JP2003182351A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow a window glass to be surely anti-fogged even when a window anti-fogging control is conducted while conducting a warm-up control. <P>SOLUTION: The air conditioner for the vehicle comprises a normal warm-up control means for inhibiting a start of a fan 4 until TW (engine cooling water temperature)>T1 is obtained when a fogging hard condition is satisfied after an IG is turned on, and an anti-fogging warm-up control means for conducting a normal warm-up control for inhibiting the start of the fan 4 until TW>T2 is obtained when the fogging hard condition is not satisfied, so that T2<T1 is set. Thus, in the anti-fogging warm-up control, as compared with the normal warm-up control the fan 4 is started from when the TW is low, and hence a time from the IG on time to a DEF mode start time can be shortened. Accordingly, even in the anti-fogging warm-up control case, for conducting the window anti-fogging control while conducting the warm-up control, fogging of the window glass by a passenger's respired air up to the start of the DEF mode can be suppressed. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner capable of performing warm-up control and window fogging prevention control after vehicle travel permission such as IG on.

[0002]

2. Description of the Related Art Conventionally, in Japanese Unexamined Patent Publication No. 8-150824, warm-up control means and window fog prevention control means (S150, S21) are provided after a vehicle is allowed to travel such as IG on.
0) has been proposed for a vehicle.

In the warm-up control, the blower start is prohibited from the time when the vehicle travel is permitted until the heating heat source temperature becomes higher than a predetermined temperature (for example, 60 ° C.), and cold air is blown into the vehicle compartment during the heating operation. It is to prevent that. In addition, window fogging prevention control is
Until the window glass of the vehicle is considered to be difficult to be fogged, the blower is started while the blowing of air from the DEF outlet is prohibited to prevent the window glass from becoming fogged.

[0004]

However, in the air conditioner of the above publication, the warm-up control is performed when not only the condition of difficult fog is satisfied but also the condition that the heating heat source temperature is higher than the predetermined temperature is not satisfied. Meanwhile, the window fogging prevention control is performed, and the blow of air from the DEF outlet is prohibited until both the above conditions are satisfied. Therefore, in such a case, it takes a very long time from when the vehicle travel is permitted to when the air blow from the DEF air outlet is started. There was a problem that the window glass became cloudy.

In view of the above-mentioned point, the present invention is to perform the window fog prevention control while performing the warm-up control.
The purpose is to reliably prevent fogging of window glass.

[0006]

In order to achieve the above object, in the invention according to claim 1, after the vehicle travel is permitted, DEF blowing is performed at least until the window glass of the vehicle satisfies at least the fog-resistant condition considered to be fog-free. When the window fog prevention control means (S150, S210) for activating the air blower means (4) while keeping the air blown from the outlets (20, 30) below a predetermined minute air volume, and the fogging difficulty condition after the vehicle travel permission is satisfied. In the normal warm-up control means (S200) for activating the blower means (4) at a predetermined small air volume or less until the heating heat source temperature becomes higher than the first predetermined temperature (T1), and after the vehicle travel is permitted, the cloudy condition is satisfied. When the heating heat source temperature is higher than the second predetermined temperature (T2) when the above condition is not satisfied, the anti-fogging warm-up control is started up with a predetermined minute air volume or less. And a step (S140), characterized in that the second predetermined temperature (T2) is set first predetermined temperature (T1) lower than.

Claims 1, 2, 3, 11, 12, 1
The predetermined minute air volume described in No. 3 is an air volume corresponding to about 10% of the maximum air volume, and also includes the case where the ventilation is prohibited.

According to the first aspect of the invention, the warm-up control in the case of the window fogging prevention control is the anti-fogging warm-up control. In the anti-fogging warm-up control, the window fogging prevention control is performed. As compared with the case of the normal warm-up control in the case without the above, the blower means (4) is started from the time when the heating heat source temperature is low.

Therefore, during the anti-fog warm-up control, the blower means (4) is activated at an earlier timing than during the normal warm-up control, so that the DEF outlet (20, 30) from the DEF outlet (20, 30) is activated when the vehicle is permitted to travel. The time to start blowing can be shortened. Therefore, even when the window fogging prevention control is performed while performing the warm-up control, which corresponds to the case of performing the anti-fogging warm-up control of the present invention, it is possible to reliably prevent the fogging of the window glass.

According to the second aspect of the present invention, after the vehicle is permitted to travel, at least a predetermined amount of air is blown from the DEF outlets (20, 30) until the window glass of the vehicle satisfies at least the fog-difficulty condition which is considered to be fog-free. Blower means (4) while keeping the air volume below
Window fogging prevention control means (S150, S210)
After the vehicle has been allowed to travel, the normal warm-up control means (S200) that starts increasing the operating rate of the blower means (4) after the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the difficult fog condition is satisfied. ), And after the vehicle has been allowed to travel, the warm-up control for anti-fogging that starts increasing the operating rate of the blower means (4) after the heating heat source temperature becomes higher than the second predetermined temperature (T2) when the difficult fog condition is not satisfied. Means (S140), and a second predetermined temperature (T2)
Is set lower than the first predetermined temperature (T1).

According to this, the warm-up control with the window fogging prevention control is controlled as the anti-fogging warm-up control, and the heating heat source is different from the normal warm-up control without the window fogging prevention control. The operation rate of the blower means (4) starts to increase from the time when the temperature is low.

Therefore, during the anti-fog warm-up control, the operating rate of the blower means (4) starts to rise at an earlier timing than during the normal warm-up control, so that the DEF outlets (20, 30) from when the vehicle travel is permitted. It is possible to shorten the time required for the air flow from) to reach a high operating rate.
Therefore, even when the window fogging prevention control is performed while performing the warm-up control, which corresponds to the case of performing the anti-fogging warm-up control of the present invention, it is possible to reliably prevent the fogging of the window glass.

According to the third aspect of the present invention, after the vehicle is permitted to travel, at least a predetermined amount of air is blown from the DEF outlets (20, 30) until the window glass of the vehicle satisfies at least the fog-difficulty condition which is considered to be hard to fog. Blower means (4) while keeping the air volume below
Window fogging prevention control means (S150, S210)
After the vehicle has been allowed to travel, the normal warm-up control in which the air volume by the air blower means (4) becomes equal to or more than the predetermined air volume after the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the cloudy weather condition is satisfied Means (S200) and, after permitting the vehicle to travel, when the heating heat source temperature is higher than the second predetermined temperature (T2) when the fog-difficult condition is not satisfied, the air volume by the air blowing means (4) is set to a predetermined air volume or more. And a second predetermined temperature (T2) lower than the first predetermined temperature (T1).

According to this, the warm-up control with the window fogging prevention control is controlled as the anti-fogging warm-up control, and the heating heat source is different from the case of the normal warm-up control without the window fogging prevention control. When the temperature is low, the air is blown at a predetermined air volume or more.

