JP3282288B2 - Vehicle air conditioner - Google Patents

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 independently varying the temperature of air blown from a plurality of air passages.

[0002]

2. Description of the Related Art As a prior art, there is a vehicle air conditioner in which the temperature of air blown to a driver's seat and the temperature of air blown to a passenger's seat are independently and variably provided. The air conditioner includes a driver-side temperature setting unit that manually sets a driver-side temperature and a passenger-side temperature setting unit that manually sets a passenger-side temperature. When the occupant manually changes the set temperature of the driver's seat side temperature setting means or the passenger seat side temperature setting means, the temperature of the air blown out changes in synchronization with the change. Further, if the driver side temperature setting means and the passenger side temperature setting means are set to different temperatures, there is a difference between the temperature blown out to the driver side and the temperature blown out to the passenger side.

[0003]

However, even if the temperature of one of the setting means is set to a temperature different from the temperature of the other setting means, not only does the outlet temperature at the side where the set temperature is changed not change. In some cases, there is no difference between the temperatures blown to the driver's seat side and the passenger's seat side. As a specific example, for example, in summer, the cooling capacity for lowering the temperature of the air blown out from the driver's seat reaches the maximum capacity, and the cooling capacity for lowering the temperature of the air blown out from the passenger seat also reaches the maximum capacity. May be. In such a state, even if one set temperature is manually set lower than the other set temperature, since both have already reached the maximum cooling capacity of the air, the outlet temperature on the side where the set temperature is lowered does not decrease. Not only
There is no difference between the temperature blown out to the driver's seat and the temperature blown out to the passenger's seat. As described above, it is natural for a technician who manufactures and provides an air conditioner that the air conditioner does not operate beyond the capacity outside the operating capacity range. It is very difficult to find a defect when requesting. However, the inventor of the present application has found that a normal user who does not understand the structure of the air conditioner causes the following problem.

Normally, when the occupant manually changes the set temperature, the temperature of the blown air changes in synchronization with the change. Therefore, the occupant is required to respond to this change (change of the set temperature → change of the blowout temperature). I'm used to it. Similarly, when the driver side temperature setting means and the passenger side temperature setting means are set to different temperatures, there is a difference between the temperature blown out to the driver side and the temperature blown out to the passenger side. To
The crew is getting used to it. Therefore, as described above,
For example, in a state where both the cooling capacity of the driver's seat side and the passenger's seat side have reached the maximum capacity, if one set temperature is lower than the other set temperature, the outlet temperature at the side where the set temperature is lowered does not decrease. In addition, since there is no difference between the temperatures blown to the driver's seat side and the passenger's seat side, an occupant who is accustomed to having a difference in the blowout temperature feels a very bad operation feeling. Further, in some cases, the air conditioner may be misunderstood as a malfunction.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to increase the set temperature of one air passage higher than the set temperature of another air passage in a state in which the air temperature variable capacity of the plurality of air passages has reached the maximum capacity. It is an object of the present invention to provide an air conditioner for a vehicle that can provide an occupant with an excellent operation feeling even when manually set as required.

[0006]

An air conditioner for a vehicle according to the present invention includes a first air passage for blowing air toward a vehicle occupant, and a first air passage for blowing air toward an occupant different from the occupant. A second air passage, a first temperature variable means provided in the first air passage and capable of changing a temperature of air blown out from the first air passage, and a second temperature change means provided in the second air passage; Second temperature varying means capable of changing the temperature of air blown out from the air passage, and first temperature setting means capable of manually setting a required temperature on the occupant side which is air-conditioned by the air blown out from the first air passage. And the second
A second temperature setting means capable of manually setting a required temperature on the occupant side air-conditioned by air blown out from the air passage; a flow rate of air toward the occupant on the first air passage side; An outlet air volume changing means capable of changing a flow rate of air toward an occupant; and a temperature of air blown out of the first air passage by the first temperature changing means based on a temperature set by the first temperature setting means. First temperature control means for varying the temperature, and second temperature control for varying the temperature of the air blown from the second air passage by the second temperature variable means based on the temperature set by the second temperature setting means. Means, the first temperature variable means and the second temperature variable means have both reached the maximum temperature variable capacity, and the first temperature setting means and the second temperature setting means If the setting value of the unit are different, by the blowing air volume changing means, employing the technical means and a control device provided with a blowing air volume control means for increasing the amount of air directed to the passenger side that requires a large capacity.

