JP2013224151A - Vehicular air-conditioning apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air-conditioning apparatus capable of achieving energy saving.SOLUTION: In the case that there are no passengers on seats other than a driver seat and a heated air temperature is lower than a target exhaled air temperature, a frontal passenger seat-side outlet is closed and a one-seat concentrated mode for exhaling an air-conditioning wind from a driver seat-side outlet is executed. In this case, compared with a standard air-conditioning mode time during which an air-conditioning wind is exhaled from the driver seat-side outlet and the frontal passenger seat-side outlet, electric power supplied to an air blower for the same heat load is set small. By this, it is possible to reduce power consumed by an electric motor of the air blower and to achieve energy saving. Besides, in the case that there are no passengers on the seats other than the driver seat and the heated air temperature is higher than the target exhaled air temperature, a standard air-conditioning mode is executed. In this case, an exhaled air amount from the driver seat-side outlet is relatively decreased while an exhaled air amount from the frontal passenger seat-side outlet is relatively increased.

Description

  The present invention relates to a vehicle air conditioner.

  In Patent Documents 1 and 2, when there is no passenger in the passenger seat, directing a large amount of air-conditioning wind directly to the passenger seated in the driver's seat by directing the air blowing from the outlet on the passenger seat to the driver's seat A vehicular air conditioner is disclosed.

JP-A-8-25948 JP 2000-148201 A

  In recent years, improvement in fuel efficiency of vehicles has been demanded, and energy saving of vehicle air conditioners is desired.

  However, Patent Document 1 describes that the passenger's comfort can be improved by directing the wind direction of the air outlet on the passenger seat side toward the driver's seat, but it is described up to the energy saving of the vehicle air conditioner. It has not been.

  An object of this invention is to provide the vehicle air conditioner which can implement | achieve energy saving in view of the said point.

In order to achieve the above object, according to the first aspect of the present invention, a standard air conditioning mode is provided in the air conditioning unit (10) and blows conditioned air from the driver seat side outlet (51) and the passenger seat side outlet (52). And switching means for switching between the one-seat concentration mode for prohibiting the blowing of the conditioned air from the passenger side air outlet (52) and blowing the conditioned air from the driver side air outlet (51),
An air flow rate ratio changing means (121, 122, 123) provided in the air conditioning unit (10) for changing a ratio between an air flow rate from the driver seat side air outlet and an air flow rate from the passenger seat side air outlet;
The control means (60) for controlling the amount of air blown by the blower (12) by controlling the switching means and setting the power supplied to the blower (12) according to the air conditioning heat load,
The control means (60) calculates the target blown air temperature (TAO) of the air blown out from the driver seat side air outlet (51) and the passenger seat side air outlet (52) based on the air conditioning heat load, and cools the drive means. Calculate the heating air temperature (TWD) when the air is heated by the heating heat exchanger (14) based on the fluid temperature (TW),
The control means (60) executes the one-seat concentration mode when the passenger is absent in a seat other than the driver's seat and the heating air temperature is lower than the target blowing air temperature, and in the standard air conditioning mode. In comparison, the power supplied to the blower (12) for the same air conditioning heat load is set small,
When there is no occupant in a seat other than the driver's seat and the heated air temperature is higher than the target air temperature, the standard air conditioning mode is executed and the air flow rate from the driver's seat side outlet is relatively It is characterized by controlling the blown air volume ratio changing means (121, 122, 123) so as to reduce and relatively increase the blown air volume from the passenger seat side air outlet.

  According to this, when there is no occupant in a seat other than the driver's seat and the heating air temperature is lower than the target blowing air temperature, the one-seat concentration mode is executed and compared with the standard air conditioning mode. Since the electric power supplied to the blower for the same air conditioning heat load is set small, the electric power consumed by the electric motor of the blower can be reduced and energy saving can be realized.

  Here, unlike the present invention, when the heated air temperature is higher than the target blown air temperature, when the one-seat concentration mode is executed, the amount of heat of the cooling fluid that is not heat-exchanged with air by the heating heat exchanger is driven. There arises a problem that the amount of heat cannot be effectively used because it is released from the surface of the means.

  On the other hand, according to the present invention, when there is no occupant in a seat other than the driver's seat and the heated air temperature is higher than the target outlet air temperature, in addition to the driver side outlet, the passenger side Since warm air is also blown out from the air outlet, the amount of heat of the cooling fluid can be used not only for heating the driver's seat but also for heating the entire passenger compartment, and the amount of heat of the cooling fluid can be used effectively.

  Further, when the amount of air blown from the air outlet is small, the temperature of the air blown air is higher than when the amount of air blown from the air outlet is large. Therefore, according to the present invention, the air blown from the driver seat side air outlet The temperature can be made higher than the passenger side air outlet, and the driver's feeling of warmth can be improved.

  As the blowing air volume ratio changing means according to claim 1, for example, as in claim 2, it is arranged on the upstream side of the air flow with respect to the heat exchanger for heating (14), and the air passage (111) on the driver's seat side. An air volume ratio changing door (121) that changes the ratio between the air volume flowing into the air passage and the air volume flowing into the air passage (112) on the passenger seat side can be employed. In this case, the air volume ratio changing door (121) causes the air volume flowing into the air passage (111) on the driver's seat side to be smaller than the air volume flowing into the air passage (112) on the passenger seat side, thereby The amount of air blown from the air outlet can be relatively reduced, and the amount of air blown from the passenger seat side air outlet can be relatively increased.

  Further, as the blowout air volume ratio changing means according to claim 1, for example, as in claim 3, the ratio of the ventilation area on the driver's seat side and the ventilation area on the passenger seat side in the heat exchanger for heating (14) Ventilation area changing means (122, 123) for changing In this case, by making the ventilation area on the driver's seat side smaller than the ventilation area on the passenger seat side by the ventilation area changing means (122, 123), the amount of air blown from the driver seat side outlet is relatively reduced, The amount of air blown from the passenger seat side air outlet can be relatively increased.

In the invention according to claim 4, the conditioned air is provided from the driver seat side outlet (51) corresponding to the driver's seat and the other outlets (52, 53) corresponding to seats other than the driver's seat. Switching between the standard air-conditioning mode that blows out and the one-seat concentration mode that blows off the air-conditioning air from at least one of the other air outlets (52, 53) and blows the air-conditioning air from the driver-side air outlet (51) Switching means (57a);
Located in the inner space of the instrument panel at the forefront of the passenger compartment, the hot air after passing through the heat exchanger for heating (14) provided in the air conditioning unit (10) is directed toward the driver's seat side outlet (51). A flowing duct part (54);
An air passage for instrument panel (131) provided in the air conditioning unit (10) for blowing out hot air after passing through the heat exchanger for heating (14) toward the inner space of the instrument panel;
Opening and closing means (132) for opening and closing the instrument panel air passage (131);
Control means (60) for controlling the air flow rate of the blower (12) by controlling the switching means (57a) and the opening / closing means (132) and setting the power supplied to the blower (12) according to the air conditioning heat load. And
The control means (60) calculates the target blown air temperature (TAO) of the air blown out from the plurality of outlets (51, 52, 53) based on the air conditioning heat load, and the temperature (TW) of the cooling fluid of the drive means. The heating air temperature (TWD) when the air is heated by the heating heat exchanger (14) is calculated based on
The control means (60) executes the one-seat concentration mode when the passenger is absent in a seat other than the driver's seat and the heating air temperature is lower than the target blowing air temperature, and the opening / closing means (132). The air passage for the instrument panel (131) is closed by, and furthermore, compared to the standard air conditioning mode, the power supplied to the blower (12) for the same air conditioning heat load is set small
When there is no occupant in a seat other than the driver's seat and the heated air temperature is higher than the target blown air temperature, the one-seat concentration mode is executed, and the instrument panel air passage ( 131) is opened, warm air is blown out toward the inner space of the instrument panel, and the duct portion (54) is heated.

  Even in this case, when there is no occupant in a seat other than the driver's seat and the heating air temperature is lower than the target blowing air temperature, the one-seat concentration mode is executed and compared with the standard air conditioning mode. Since the electric power supplied to the blower for the same air conditioning heat load is set small, the electric power consumed by the electric motor of the blower can be reduced and energy saving can be realized.

  Here, unlike the present invention, when the heated air temperature is higher than the target blown air temperature, when the one-seat concentration mode is executed, the amount of heat of the cooling fluid that is not heat-exchanged with air by the heating heat exchanger is driven. Since it is released from the surface of the means, there arises a problem that the amount of heat cannot be used effectively.

  On the other hand, in the present invention, when the heated air temperature is higher than the target blown air temperature, the one-seat concentration mode is executed, and hot air is blown toward the inner space of the instrument panel, thereby By using the amount of heat not only for heating the driver's seat but also for heating the duct part, the amount of heat of the cooling fluid can be used effectively. Furthermore, by heating the duct part, it is possible to reduce heat dissipation loss when warm air flows through the duct part toward the driver's seat side outlet.

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a mimetic diagram showing the whole vehicle air-conditioner composition in a 1st embodiment of the present invention. It is a figure which shows the structure of the electric control part of the vehicle air conditioner in 1st Embodiment of this invention. It is a flowchart which shows the control processing of the air-conditioning control apparatus 60 in FIG. It is a flowchart for demonstrating the detail of step S4 in FIG. It is a figure which shows the control map of the ventilation volume used by step S17 in FIG. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 2nd Embodiment. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 3rd Embodiment. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 4th Embodiment. It is a flowchart which shows a part of control processing of the air-conditioning control apparatus 60 in 4th Embodiment. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 5th Embodiment. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 6th Embodiment. It is a schematic diagram which shows the whole structure of the vehicle air conditioner in 7th Embodiment. It is a flowchart which shows a part of control processing of the air-conditioning control apparatus 60 in 7th Embodiment. It is a figure which shows the control map of the ventilation volume used in 7th Embodiment. It is a figure which shows the control map of the request | requirement water temperature of the engine operation | movement used by 7th Embodiment. It is a figure which shows the relationship between the blower level for every cooling water temperature, and a passenger | crew surrounding average temperature. It is a figure which shows the relationship between the cooling water temperature from which passenger | crew surrounding average temperature becomes equivalent, and a blower level. (A), (b), (c) is the result which compared 7th Embodiment and 1st Embodiment about the fuel consumption, engine operation rate, and heating calorie | heat amount at the time of 1 seat concentration mode, respectively. It is a flowchart which shows a part of control processing of the air-conditioning control apparatus 60 in 8th Embodiment. It is a flowchart which shows a part of control process of the air-conditioning control apparatus 60 in 9th Embodiment. It is a flowchart which shows a part of control processing of the air-conditioning control apparatus 60 in 10th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are given the same reference numerals in the drawings in order to simplify the description.