Therefore, during the anti-fog warm-up control, the air flow is equal to or more than the predetermined air volume at an earlier timing than during the normal warm-up control, and therefore the D
It is possible to shorten the time until the air blown from the EF outlets (20, 30) becomes equal to or more than a predetermined air volume. Therefore, even when the window fogging prevention control is performed while performing the warm-up control, which corresponds to the case of performing the anti-fogging warm-up control of the present invention, it is possible to reliably prevent the fogging of the window glass.

By the way, one of the difficult conditions for fog is whether or not the condensed water adhering to the evaporator (41) remains in the air conditioning case. When the condensed water remains, the air with high absolute humidity is blown into the passenger compartment, so that the window glass tends to become cloudy.

Therefore, in the invention according to claim 4, an evaporator (41) for cooling the air blown into the vehicle compartment, and a compressor for compressing and discharging the refrigerant having passed through the evaporator (41), It is characterized by comprising a determining means (S112) for determining whether or not the compressor was stopped when the air conditioning was stopped last time.

As a result, when the compressor was stopped when the air conditioning was stopped the last time, it can be estimated that the above-mentioned condensed water does not remain. Therefore, the air conditioning control should be changed according to the result of the determination means (S112). Is suitable. The "previous air conditioning stop" according to claim 4 also includes "previous vehicle system stop", and the present invention is implemented by regarding the previous vehicle system stop as the previous air conditioning stop. Of course, it is also good.

Further, as a concrete example of the determining means (S112), it is determined that the compressor is stopped when the outside air temperature at the previous air-conditioning stop is below a fourth predetermined temperature (for example, -5 ° C). Is mentioned.

In the invention described in claim 5, the determination means (S
When it is determined by 112) that the compressor has stopped, the control by the anti-fogging warm-up control means (S140) is prohibited.

[0021] Thus, it is possible to prevent cool air from being blown into the passenger compartment during the heating operation due to the air being blown from the DEF outlets (20, 30) in a predetermined state at an early timing. it can.

In the invention described in claim 6, the determining means (S
When it is determined by 112) that the compressor is stopped, the control by the window fogging prevention control means (S150, S210) is prohibited.

As a result, it is possible to suppress the blowing of cold air that does not match the warmth of the passenger into the passenger compartment during the heating operation.

The invention according to claim 7 is characterized in that the compressor is operated at the time of control by the anti-fogging warm-up control means (S140), and in the invention according to claim 8, the window glass heating means is used. The window glass heating means is operated during the control by the anti-fogging warm-up control means (S140). In the invention according to claim 9, the second anti-fogging warm-up control means (S140) is provided. Operation of the blower means (4) after the operating rate of the blower means (4) becomes higher than the predetermined temperature (T2) and becomes higher than the first predetermined temperature (T1) in the normal warm-up control means (S200). It is characterized by increasing the rate. Any one of these claims 7 to 9
According to the two inventions, it is possible to improve the window fog removal capability, which is preferable.

By the way, in the anti-fog warm-up control, the DEF outlet (2
Since the air is blown in a predetermined state from 0, 30), it is inevitable that cold air having a lower temperature than that of the normal warm-up control is blown out. That is, the anti-fog warm-up control of the present invention is to make sure that the feeling of warmth of the occupant is slightly worse than that of the normal warm-up control, but at the cost of preventing fogging of the window glass. .

Here, the limit temperature at which cold air can be blown to the feet or the like varies depending on the occupant. For example, even if the cold air blowing is acceptable for European races, it may not be acceptable for Japanese races. Therefore, claim 1
The invention described in 0 is characterized in that the second predetermined temperature (T2) can be set, whereby the warm-up control for anti-fogging at the second predetermined temperature (T2) that suits the occupant's taste is performed. Therefore, it is possible to set the degree of deterioration of the above-described warm feeling feeling according to the occupant's preference, and it is possible to reduce the risk that the antifogging warm-up control itself of the present invention is not used.

[0027] According to the eleventh aspect of the present invention, there is provided a program for causing a computer of an air conditioner for a vehicle to function, and after the vehicle has been permitted to travel, at least until a window glass of the vehicle is considered to be hard to be fogged. Is a window fog prevention control means (S) that activates the blower means (4) while keeping the blown air from the DEF outlets (20, 30) below a predetermined minute air volume.
150, S210), and after the vehicle travel is permitted, the blower means (4) is started with a predetermined minute air volume or less until the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the clouding difficulty condition is satisfied. After normal vehicle warm-up control means (S200) is enabled, the heating heat source temperature is the first predetermined temperature (T
Until the temperature becomes higher than the second predetermined temperature (T2) lower than 1), the computer is caused to function with the anti-fog warm-up control means (S140) that activates the blower means (4) at a predetermined minute air volume or less. Characterize.

The eleventh aspect corresponds to the first aspect, and it is possible to control the vehicular air-conditioning system so as to obtain the action and effect of the first aspect.

According to a twelfth aspect of the present invention, there is provided a program for causing a computer of an air conditioner for a vehicle to function, and after the vehicle has been allowed to travel, at least until a window glass of the vehicle is considered to be hard to be fogged. Is a window fog prevention control means (S) that activates the blower means (4) while keeping the blown air from the DEF outlets (20, 30) below a predetermined minute air volume.
150, S210), and after the vehicle travel is permitted, the normal warm-up in which the operating rate of the blower means (4) starts increasing after the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the fog-difficult condition is satisfied. Control means (S20
0), after the vehicle travel is permitted, when the heating heat source temperature becomes higher than the second predetermined temperature (T2) lower than the first predetermined temperature (T1) when the difficult fog condition is not satisfied, It is characterized in that the computer is caused to function as anti-fogging warm-up control means (S140) for starting to increase the operating rate.

The twelfth aspect corresponds to the second aspect, and the vehicle air conditioner can be controlled so as to obtain the operation and effect of the second aspect.

According to a thirteenth aspect of the present invention, there is provided a program for causing a computer of an air conditioner for a vehicle to function, and after the vehicle is permitted to travel, at least until a window glass of the vehicle is considered to be less likely to be fogged. Is a window fog prevention control means (S150, S210) that activates the air blower means (4) while keeping the air blown from the DEF outlets (20, 30) at or below a predetermined minute air volume, and after the vehicle travel is permitted, satisfies the fog difficulty condition. In the case where the heating heat source temperature is higher than the first predetermined temperature (T1), the normal warm-up control means (S200) for increasing the air volume by the air blowing means (4) to a predetermined air volume or more and the cloudiness after the vehicle travel is permitted. When the difficult condition is not satisfied, the heating heat source temperature is the second predetermined temperature (T
2) It is characterized in that the computer is caused to function as anti-fog warm-up control means (S140) for increasing the air volume by the air blowing means (4) to a predetermined air volume or more after becoming larger.