[0007]

The first temperature control means of the control device controls the first temperature variable means based on the set value set in the first temperature setting means, thereby varying the temperature of the air blown from the first air passage. I do. Similarly, based on the set value set in the second temperature setting means, the second temperature control means of the control device controls the second temperature variable means to change the temperature of the air blown out from the second air passage. If both the first temperature variable means and the second temperature variable means have reached the maximum temperature variable capacity, and if the set values of the first temperature set means and the second temperature set means are different, the control device blows out. The air flow control means controls the blow air flow variable means to increase the air flow toward the occupant on the side requesting a large capacity.

[0008]

According to the air conditioner for a vehicle of the present invention, as described above, both the first temperature variable means and the second temperature variable means have reached the maximum temperature variable capacity. However, if the set values of the first temperature setting means and the second temperature setting means are different, the amount of air supplied to the occupant requesting a large capacity increases. For this reason, when the first temperature setting means and the second temperature setting means are set to different temperatures, the user is accustomed to changing the harmony state of the air blown out from the first air passage and the second air passage. Even if both the first temperature varying means and the second temperature varying means have reached the maximum temperature varying ability for the occupant, the first air passageway and the second airway path and the second Since the flow rate of the air blown out from the air passage changes, the operation feeling is much better than in the past.

[0009]

Next, an air conditioner for a vehicle according to the present invention will be described with reference to an embodiment shown in the drawings. FIG. 1 to FIG. 9 show an embodiment of the present invention. FIG. 1 is a schematic diagram of an air conditioner for a vehicle, and FIG. 2 is a block diagram of a control device. Vehicle air conditioner 1
Is a duct 2 that forms an air passage that sends air into the cabin.
Is provided. The duct 2 is disposed in a vehicle interior, and one end of the duct 2 is connected to a blower 4 having inside / outside air switching means 3.

The inside / outside air switching means 3 includes an inside air introduction port 5 communicating with the inside of the vehicle and introducing inside air, and an outside air introduction port 6 communicating with the outside of the vehicle and introducing outside air. The inside / outside air switching means 3 includes an inside / outside air switching damper 7, and the inside / outside air switching damper 7 can switch air guided into the duct 2 between inside air and outside air. The energization of the inside / outside air switching actuator 8 that drives the inside / outside air switching damper 7 is controlled by a control device 9 described later.

The blower 4 includes a fan case 10 and a fan 1
1. The motor 12 rotates the fan 11 in accordance with the applied voltage, and the inside air or the outside air is
And send it to the passenger compartment. The energization of the motor 12 is controlled by a control device 9 described later via a motor drive circuit 13.

An evaporator 15 of a refrigeration cycle for cooling air passing through the duct 2 is provided upstream of the duct 2.
Is provided over the entire surface of the duct 2. Duct 2
Downstream of the evaporator 15 is a first air passage 16 for blowing air toward a driver (hereinafter referred to as a driver) in a driver seat, and a second air passage 16 for blowing air toward a passenger (hereinafter referred to as a passenger) in a passenger seat. Separation wall 18 with air passage 17
Are divided by On the upstream side of the wall 18, the first
A heater core 19, which uses cooling water (warm water) of an engine for heating air passing through the air passage 16 and the second air passage 17 as a heat source, is provided through the partition wall 18.

An upstream of the first air passage 16 is provided with a first bypass passage 21 which bypasses the heater core 19, and the ratio of the amount of air passing through the heater core 19 to the amount of air passing through the first bypass passage 21 is as follows. 1st air mix damper 2
Adjusted by 2. This first air mix damper 2
Reference numeral 2 denotes a first temperature variable unit of the present invention, which changes the ratio of the amount of air passing through the heater core 19 to the amount of air passing through the first bypass passage 21 to thereby change the first air passage 1.
6 changes the temperature of the air blown out toward the driver. The first temperature control actuator 23 that drives the first air mix damper 22 is connected to a control device 9 described later.
Is controlled.