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle air conditioner according to the present embodiment, and FIG. 2 shows a configuration of an electric control unit of the vehicle air conditioner. The vehicle air conditioner of the present embodiment is mounted on a hybrid vehicle that obtains driving force for vehicle traveling from an engine (internal combustion engine) EG and a traveling electric motor.

  The hybrid vehicle according to this embodiment operates or stops the engine EG according to the travel load of the vehicle, obtains driving force from both the engine EG and the travel electric motor, and stops the engine. It is possible to switch a traveling state in which traveling is performed by obtaining a driving force only from the traveling electric motor. Thereby, the vehicle fuel consumption is improved with respect to the normal vehicle which obtains the driving force for vehicle travel only from the engine EG.

  The vehicle air conditioner 1 includes an indoor air conditioning unit 10 shown in FIG. 1 and an air conditioning control device 60 shown in FIG. 2 as control means of the present invention.

  The indoor air-conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the foremost part of the passenger compartment, and houses a blower 12, an evaporator 13, a heater core 14 and the like in a casing 11 that forms an outer shell thereof. is there.

  The casing 11 forms an air passage for the blown air that is blown into the passenger compartment, and has a certain degree of elasticity, and is formed of a resin that is excellent in strength. On the most upstream side of the blown air flow in the casing 11, an inside / outside air switching box 20 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is disposed.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 11 and an outside air introduction port 22 for introducing outside air. Further, inside / outside air switching box 20 is provided with inside / outside air switching door 23 that changes the air volume ratio between the inside air volume and the outside air volume. The outside air switching door 23 is driven by an electric actuator 71 for the inside / outside air switching door, and the operation of the electric actuator 71 is controlled by a control signal output from the air conditioning control device 60.

  A blower 12 that blows air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed on the downstream side of the inside / outside air switching box 20. The blower 12 is an electric blower that drives the centrifugal multiblade fan 12a by the electric motor 12b, and the target rotational speed, that is, the target blower amount, is controlled by a control signal output from the air conditioning control device 60.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 13 and the blown air. The evaporator 13 constitutes a refrigeration cycle together with a compressor, a condenser, a gas-liquid separator, an expansion valve, and the like (not shown).

  On the downstream side of the air flow of the evaporator 13, an air passage such as a cooling cold air passage 15 and a cold air bypass passage 16 that flows air after passing through the evaporator 13, and air that has flowed out of the heating cold air passage 15 and the cold air bypass passage 16. A mixing space 17 for mixing the two is formed.

  In the heating cool air passage 15, a heater core 14 is disposed as a heating means for heating the air that has passed through the evaporator 13. The heater core 14 is a heat exchanger for heating that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG that outputs vehicle driving force and the air that has passed through the evaporator 13. Specifically, a cooling water flow path 31 is provided between the heater core 14 and the engine EG, and the cooling water circuit 30 in which the cooling water circulates between the heater core 14 and the engine EG is configured.

  On the other hand, the cold air bypass passage 16 is an air passage for guiding the air that has passed through the evaporator 13 to the mixing space 17 without passing through the heater core 14. Therefore, the temperature of the blown air mixed in the mixing space 17 varies depending on the air volume ratio of the air passing through the heating cool air passage 15 and the air passing through the cold air bypass passage 16.

  Therefore, in the present embodiment, the amount of cold air that flows into the cooling air passage 15 and the cooling air bypass passage 16 on the downstream side of the evaporator 13 and on the inlet side of the cooling air passage 15 and the cooling air bypass passage 16. An air mix door 18 that continuously changes the ratio is disposed.

  Therefore, the air mix door 18 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 17 (the temperature of the blown air blown into the vehicle interior). The air mix door 18 is driven by an electric actuator 72 for the air mix door, and the operation of the electric actuator 72 is controlled by a control signal output from the air conditioning control device 60.

  Furthermore, in order to blow out the blown air whose temperature has been adjusted from the mixing space 17 to the vehicle interior, which is the air-conditioning target space, the defroster opening 24, the face opening 25, and the foot opening are provided at the most downstream portion of the blowing air flow of the casing 11. 26 is provided.

  A defroster duct (not shown) is connected to the defroster opening 24, and conditioned air is blown out from the defroster outlet at the tip of the defroster duct toward the inner surface of the vehicle front window glass. A defroster door 24 a that adjusts the air volume of the conditioned air by adjusting the opening area of the defroster opening 24 is arranged on the upstream side of the air flow of the defroster opening 24 in the casing 11. The defroster door 24a constitutes an opening adjustment means for adjusting the opening of the defroster outlet.

  A resin-made face duct 40 is connected to the face opening 25, and conditioned air is blown out from the face outlets 41 to 44 at the front end of the face duct toward the upper body of the passenger in the passenger compartment.

  As the face air outlets, center face air outlets 41 and 42 located in the center in the left-right direction of the vehicle are provided on the driver seat (D seat) side and the passenger seat (P seat) side of the vehicle, respectively. Side face air outlets 43 and 44 located at the ends in the left-right direction of the vehicle are provided on the seat (D seat) side and the passenger seat (P seat) side, respectively.

  The face duct 40 is on the downstream side of the air flow with respect to the face opening 25 and includes a passage 45 connected to the side face outlet 43 on the driver seat side, a passage 46 connected to the side face outlet 44 on the passenger seat side, and the driver seat side. The passage 47 is branched into three passages 47 connected to the center face air outlets 41 and 42 on the passenger seat side. The passage 47 connected to the center face outlet on the driver's seat side and the passenger seat side on the downstream side of the air flow from the branch point of these three passages branches into two passages 48 and 49 on the driver's seat side and the passenger seat side. doing.

  A face door 47a for adjusting the area of the passage is disposed in a passage 47 connected to the center face outlets 41 and 42 on the driver seat side and the passenger seat side. Furthermore, in the present embodiment, a one-seat concentration switching door 46a that opens and closes this passage is disposed in a passage 46 that is continuous with the side face outlet 44 on the passenger seat side. The one-seat concentration switching door 46a switches between permitting and prohibiting blowing from the side face air outlet 44 on the passenger seat side.

  A resin foot duct 50 is connected to the foot opening 26 so that air-conditioned air is blown out from a plurality of foot outlets 51, 52, 53 at the tip of the foot duct toward the feet of the occupant. A foot door 26 a is arranged in the casing 11 on the upstream side of the air flow of the foot opening 26.

  The plurality of foot outlets are provided for four seats in the passenger compartment. Specifically, a driver seat-side foot outlet 51 is provided at the foot of the driver's seat (D seat), and the passenger seat ( A passenger seat foot outlet 52 is provided at the foot of the P seat), and a rear seat foot outlet 53 is provided at the feet of the two rear seats (Rr seat).

  The foot duct 50 has a passage 54 connected to the driver seat side foot outlet 51, a passage 55 connected to the passenger seat side foot outlet 52, and a rear seat side downstream of the connection with the foot opening 26. The passage 56 is branched into three passages 56 connected to the foot outlet 53. At this branching point 57, a position where the passage connecting to the passenger seats other than the driver's seat and the foot outlets 52, 53 on the rear seat side among the three passages 54, 55, 56 is closed, and the three passages 54, 55. , 56 is provided with a one-seat concentration switching door 57a that can be switched between positions to open all.

  The following air outlet modes are executed by the defroster door 24a, the face door 47a, and the foot door 26a described above. As the air outlet mode, as in the prior art, a face mode in which air is blown from the center face air outlets 41 and 42 on the driver's seat side and the passenger seat side toward the upper body of the passenger in the passenger compartment, the center face air outlets 41 and 42 and the foot A bi-level mode in which air is blown out from the air outlets 51 to 53 toward the upper body and the feet of the passengers in the passenger compartment, the foot opening 26 is fully opened, and the defroster opening 24 is opened by a small opening degree. There is a foot mode that mainly blows out air. Except for the next one-seat concentration mode, the conditioned air is always blown out from the side face air outlets 43 and 44 on the driver's seat side and the passenger seat side.

  Thus, the defroster door 24a, the face door 47a, and the foot door 26a constitute the outlet mode switching means for switching the outlet mode, and for example, for driving the outlet mode door via a link mechanism (not shown). It is connected to the electric actuator 73 and is rotated in conjunction with it. The operation of the electric actuator 73 is controlled by a control signal output from the air conditioning controller 60. Each outlet mode door may be operated by a separate electric actuator.

  Furthermore, in the present embodiment, in the foot mode, the one-seat concentration switching door 57a for the foot provided at the branching point 57 in the foot duct 50 is the passenger seat other than the driver's seat, the foot outlets 52, 53 on the rear seat side. The one-seat concentration mode in which the conditioned air is blown out only from the foot outlet 51 on the driver's seat side among all the foot outlets 51 to 53 can be executed by closing the passage connected to. In the one-seat concentration mode, the one-seat concentration switching door 46a for the side face closes the passage 46 so that the conditioned air is blown out only from the side face outlet 43 on the driver seat side among the side face outlets 43, 44. It is like that.

Thus, the one-seat concentration switching door 57a for the foot and the one-seat concentration switching door 46a for the face constitute one-seat concentration mode switching means for switching the outlet mode to the one-seat concentration mode. It is connected to an electric actuator 74 for driving a one-seat concentration switching door via a link mechanism that is not operated, and is rotated in conjunction with it. The operation of the electric actuator 74 is also controlled by a control signal output from the air conditioning control device 60. Note that each one-seat concentration switching door may be operated by a separate electric actuator. Next, referring to FIG. 2, the electric control unit of the present embodiment will be described. The air conditioning control device 60 is composed of a well-known microcomputer including a CPU, ROM, RAM and the like and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The operation of the blower 12, the various electric actuators 71, 72, 73, 74 and the like is controlled.

