduction port 15 and outside air introduction port 16 to change the air volume ratio between the inside air volume and the outside air volume. 17 is arranged.

  The inside / outside air switching door 17 constitutes an air volume ratio changing means for switching a suction port mode for changing an air volume ratio between the air volume of the inside air introduced into the air conditioning case 11 and the air volume of the outside air. The inside / outside air switching door 17 is driven by an electric actuator for the inside / outside air switching door 17, and the operation of this electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  In addition, the suction port mode includes an inside air mode, an outside air mode, and a mixed mode. The inside air mode is a mode in which inside air is introduced into the air conditioning case 11 with the inside air introduction port 15 fully opened and the outside air introduction port 16 fully closed. The outside air mode is a mode in which outside air is introduced into the air conditioning case 11 with the inside air introduction port 15 fully closed and the outside air introduction port 16 fully opened. The mixed mode is a mode in which the introduction ratio of the inside air and the outside air is continuously changed by continuously adjusting the opening areas of the inside air introduction port 15 and the outside air introduction port 16 between the inside air mode and the outside air mode. .

  On the downstream side of the air flow of the inside / outside air switching box 14, an indoor blower 12 is arranged as a blowing means for blowing the air sucked through the inside / outside air switching box 14 toward the vehicle interior. The indoor blower 12 is an electric blower that drives a centrifugal multiblade fan with an electric motor. The rotational speed of the indoor blower 12 is controlled by a control voltage output from the air conditioner ECU 50. A part of the drive circuit 18 that drives the electric motor is exposed to the air conditioning case 11 as shown in FIG.

  The air conditioning case 11 is a passage through which blown air blown from the indoor blower 12 passes, and has a main passage 20 and a bypass passage 21 that are independent of each other. An evaporator 13 is disposed in the main passage 20. The evaporator 13 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant circulating in the interior and the blown air. The evaporator 13 constitutes a refrigeration cycle together with the compressor 31, the outdoor heat exchanger 32, the expansion valve 33, and the like.

  The compressor 31 is arrange | positioned in an engine room, and inhales a refrigerant | coolant in a refrigerating cycle, compresses it, and discharges it. The compressor 31 is driven by a belt driven by an output shaft of an engine mounted in the engine room of the vehicle, and sucks, compresses and discharges the refrigerant.

  The outdoor heat exchanger 32 functioning as a condenser is disposed in the engine room, and exchanges heat between the refrigerant circulating in the interior and the air outside the vehicle (outside air) blown from an outdoor fan (not shown). Thus, the compressed refrigerant is condensed and liquefied. The outdoor fan is an electric blower in which the operating rate, that is, the rotation speed (the amount of blown air) is controlled by a control voltage output from the air conditioner ECU 50. The expansion valve 33 is a decompression unit that decompresses and expands the liquid refrigerant. The evaporator 13 evaporates and evaporates the decompressed and expanded refrigerant by heat exchange between the refrigerant and the blown air.

  The bypass passage 21 is a passage that bypasses the evaporator 13. Therefore, the air passing through the bypass passage 21 is guided to the downstream side of the evaporator 13 without passing through the evaporator 13. A mixing space 22 is formed downstream of the evaporator 13, and the temperature of the blown air mixed in the mixing space 22 varies depending on the air volume ratio of the air passing through the evaporator 13 and the air passing through the bypass passage 21.

  In the present embodiment, an adjustment door 23 that continuously changes the air volume ratio of air flowing into the main passage 20 and the bypass passage 21 is disposed on the inlet side of the bypass passage 21. Therefore, the adjustment door 23 constitutes an adjustment means for adjusting the air temperature in the mixing space 22, that is, the temperature of the blown air blown into the vehicle interior. The adjustment door 23 is driven by an electric actuator for the adjustment door 23, and the operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50. Therefore, the vehicle cooling device 10 includes a main passage 20 capable of lowering the temperature by the heat of vaporization of the refrigerant in the evaporator 13, and a bypass passage 21 capable of lowering the temperature by the heat of vaporization of the refrigerant. And the vehicle air conditioner 10 is provided with the adjustment door 23 which can change the temperature of the blower outlet after the mixing of the main channel | path 20 and the bypass channel | path 21. FIG. Therefore, the temperature of the cold air can be adjusted by controlling the opening degree of the adjusting door 23.