At the downstream end of the first air passage 16, there is formed an air outlet through which air having passed through the first air passage 16 is blown out toward each part of the driver. This outlet is
A first center face outlet 24 for mainly blowing cold air from the center of the front of the room toward the driver's head and chest, and a first side face for mainly blowing cool air from the side of the front of the room toward the driver's head and chest. An outlet 25 and a first foot outlet 26 that mainly blows warm air toward the driver's feet.
And a defroster outlet 27 for mainly blowing warm air toward the window glass. A first face damper 28 that adjusts the flow rate of air to the outlet is provided at a location communicating with the first center face outlet 24 and the first side face outlet 25. Further, a first foot damper 29 and a defroster damper 30 for adjusting the air flow rate to each of the outlets are provided at locations communicating with the first foot outlet 26 and the defroster outlet 27. The first
The first mode switching actuator 31 that drives the face damper 28, the first foot damper 29, and the defroster damper 30 is controlled to be energized by the control device 9 described later.

A second bypass passage 32 is provided upstream of the second air passage 17 so as to bypass the heater core 19, and the ratio of the amount of air passing through the heater core 19 to the amount of air passing through the second bypass passage 32 is as follows. 2nd air mix damper 3
Adjusted by 3. This second air mix damper 3
Reference numeral 3 denotes a second temperature varying means of the present invention, which changes the ratio between the amount of air passing through the heater core 19 and the amount of air passing through the second bypass passage 32 to thereby change the second air passage 1.
7 changes the temperature of the air blown out toward the passenger. The second temperature control actuator 34 that drives the second air mix damper 33 is controlled to be energized by the control device 9 described later.

At the downstream end of the second air passage 17, there is formed an air outlet through which the air passing through the second air passage 17 is blown out toward each part of the passenger. This outlet is a second center face outlet 35 that mainly blows out cool air from the center of the front of the room toward the head and chest of the passenger.
And a second side face outlet 36 for mainly blowing cool air from the side of the front of the room toward the head and chest of the passenger.
And a second foot outlet 37 that mainly blows out warm air toward the feet of the passenger. Further, a second face damper 38 for adjusting the air flow rate to the outlet is provided at a location communicating with the second center face outlet 35 and the second side face outlet 36. Further, a second foot damper 39 that adjusts the air flow rate to the second foot outlet 37 is provided at a location that leads to the second foot outlet 37. A second mode switching actuator 40 that drives the second face damper 38 and the second foot damper 39
Is controlled by a control device 9 described later.

The first center face outlet 24 and the second center face outlet 35 have the blowout directions of the air blown out from the first center face outlet 24 and the second center face outlet 35 respectively with the driver side. A swing louver 41 is provided on the passenger side so as to be continuously changed alternately. This swing louver 41
One example of the blowing air amount varying means of the present invention is a swing louver 4.
By directing the blowing direction of 1 to the driver side,
The flow rate of air toward the driver increases as compared to the passenger side, and conversely, the blowing direction of the swing louver 41 is directed toward the passenger, so the flow of air toward the passenger increases compared to the driver. I do. The energization of the swing actuator 42 for driving the swing louver 41 is controlled by the control device 9 described later.

An inside / outside air switching actuator 8 for driving the inside / outside air switching damper 7, a motor drive circuit 13 for controlling electric power supplied to the motor 12 of the blower 4, a first face damper 28, a first foot damper 29, and a defroster damper 3.
0, the first mode switching actuator 31 that drives
A face damper 38, a second mode switching actuator 40 for driving the second foot damper 39, a first temperature control actuator 23 for driving the first air mix damper 22,
The electric functional components for operating the vehicle air conditioner 1, such as the second temperature control actuator 34 for driving the second air mix damper 33 and the swing actuator 42 for driving the swing louver 41, are the control device shown in FIG. The operation is controlled by 9.

The control device 9 uses a computer, and controls various actuators in accordance with various input signals and input programs to control the air conditioning condition. The control device 9 is blown out from the first temperature setting means 45 and the second air passage 17 which can manually set the required temperature Tset1 on the driver side which is air-conditioned by the air blown out from the first air passage 16 as an input signal. Required temperature Tse on the passenger side which is air-conditioned by
a second temperature setting means 46 capable of manually setting t2, a swing switch 47 for manually instructing the operation of the swing louver 41,
Inside air sensor 48 for detecting the temperature Tr of the vehicle interior air, outside air sensor 49 for detecting the outside air temperature Tam, solar radiation sensor 50 for detecting the amount of solar radiation Ts, and post-evaporation temperature sensor 51 for detecting the temperature TE of the air passing through the evaporator 15. A signal from a water temperature sensor 52 for detecting the temperature TW of the cooling water supplied to the heater core 19 while detecting the temperature of the air passing through the heater core 19 is input. The control device 9
When the swing instruction is given by the swing switch 47, the swing louver 41 is continuously operated, giving priority to the function of the blow-out air volume control means described later, and the first center face outlet 24 and the second center face outlet are operated. The blowing direction of the air blown from 35 is alternately and continuously changed between the driver side and the passenger side.