  When the output with respect to the air blower 12 is demonstrated among the output sides of the air conditioning control apparatus 60, the air conditioning control apparatus 60 controls the target ventilation volume of the air blower 12 by controlling the electric power supplied to the air blower 12. FIG. Specifically, the air conditioning control device 60 outputs a control signal to a drive circuit (not shown) that drives the electric motor 12b, and sets the electric power supplied from the drive circuit to the electric motor 12b. Control the number of revolutions. When the power supplied to the electric motor 12b is large, the rotational speed of the electric motor 12b increases. When the power supplied to the electric motor 12b is small, the rotational speed of the electric motor 12b decreases.

  For example, when controlling the voltage applied to the electric motor 12b (voltage control), the drive circuit applies a voltage corresponding to the control signal from the air conditioning control device 60 to the electric motor 12b. When the supply current to the electric motor 12b is PWM controlled, the duty ratio of the pulse width of the pulse signal for controlling the ON / OFF of the electric motor 12 by the drive circuit is set according to the control signal from the air conditioning control device 60. The average supply current of the electric motor 12b is set to a desired magnitude. In this way, the air conditioning control device 60 is configured to set an output value for the blower 12, that is, to set a voltage value or a current value output from the drive circuit to the electric motor 12b of the blower 12. It has become.

  Further, on the input side of the air-conditioning control device 60, an inside air sensor 61 that detects the cabin temperature Tr, an outside air sensor 62 (outside temperature detector) that detects the outside temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the cabin. 63, an evaporator temperature sensor 64 (evaporator temperature detection means) for detecting an evaporator blown air temperature (evaporator temperature) TE which is an air temperature blown from the evaporator 13, and a cooling water for detecting an engine cooling water temperature TW A detection signal of a sensor group such as the temperature sensor 65 is input.

  Further, on the input side of the air conditioning control device 60, operation signals from various air conditioning operation switches provided on the operation panel 70 disposed in the vicinity of the instrument panel in the front of the passenger compartment are input. Specifically, various air conditioning operation switches provided on the operation panel 70 include an operation switch (not shown) of the vehicle air conditioner 1, an air conditioner switch 70a for switching the air conditioner on and off, and an automatic operation of the vehicle air conditioner 1. Auto switch 70b for setting / releasing control, operation mode selector switch (not shown), inlet mode switch for switching inlet mode (not shown), outlet mode switch for switching outlet mode (not shown) Further, an air volume setting switch (not shown) of the blower 12, a vehicle interior temperature setting switch 70c for setting the vehicle interior temperature, an economy switch 70d for outputting a command for giving priority to power saving of the refrigeration cycle, and the like are provided.

  Further, the air conditioning control device 60 is electrically connected to an engine control device 80 that controls the operation of the engine EG, and the air conditioning control device 60 and the engine control device 80 are configured to be able to electrically communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 60 outputting an operation request signal for the engine EG to the engine control device 80.

  Next, the operation of this embodiment in the above configuration will be described with reference to FIG. FIG. 3 is a flowchart showing a control process of the air conditioning control device 60. Note that each step in FIG. 3 constitutes various function realizing means of the air conditioning control device 60.

  First, in step S1, initialization of a flag, a timer, and the like, initial alignment of a stepping motor constituting the electric actuator described above, and the like are performed.

  In the next step S2, an operation signal of the operation panel 70 and a vehicle environmental state signal used for air conditioning control, that is, detection signals from the above-described sensor groups 61 to 65, etc. are read, and the process proceeds to step S3. Specific operation signals include a vehicle interior set temperature Tset set by the vehicle interior temperature setting switch 70c, an air outlet mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 12, and the like.

In step S3, a target blown air temperature TAO of the vehicle compartment blown air is calculated. The target blown air temperature TAO is calculated based on the vehicle interior set temperature and the vehicle environmental conditions such as the vehicle interior temperature, and is specifically calculated by the following formula F1. TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch 70c, Tr is the vehicle interior temperature (internal air temperature) detected by the internal air sensor 61, Tam is the external air temperature detected by the external air sensor 62, Ts. Is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  In subsequent step S4, control target values of various devices connected to the air conditioning control device 60, for example, the air flow rate (blower level) of the blower 12, the inlet mode, the outlet mode, the opening degree of the air mix door, the engine operation request Determine the necessity of The air flow rate, the air outlet mode, etc. are determined based on the target air temperature TAO, and the necessity of the engine operation request is, for example, when the coolant temperature TW is lower than the reference temperature, Determine the output.

  Thereafter, in step S5, a control signal is output to various devices connected to the air conditioning control device 60 and the engine control device 80 so that the control target value determined in step S4 is obtained.

  Thereby, the air blower 12 operates so as to have a desired air flow rate, and the air outlet mode door and the one-seat concentration switching door are in predetermined positions so that the air outlet 12 is in a desired air outlet mode.

  In step S6, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed.

  Next, the detailed content of the control target value determination process in step S4 mentioned above is demonstrated. FIG. 4 shows a flowchart for explaining details of step S4. FIG. 4 shows only the air outlet mode and the air flow rate determining step of the blower 12 among the control target values of various devices, and the air outlet mode and air flow determining process will be described below.

  For example, in step S11, the outlet mode is determined based on the target outlet air temperature TAO. Here, as in the conventional case, the face mode, the foot mode, and the like are determined as the air outlet mode. At this time, the position of the one-seat concentration switching door 57a for the foot is determined as a standard position for opening the passages connected to all the foot outlets 51, 52, 53 on the driver's seat, the passenger seat, and the rear seat side. The position of the one-seat concentration switching door 46a is determined as a standard position for opening the passage 46 connected to the passenger-side side face air outlet 44.

  Subsequently, in step S12, it is determined whether or not the outlet mode is the foot mode. In the winter when the outside air temperature is low, the air outlet mode is determined to be the foot mode in step S11. In this case, YES is determined and the process proceeds to step S13. On the other hand, if the air outlet mode is other than the foot mode, NO is determined, and the process proceeds to step S14.

  In step S13, it is determined whether or not the one-seat concentration mode can be implemented. Specifically, it is determined whether a seat other than the driver's seat is absent. Whether or not a seat other than the driver's seat is absent can be determined by using a well-known occupant detection means described in JP 2000-148201 A. For example, as the occupant absence detection means, a seating sensor, an IR sensor, a sensor for detecting whether the seat belt is fastened, or the like can be used.

  Then, when it is determined from the detection result by the occupant absence detection means that there is an occupant in a seat other than the driver's seat (in the case of NO determination), the process proceeds to step S14, and the target air flow rate of the blower 12 for four-seat air conditioning is the same as before (Blower level) is determined. Specifically, the blower level is determined with reference to the control map stored in advance in the air conditioning control device 60 based on the TAO determined in step S3. Then, it progresses to step S5 and outputs a control signal.

  Accordingly, when the air outlet mode is other than the foot mode or when the one-seat concentration mode cannot be performed even in the foot mode, the one-seat concentration switching door 57a for the foot and the one-seat concentration switching door 46a for the side face are provided. The door position is the standard position, and the blowing mode switching door and the blower 12 are operated so as to achieve the determined blowing mode and air volume as in the conventional case. This is the case of four-seat air conditioning, which corresponds to the standard air conditioning mode of the present invention.

  On the other hand, when it is determined in step S13 that a seat other than the driver's seat is absent (YES determination), the process proceeds to step S15.

  In step S15, the one-seat concentration mode in which the passenger seat side and rear seat side foot outlets 52 and 53 are closed is determined. Specifically, the position of the one-seat concentration switching door 57a for the foot in the foot duct 50 is closed by closing the passages 55, 56 connected to the passenger seats other than the driver's seat and the foot outlets 52, 53 on the rear seat side, It determines to the position which opens the channel | path 54 connected to the foot blower outlet 51 by the side of a driver's seat. Thereby, the blowing from the foot outlet 51 on the driver's seat side is permitted, and the blowing from the foot outlets 52 and 53 on the passenger seat side and the rear seat side is prohibited. Further, the position of the one-face concentration switching door 46a for the side face in the face duct 40 is determined to be a position where the passage 46 connected to the passenger side side face outlet 44 is closed. Thereby, the blowing from the passenger seat side face outlet 44 is prohibited.

  Subsequently, in step S16, the opening degree of the defroster door 24a that opens and closes the defroster opening 24 (defroster outlet) is adjusted. In the foot mode, when the foot outlets 52 and 53 other than the driver's seat are closed, the opening degree of the defroster opening 24 is the same as when all the foot outlets 51, 52 and 53 are opened. The air volume of the conditioned air that blows out increases. Therefore, the opening degree of the defroster opening 24 is set to all the foot outlets 51, 52, 53 so that the amount of air blown from the defroster opening 24 is kept equal to the case where all the foot outlets 51, 52, 53 are opened. Set smaller than when opening.

  Subsequently, in step S17, a target air volume (blower level) of the blower 12 for the one-seat concentration mode is determined. Specifically, based on the TAO determined in step S3, a blower level serving as a control target is determined with reference to a control map stored in advance in the air conditioning control device 60. The control map used at this time is different from the control map for four-seat air conditioning used in step S14.

  Here, FIG. 5 shows an airflow control map used in the one-seat concentration mode and an airflow control map used during four-seat air conditioning. The vertical axis in FIG. 5 indicates the blower level, and the horizontal axis in FIG. 5 indicates the target blown air temperature TAO.

  The blower level is the target air flow rate of the blower 12, that is, the target rotational speed of the electric motor 12b, and corresponds to the power supplied to the electric motor 12b. For example, when voltage controlling the electric motor 12b, the voltage value applied to the electric motor 12b by the drive circuit corresponds to the blower level, and when current controlling the electric motor 12b, the ratio of the ON time and the OFF time of the electric motor 12b is used. A certain duty ratio corresponds to the blower level.

  As shown in FIG. 5, the control map used at the time of four-seat air conditioning has a relationship in which the blower level draws a so-called bathtub curve with respect to TAO. That is, the blower level is set near the maximum value in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of TAO, and the air volume of the blower 12 is controlled near the maximum air volume. Further, when TAO rises from the extremely low temperature region toward the intermediate temperature region, the blower level is decreased according to the increase in TAO, and the air volume of the blower 12 is decreased. Further, when TAO decreases from the extremely high temperature range toward the intermediate temperature range, the blower level is decreased in accordance with the decrease in TAO, and the air volume of the blower 12 is decreased. When TAO enters a predetermined intermediate temperature range, the blower level is set to the minimum value and the air volume of the blower 12 is set to the minimum value.