  The bypass passage 21 is provided so that at least a part of the drive circuit 18 for driving the indoor blower 12 is exposed as described above. The drive circuit 18 is a circuit that generates heat when supplied with current. By disposing such a drive circuit 18 in the bypass passage 21, the air passing through the bypass passage 21 can be heated by the amount of heat generated by the drive circuit 18. Therefore, the drive circuit 18 functions as a heating unit that heats the air passing through the bypass passage 21.

  Furthermore, the blower outlet which blows off the temperature-adjusted ventilation air from the mixing space 22 to the vehicle interior which is an air-conditioning object space is arrange | positioned at the most downstream part of the ventilation air flow of the air-conditioning case 11. As the air outlet, a face air outlet 41 that blows air-conditioned air toward the upper body of the passenger in the vehicle interior, a foot air outlet 42 that blows air-conditioned air toward the feet of the passenger, and air-conditioning toward the inner surface of the vehicle front window glass. A defroster outlet 43 for blowing out the wind is provided. Moreover, although illustration is abbreviate | omitted, the blowing door (not shown) which adjusts the opening area of a blower outlet is arrange | positioned in the air flow upstream of the face blower outlet 41, the foot blower outlet 42, and the defroster blower outlet 43, respectively. . The blowout door constitutes blowout outlet mode switching means for switching the blowout outlet mode, and is connected to an electric actuator for driving the blowout outlet mode door via a link mechanism and is operated to rotate. The operation of the electric actuator is controlled by a control signal output from the air conditioner ECU 50.

  The air conditioner ECU 50 is a control means for controlling the air conditioning operation in the vehicle interior, and receives signals from various switches and signals from various sensors on the operation panel 61 provided on the front surface of the vehicle interior. The air conditioner ECU 50 performs various calculations from the input signal, and controls various actuators such as the compressor 31, the adjustment door 23, and the indoor blower 12. As shown in FIGS. 1 and 2, the various sensors are, for example, a refrigerant pressure sensor (not shown), a refrigerant temperature sensor 62, an inside air sensor 63, an outside air sensor 64, a humidity sensor 65, and the like. The air conditioner ECU 50 has a built-in microcomputer composed of a memory such as a ROM and a RAM, a CPU (central processing unit), and the like, and has various programs used for calculations based on operation instructions transmitted from the operation panel 61 or the like. doing.

  The air conditioner ECU 50 receives the air conditioner environment information, the air conditioner operating condition information, and the vehicle environment information, calculates them, and calculates the capacity to be set for the compressor 31. The air conditioner ECU 50 controls the output amount of the compressor 31 based on the calculation result.

  As described above, by operating the operation panel 61 or the portable device by the occupant, the operation and stop of the vehicle cooling device 10 and operation signals such as the target blowing temperature (set temperature) and the target humidity are input to the air conditioner ECU 50. Then, the air conditioner ECU 50 controls the operation of each device such as the compressor 31 and the indoor blower 12 based on detection signals of various sensors and various calculation results.

  The air conditioner ECU 50 controls the amount of heat generated by the drive circuit 18 as well as the amount of air blown by the indoor blower 12 by controlling the current supplied to the drive circuit 18. The air conditioner ECU 50 controls the heat generation amount of the drive circuit 18 by switching the control method of the drive circuit 18 between the current drive method and the PWM method. The PWM method is a pulse width modulation method, and the supplied current is adjusted by adjusting the duty ratio of the pulse width modulation. When controlling by the PWM system, the switching element mounted on the drive circuit 18 is switched between the on state and the off state, and heat is generated due to switching loss at the time of switching. Therefore, the amount of heat generation can be controlled by adjusting the duty ratio.

  Next, a specific cooling process by the air conditioner ECU 50 will be described. In FIG. 3, when the ignition switch is turned on and power is supplied to the air conditioner ECU 50, the control starts. The process shown in FIG. 3 is repeated and executed in a state where power is supplied to the air conditioner ECU 50.