The control device 9 controls the first temperature changing means so that the driver's temperature is set to the temperature set by the first temperature setting means 45 when the occupant selects an auto air conditioner switch (not shown). A first temperature control means for controlling the first air mix damper 22 to vary the temperature of the air blown out from the first air passage 16 is provided. Similarly, when the auto air conditioner switch is selected, the control device 9 sets the passenger side temperature to the temperature set by the second temperature setting means 46 so that the second air variable means, A function of a second temperature control means for controlling the mix damper 33 to vary the temperature of the air blown out from the second air passage 17 is provided. Further, the control device 9 of the present embodiment
Is provided so that the blowing mode blown out to the driver side and the blowout mode blown out to the passenger side are independently and automatically controlled, and the blowing amount of the blower 4 is also automatically controlled.

Further, the controller 9 determines that both the first temperature variable means and the second temperature variable means have reached the maximum capacity of the temperature variable capacity (in this embodiment, the capacity for cooling the air has reached the maximum capacity). That is, when both the first air mix damper 22 and the second air mix damper 33 completely close the heater core 19, the set values of the first temperature setting unit 45 and the second temperature setting unit 46 are set. Are different from each other, the swing louver 41 serving as the blowing air amount variable means is used.
And a function of blow-out air volume control means for increasing the air volume directed to the occupant on the side requesting a large capacity. In the present embodiment, the airflow toward the occupant is changed according to the difference between the set values of the first temperature setting means 45 and the second temperature setting means 46.

Next, control of the vehicle air conditioner 1 by the controller 9 will be described with reference to the flowchart of FIG. First, when the automatic air conditioner is selected (start), in step S1, signals from each sensor and setting means are read. Subsequently, in step S2, the target blowing temperature TAO1,
Then, the target blowing temperature TAO2 of the air blown from the second air passage 17 is calculated by the following equation.

## EQU1 ## TAO1 = Kset.Tset1-Kr.Tr-Kam
・ Tam−Ks ・ Ts + C TAO2 = Kset ・ Tset2-Kr ・ Tr-Kam ・ Tam−
Ks · Ts + C Here, Kset is a temperature setting gain, Kr is an inside air temperature gain, Kam is an outside air temperature gain, Ks is a solar radiation gain, and C is a correction constant.

Next, in step S3, the applied voltage of the blower 4 is determined. In this step S3, first, the first applied voltage V1 is calculated from the driver-side target blowing temperature TAO1 calculated in step S2 according to FIG.
, The second applied voltage V2 is calculated from the passenger-side target blowing temperature TAO2 calculated in step S2. Then, the first and second applied voltages V1 and V2 are averaged, and the average value V is used as the applied voltage of the blower 4.

Next, at step S4, in order to achieve the target blow-off temperature TAO1 on the driver side and the target blow-off temperature TAO2 on the passenger side, respectively, the target opening degree SW1 of the first air mix damper 22 and the second air mix damper 33 are set. Is calculated by the following equation (2).

## EQU2 ## SW1 = ｛(TAO1-TE) / (TW-T
E) {x100 SW2 = {(TAO2-TE) / (TW-TE)} x1
00

Next, in step S5, the first air passage 16
Of the air blown out of the second air passage 17 are determined. First air passage 16
The blow-out mode of the air blow-out is determined from the target blow-out temperature TAO1 on the driver side according to FIG.
Similarly, the outlet of the air blown out from the second air passage 17 has a target outlet temperature TA on the passenger side according to FIG.
The blowing mode is determined from O2.

Next, at step S6, the swing louver 4
1 is calculated. The detailed operation of step S6 will be described with reference to the flowchart of FIG. First, the first air mix damper 22 is in a state where the heater core 19 is completely closed, that is, the target opening degree SW1 of the first air mix damper 22 calculated in step S4 is 0.
It is determined whether it is smaller than (Step S11). If the determination result is NO, at least the first air passage 16
It is determined that the cooling capacity of the side air has not reached the maximum capacity, and the blowout inclination angle θ of the swing louver 41 is set to 0 (step S12). As shown in FIG. 9, when the blowout inclination angle θ is 0, the air blown out from the first center face blowout port 24 and the second center face blowout port 35 directs the air blown straight ahead. When the blowing inclination angle θ is a positive value, the air is blown toward the driver according to the inclination angle. Conversely, when the blowing inclination angle θ is a positive value, the passenger is generated according to the inclination angle. It blows out toward the side.