The thirteenth aspect corresponds to the third aspect, and the vehicle air conditioner can be controlled so as to obtain the action and effect of the third aspect.

The reference numerals in parentheses for each means described above are examples showing the correspondence with the specific means described in the embodiments described later.

[0034]

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

(First Embodiment) A vehicle air conditioner of this embodiment, a so-called car air conditioner, is a vehicle such as an automobile equipped with vehicle driving means such as a traveling engine that consumes traveling energy of the vehicle to operate. Air conditioning unit 1 for air conditioning the room
Each air-conditioning means in the
(Referred to as CU) 10 is an automatic air conditioner system configured to be controlled.

The air-conditioning unit 1 is an air-conditioning unit capable of independently controlling the temperatures of the driver-side air-conditioning zone and the passenger-side air-conditioning zone in the passenger compartment and changing the air outlet mode. The driver's seat side air conditioning zone also includes the right rear seat of the vehicle, and the passenger seat side air conditioning zone also includes the left rear seat of the vehicle.

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

The blower 4 is a centrifugal blower as a blower which is rotationally driven by a blower motor 9 controlled by a blower drive circuit 8 to generate an air flow toward the passenger compartment in the air conditioning duct 2. The blower 4 is
The blown air volume varying means or blown air volume for changing the blown air volume or the blown air speed of the conditioned air blown from the driver side and passenger side outlets to the driver's seat side and passenger side air conditioning zones inside It constitutes a wind speed varying means.

At the center of the air conditioning duct 2, the air conditioning duct 2
An evaporator 41 is provided to cool the air passing through it. Further, on the air downstream side of the evaporator 41, there is provided a heater core 42 that heats the air passing through the first and second air passages 11 and 12 by exchanging heat with the cooling water of the engine.

The first and second air passages 11 and 12 are
It is partitioned by the partition plate 14. Further, for example, in a vehicle air conditioner used for a vehicle traveling using electric power, the evaporator may be replaced with a Peltier element. On the air upstream side of the heater core 42, a driver's seat side and a passenger's seat side air mix door (hereinafter, referred to as “A”) for independently controlling the temperatures of the driver's seat side air conditioning zone and the passenger's seat side air conditioning zone in the passenger compartment. / M door.) 15 and 16 are provided. The driver's seat side and the passenger side A / M doors 15 and 1
An air conditioner 6 is driven by actuators such as servomotors 17 and 18 and blown out from respective outlets on the driver's seat side and the passenger's seat side, which will be described later, toward the driver's seat side and the passenger's seat side air conditioning zones in the vehicle compartment. A driver seat side and a passenger seat side blowout temperature varying means for changing the blowout temperature of the wind are configured.

Here, the evaporator 41 of the present embodiment.
Is a component of the refrigeration cycle. The refrigeration cycle is driven by a belt on the output shaft of an engine for running the vehicle mounted in the engine room of the vehicle, and a compressor as a refrigerant compressor that compresses and discharges the refrigerant,
A condenser that condenses and liquefies the refrigerant discharged from this compressor, a receiver that separates the liquid refrigerant that has flowed in from this condenser into a gas-liquid separation, an expansion valve that adiabatically expands the liquid refrigerant that has flowed in from this receiver, and this expansion valve It is composed of the above-mentioned evaporator which evaporates and vaporizes the inflowing gas-liquid two-phase refrigerant.

Of these, the compressor is the air conditioner E.
Rotational power from the engine is interrupted by an electromagnetic clutch controlled by the CU 10. When the electromagnetic clutch is turned on and the compressor is activated, the evaporator 41 cools and dehumidifies the air passing through the inside of the air conditioning duct 2 to reduce the humidity in the vehicle compartment and make the inner surface of the window including the front window less likely to be fogged. . In the present embodiment, an electromagnetic capacity control valve that performs capacity variable control based on a control signal output according to the comparison result of the after-evaporation temperature TE which is the detection value of the after-evaporation temperature sensor 74 and the target after-evaporation temperature TEO. A variable capacity compressor having the same is used.

At the air downstream end of each blowout duct communicating with the air downstream side of the first air passage 11, as shown in FIGS. 1 and 2, the driver side defroster (DEF) outlet 20, the driver side Side center face (FACE) outlet 2
1, the driver's seat side face (FACE) outlet 22 and the driver's side foot (FOOT) outlet 23 are open. Further, as shown in FIGS. 2 and 3, the passenger's seat side defroster (DEF) outlet 30, at the air downstream end of each blowout duct communicating with the air downstream side of the second air passage 12,
The passenger seat side center face (FACE) outlet 31, the passenger seat side face (FACE) outlet 32, and the passenger seat side foot (FOOT) outlet 33 are opened. The driver-side and passenger-side DEF outlets 20 and 30 constitute outlets for blowing air-conditioned air to the front window, and the driver-side and passenger-side side FACE outlets 22,
The numeral 32 constitutes an outlet for blowing the conditioned air to the side window.

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

Here, the outlet modes on the driver's side and the passenger's side are FACE mode, B / L mode, and FOOT.
There are modes, F / D modes, DEF modes, and the like. In addition,
The driver side and passenger side outlet switching doors 24 and 34 are driver side and passenger side defroster doors that can open and close the driver side and passenger side DEF outlets 20 and 30 independently of each other. The servo motors 28 and 38 for driving the same constitute an actuator of an anti-fog means for performing control that is effective in preventing window fog or frost, or removing window fog or frost.

The air conditioner ECU 10 performs arithmetic processing and control when DC power is supplied from a battery (not shown) which is a vehicle-mounted power source mounted on the vehicle when an ignition switch for starting and stopping the engine is turned on (IG ON). It is configured to start the process. As shown in FIGS. 1 and 3, the air conditioner ECU 10 is configured so that each switch signal is input from various operation switches on an air conditioner operation panel 51 that is integrally installed on the instrument panel 50.

On the air conditioner operation panel 51, a liquid crystal display 52 as a display, an inside / outside air switching switch 53, a front defroster switch (hereinafter referred to as a DEF switch) 54, a rear defroster switch 55, and a DU.
AL switch 56, outlet mode (MODE) changeover switch 57, blower air volume changeover switch 58, A / C switch 59, AUTO switch 60, OFF switch 61,
A driver side temperature setting switch 62, a passenger side temperature setting switch 63, a fuel efficiency improving switch 64 and the like are installed.

The dual switch 56 of the above is a left / right independent control command means for commanding left / right independent temperature control for independently adjusting the temperature inside the driver side air conditioning zone and the temperature inside the passenger side air conditioning zone. Is. Also,
The DEF switch 54 is for instructing whether or not to improve the antifogging ability of the front window, and sets the outlet mode to D.
It is a DEF mode requesting means for requesting a fixed setting in the EF mode.