  In step S1, the suction temperature is calculated, and the process proceeds to step S2. The suction temperature is the temperature of the air sucked by the inside / outside air switching box 14. In other words, the suction temperature is the temperature of the blown air immediately after blowing the indoor blower 12. As shown in FIG. 2, the suction temperature is calculated from the inside air temperature from the inside air sensor 63, the outside air temperature from the outside air sensor 64, and the door position (opening degree) of the inside / outside air switching door 17. For example, in the inside air mode, the inside air temperature is the estimated suction temperature.

  In step S2, the blowing temperature is calculated, and the process proceeds to step S3. The blowout temperature is the temperature of the air blown into the vehicle compartment from the open outlet. As shown in FIG. 2, the blowout temperature is calculated in step S1, and is calculated from the suction temperature, the refrigerant temperature from the refrigerant temperature sensor 62, the driving state of the drive circuit 18, and the door position (opening) of the adjustment don. The

  In step S3, it is determined whether or not the value obtained by subtracting the target outlet temperature TAVO from the estimated outlet temperature TAV is larger than the first predetermined temperature T1, and if so, the process proceeds to step S4. Move on to step S5. The first predetermined temperature is a value considering controllability such as 0 or overshoot.

  In step S4, since the estimated blowing temperature is larger and the blowing temperature needs to be reduced, the control door 23 is closed and control is performed so that air does not flow into the bypass passage 21, and this flow is terminated. By controlling the compressor 31 by this, the blowing temperature can be lowered and brought close to the target blowing temperature.

  In step S5, since the estimated blowing temperature is not larger, the refrigerant temperature TE is compared with the second predetermined temperature T2. If the refrigerant temperature is low, the process proceeds to step S6, and if not, the process proceeds to step S7. Move. The second predetermined temperature is a threshold temperature at which the odor of the evaporator 13 does not occur. The evaporator 13 generates odor when the temperature becomes high, but does not generate odor when the temperature is, for example, 10 ° C. or lower. Therefore, the second predetermined temperature is set to 10 ° C., for example.

  In step S6, since the refrigerant temperature is lower than the second predetermined temperature, the compressor 31 is controlled to reduce the refrigerant flow rate in order to increase the refrigerant temperature, and this flowchart is ended. Accordingly, the refrigerant temperature that is too low can be brought close to the second predetermined temperature while suppressing the generation of odor. Therefore, it can be brought close to the target blowing temperature.

  In step S7, since the refrigerant temperature is not lower than the second predetermined temperature, the target humidity is compared with the estimated humidity. If the target humidity is larger, the process proceeds to step S8, and if not, the process proceeds to step S9. Move on.

  In step S8, the adjustment door 23 is opened, and this flow ends. As a result, air flows through the bypass passage 21, so that the blowing temperature can be brought close to the target blowing temperature. Further, since the amount of air passing through the main passage 20 having a lower humidity than the bypass passage 21 is reduced, the humidity can be brought close to the target humidity.

  In step S9, since the target humidity is smaller than the estimated humidity, the driving method is switched to a driving method with a large loss (heat generation) during driving of the driving circuit 18, and this flow is finished. As a result, the blowout temperature is increased, and as a result, the ratio of the bypass passage 21 is decreased, and the humidity can be further decreased. Therefore, as shown in FIG. 2, the air conditioner ECU 50 outputs a control value for controlling each part in accordance with the input value.

  As described above, the vehicle cooling device 10 of the present embodiment is provided on the upstream side of the evaporator 13, and the adjustment door 23 that adjusts the amount of air passing through the evaporator 13 and the amount of air passing through the bypass passage 21 is provided. Provided. For example, when the state in which all the air passes through the evaporator 13 and the state in which a part of the blown air flows through the bypass passage 21 and the remaining blown air flows through the evaporator 13 are compared, the latter has a higher temperature of the blown air. can do. Therefore, even in the state where the evaporator 13 is operated, it is possible to prevent the blown air blown into the passenger compartment from getting too cold. Therefore, the temperature of the cold air can be adjusted by the adjusting door 23. This makes it possible to blow a comfortable temperature while suppressing the generation of odor from the evaporator 13.