  On the other hand, the control map used in the one-seat concentration mode has an overall lower blower level for the same TAO than the control map used in the four-seat air conditioning. For this reason, the target air volume of the blower 12 in the 1-seat concentration mode is smaller than the target air volume of the air blower 12 in the 4-seat air conditioning when the TAO is the same.

  The amount of decrease is set so as to maintain the amount of air blown from the foot outlet 51 on the driver's seat side when the normal foot mode (4 seat air conditioning) is changed to the single seat concentration mode. ing. This is because when the normal foot mode (4 seat air-conditioning) is changed to the one-seat concentration mode, the blower level relationship with respect to the TAO remains the same as before the change, and the air is blown out from the foot outlet 51 on the driver's seat side. This is because the air volume of the blowing wind increases. In this way, the blowing capacity of the blower 12 is reduced.

  Then, it progresses to step S5 and outputs a control signal. Accordingly, when the one-seat concentration mode is feasible in the foot mode, the positions of the outlet mode switching doors 26a and 47a are the positions in the foot mode, and the one-seat concentration switching door 57a for the foot is used. The position is a position where the foot outlets 52 and 53 other than the driver's seat are closed and the foot outlet 51 on the driver's seat side is opened. As a result, a one-seat concentration mode in which warm air blows out only from the foot outlet 51 on the driver's seat side among the foot outlets 51 to 53 is set.

  Further, the position of the defroster door 24a becomes a position where the opening degree is made smaller than the position in the normal foot mode, and the blowing air having the same air volume as that in the normal foot mode is blown out from the defroster outlet.

  Further, the blower 12 operates at a lower blower level than in the normal foot mode so that the air volume of the blown air blown out from the foot outlet 51 on the driver's seat side is maintained at the air volume in the normal foot mode. To do.

  As described above, as in steps S12, S13, and S15, the air-conditioning control device 60 blows warm air to the passenger seat and the rear seat when there is no occupant in a seat other than the driver seat in the foot mode. In order to avoid this, the foot air outlets 52 and 53 on the passenger seat side and the rear seat side are closed to execute the one-seat concentration mode. Furthermore, in this case, when the air conditioning control device 60 changes from the normal foot mode (at the time of four-seat air conditioning) to the one-seat concentrated mode in step S17, the amount of air blown from the foot outlet 51 on the driver's seat side Therefore, the blower level for the same TAO is set lower than in the 4-seat air conditioning.

  Here, when the occupant is only the driver, heating the entire vehicle interior heats the space where the occupant is absent, and wastes the amount of heat necessary for heating.

  On the other hand, in this embodiment, if the occupant is only the driver, the engine cooling as a heat source is performed by executing the one-seat concentration mode in which the blowing from the foot outlets 52 and 53 other than the driver's seat is prohibited. Since the amount of heat of water is used for heating on the driver's seat side, waste of the amount of heat can be eliminated.

  Moreover, according to this embodiment, even if it becomes 1 seat concentration mode, since the air volume of the blowing wind from the foot blower outlet 51 by the side of a driver | operator is the same as the time of normal foot mode, a driver | operator's warm feeling can be maintained. . Furthermore, since the blower level for the same TAO is reduced as compared with the normal foot mode, the power consumed by the electric motor 12b of the blower 12 can be reduced, and energy saving can be realized.

  Further, by reducing the blower level as compared with the normal foot mode, the amount of air passing through the heater core 14 can be reduced and the amount of heat dissipated in the heater core 14 can be reduced. The engine cooling water temperature decreases slowly when the engine is stopped.

  As a result, when the engine is warmed up, the temperature of the engine cooling water quickly reaches a desired temperature, so that the engine stop can be started earlier. Also, during heating when the engine is stopped, if the temperature of the engine cooling water decreases and heating cannot be maintained, an engine operation request signal is output to operate the engine to maintain heating, or an auxiliary electric heater However, according to the present embodiment, since the gradient of the temperature drop of the engine cooling water becomes gentle, it is possible to reduce the frequency of operation of the engine for maintaining heating, the operation of the auxiliary electric heater, etc. Deterioration can be suppressed.

  Note that each step in the above-described FIG. 4 constitutes various function realizing means of the air conditioning control device 60. In other words, step S15 corresponds to a one-seat concentration mode executing means for executing the one-seat concentration mode when no occupant is present in a seat other than the driver's seat, and step S17 is in the four-seat air-conditioning ( Compared with the standard air-conditioning mode), the power supply to the blower 12 is reduced to correspond to a target air supply amount setting means for setting the target air supply amount small.

(Second Embodiment)
In FIG. 6, the whole structure of the vehicle air conditioner of this embodiment is shown. In the present embodiment, an air volume adjusting door 45a that adjusts the amount of air blown from the side face air outlet 43 on the driver's seat side is provided inside the face duct 40 with respect to the configuration of FIG. 1 described in the first embodiment. Yes. The air volume adjusting door 45a is provided in a passage 45 that is continuous with the side face outlet 43 on the driver's seat side.

  The air-conditioning control device 60 performs the same air-conditioning control as in the first embodiment, but when adjusting the opening degree of the defroster opening 24 executed in step S16 in FIG. The air volume at the outlet 43 is also adjusted. Specifically, the opening of the air volume adjustment door 45a other than the driver's seat is maintained so that the air volume of the side face outlet 43 on the driver's seat side is kept equal to that before the foot outlets 52, 53 other than the driver's seat are closed. The foot outlets 52 and 53 are set smaller than before closing.

  Further, in the present embodiment, a one-seat concentration switching door 49a for the passenger seat side center face that switches between permission and prohibition of blowing from the passenger face side center face outlet 42 is provided in the face duct 40. . The one-seat concentration switching door 49a for the passenger seat side center face is provided in a passage 49 connected to the passenger seat side center face outlet 42.

  Thus, in the first embodiment, the one-seat concentration mode is executed in the foot mode. However, according to the present embodiment, the first embodiment is not only in the foot mode but also in the bi-level mode. Such a one-seat concentration mode can be executed. For example, it becomes feasible by changing the air conditioning control of the air conditioning control device 60 of the first embodiment as follows.

  In step S12 in FIG. 4, a change is made to determine whether the foot mode or the bi-level mode is set. Further, in step S15, in addition to closing the foot outlets 52 and 53 on the passenger seat side and the rear seat side and the side face outlet 44 on the passenger seat side, the center face on the passenger seat side is set by the one-seat concentration switching door 49a. It changes so that the blower outlet 42 may be closed. Thus, in the bi-level mode, the center face passage 47 is opened by the face door 47a, and the passage 49 connected to the center face outlet 42 on the passenger seat side is closed by the one-seat concentration switching door 49a. In the face air outlet, the conditioned air can be blown out only from the air outlets 51 and 41 on the driver's seat side.

(Third embodiment)
In FIG. 7, the schematic diagram of the vehicle air conditioner of this embodiment is shown. The vehicle air conditioner of this embodiment performs air conditioning control independently on the driver's seat side and the passenger seat side.

  Specifically, in the vehicle air conditioner of the present embodiment, as shown in FIG. 7, the air passage on the downstream side of the air flow of the evaporator 13 is replaced with the air passage on the driver's seat side in the casing 11 of the indoor air conditioning unit 10. Partition walls 11a and 11b are provided to partition the air passage 111 and the passenger side air passage 112. The heater core 14 is disposed across both the air passage 111 on the driver's seat side and the air passage 112 on the passenger seat side.

  Further, in each of the air passage 111 on the driver's seat side and the air passage 112 on the passenger seat side, similar to the first embodiment, the cooling cold air passages 15a and 15b, the cold air bypass passages 16a and 16b, and the mixing space 17a, 17 b is formed, and air mix doors 18 a and 18 b are provided on the upstream side of the heater core 14.

  Although not shown, the air passage 111 on the driver's seat side is connected to each air outlet such as a foot air outlet on the driver's seat side, and an air outlet mode door for switching the air outlet mode on the driver's seat side is provided. Similarly, the air passage 112 on the passenger seat side is connected to each air outlet such as a foot air outlet on the passenger seat side, and an air outlet mode door on the passenger seat side is provided.

  The air mix doors 18a and 18b and the air outlet mode door are controlled independently by the air conditioning control device 60 on the driver seat side and the passenger seat side.

  Here, in the vehicle air conditioner having such a configuration, the single-seat concentration mode can be achieved by closing the air outlet mode door on the passenger seat side without providing the single-seat concentration switching door, as in the first embodiment. Can be executed. Therefore, the air outlet mode door on the passenger seat side constitutes switching means for switching to the one-seat concentration mode.

  However, when the air outlet mode door on the passenger seat side is closed, heat cannot be exchanged with the blown air in the entire heat exchange core portion of the heater core 14, so that there is a problem that sufficient heat cannot be taken from the heater core 14. The heater core 14 is divided into a driver seat side portion through which air in the air passage 111 on the driver's seat passes and a passenger seat side portion through which air flowing through the air passage 112 on the passenger seat passes, This is because when the air outlet mode door on the passenger seat side is closed, air does not flow in the passenger seat side portion of the heater core 14 and heat exchange between the cooling water and air is not performed in the passenger seat side portion of the heater core 14.

  Therefore, in the present embodiment, a return passage 113 for returning the air after passing through the heater core 14 to the upstream side of the blower 12 and an opening / closing door 114 for opening and closing the passage 113 are provided. In this example, the open / close door 114 is provided at a branch point between the return passage 113 and the air passage connected to the blowout port on the passenger seat side. The air flow toward the air outlet on the side can be switched.

  In the one-seat concentration mode, the air conditioning control device 60 opens the opening / closing door 114 of the return passage 113 so that the air that has passed through the passenger seat side portion of the heater core 14 flows upstream of the blower 12 through the return passage 113. It is made to flow and mix with the suction air of the blower 12. At this time, the air mix doors 18a and 18b are set to the maximum heating position.

Thereby, the amount of heat obtained at the passenger seat side portion of the heater core 14 can be given to the air toward the air outlet on the driver seat side, and the amount of heat of the heater core 14 can be fully utilized. (Fourth embodiment)
FIG. 8 shows a schematic diagram of the vehicle air conditioner of the present embodiment. The vehicle air conditioner of this embodiment performs air conditioning control independently on the driver's seat side and the passenger seat side. In the present embodiment, as shown in FIG. 8, the partition wall 11a positioned between the evaporator 13 and the heater core 14 in the configuration shown in FIG. 7 is replaced with an air passage 111 on the driver's seat side and an air passage 112 on the passenger seat side. The air volume ratio changing door 121 is changed to change the air volume ratio.