The MODE changeover switch 57 is for instructing whether or not to improve the anti-fog ability of the front window, and the air outlet mode can be changed to the FACE mode, the B / L mode or the FOOT according to the manual operation of the user.
It is an F / D mode requesting means for requesting a fixed setting in either the mode or the F / D mode.

As shown in FIG. 3, the A / C switch 59 is an air conditioning operation switch for instructing the start or stop of the compressor of the refrigeration cycle. Generally, the A / C switch 59 is provided to increase the fuel efficiency by turning off the compressor to reduce the rotational power of the engine.

The driver's seat side temperature setting switch 62 is a driver's seat side temperature setting means for setting the temperature in the driver's seat side air conditioning zone to a desired temperature, and comprises an up switch 62a and a down switch 62b. The passenger seat side temperature setting switch 63 is a passenger seat side temperature setting means for setting the temperature in the passenger seat side air conditioning zone to a desired temperature, and includes an up switch 63a and a down switch 63b. further,
The low fuel consumption improvement switch 64 is an economy (EC) that commands whether to reduce the operating rate of the compressor of the refrigeration cycle and perform economical air conditioning control in consideration of low fuel consumption and power saving.
ON) switch.

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

Further, inside the air conditioner ECU 10, a central processing unit (CPU) for performing arithmetic processing and control processing, RO
A well-known microcomputer configured to include a memory such as M or EEPROM, a RAM, and a function such as an input / output circuit (I / O port) is provided, and sensor signals from various sensors are input to the I / O port or A. After being A / D converted by the / D conversion circuit, it is input to the microcomputer. That is, the air conditioner ECU 10 includes an inside air temperature sensor 71 as an inside air temperature detecting means for detecting a vehicle interior temperature (inside air temperature), an outside air temperature sensor 72 as an outside air temperature detecting means for detecting a vehicle outside temperature (outside air temperature), and Solar sensor 73 as solar radiation detection means
Are connected.

Further, an after-evaporation temperature sensor 74 as an after-evaporation temperature detecting means for detecting an air temperature immediately after passing through the evaporator 41 (hereinafter referred to as an after-evaporation temperature), a cooling water temperature detecting means for detecting an engine cooling water temperature of the vehicle. A cooling water temperature sensor 75, a humidity sensor 76 as a humidity detecting means for detecting the relative humidity in the vehicle compartment, and a vehicle speed sensor (not shown) as a vehicle speed detecting means for detecting the traveling speed (vehicle speed: SPD) of the vehicle are connected. ing. Here, the humidity sensor 76 is housed together with the inside air temperature sensor 71 in a recess formed in the front surface of the instrument panel 50 near the driver's seat.

Of these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the post-evaporation temperature sensor 74 and the cooling water temperature sensor 75, temperature sensitive elements such as thermistors are used. Further, the solar radiation sensor 73 is a photodiode as a driver's seat side solar radiation intensity detecting means for detecting the amount of solar radiation (solar radiation intensity) TS (Dr) irradiated in the driver's seat side air conditioning zone,
And a photodiode as a passenger's seat side solar radiation intensity detecting means for detecting the amount of solar radiation (solar radiation intensity) TS (Pa) radiated in the passenger seat side air conditioning zone. And in this embodiment, it has the refrigerant pressure sensor 77 which detects the high pressure side pressure of a refrigerating cycle. This refrigerant pressure sensor 7
7 is attached to the receiver and the expansion valve on the high pressure side of the refrigeration cycle.

Next, a control method by the air conditioner ECU 10 of the present embodiment will be described with reference to FIGS. 1 to 9. Here, FIG. 4 is a flowchart showing an example of a control program of the air conditioner ECU 10.

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

Next, in step S2, various data are read into the data processing memory (RAM). That is, switch signals from various operation switches on the air conditioner operation panel 51 and sensor signals from various sensors are input. In particular, the output signal TR corresponding to the vehicle interior temperature which is the detected value of the inside air temperature sensor 71, the output signal TAM corresponding to the outside air temperature which is the detected value of the outside air temperature sensor 72, and the solar radiation amount which is the detected value of the insolation sensor 73 Corresponding output signal TS (Dr), TS
(Pa), the output signal TE corresponding to the post-evaporation temperature which is the detection value of the post-evaporation temperature sensor 74, and the output signal TW corresponding to the cooling water temperature which is the detection value of the cooling water temperature sensor 75 are input.

Next, in step S3, the target blow-out temperature TAO (Dr) on the driver side and the passenger seat are calculated based on the above-mentioned stored data and the following equations (1) and (2). The target blow-out temperature TAO (Pa) on the side is calculated.

[0060]

[Equation 1] TAO (Dr) = Kset · Tset (Dr)
-KR / TR-KAM / TAM-KS / TS (Dr) +
Kd (Dr) × {CD (Dr) + Ka (Dr) ・ (10
−TAM)} × {Tset (Dr) −Tset (P
a)} + C

[0061]

[Formula 2] TAO (Pa) = Kset · Tset (Pa)
-KR / TR-KAM / TAM-KS / TS (Pa) +
Kd (Pa) x {CD (Pa) + Ka (Pa) · (10
−TAM)} × {Tset (Pa) −Tset (D
r)} + C where Tset (Dr) and Tset (Pa) represent the set temperature in the driver side air conditioning zone and the set temperature in the passenger side air conditioning zone, respectively, and TS (Dr) and TS
(Pa) represents the amount of solar radiation inside the air conditioning zone on the driver's seat side and the passenger's seat side, respectively. Further, TR and TAM represent the vehicle interior temperature and the outside air temperature, respectively. KSet, KR, KAM, K
S, Kd (Dr), and Kd (Pa) represent a temperature setting gain, a vehicle interior temperature gain, an outside air temperature gain, a solar radiation gain, and a temperature difference correction gain in the driver side and passenger side air conditioning zones, respectively. Note that Ka (Dr) and Ka (Pa) represent gains for correcting the degree of influence of the outside air temperature TAM on the air conditioning temperatures of the driver seat side air conditioning zone and the passenger seat side air conditioning zone, respectively, and CD (Dr), CD (Pa) is a constant according to the degree of influence, and C is a correction constant. Where Ka
(Dr), Ka (Pa), CD (Dr), CD (Pa)
The value changes with various parameters such as the shape and size of the vehicle, the blowing direction of the air conditioning unit 1, and the like.

Next, at step S4, the target blowout temperature TAO on the driver's seat side and the passenger's seat side obtained at step S3 described above.
The blower air volume is calculated based on (Dr) and TAO (Pa). The blower air volume of the present embodiment is determined by the blower control voltages VA (Dr) and VA (P
a), the blower control voltage VA
Is the target outlet temperature TAO (D
r) and TAO (Pa), respectively, and determine blower control voltages VA (Dr) and VA (Pa) based on the characteristic diagram of FIG.
It is obtained by averaging r) and VA (Pa).