  The vehicle cooling device 10 of this embodiment is an air conditioning device dedicated to cooling that does not have a heating device that uses engine cooling water or the like. In other words, the vehicle cooling device 10 has only the evaporator 13 as a heat exchanger for air conditioning. Therefore, the cooling apparatus 10 for vehicles is comprised so that the cooling air which passed the evaporator 13 may be blown out directly into a vehicle interior. Therefore, since the engine and the electric heater are not used as the heat source, it is possible to solve the problems of the cost increase due to the piping of the engine cooling water, the increase in power consumption of the electric heater and the like, and the generation of odor due to the temperature rise of the evaporator 13.

  Further, in the present embodiment, the air conditioner ECU 50 uses the air suction temperature, the air blowing temperature after passing through the main passage 20 and the bypass passage 21, and the target blowing temperature for setting the vehicle interior temperature to be preset. Is calculated. And the adjustment door 23 is controlled so that the calculated estimated blowing temperature approaches the target blowing temperature. This makes it possible to approach the target blowing temperature with a simple configuration.

  Further, in the present embodiment, the bypass passage 21 is provided with the drive circuit 18, and the air passing through the bypass passage 21 is heated by heat generated when the drive circuit 18 is driven. The indoor blower 12 is an essential configuration for the vehicle cooling device 10, and the drive circuit 18 that drives the indoor blower 12 is also an indispensable configuration. By using such an essential structure as a heating means, it is not necessary to provide a separate heating means, and the number of parts can be reduced. Therefore, the manufacturing cost of the vehicle cooling device 10 can be reduced.

  In the present embodiment, the air conditioner ECU 50 calculates the estimated blowing temperature using the air suction temperature and the heat generation amount of the drive circuit 18. Thereby, the estimated blowing temperature can be calculated with higher accuracy.

  Further, in the present embodiment, the air conditioner ECU 50 calculates the estimated humidity of the air after passing through the main passage 20 and the bypass passage 21 using the introduced air suction humidity and the heat generation amount of the drive circuit 18. Then, using the humidity in the passenger compartment and the temperature in the passenger compartment, a target humidity for preventing window fogging in the passenger compartment is calculated. Further, when the estimated humidity is higher than the target humidity, the drive circuit 18 is controlled so as to increase the amount of heat generation. Thereby, the adjustment door 23 is controlled in the direction in which the air volume of the main passage 20 is increased as the blowing temperature rises. When the estimated humidity is high, the occurrence of window fogging can be suppressed.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. The vehicle cooling device 10 </ b> A of the present embodiment is characterized in that the evaporator 13 is also provided in the bypass passage 21.

  The evaporator 13 includes adjusting means for individually adjusting the amount of refrigerant that exchanges heat with air passing through the main passage 20 and the amount of refrigerant that exchanges heat with air passing through the bypass passage 21. The adjusting means is realized by the refrigerant control valve 70 inside the evaporator 13, and switches between the refrigerant path shown in FIG. 5 and the refrigerant path shown in FIG. 6 by opening and closing the refrigerant control valve 70.

  The refrigerant control valve 70 is closed when the value obtained by subtracting the target outlet temperature TAVO from the estimated outlet temperature TAV is higher than the first predetermined temperature T1, and the refrigerant path shown in FIG. Thereby, the air cooled by the evaporator 13 and the air which is not cooled can be mixed. Therefore, since the passing air is not cooled too much, the target blowing temperature can be maintained.

  Further, the refrigerant control valve 70 is opened when the value obtained by subtracting the target outlet temperature TAVO from the estimated outlet temperature TAV is not higher than the first predetermined temperature T1, and the refrigerant path shown in FIG. Thus, the air passing through both the main passage 20 and the bypass passage 21 can be cooled by the evaporator 13. Therefore, for example, when maximum cooling is requested, the amount of heat exchange can be earned, and as a result, downsizing is possible when the same cooling capacity is required.

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

  The structure of the said embodiment is an illustration to the last, Comprising: The scope of the present invention is not limited to the range of these description. The scope of the present invention is indicated by the description of the scope of claims, and further includes meanings equivalent to the description of the scope of claims and all modifications within the scope.