  The air volume ratio changing door 121 is arranged on the upstream side of the air flow with respect to the heater core 14 and changes the passage cross-sectional area of the air passage 111 on the driver's seat side and the air passage 112 on the passenger seat side by changing the door position. It is. Specifically, the air volume ratio changing door 121 has a standard position where the passage cross-sectional areas of both the air passages 111 and 112 are the same, and the cross-sectional area of the air passage 111 on the driver seat side is the air passage 112 on the passenger seat side. It is possible to move between positions that are smaller than the passage cross-sectional area.

  When the ratio of the air volume of the air passage 111 on the driver's seat side and the air volume of the air passage 112 on the passenger seat side is changed by the air volume ratio changing door 121, the air volume blown from the air outlet on the driver's seat side and the passenger seat side The ratio with the amount of air blown from the air outlet is changed. Therefore, the air volume ratio changing door 121 constitutes an air volume ratio changing means for changing the ratio of the air volume from the air outlet on the driver seat side and the air outlet on the passenger seat side.

  In the present embodiment, the ratio of the ventilation area between the driver seat side and the passenger seat side in the heater core 14, that is, the cross-sectional area through which the wind toward the air outlet on the driver seat side in the heater core 14 passes and the air outlet on the passenger seat side. The ratio to the cross-sectional area through which the wind passes is fixed.

  Next, the operation of the present embodiment in the above configuration will be described with reference to FIG. FIG. 9 is a flowchart showing a part of the control processing of the air conditioning control device 60, and corresponds to FIG. The present embodiment is different from the first embodiment in that steps S21 to S24 are included.

  Specifically, in this embodiment, as shown in FIG. 9, when it is determined in step S13 that the one-seat concentration mode is possible, in step S21, the target blown air temperature TAO is changed from the coolant temperature TW. It is determined whether or not the calculated heater core blown air temperature is lower than TWD. The heater core blown air temperature TWD is a blown air temperature from the heater core 14 and is a heated air temperature when the air is heated by the heat exchange with the engine cooling water TW in the heater core 14. Strictly speaking, the heater core blowing air temperature TWD is calculated based on the cooling water temperature TW, the air temperature TE after passing through the evaporator 13, the heat exchange performance of the heater core 14, and the like, but is substantially the same as the cooling water temperature TW. It is.

  When the target blown air temperature TAO is equal to or higher than the heater core blown air temperature TWD, NO is determined and the process proceeds to steps S15 to S17. Steps S15 to S17 are the same as in the first embodiment. On the other hand, if the target blown air temperature TAO is lower than the heater core blown air temperature TWD, a YES determination is made and the process proceeds to step S22.

  In step S22, the airflow 111 on the driver's seat side and the air on the passenger's seat side are adjusted so that the airflow in the air passage 111 on the driver's seat side is relatively small and the airflow on the air passage 112 on the passenger seat side is relatively large. The air volume ratio with the passage 112 is changed. Specifically, the position of the air volume ratio changing door 121 is determined to be a position where the passage cross-sectional area of the air passage 111 on the driver's seat side is made smaller than the cross-sectional area of the air passage 112 on the passenger seat side. As a result, the amount of air blown from the foot outlet on the driver's seat side is relatively reduced, and the amount of air blown from the foot outlet on the passenger seat side is relatively increased. When step S22 is executed, unlike the step S15, the foot outlets on the passenger seat side and the rear seat side are not closed but are opened.

  Subsequently, in step S23, the opening degree of the defroster door on the driver seat side and the passenger seat side is adjusted. For example, the opening degree on the driver's seat side is set smaller than the opening degree on the passenger seat side. This adjusts the balance of the amount of air blown from the defroster outlet on the driver's seat side and the passenger seat side.

  Then, in step S24, the air volume (blower level) of the air blower 12 is determined. Here, as in steps S14 and S17, the blower level is determined with reference to the control map. As this control map, for example, the blower level for the same TAO is set between the one-seat concentration mode and the four-seat air-conditioning mode. An intermediate control map is used. Note that the same control map for four-seat air conditioning as in step S14 may be used.

  Although not shown, when steps S22 to S24 are executed, the air mix doors 18a and 18b on the driver's seat side and the passenger seat side are further set to the maximum heating position. The set temperature is canceled for the air conditioning control on the passenger seat side.

  Then, it progresses to step S5 and outputs a control signal. As a result, the air outlet mode switching door and the air volume ratio changing door 121 on the driver seat side, the passenger seat side, and the rear seat side are set to the control target position, and the blower 12 is operated to the control target air volume.

  Here, in the present embodiment, when the one-seat concentration mode can be performed in the foot mode and the heater core blown air temperature TWD is lower than the target blown air temperature TAO, the first implementation is performed as in step S15. Similarly to the embodiment, the one-seat concentration mode is executed, and the hot air is blown out only from the foot outlet on the driver's seat side among the foot outlets. Further, as in step S17, the blower 12 is operated at a small blower level while maintaining the amount of air blown from the foot outlet on the driver's seat side as compared with the foot mode in the four-seat air conditioning.

  By performing such control, the amount of air passing through the heater core 14 can be reduced and the amount of heat dissipated in the heater core 14 can be reduced as compared with the case of four-seat air conditioning. Thus, when the engine is stopped, the temperature drop of the engine cooling water is delayed. For this reason, there are many situations where the temperature TW of the engine coolant is higher than the target air temperature TAO for air conditioning.

  Incidentally, a required water temperature that is a reference (threshold value) when determining an engine operation request is determined according to the target blown air temperature TAO, and if the target blown air temperature TAO is low, the required water temperature is set low. Since the engine coolant temperature does not drop immediately, the situation where the water temperature is higher than the target air temperature TAO for air conditioning cannot be solved immediately.

  In a situation where the water temperature is higher than the target air temperature TAO for air conditioning, the air temperature of the air conditioning wind is adjusted by the opening of the air mix door 18a, but the amount of heat that has not been exchanged with air by the heater core 14 is: Since it is released from the engine surface, there arises a problem that heat cannot be used effectively.

  Therefore, in the present embodiment, when the heater core blown air temperature TWD is higher than the target blown air temperature TAO, the air-conditioning control device 60 performs not only the foot blower outlet on the driver's seat side but also the passenger seat side, rear side as in step S22. By opening the foot outlet on the seat side, hot air is blown out toward the driver seat and other seats.

  As a result, the heat quantity of the engine cooling water that is surplus in the heating of the driver's seat is used for the heating of the entire vehicle interior, so that the heat radiation loss from the engine surface can be reduced and the heat quantity can be used effectively. Further, in this case, since the room temperature rises more than in the one-seat concentration mode due to the heating of the entire vehicle interior, the target blowing temperature decreases, and the engine request threshold value decreases. For this reason, since an engine operation rate falls, a fuel consumption improves.

  Further, as in step S22, the air conditioning control device 60 has a relationship in which the amount of air blown from the foot outlet on the driver's seat side is small and the amount of air blown from the foot outlet on the passenger seat side is large (D seat air volume <P seat air volume). The airflow rate ratio between the driver's seat and the passenger seat is set so that Here, when the amount of blown air from the blowout port is small, the temperature of the blown air becomes higher than when the amount of blown air from the blowout port is large. This is because, when the heating capacity of the heating heat exchanger is constant, the amount of heat absorbed per unit air volume increases as the amount of blown air decreases.

  Therefore, according to the present embodiment, the temperature of the air blown from the air outlet on the driver's seat side can be made higher than the air outlet on the passenger seat side, and the blower level is the same as this time, and the driver seat side and the passenger seat side Compared with the case where the air volume is the same, the driver's feeling of warmth can be improved.

  As described above, according to the present embodiment, it is possible to obtain a sufficient feeling of warmth by directly applying warm air as high as possible to the occupant. Heating can be performed using the amount of heat corresponding to the engine heat dissipation loss.

  In this embodiment, the one-seat concentration mode is executed in the foot mode. However, the one-seat concentration mode as in this embodiment may be executed not only in the foot mode but also in the bi-level mode. .

  Moreover, each step in the above-described FIG. 9 constitutes various function realizing means possessed by the air conditioning control device 60. In this embodiment, steps S15 and S17 are executed in the one-seat concentration mode in which the one-seat concentration mode is executed when no occupant is present in a seat other than the driver's seat, and compared with the four-seat air-conditioning mode (in the standard air-conditioning mode). And it is equivalent to the 1-seat concentration mode execution means for reducing the power supplied to the blower 12 and setting the target blower amount of the blower 12 small. Step S22 is a case where there is no passenger in a seat other than the driver's seat, and when the heated air temperature is higher than the target blown air temperature, the amount of air blown from the driver's seat side outlet is relatively reduced. This corresponds to the quasi-one-seat concentration mode execution means for setting the blown air volume ratio so as to relatively increase the blown air volume from the passenger seat side air outlet. Incidentally, step S22 is not a step for executing the one-seat concentration mode, but is a step executed when there is no occupant in a seat other than the driver's seat. It can be said that it is a means to execute.

(Fifth embodiment)
FIG. 10 shows a schematic diagram of the vehicle air conditioner of the present embodiment. As in the fourth embodiment, the vehicle air conditioner of this embodiment performs air conditioning control independently on the driver's seat side and the passenger's seat side, but the air volume ratio changing door 121 in the configuration shown in FIG. Instead, ventilation area changing doors 122 and 123 are used as ventilation area changing means for changing the ventilation area on the driver seat side and the passenger seat side of the heater core 14.

  Specifically, an upstream ventilation area change door 122 is provided adjacent to the upstream side of the air flow of the heater core 14, and a downstream ventilation area change door adjacent to the downstream side of the air flow of the heater core 14. 123 is provided. A partition wall 11a is provided between the evaporator 13 and the upstream ventilation area changing door 122 to partition the air passages 111 and 112 on the driver and passenger sides, and the downstream ventilation area changing door is provided. A partition wall 11b that partitions the air passages 111 and 112 on the driver's seat side and the passenger seat side is provided on the downstream side of the air flow 123.