Incidentally, the vertical axis of the characteristic diagram of FIG. 5 shows the blower level proportional to the blower control voltage.

Next, in step S5, the A / M opening degree SW of the driver side A / M door 15 is calculated based on the above-mentioned stored data and the following equations (3) and (4). (D
r) (%) and the A / M opening degree SW (Pa) (%) of the passenger seat side A / M door 16 are calculated.

[0065]

## EQU3 ## SW (Dr) = {TAO (Dr) -TE} × 1
00 / (TW-TE)

[0066]

[Formula 4] SW (Pa) = {TAO (Pa) −TE} × 1
00 / (TW-TE) However, TAO (Dr) and TAO (Pa) are the target blowout temperatures on the driver's side and the passenger's side obtained in step S3,
TE is a post-evaporation temperature which is a detection value of the post-evaporation temperature sensor 74, and TW is an engine cooling water temperature which is a detection value of the cooling water temperature sensor 75.

Next, in step S6, window anti-fog control for preventing fogging of the front window is performed. This anti-fog control raises the operation rate of the compressor of the refrigeration cycle, and the DEF outlet 2 on the driver side and the passenger side
The humidity of the conditioned air blown from 0, 30 to the inner surface of the front window is reduced. In this embodiment, since the variable displacement compressor is used, the target post-evaporator temperature TEO is calculated for the purpose of controlling the discharge capacity of the compressor.

Specifically, in step S6, the outside temperature TAM
The target post-evaporation temperature TEO is calculated using the map shown in FIG. When the fuel efficiency improving switch 64 is turned on, the target post-evaporator temperature TEO is calculated using the map shown by the dotted line in FIG.

In the calculation of the target post-evaporator temperature TEO, the target post-evaporator temperature TEO is set to a low value under the determination condition that the windshield is likely to be fogged at a low outside temperature. As a result, the operating rate of the compressor is increased, and the dehumidifying capacity of the evaporator 41 is increased, so that the dehumidifying capacity of the vehicle interior air is increased. Therefore, the anti-fog effect of the front window is enhanced.

Next, FIG. 7 or FIG. 8 of the automatic F / D control
It is determined whether or not to set the automatic F / D mode based on the determination condition shown in. If the auto F / D mode is not set, auto FACE according to the characteristic diagram of FIG.
The outlet mode is determined by setting the mode, the auto B / L mode, or the auto FOOT mode.

FIG. 7 shows conditions (a) for the automatic F / D control when the fuel economy improving switch 64 is turned off.
(B) is shown, and FIG. 8 shows the low fuel consumption improving switch 64.
The conditions (a) and (b) of the automatic F / D control when is turned on are shown.

Then, the auto F / shown in FIG. 7 or FIG.
As for the condition (a) of the D control, both the driver seat (Dr) side and the passenger seat (Pa) side outlet modes are set to the automatic F / D mode when the following five conditions are all satisfied. What are 5 conditions?
(1) f1 (TW) = 1, (2) f2 (TAMDIS
P) = 1, (3) f3 (TSDr) = 1, (4) f4
(TAOBRDr) = 1 and (5) f5 (RHW) = 1.

Further, the automatic F / D shown in FIG. 7 or FIG.
The control condition (b) sets both the driver (Dr) side and passenger side (Pa) side air outlet modes to the automatic F / D mode when all of the following six conditions are satisfied. With 6 conditions,
(1) f1 (TW) = 0, (2) f2 (TAMDIS
P) = 1, (3) f3 (TSDr) = 1, (4) f4
(TAOBRDr) = 1, (5) f5 (RHW) = 1,
(6) f6 (SPD) = 1.

However, TW in FIG. 7 is the cooling water temperature sensor 75.
Is the engine cooling water temperature, TAMDISP is the outside air temperature detected by the outside air temperature sensor 72, TSDr is the insolation amount detected by the insolation sensor 73, and TAOBRD
r is the target outlet temperature on the driver's side, SPD is the vehicle speed detected by the vehicle speed sensor, RH25 is the comfortable humidity of the relative humidity in the passenger compartment (relative humidity equivalent to 25 ° C.), and RHW25 is 25.
It is a saturated absolute humidity equivalent to ° C.

RH25 and RHW25 are expressed by the following equation 5
The calculation can be performed based on the calculation formula of (4) and the calculation formula of (6).

[0076]

RH25 = f (TR) × RH / 100 (%) where RH is the relative humidity detected by the humidity sensor 76, and f (TR) is the vehicle interior temperature detected by the inside air temperature sensor 71. It is a function of TR.

[0077]

RHW25 = f (TWG) (%) where f (TWG) is a function of the window temperature TWG. This window temperature is expressed as a function of vehicle interior temperature (TR), solar radiation (TS), outside air temperature (TAM), and vehicle speed (SPD). In rainy weather, the window temperature (TWG)
= Outside temperature (TAM).

Further, in step S6, in addition to the above-mentioned control, the window fog prevention control, the normal warm-up control, and the anti-fog warm-up control, which are the main parts of the present invention, are performed based on the flowchart of FIG. 10 described later. To do.

Next, in step S7, the target post-evaporation temperature TEO and the post-evaporation temperature sensor 74 determined in step S6 are determined.
The target discharge capacity of the compressor is determined by the feed hack control (PI control) so that the actual post-evaporating temperature TE, which is the detected value of the above, matches. Specifically, the solenoid current (control current: In), which is the target value of the control current supplied to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor, is calculated by the following equations 7 and 8. Calculate based on.

[0080]

[Equation 7] En = TE-TE0

[0081]

In = In−Kp {(En−En ₋₁ ) + (θ /
Ti) × En} where TE is the actual post-evaporation temperature detected by the post-evaporation temperature sensor 74, TEO is the target post-evaporation temperature obtained in step S6, and Kp is a proportional constant (for example, 0.03). so,
θ is a sampling time (for example, 1 second), Ti is an integration constant (for example, 1000), En is a current temperature deviation (° C.), En ₋₁ is a previous temperature deviation (° C.), and In is a current control. Current (A), In _-1 is the previous control current (A)
Is.

Next, in step S8, the blower control voltages VA (Dr) and VA (Pa) determined in step S4.
A control signal is output to the blower drive circuit 8 so that
Next, in step S9, A determined in step S5
A control signal is output to the servomotors 17 and 18 so that the / M opening degree becomes SW (Dr) and SW (Pa). Next, in step S10, a control signal is output to the servo motors 28, 29, 38, 39 so that the air outlet mode determined in step S6 is achieved. Next, in step S11, the solenoid current determined in step S7 (control current: In)
Is output to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor. After that, the process returns to the control process of step S2.

Next, the window fog prevention control, the normal warm-up control, and the anti-fog warm-up control in step S6 will be described with reference to the flowchart of FIG.