  In the first embodiment described above, the drive circuit 18 is disposed in the bypass passage 21, but is not limited to such a configuration. Even in a configuration in which the drive circuit 18 is not provided in the bypass passage 21, it is possible to prevent the blown air from being overcooled by flowing air through the bypass passage 21.

DESCRIPTION OF SYMBOLS 10 ... Air conditioner for vehicles 11 ... Air-conditioning case 12 ... Indoor blower (blower means) 13 ... Evaporator (heat exchanger for cooling)
14 ... Inside / outside air switching box (inside / outside air switching means) 15 ... Inside air introduction port 16 ... Outside air introduction port 17 ... Inside / outside air switching door 18 ... Drive circuit 20 ... Main passage 21 ... Bypass passage 23 ... Adjustment door (regulation means)
50 ... Air conditioner ECU (control means) 70 ... Refrigerant control valve (control means)

Claims (7)

A vehicle air conditioner (13) having a cooling heat exchanger (13) for cooling air blown into the vehicle interior and directly blowing out the cooling air that has passed through the cooling heat exchanger ( 10)
An inside / outside air switching means (14) that opens and closes the inside air introduction port (15) and the outside air introduction port (16) to switch between the intake of the inside air and the outside air,
A blowing means (12) for blowing air introduced through the inside air introduction port and the outside air introduction port toward the vehicle interior;
The cooling heat exchanger for cooling the air blown by the blowing means;
A passage through which blown air blown from the blowing means passes, and a main passage (20) and a bypass passage (21) that are independent from each other;
Adjusting means (23) provided on the upstream side of the cooling heat exchanger and adjusting the amount of air passing through the cooling heat exchanger and the amount of air passing through the bypass passage. A vehicle air conditioner. A vehicle air conditioner (13) having a cooling heat exchanger (13) for cooling air blown into the vehicle interior and directly blowing out the cooling air that has passed through the cooling heat exchanger ( 10)
An inside / outside air switching means (14) that opens and closes the inside air introduction port (15) and the outside air introduction port (16) to switch between the intake of the inside air and the outside air,
A blowing means (12) for blowing air introduced through the inside air introduction port and the outside air introduction port toward the vehicle interior;
A passage through which blown air blown from the blowing means passes, and a main passage (20) and a bypass passage (21) that are independent from each other;
The cooling heat exchanger provided in the main passage and the bypass passage for cooling the blown air by the blowing means,
The cooling heat exchanger is an adjustment that individually adjusts the amount of refrigerant that exchanges heat with the air that passes through the main passage and the amount of refrigerant that exchanges heat with the air that passes through the bypass passage. A vehicle cooling device comprising means (70). And further comprising control means (50) for controlling the adjusting means,
The control means includes
Using the suction temperature of the air introduced from the inside air introduction port and the outside air introduction port, the air blowing temperature after passing through the main passage and the bypass passage, and a preset cabin temperature Calculate the target blowing temperature
The vehicle cooling device according to claim 1 or 2, wherein the adjusting means is controlled so that the calculated blowing temperature approaches the target blowing temperature. The bypass passage is provided with a drive circuit (18) for driving the air blowing means,
The vehicle air conditioner according to claim 3, wherein the air passing through the bypass passage is heated by heat generated when the drive circuit is driven.   The said control means calculates the said blowing temperature using the said suction temperature of air and the emitted-heat amount of the said drive circuit, The air conditioner for vehicles of Claim 4 characterized by the above-mentioned. The control means includes
Using the suction humidity of the introduced air and the calorific value of the drive circuit, calculate the humidity of the air after passing through the main passage and the bypass passage,
Using the humidity in the passenger compartment and the temperature in the passenger compartment, a target humidity for preventing fogging of the window in the passenger compartment is calculated,
The vehicle cooling device according to claim 4 or 5, wherein when the calculated humidity is higher than the target humidity, the drive circuit is controlled so as to increase a heat generation amount.   The said control means switches the control system of the said drive circuit with a current drive system and a PWM system, and controls the emitted-heat amount of the said drive circuit, It is any one of Claims 4-6 characterized by the above-mentioned. Air conditioner for vehicles.

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