  Both the ventilation area changing doors 122 and 123 have a standard position where the ventilation area on the driver's seat side and the ventilation area on the passenger seat side of the heater core 14 are the same as indicated by the broken line, and the heater core 14 as indicated by the solid line. It is possible to move between a position where the ventilation area on the driver's seat side is relatively small and the ventilation area on the passenger seat side is relatively large.

  And in this embodiment, the control processing of the air-conditioning control apparatus 60 demonstrated in 4th Embodiment is changed as follows.

  In step S11 of FIG. 9, it is added that the positions of the ventilation area changing doors 122 and 123 are determined as standard positions.

  Further, in step S22 of FIG. 9, instead of changing the air volume ratio between the air passage 111 on the driver's seat side and the air passage 112 on the passenger seat side, the ventilation area on the driver seat side and the ventilation area on the passenger seat side of the heater core 14 are changed. And change the ratio. Specifically, the positions of the ventilation area changing doors 122 and 123 are determined so that the ventilation area on the driver seat side of the heater core 14 is relatively small and the ventilation area on the passenger seat side is relatively large.

  Thereby, also in this embodiment, when the one-seat concentration mode can be performed and the heater core blowing air temperature TWD is higher than the target blowing air temperature TAO, the blowing air amount from the foot blowing outlet on the driver's seat side is relatively set. Since the amount of air blown from the foot outlet on the passenger seat side can be relatively increased, the same effect as in the fourth embodiment can be obtained.

(Sixth embodiment)
FIG. 11 shows a schematic diagram of the vehicle air conditioner of the present embodiment. The vehicle air conditioner according to the present embodiment has an instrument panel air passage 131 as an instrument panel air passage and an instrument panel as an opening / closing means for opening and closing the air passage 131 in contrast to the configuration of the first embodiment shown in FIG. An open / close door 132 is provided.

  The instrument panel air passage 131 is for blowing the conditioned air toward the space inside the instrument panel, not in the passenger compartment. Specifically, the instrument panel air passage 131 is on the downstream side of the air flow with respect to the heater core 14, and at the most downstream portion of the air flow of the casing 11, separately from the defroster opening, the face opening 25 and the foot opening 26. Is provided. Although not shown, the air outlet serving as the tip of the instrument panel air passage 131 is disposed inside the instrument panel. In addition, in FIG. 11, the defroster opening part, each blower outlet mode door, and each blower outlet are abbreviate | omitted.

  And the air-conditioning control apparatus 60 changes the control process demonstrated in 4th Embodiment partially, and performs it as follows.

  In step S11 and step S15 of FIG. 9, it is added that the position of the instrument panel opening / closing door 132 is determined to be a position where the instrument panel air passage 131 is closed.

  Further, in step S22 of FIG. 9, the position of the one-seat concentration switching door 57a for the foot is determined to be a position for closing the passages 55 and 56 connected to the passenger seats other than the driver's seat and the foot outlets 52 and 53 on the rear seat side. At the same time, the position of the instrument panel opening / closing door 132 is determined as a position where the instrument panel air passage 131 is opened.

  For this reason, in the present embodiment, when the one-seat concentration mode can be performed in the foot mode and the heater core blowing air temperature TWD is higher than the target blowing air temperature TAO, the one-seat concentration mode is executed and the instrument panel Hot air is blown out toward the space inside the instrument panel via the air passage 131 for use. Thereby, the inner space of the instrument panel can be warmed, the foot duct 50 can be warmed, and the heat dissipation loss that occurs when hot air passes through the foot duct 50 can be reduced. As a result, compared with the case where the instrument panel air passage 131 is closed, the temperature of the air blown from the foot outlet 51 on the driver's seat side can be increased.

  As described above, according to the present embodiment, it is possible to obtain a sufficient warm feeling by directly applying hot air of the highest possible temperature to the occupant, and at the same time, the amount of engine heat dissipation in the one-seat concentrated mode The amount of heat can be used effectively.

  In the present embodiment, the conditioned air is blown out toward the inner space of the instrument panel via the instrument panel air passage 131, but in order to reduce the heat dissipation loss when the hot air passes through the duct, An air outlet for the instrument panel air passage 131 may be provided so that the conditioned air is blown out to the duct portion of the foot duct 50 that forms the air passage 54 connected to the air outlet 51 on the driver's seat side.

  Further, in the present embodiment, steps S15 and S17 execute the one-seat concentration mode in which the one-seat concentration mode is executed when no occupant is present in a seat other than the driver's seat, and at the time of four-seat air conditioning (in the standard air conditioning mode) Compared to the above, the power supply to the blower 12 is reduced to correspond to the first one-seat concentration mode execution means for setting the target blower amount of the blower 12 to be small. Further, when step S22 is when no passenger is present in a seat other than the driver's seat and the heating air temperature is higher than the target blowing air temperature, the one-seat concentration mode is executed, and the inner space of the instrument panel is set. It corresponds to a second one-seat concentration mode execution means for determining whether to open or close the instrument panel air passage (131) so as to blow out warm air.

(Seventh embodiment)
In FIG. 12, the whole structure of the vehicle air conditioner in this embodiment is shown. In the present embodiment, a knee outlet is added to the front of the driver's seat with respect to the configuration of FIG. 1 described in the first embodiment, and as in the second embodiment, a single seat concentration switching door for the center face. 49a is provided.

  The knee upper outlet 90 is disposed in the vicinity of the passenger's knee on the driver's seat, blows air-conditioned air toward the lower body from the passenger's thigh to the waist, and continues to the foot duct 50. The foot duct 50 has a passage 58 branched from the passage 54 connected to the driver seat side foot outlet 51 and connected to the knee upper outlet 90. The passage 58 connected to the knee upper outlet 90 is provided with a one-seat concentration switching door 58a for knee raising that opens and closes the passage 58. The one-seat concentration switching door 58a switches between permitting and prohibiting the blowing of conditioned air from the knee upper outlet 90.

  Next, the operation of this embodiment will be described. FIG. 13 is a flowchart showing a part of the control processing of the air conditioning control device in the present embodiment, and corresponds to FIG. In this embodiment, steps S14 and S17 in FIG. 4 are changed to steps S31 and S33, respectively, and step S32 is added between steps S15 and S16.

  As shown in FIG. 13, when NO is determined in step S13, the target air volume (blower level) of the blower 12 for four-seat air conditioning and the required water temperature for engine operation are determined in step S31.

  On the other hand, if YES is determined in step S13, after determining in the step S15 to the one-seat concentration mode in which the passenger seat side and rear seat side foot outlets 52, 53 are closed, the driver seat side outlet is changed in step S32. Decide to open all. That is, of the outlets provided corresponding to the driver's seat, the blowing of the conditioned air is permitted from the outlet where the blowing of the conditioned air is prohibited in the four-seat air conditioning foot mode.

  Specifically, the position of the face door 47a is determined as a position where the center face passage 47 is opened. Then, the position of the one-seat concentration switching door 49a for the face is determined to be a position for closing the passage 49 connected to the center face air outlet 42 on the passenger seat side, and blowing from the center face air outlet 41 on the driver seat side is permitted. .

  Further, the position of the one-face concentration switching door 46a for the side face is determined to be a position where the passage 46 connected to the side face air outlet 44 on the passenger seat side is closed, and blowing from the side face air outlet 44 on the passenger seat side is prohibited. To do. Further, the position of the one-seat concentration switching door 58a for the knee upper is determined as a position where the passage 58 connected to the knee upper outlet 90 is opened, and the blowing from the knee upper outlet 90 is permitted. In the foot mode, the driver's seat-side foot outlet 51 is allowed to blow, and the driver's seat-side side face outlet is always allowed to blow.

  In this way, in the one-seat concentration mode, blowing from all the outlets on the driver's seat side is permitted.

  Subsequently, after the opening degree of the defroster outlet is adjusted in step S16, in step S33, the target air volume (blower level) of the blower 12 for the one-seat concentration mode and the required water temperature for engine operation are determined. At this time, based on the TAO determined in step S3 in FIG. 3, the blower level and the required water temperature are determined with reference to the control map stored in the air conditioning control device 60 in advance.

  14 and 15 show a blower level control map and a required water temperature control map used in the present embodiment. The vertical axis in FIG. 14 indicates the blower level, the vertical axis in FIG. 15 indicates the required water temperature for engine operation, and the horizontal axis in FIGS. 14 and 15 indicates the target blown air temperature TAO.

  As shown in FIG. 14, the blower level control map used in the one-seat concentration mode has a lower overall blower level for the same TAO than the control map used in the four-seat air conditioning. For this reason, the target air volume of the blower 12 in the 1-seat concentration mode is smaller than the target air volume of the air blower 12 in the 4-seat air conditioning when the TAO is the same.

  However, in the control map used in the present embodiment, the blower level in a high temperature range where TAO is higher than a predetermined temperature is higher than that in the control map used in the first embodiment. For this reason, the target air flow rate of the blower 12 in the 1-seat concentration mode is larger than the target air flow rate of the blower 12 in the 1-seat concentration mode in the first embodiment when the TAO is the same.

  As shown in FIG. 15, the required water temperature control map for engine operation during four-seat air conditioning or in the one-seat concentrated mode of the first embodiment shows that the required water temperature is a constant temperature in a low temperature range where TAO is lower than a predetermined temperature. Thus, in a high temperature range where TAO is higher than a predetermined temperature, the required water temperature increases as TAO increases, and the required water temperature becomes constant at the maximum temperature at a temperature above TAO.

  On the other hand, the control map of the required water temperature for engine operation used in the one-seat concentration mode is higher in the high temperature area of TAO than the control map used in the four-seat air conditioning or the one-seat concentration mode of the first embodiment. The required water temperature for the same TAO is low. For this reason, in the foot mode where TAO is in a high temperature range, the required water temperature for engine operation in the one-seat concentration mode is determined to be lower than the required water temperature for four-seat air conditioning when TAO is the same.

  The blower level control map and the engine operation required water temperature control map in the one-seat concentration mode are obtained based on the relationship between the blower level and the required water temperature described below.

  FIG. 16 shows the relationship between the blower level and the occupant ambient average temperature for each cooling water temperature. FIG. 16 shows the measurement results when the blowout from all the air outlets corresponding to the driver's seat is permitted in steps S15 and S32 in FIG. The average occupant ambient temperature is the average occupant ambient temperature in the driver's seat, and is the average measured temperature from the position of the occupant's head to the foot in the driver's seat.