First, in step S110, if traveling of the vehicle is permitted by turning on the IG, the process proceeds to step S120. In addition, the vehicle travel permission is not limited to the IG ON, and may be the travel start switch ON of the electric vehicle.

Next, in step S120, it is determined whether or not the window glass of the vehicle is easily fogged. If it is determined that the window glass is easily fogged, the process proceeds to step S130, and if it is determined that it is not easily fogged, the step is performed. Proceed to S190. In this embodiment, the window glass is apt to become cloudy when the following six conditions (1) to (6) are satisfied.

That is, (1) 1 second after the system of the vehicle air conditioner is turned on and turned on from IG off, or when the system of the vehicle air conditioner is turned on and turned on from IG on ( 2) When at least one of Tset (Dr) and Tset (Pa) is set to the minimum temperature or the maximum temperature, (3) the blowout port mode determined based on the above-mentioned FIG. 7, FIG. 8 and FIG. Auto F
In the OOT mode, the manual FOOT mode, the automatic F / D mode, or the manual F / D mode, (4) when the A / C switch 59 is operated other than manual off, (5) the engine cooling water temperature TW <35.
In case of ℃, (6) TIG DISP <-20 ℃ when IG is on
Moreover, it is the case where TAMDISP <−5 ° C. immediately before the previous IG was turned off.

Incidentally, the case where these six conditions are not satisfied corresponds to the case where at least the fog-difficult condition in the claims is satisfied.

Next, in step S130, the driver side,
The opening degree of the passenger seat side outlet switching doors 24 and 34 is set to 0 (%) to completely close the driver side passenger side and passenger side DEF outlets 20 and 30. Then, in step S140 as the anti-fogging warm-up control means of the present invention, the next window fogging prevention control of the present invention is performed until the engine cooling water temperature TW as the heating heat source temperature becomes higher than the second predetermined temperature T2. It is prohibited to proceed to step S150 as a means. In this embodiment, the second predetermined temperature T2 = 0 ° C.

Then, in step S140, TW> 0 ° C.
If it is determined, the process proceeds to step S150, a voltage is applied to the blower motor 9 and the blower 4 is driven at the blower level of the first low air volume for a predetermined time while the DEF outlets 20 and 30 are completely closed. In the present embodiment, the predetermined time is 45 seconds. Further, the blower level of the first low air volume is set to 8.

Next, in step S160, the outlet mode is set to the DEF mode, and the blower level is set to a high air volume. In addition, in this embodiment, the blower level of the said high air volume is 21.

Next, in step S170, it is prohibited to proceed to the next step S180 until the engine cooling water temperature TW becomes higher than the third predetermined temperature T3. In this embodiment, the third predetermined temperature T3 is 56 ° C. If TW> 56 ° C. is determined in step S170, the process proceeds to step S180, and the outlet mode is set to the F / D mode.

On the other hand, if it is not determined in step S120 that it is likely to become cloudy, in step S190, the opening degrees of the driver side and passenger side outlet switching doors 24 and 34 are set to 0 (%), and the driver side, Completely close the passenger side DEF outlets 20 and 30. Then, in step S200 as the normal warm-up control means of the present invention, the engine cooling water temperature TW
Until the temperature becomes higher than the first predetermined temperature T1, it is prohibited to proceed to the next step S210 as the window fogging preventing control means of the present invention. Here, the second predetermined temperature T2 is the first
The temperature is set to be lower than the predetermined temperature T1, and in the present embodiment, the first predetermined temperature T1 = 35 ° C.

Then, in step S200, TW> 35
If the temperature is determined to be ° C, the process proceeds to step S210, in which the blower motor 9 is closed with the DEF outlets 20 and 30 completely closed.
Is applied to drive the blower 4 at the blower level of the first low air volume for a predetermined time. In the present embodiment, the predetermined time is 45 seconds.

Next, in step S220, the outlet mode is controlled in the automatic mode based on the characteristic diagram of FIG.

As described above, according to the present embodiment, in step S140, the start of the blower 4 is prohibited until the engine cooling water temperature TW becomes higher than the second predetermined temperature T2 when the difficult fog condition is not satisfied. This allows
It can prevent passengers from feeling cold.

If TW> T2, the occupant does not feel so cold and the air conditioning duct 2 is set in step S150.
The high-humidity air inside is blown out from the outlets other than the DEF outlets 20 and 45 for 45 seconds, and then step S16
Since the DEF mode is set at 0, low-humidity air is blown toward the window glass, and fogging of the window can be suppressed.

Since the F / D mode is set in step S180 for the first time after the engine cooling water temperature TW has risen sufficiently such that TW> 56 ° C., it is possible to prevent the cool air from being blown to the occupant's feet. it can.

On the other hand, in step S200, the start of the blower 4 is prohibited until the engine cooling water temperature TW becomes higher than the first predetermined temperature T1 when the difficult fog condition is satisfied. This makes it possible for the occupant not to feel cold.

Then, the second predetermined temperature T2 in step S140 is set to the first predetermined temperature T2 in step S200.
Since the temperature is set lower than 1, step S14
In the anti-fog warm-up control at 0, step S
The fan 4 is started from the time when the engine cooling water temperature TW is lower than in the case of the normal warm-up control in 200.

Therefore, during the anti-fog warm-up control, the fan 4 is started at an earlier timing than during the normal warm-up control.
The time required to start blowing air from the F outlets 20 and 30 can be shortened. Therefore, even in the case of the anti-fog warm-up control in which the window fogging prevention control is performed while the warm-up control is performed, the window glass is fogged by the breath of the occupant before the air blow from the DEF outlets 20 and 30 is started. It is possible to prevent the window glass from fogging, and it is possible to reliably prevent fogging of the window glass.

(Second Embodiment) In the first embodiment,
In steps S130 to S150 or steps S190 to S210 shown in FIG. 10, the engine cooling water temperature TW
While the start of the blower 4 is prohibited until> T2 or T1, in the present embodiment, it is prohibited to start increasing the operating rate of the blower 4.

FIG. 11 is a flow chart showing the operation of this embodiment. Steps S130 and S190 of FIG. 10 are replaced by steps S131 and S1.
It was changed to 91.

Then, in step S131, the opening degrees of the driver side and passenger side outlet switching doors 24 and 34 are set to 0.
(%) DEF outlets 20 and 3 on the driver's side and passenger side
0 is completely closed, and the blower 4 is activated with the blower level set to the second low air volume which is lower than the first low air volume. In this embodiment, the blower level of the second low air volume is set to 1.

Then, in step S140, TW> T2
If it is determined that DEF is determined in step S150.
With the outlets 20 and 30 completely closed, a voltage is applied to the blower motor 9 to drive the blower 4 at the blower level of the first low air volume for a predetermined time.