  From the experimental results of the present inventor, as shown in FIG. 16, when the cooling water temperature is constant, the blower level increases and the blower air volume increases when the cooling water temperature is constant. It was found that there is a relationship that the average temperature rises. Furthermore, as shown by a broken line in FIG. 16, it was found that when the cooling water temperature is low, the occupant ambient average temperature can be made equal by increasing the blower level as compared with the case where the cooling water temperature is high.

  Here, FIG. 17 shows the relationship between the cooling water temperature and the blower level at which the passenger ambient average temperature is equivalent. The curve shown by the solid line in FIG. 17 is a curve showing the relationship between the cooling water temperature and the blower level when the passenger ambient average temperature is equivalent based on the measurement result of FIG. Is an isotherm. Moreover, the curve shown with the broken line in FIG. 17 is an isothermal quantity line | wire which shows that the calorie | heat amount used for heating is equal.

  If the relationship between the cooling water temperature and the blower level is located on the isothermal feeling line shown in FIG. 17, the passenger's feeling of heating is equivalent. However, even if the relationship between the cooling water temperature and the blower level is located on the isothermal sense line, the cooling water temperature deviates above the isothermal curve shown in FIG. 17 as between Tb and Tc. And the amount of heat used for heating increases. Therefore, the relationship between the cooling water temperature and the blower level is on the isothermal sensation line shown in FIG. 17 and on the isothermal curve, as in the case of energy saving, between the cooling water temperature and Ta and Tb. It is preferable that

  Accordingly, the blower level control map and the engine operation required water temperature control map in the one-seat concentration mode shown in FIGS. 14 and 15 have the isothermal feeling shown in FIG. 17 with respect to the required water temperature and blower level in the four-seat air conditioning. The required water temperature and the blower level in the one-seat concentration mode are set so as to satisfy the relationship on the line and on the isothermal curve. For example, the required water temperature in the one-seat concentrated mode is set to be about 10 ° C. lower than the required water temperature in the four-seat air conditioning, and the required water temperature is obtained so that the passengers in the driver's seat can get a feeling of heating equivalent to that in the four-seat air conditioning. The blower level in the one-seat concentration mode corresponding to the is set.

  Then, it progresses to step S5 and outputs a control signal. Thereby, when the blower outlet mode is determined to be the foot mode and the one-seat concentration mode can be implemented, the position of each door becomes the position of the above-described one-seat concentration mode.

  At this time, the blower 12 operates at a blower level that is smaller than that in the normal foot mode and larger than that in the one-seat concentration mode of the first embodiment. In addition, the air conditioning control device 60 determines whether or not an engine operation request is necessary based on the required water temperature set lower than normal.

  As a result, hot air is blown out only from the foot outlet 51 on the driver's seat among the foot outlets 51 to 53, and only the center face outlet 41 and the side face outlet 43 on the driver's seat among the face outlets 41 to 44. Hot air blows out from the air, and warm air blows out from the upper air outlet.

  As described above, the air-conditioning control device 60 of the present embodiment sets the blower level for the same TAO and the required water temperature for engine operation at the time of the one-seat concentration mode lower than the normal foot mode at step S33. doing.

  For this reason, according to the present embodiment, as in the first embodiment, the power consumed by the electric motor 12b of the blower 12 can be reduced, and energy saving can be realized.

  Furthermore, in this embodiment, by setting the required water temperature for engine operation to be low, the stop period from immediately after the engine EG is stopped to the start of operation can be extended, and the operating rate of the engine EG can be reduced. Therefore, according to the present embodiment, the fuel consumption of the engine can be reduced without impairing the heating feeling of the passenger in the driver's seat, and the practical fuel consumption that is the travel distance per unit fuel can be improved.

  FIGS. 18A, 18B, and 18C show the results of comparing the present embodiment and the first embodiment with respect to fuel consumption, engine operating rate, and heating heat amount in the one-seat concentration mode, respectively. FIGS. 18A, 18B, and 18C show the results of measurement in a predetermined practical fuel consumption evaluation mode running. At the time of measurement, the required water temperature Tb (° C.) of the present embodiment is set lower than the required water temperature Ta (° C.) of the first embodiment (Ta> Tb), and the blower rotation speed Na (rpm) of the first embodiment. The blower rotational speed Nb (rpm) of the present embodiment was increased (Na <Nb).

  As shown in FIGS. 18A, 18B, and 18C, according to the present embodiment, compared with the first embodiment, the engine operating rate is maintained while maintaining the heating heat amount to be consumed in the vicinity of the same. It has been confirmed that it can reduce fuel consumption.

(Eighth embodiment)
FIG. 19 is a flowchart showing a part of the control processing of the air conditioning control device in the present embodiment. FIG. 19 is obtained by omitting step S32 from the flowchart of FIG. 13 described in the seventh embodiment.

  That is, in the seventh embodiment, when the one-seat concentration mode is executed, it is determined in step S32 that all the air outlets on the driver's seat side are opened, but in this embodiment, the foot air outlet 51 is determined in step S15. Only the blowout from the foot outlet 51 on the driver's seat side is permitted.

  In this way, even when the warm air is blown out from the foot outlet 51 on the driver's seat side without opening all the outlets on the driver's seat side in the one-seat concentration mode, the difference in degree from the seventh embodiment is not. However, as shown in FIG. 16, when the cooling water temperature is constant, there is a relationship that when the air flow rate of the blower increases, the passenger ambient average temperature increases. Further, as shown in FIG. 17, there is a relationship between the cooling water temperature and the blower level when the passenger ambient average temperature is equivalent.

  Therefore, in the present embodiment, the blower level and the required water temperature in the one-seat concentrated mode are set lower than those in the four-seat air-conditioning mode within the range where the passenger feeling in the driver's seat can obtain a heating feeling equivalent to that in the four-seat air-conditioning mode. Can do.

(Ninth embodiment)
FIG. 20 is a flowchart showing a part of the control processing of the air conditioning control device in the present embodiment. FIG. 20 is obtained by changing steps S31 and S33 to steps S41 and S42 respectively to the flowchart of FIG. 13 described in the seventh embodiment, and adding step S43 after steps S41 and S42. In the present embodiment, only the required water temperature for engine operation among the blower level and the required water temperature for engine operation is set to be lower in the one-seat concentration mode than in the four-seat air conditioning.

  Specifically, if NO is determined in step S13, a required water temperature for engine operation for four-seat air conditioning is determined in step S41. At this time, the required water temperature is determined based on TAO with reference to the control map of the required water temperature for the engine operation for the four-seat air conditioning previously stored in the air conditioning control device 60.

  On the other hand, if YES is determined in step S13, step S15, step S32, and step S16 are executed in the same manner as in the seventh embodiment, and then in step S42, the required water temperature for engine operation for the one-seat concentration mode is determined. At this time, the required water temperature is determined based on the TAO with reference to the control map of the required water temperature for the engine operation for single seat air conditioning stored in the air conditioning control device 60 in advance. As this control map, the control map shown in FIG. 15 can be used as in the seventh embodiment.

  After step S41 and step S42, in step S43, the same blower level control map stored in advance in the air conditioning control device 60 is referred to regardless of the 4-seat air conditioning and the 1-seat concentration mode, and based on TAO. Determine the blower level.

  Thus, the blower level is determined using the same control map without distinguishing between the 4-seat air-conditioning mode and the 1-seat-intensive mode, and the required water temperature for operating the engine is higher in the 1-seat central mode than in the 4-seat air-conditioning mode. Can be set to be low.

  Here, in the one-seat concentration mode, the amount of blown air for the same TAO is larger than that in the four-seat air conditioning. For this reason, when the engine cooling water is at the same temperature, the passenger feeling in the driver's seat is higher in the one-seat concentration mode than in the four-seat air conditioning. Therefore, if the feeling of heating in the one-seat concentration mode is within a range that is equal to or greater than that in the four-seat air conditioning, the temperature of the engine cooling water can be reduced, and the engine operating rate can be reduced.

(10th Embodiment)
FIG. 21 is a flowchart showing a part of the control processing of the air conditioning control device in the present embodiment. FIG. 21 is obtained by omitting step S32 from the flowchart of FIG. 20 described in the ninth embodiment. As the seventh embodiment is changed to the eighth embodiment, the ninth embodiment can be changed to the present embodiment.

(Other embodiments)
(1) In each of the embodiments described above, when the air conditioning control device 60 executes the one-seat concentration mode as in step S17 of FIG. 4, the amount of air blown from the driver's seat side foot outlet 51 is four-seat air-conditioning. The blower level is set low so that the airflow from the driver's seat foot outlet 51 in the one-seat concentrated mode is the same TAO, but the driver's seat foot outlet in the four-seat air conditioner The blower level may be set low within a range that is equal to or greater than the amount of air blown from 51. In addition, the blower level is set low so that the amount of air blown from the driver's seat side foot outlet 51 in the one-seat concentration mode is smaller than the amount of air blown from the driver's seat side foot outlet 51 in the four-seat air conditioning. May be.

  (2) In each of the embodiments described above, the vehicle interior air conditioning unit 10 for the front seat has the rear seat-side foot outlet 53, but may not have the rear seat-side foot outlet 53. . In this case, in the one-seat concentration mode, the blowing from the foot outlet 51 on the driver's seat side is permitted, and the blowing from the foot outlet 52 on the passenger seat side is prohibited.

  In each of the above-described embodiments, in the one-seat concentration mode, blowing from the foot outlet 51 on the driver's seat side is permitted, and blowing from the foot outlets 52 and 53 on the passenger seat side and the rear seat side is prohibited. However, when an occupant is seated in both the driver seat and the passenger seat, only the blowout from the foot outlet 53 on the rear seat side may be prohibited. Thus, in the one-seat concentration mode, the blowing of conditioned air from at least one of the other outlets provided corresponding to seats other than the driver's seat may be prohibited.

  (3) In the first to sixth embodiments, the air-conditioning control device 60 automatically performs the blower level as compared with the case of four-seat air conditioning when executing the one-seat concentration mode as in step S17 of FIG. However, it is not automatic, but when the economy switch 70d is operated by the occupant and the economy mode is selected, the blower level may be set lower than in the 4-seat air-conditioning mode. good.