On the other hand, also in step S191, step S1
As with 31, the opening degree of the outlet switching doors 24 and 34 is set to 0.
(%) DEF outlets 20 and 3 on the driver's side and passenger side
0 is completely closed, and the blower 4 is activated with the blower level set to the second low air volume which is lower than the first low air volume.

(Third Embodiment) In this embodiment, there is provided a determination means for determining whether or not the compressor was stopped when the air conditioning was stopped last time. When the determination unit determines that the compressor is stopped, the anti-fog warm-up control is prohibited regardless of whether the window glass is easily fogged.

The present embodiment will be described in detail below with reference to FIGS. 12 and 13. FIG. 12 is a flowchart showing the operation when the air conditioning was stopped last time, and it is checked in step S230 whether the IG is turned off. If it is determined that the IG is off, the outside temperature TAM when the IG is off is determined in step S240.
Memorize

FIG. 13 is a flow chart showing the operation at the time of air conditioning this time.
When the outside air temperature TAM at the time when the air conditioning is stopped last time is stored and is stored, it is determined in step S112 as the determining means whether or not the stored outside air temperature TAM is higher than the fourth predetermined temperature. In addition, in this embodiment, the said 4th predetermined temperature is -5 degreeC.

If TAM> -5 ° C., the process proceeds to step S120, and the same control as steps S120 to S180 of the first embodiment is performed at subsequent steps S120 to S180. On the other hand, if TAM ≦ −5 ° C., step S
190 and S200, step S1 of the first embodiment
The same control as 90 and S200 is performed.

Then, in step S200, TW> 35
If it is determined that the temperature is ° C, it is determined in step S201 whether the stored outside air temperature TAM is higher than the fourth predetermined temperature. If it is determined that TAM> −5 ° C., steps S210 and S220 similar to those in the first embodiment.
If it is determined that TAM ≦ −5 ° C., step S22.
Go to 0.

As described above, according to this embodiment, when the outside air temperature TAM at the previous air conditioning stop is higher than the fourth predetermined temperature, the compressor is stopped at the previous air conditioning stop, and the condensed water adheres to the evaporator 41. It can be estimated that there is no residual water in the air conditioning duct 2 due to. Therefore, in such a case, the anti-fogging warm-up control is prohibited regardless of whether or not the window glass in step S120 is easily fogged.

Therefore, the DEF blow-out port 2 can be set at an early timing.
It is possible to prevent the cold air that does not match the warmth of the occupant from being blown into the passenger compartment during the heating operation due to the air blown from 0 and 30.

(Fourth Embodiment) In the third embodiment, when the determination means determines that the compressor is stopped, the anti-fogging warm-up control is prohibited regardless of whether the window glass is easily fogged or not. On the other hand, in the present embodiment, not only the anti-fogging warm-up control but also the window fogging prevention control is prohibited.

The present embodiment will be specifically described with reference to FIG. 14. In step S112, it is determined whether the stored outside air temperature TAM at the time of the previous air conditioning stop is higher than the fourth predetermined temperature, and TAM> If it is −5 ° C., the process proceeds to step S120, and if TAM ≦ −5 ° C., steps S190 and S20.
0 and S210 are bypassed, and the process proceeds to step S220.

As described above, according to this embodiment, when it is determined that the compressor is stopped, both the anti-fogging warm-up control and the window fogging prevention control are performed regardless of whether the window glass is easily fogged or not. Since it is prohibited, it is possible to prevent the cold air that does not match the warmth of the occupant from being blown into the passenger compartment during the heating operation.

(Fifth Embodiment) In this embodiment, a switch (not shown) as a setting means for setting the second predetermined temperature T2 is provided, and as shown in the flowchart of FIG. Second predetermined temperature T
When 2 is input, in step S142, it is determined whether TW> γ based on the input value γ.
Note that the input value γ cannot be accepted unless it is a value smaller than T1.

As described above, according to the present embodiment, since it is possible to perform the anti-fogging warm-up control of the second predetermined temperature T2 which suits the occupant's taste, the degree of deterioration of the feeling of warmth is preferred by the occupant. Therefore, it is possible to reduce the risk that the anti-fogging warm-up control itself of the present invention will not be used.

(Sixth Embodiment) In the first embodiment, FIG.
In step S160 of the flowchart shown in 0,
Although the blower outlet mode is set to the DEF mode and the blower level is set to a high air volume, in the present embodiment, as shown in step S162 in the flowchart of FIG.
The blowout port mode is set to the DEF mode, the blower level is set to a high air volume, and the window heating wire as the window glass heating means is operated. This is preferable because the ability to remove the fog on the window can be improved.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an overall configuration of a vehicle air conditioner according to a first embodiment of the present invention.

FIG. 2 is a perspective view of the instrument panel of the vehicle according to the first embodiment as viewed from the vehicle interior side.

FIG. 3 is a front view showing an air conditioner operation panel according to the first embodiment.

FIG. 4 is a flowchart showing a control program of the air conditioner ECU according to the first embodiment.

FIG. 5 is a characteristic diagram showing a blower control voltage characteristic with respect to a target outlet temperature according to the first embodiment.

FIG. 6 is a characteristic diagram showing a target post-evaporator temperature with respect to the outside air temperature according to the first embodiment.

FIG. 7 is a characteristic diagram showing a determination condition for automatic F / D control according to the first embodiment.

FIG. 8 is a characteristic diagram showing a determination condition for automatic F / D control during economy control according to the first embodiment.

FIG. 9 is a characteristic diagram showing an outlet mode characteristic with respect to a target outlet temperature according to the first embodiment.

FIG. 10 is a flowchart showing operations of window fogging prevention control, normal warm-up control, anti-fogging warm-up control, and the like according to the first embodiment.

FIG. 11 is a flowchart showing operations such as window fogging prevention control, normal warm-up control, and anti-fogging warm-up control according to the second embodiment of the present invention.

FIG. 12 is an air conditioner EC according to a third embodiment of the present invention.
It is a flowchart which shows the control program of U.

FIG. 13 is a flowchart showing operations such as window fogging prevention control, normal warm-up control, and anti-fogging warm-up control according to the third embodiment.

FIG. 14 is a flowchart showing operations of window fog prevention control, normal warm-up control, anti-fog warm-up control, and the like according to a fourth embodiment of the present invention.

FIG. 15 is a flowchart showing operations of window fog prevention control, normal warm-up control, anti-fog warm-up control, and the like according to a fifth embodiment of the present invention.

FIG. 16 is a flowchart showing operations of window fog prevention control, normal warm-up control, anti-fog warm-up control, and the like according to a sixth embodiment of the present invention.

[Explanation of symbols]

20, 30 ... DEF outlet, S140 ... Anti-fog warm-up control means, S150, S210 ... Window fog prevention control means, S200 ... Normal warm-up control means, T1 ...
First predetermined temperature, T2 ... Second predetermined temperature.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Keizo Goto             1-1, Showa-cho, Kariya city, Aichi stock market             Inside the company DENSO

Claims (13)

[Claims] 1. After the vehicle has been allowed to travel, D is required until the window glass of the vehicle satisfies at least the condition of being difficult to fog, which is regarded as being hard to fog.
Fogging prevention control means (S150, S210) for activating the blowing means (4) while keeping the blowing air from the EF outlets (20, 30) below a predetermined minute air volume, and after the vehicle travel is permitted, the above-mentioned fogging difficulty condition is satisfied. In the case where the heating heat source temperature is higher than the first predetermined temperature (T1), the normal warm-up control means (S200) that activates the blower means (4) at a predetermined minute air volume or less, and after the vehicle travel permission, In the case where the fog-inhibiting condition is not satisfied, the anti-fogging warm-up control unit (4) is activated until the heating heat source temperature becomes higher than the second predetermined temperature (T2) with a predetermined minute air volume or less. S1
40), and the second predetermined temperature (T2)
An air conditioner for a vehicle, wherein the temperature is set lower than a predetermined temperature (T1). 2. After the vehicle has been allowed to travel, D is required until the window glass of the vehicle meets at least the fog-resistant condition which is considered to be fog-free.
Fogging prevention control means (S150, S210) for activating the blowing means (4) while keeping the blowing air from the EF outlets (20, 30) below a predetermined minute air volume, and after the vehicle travel is permitted, the above-mentioned fogging difficulty condition is satisfied. In the case where the heating heat source temperature is higher than the first predetermined temperature (T1), the normal warm-up control means (S200) which starts increasing the operating rate of the blower means (4), and the clouding difficulty after the vehicle travel is permitted. When the heating heat source temperature is higher than the second predetermined temperature (T2) when the conditions are not met, the anti-fog warm-up control means (S140) is provided to start increasing the operating rate of the blower means (4). The second predetermined temperature (T2) is changed to the first predetermined temperature (T1)
A vehicle air conditioner characterized by being set lower than the above. 3. After the vehicle has been allowed to travel, D is required until the window glass of the vehicle satisfies at least the condition of being hard to fog, which is regarded as being hard to fog.
Fogging prevention control means (S150, S210) for activating the blowing means (4) while keeping the blowing air from the EF outlets (20, 30) below a predetermined minute air volume, and after the vehicle travel is permitted, the above-mentioned fogging difficulty condition is satisfied. In the case where the heating heat source temperature is higher than the first predetermined temperature (T1), the normal warm-up control means (S200) for increasing the air volume by the air blowing means (4) to a predetermined air volume or more; When the heating fog condition is not satisfied and the heating heat source temperature becomes higher than the second predetermined temperature (T2), the air volume of the air blowing section (4) is set to be equal to or more than a predetermined air volume. S14
0) and the second predetermined temperature (T2) is set to the first predetermined temperature (T1).
A vehicle air conditioner characterized by being set lower than the above. 4. An evaporator (41) for cooling the air blown into the passenger compartment, a compressor for compressing and discharging the refrigerant having passed through the evaporator (41), and a compressor for stopping air conditioning last time. The vehicle air conditioner according to any one of claims 1 to 3, further comprising a determination unit (S112) for determining whether or not the vehicle has been stopped. 5. The control according to the anti-fog warm-up control means (S140) is prohibited when the determination means (S112) determines that the compressor is stopped. The vehicle air conditioner described. 6. The control by the window fog prevention control means (S150, S210) is prohibited when the stop of the compressor is determined by the determination means (S112). The vehicle air conditioner according to item 5. 7. The anti-fog warm-up control means (S)
The vehicle air conditioner according to any one of claims 4 to 6, wherein the compressor is operated at the time of control by 140). 8. The window glass heating means is provided, and the window glass heating means is operated during control by the anti-fogging warm-up control means (S140). The vehicle air conditioner described in. 9. The anti-fogging warm-up control means (S)
140), the operating rate of the blower means (4) after becoming higher than the second predetermined temperature (T2) in the normal warm-up control means (S200)
The operating rate of the blower means (4) after the temperature becomes higher than a predetermined temperature (T1) is raised.
9. The vehicle air conditioner according to any one of items 1 to 8. 10. The method according to claim 1, wherein the second predetermined temperature (T2) can be set.
Air conditioner for vehicle. 11. A program for operating a computer of an air conditioning system for a vehicle, which comprises a DEF outlet (2) after the vehicle travel is permitted, at least until the window glass of the vehicle satisfies an antifog condition that is considered to be less fog.
0, 30) and the window fog prevention control means (S15) for starting the air blowing means (4) while keeping the air flow from the predetermined minute air volume or less.
0, S210), and after the vehicle travel is permitted, the blower means (4) is kept at a predetermined minute air volume or less until the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the cloudiness difficult condition is satisfied. A normal warm-up control means (S200) to be activated, and a second predetermined temperature (T2) in which the heating heat source temperature is lower than the first predetermined temperature (T1) when the cloudiness condition is not satisfied after the vehicle travel is permitted. A program for causing the computer to function as an anti-fog warm-up control unit (S140) that activates the blower unit (4) with a predetermined minute air volume or less until the volume becomes larger. 12. A program for causing a computer of an air conditioning system for a vehicle to function, wherein after the vehicle has been allowed to travel, the DEF outlet (2
0, 30) and the window fog prevention control means (S15) for starting the air blowing means (4) while keeping the air flow from the predetermined minute air volume or less.
0, S210), and when the heating heat source temperature becomes higher than the first predetermined temperature (T1) in the case where the cloudiness condition is satisfied after the vehicle travel is permitted, the operation rate of the blower means (4) normally starts to increase. After warming-up control means (S200), after the vehicle travel is permitted, the heating heat source temperature is higher than a second predetermined temperature (T2) lower than the first predetermined temperature (T1) when the difficult fog condition is not satisfied. A program for causing the computer to function as anti-fog warm-up control means (S140) for starting to increase the operating rate of the blower means (4). 13. A program for causing a computer of a vehicle air conditioner to function, wherein after the vehicle is permitted to travel, at least DEF outlets (2) are provided until the window glass of the vehicle at least satisfies an antifog condition that is considered to be less fog.
0, 30) and the window fog prevention control means (S15) for starting the air blowing means (4) while keeping the air flow from the predetermined minute air volume or less.
0, S210), and after the vehicle travel is permitted, when the heating heat source temperature becomes higher than the first predetermined temperature (T1) when the fog-difficult condition is satisfied, the air flow amount by the blower means (4) is equal to or more than the predetermined air flow amount. The normal warm-up control means (S200) and the blower means (4) after the heating heat source temperature becomes higher than the second predetermined temperature (T2) after the vehicle travel is permitted and the clouding difficulty condition is not satisfied. Anti-fog warm-up control means (S14) for increasing the air volume by the predetermined air volume
0) and a program that causes the computer to function.