  In the seventh and eighth embodiments, the air conditioning control device 60 automatically sets the blower level and the blower level as compared with those in the four-seat air conditioning when executing the one-seat concentration mode as in step S33 of FIG. The required water temperature for engine operation was set low, but not automatically, but when the economy switch 70d was operated by an occupant and the economy mode was selected, the blower level and engine operation were compared with those in four-seat air conditioning. The required water temperature may be set low. Further, when the economy switch 70d is operated by an occupant and the economy mode is selected, the air conditioning control device 60, as in the seventh embodiment, requires a blower level and an engine operation request as compared with the case of four-seat air conditioning. When the water temperature is set low and the economy mode is not selected, only the blower level of the blower level and the required water temperature may be set lower than that in the 4-seat air conditioning as in the first embodiment.

  Further, in the ninth and tenth embodiments, the air conditioning control device 60 automatically performs engine operation as compared with the time of four-seat air conditioning when executing the one-seat concentrated mode as in step S42 of FIG. Although the required water temperature was set low, it is not automatic and when the economy switch 70d is operated by an occupant and the economy mode is selected, the required water temperature for engine operation is set lower than in the 4-seat air conditioning. You may make it do.

  (4) In each of the embodiments described above, the air conditioning control device 60 determines the control target value of each device based on the target blown air temperature TAO calculated from the air conditioning thermal load, as in step S4 of FIG. Alternatively, it may be determined directly based on the air conditioning heat load. The air conditioning heat load is determined according to, for example, a set temperature and an environmental condition having at least the inside air temperature as an element.

  (5) In the first to seventh embodiments described above, the one-seat concentration mode is executed during heating, but the one-seat concentration mode may be executed during cooling. For example, in the first embodiment, step S12 in FIG. 4 may be omitted, and the one-seat concentration mode may be executed even in the face mode or the like.

  Since the one-seat concentration mode described above is executed during cooling and the blower level is set low, the amount of heat absorbed in the evaporator 13 can be reduced, and the required discharge capacity of the compressor can be reduced. Energy saving of the air conditioner for the vehicle can be realized.

  (6) In each of the above-described embodiments, the vehicle air conditioner of the present invention is applied to a hybrid vehicle, but may be applied to a vehicle other than the hybrid vehicle. The vehicle air conditioner of the present invention can be applied to, for example, a normal engine vehicle that obtains driving force for vehicle travel from only the engine EG, an idling stop vehicle that automatically stops the engine when the vehicle stops. Further, the vehicle air conditioner of the present invention can be applied to a fuel cell vehicle provided with a fuel cell as a driving means.

  For example, even when the vehicle air conditioner of the first embodiment is applied to an engine vehicle, the first implementation is performed by executing the one-seat concentration mode and controlling the lowering of the blower level by the air conditioning control device 60 described in the first embodiment. Similar to the embodiment, it is possible to end early when warming up, reduce the frequency of operation of an auxiliary electric heater for maintaining heating, a heat pump cycle, and the like, and suppress deterioration in fuel consumption.

  (7) In the above-described embodiment, the cooling water is used as the cooling fluid of the driving unit. However, other liquid or gas other than the cooling water may be used as the cooling fluid.

  (8) You may combine each above-mentioned embodiment in the range which can be implemented.

DESCRIPTION OF SYMBOLS 10 Indoor air conditioning unit 11 Casing 11b Partition wall 12 Blower 14 Heater core (heat exchanger for heating)
24a Defroster door (opening adjustment means)
51 Driver's side foot outlet
52 Passenger side foot outlet 53 Rear seat side foot outlet 57a Single seat central switching door (switching means)
60 Air-conditioning control device (control means)
111 Air Passage on Driver's Seat 112 Air Passage on Passenger's Seat 121 Air Volume Ratio Changing Door (Blowing Air Volume Ratio Changing Means)
122 Ventilation area change door (outflow rate change means, ventilation area change means)
123 Ventilation area change door (outflow rate change means, ventilation area change means)
131 Air passage for instrument panel (Air passage for instrument panel)
132 Instrument panel door (opening / closing means)

Claims (4)

It has a driver's seat side outlet (51) provided corresponding to the driver's seat and a passenger's seat side outlet (52) provided corresponding to the passenger seat, and the driver's seat side outlet (51) and assistant An air conditioning unit (10) that blows out conditioned air from the seat side air outlet (52) toward the driver seat and the passenger seat;
A blower (12) housed inside the air conditioning unit (10) and driven by an electric motor to generate blown air;
An air passage (111) on the driver's seat side that is formed inside the air conditioning unit (10) and guides the blown air to the driver's seat side outlet (51);
A passenger seat that is formed inside the air conditioning unit (10) by being partitioned by the air passage (111) on the driver's seat side and the partition wall (11b), and guides the blown air to the passenger seat side outlet (52). A side air passage (112);
Drive means (EG) provided in the air passage (111) on the driver's seat side and the air passage (112) on the passenger seat side in the air conditioning unit (10) to obtain driving force for traveling the vehicle. A heating heat exchanger (14) for heating the blown air by heat exchange with a cooling fluid for cooling the air;
Standard air-conditioning mode that is provided in the air-conditioning unit (10) and blows conditioned air from the driver seat side outlet (51) and the passenger seat side outlet (52), and from the passenger seat side outlet (52) Switching means for switching between the one-seat concentration mode for prohibiting the blowing of the conditioned air and blowing the conditioned air from the driver seat side outlet (51);
Blowing air volume ratio changing means (121) provided in the air conditioning unit (10) for changing the ratio of the blowing air volume from the driver seat side air outlet (51) and the blowing air volume from the passenger seat side air outlet (52). 122, 123),
The control means (60) for controlling the switching means and controlling the air flow rate of the blower (12) by setting the power supplied to the blower (12) according to the air conditioning heat load,
The control means (60) calculates a target blown air temperature (TAO) of air blown from the driver seat side air outlet (51) and the passenger seat side air outlet (52) based on an air conditioning heat load, and Based on the temperature (TW) of the cooling fluid, the heating air temperature (TWD) when the air is heated by the heating heat exchanger (14) is calculated,
The control means (60)
When a passenger is seated in a seat other than the driver's seat, the standard air conditioning mode is executed,
When there is no occupant in a seat other than the driver's seat and the heating air temperature is lower than the target blowing air temperature, the one-seat concentration mode is executed and compared with the standard air conditioning mode. The power supplied to the blower (12) for the same air conditioning heat load is set small,
When no passenger is present in a seat other than the driver's seat, and the heated air temperature is higher than the target air temperature, the standard air conditioning mode is executed, and air is blown out from the driver's seat side air outlet. The vehicle air volume ratio changing means (121, 122, 123) is controlled so as to relatively reduce the air volume and relatively increase the air volume blown from the passenger seat side air outlet. Air conditioner. The blowing air volume ratio changing means is disposed upstream of the heating heat exchanger (14) and on the upstream side of the air flow, and the air volume flowing into the air passage (111) on the driver's seat side and the air passage on the passenger seat side ( 112) is an air volume ratio changing door (121) for changing the ratio of the air volume flowing into
By reducing the amount of air flowing into the air passage (111) on the driver's seat side by the air amount ratio changing door (121), the amount of air flowing into the air passage (112) on the passenger seat side is reduced. The vehicle air conditioner according to claim 1, wherein the amount of air blown from the air outlet is relatively reduced, and the amount of air blown from the passenger seat side air outlet is relatively increased. The blowing air volume ratio changing means is a ventilation area changing means (122, 123) for changing a ratio between a ventilation area on the driver's seat side and a ventilation area on the passenger seat side in the heating heat exchanger (14),
By the ventilation area changing means (122, 123), the ventilation area on the driver's seat side is made smaller than the ventilation area on the passenger seat side, so that the amount of air blown from the driver's seat side outlet is relatively reduced. The vehicle air conditioner according to claim 1, wherein the amount of air blown from the passenger seat side air outlet is relatively increased. A plurality of air outlets (51, 52, 53) provided corresponding to the driver's seat and the seats other than the driver's seat, and air-conditioning from the plurality of air outlets toward the driver's seat and the seats other than the driver's seat An air conditioning unit (10) for blowing wind;
A blower (12) housed inside the air conditioning unit (10) and driven by an electric motor to generate blown air;
A heating heat exchanger (14) that heats the blown air by heat exchange with a cooling fluid that is housed in the air conditioning unit (10) and that cools driving means (EG) for obtaining driving force for traveling the vehicle. )When,
A standard air-conditioning mode that is provided in the air-conditioning unit and that blows conditioned air from a driver-side air outlet (51) corresponding to the driver seat and other air outlets (52, 53) corresponding to seats other than the driver seat; Switching means (57a) for switching between the one-seat concentration mode for prohibiting the blowing of conditioned air from at least one of the other air outlets (52, 53) and blowing the air conditioned air from the driver side air outlet (51) )When,
Located in the inner space of the instrument panel at the forefront of the passenger compartment, the hot air after passing through the heating heat exchanger (14) provided in the air conditioning unit (10) is the driver seat side outlet (51) A duct portion (54) flowing toward the
An air passage for an instrument panel (131) provided in the air conditioning unit (10), for blowing out hot air after passing through the heat exchanger for heating (14) toward the inner space of the instrument panel;
Opening and closing means (132) for opening and closing the instrument panel air passage (131);
Control for controlling the air volume of the blower (12) by controlling the switching means (57a) and the opening / closing means (132) and setting the power supplied to the blower (12) according to the air conditioning heat load. Means (60),
The control means (60) calculates the target blown air temperature (TAO) of the air blown out from the plurality of blowout ports (51, 52, 53) based on the air conditioning heat load, and the temperature (TW) of the cooling fluid. The heating air temperature (TWD) when the air is heated by the heating heat exchanger (14) is calculated based on
The control means (60)
When an occupant is seated in a seat other than the driver's seat, the standard air conditioning mode is executed, and the instrument panel air passage (131) is closed by the opening / closing means (132),
When no occupant is present in a seat other than the driver seat and the heating air temperature is lower than the target blowing air temperature, the one-seat concentration mode is executed, and the opening / closing means (132) Close the instrument panel air passage (131), and further set the power supplied to the blower (12) for the same air conditioning heat load as compared to the standard air conditioning mode,
When no occupant is present in a seat other than the driver seat and the heated air temperature is higher than the target blowing air temperature, the one-seat concentration mode is executed, and the opening / closing means (132) An air conditioning apparatus for vehicles, wherein the air passage (131) for the instrument panel is opened, warm air is blown out toward the inner space of the instrument panel, and the duct part (54) is warmed.

Images