If the decision result in the step S11 is YES,
The second air mix damper 33 also determines whether the heater core 19 is completely closed, that is, whether the target opening degree SW2 of the first air mix damper 22 calculated in step S4 is smaller than 0 (step S4). Step S13). If the determination result is NO, it is determined that the cooling capacity of the air on the second air passage 17 side has not reached the maximum capacity, and step S
Proceeding to 12, the blowing inclination angle θ of the swing louver 41 is set to 0.

If the decision result in the step S13 is YES,
Cooling capacity of air in the first air passage 16;
The cooling capacity of the air in the air passage 17 has reached the maximum capacity. Therefore, the first temperature setting means 45
Then, a temperature difference ΔTset between the temperature Tset1 set in step (1) and the temperature Tset2 set by the second temperature setting means 46 is calculated (step S14). Next, based on the temperature difference ΔTset, the blowout inclination angle θ is set from the preset relationship between the temperature difference ΔTset and the blowout inclination angle θ (see the graph in the figure) (step S15).

Next, in step S7, the above-mentioned step S3
A control signal is output to the motor drive circuit 13 so that the applied voltage V obtained in step (1) is applied to the blower 4. Step S8
Then, the first air mix damper 22 is driven so as to obtain the target opening degree SW1 obtained in step S4.
A control signal is output to the temperature control actuator 23 and a control signal is output to the second temperature control actuator 34 that drives the second air mix damper 33 so as to obtain the target opening degree SW2. In step S9, a control signal is output to the first mode switching actuator 31 and the air is blown out from the second air passage 17 so that the air outlet of the air blown out from the first air passage 16 is set to the blowing mode obtained in step S5. A control signal is output to the second mode switching actuator 40 so that the air outlet is in the blowing mode determined in step S5. In step S10, a control signal is output to the swing actuator 42 so that air is blown out from the first center face outlet 24 and the second center face outlet 35 toward the blowout inclination angle θ obtained in step S6. . Then, the process returns.

[Operation of Embodiment] Next, the first air passage 16
The operation when the air cooling capacity of the second air passage 17 reaches the maximum capacity and the air cooling capacity of the second air passage 17 also reaches the maximum capacity will be described. The first air mix damper 22 and the second air mix damper 33, for example, during operation under hot weather in summer.
However, in a state where the heater core 19 is completely closed (Max)
In the cool state, for example, the set temperature of the first temperature setting means 45 on the driver side is changed to the second temperature on the passenger side.
Even if the temperature is set lower than the temperature set by the temperature setting means 46, the temperature of the air blown out to the driver side cannot be made lower than the temperature of the air blown out to the passenger side. Air at the temperature (maximum cooling air) is blown out.

However, since the set temperature of the first temperature setting means 45 is set lower than the set temperature of the second temperature setting means 46, the swing louvers 41 allow the first center face outlet 24 and the second center The air discharged from the face outlet 35 is directed toward the driver according to the set temperature difference, and the amount of air flowing from the passenger side toward the driver increases. As a result, the driver is supplied with a larger amount of air than the passenger, so that the first temperature setting means 45 is connected to the second temperature setting means 4.
There is a difference due to the fact that it is lower than 6. Similarly, when the set temperature of the second temperature setting means 46 is set lower than the set temperature of the first temperature setting means 45, the swing louvers 41 allow the first center face outlet 24 and the second center face outlet 35. The discharged air is
The air is directed toward the passenger according to the set temperature difference, and the amount of air from the driver toward the passenger increases. As a result, the amount of air supplied to the passenger is larger than that of the driver, so that a difference is felt due to the fact that the second temperature setting means 46 is lower than the first temperature setting means 45.

[Effects of the Embodiment] In the vehicle air conditioner 1 of the present embodiment, the air cooling capacity of the first air passage 16 reaches the maximum capacity, and the air cooling capacity of the second air passage 17 reaches the maximum capacity. Even in the reached state, a large amount of air is supplied to the side where the temperature is set low, so that the occupant does not feel uncomfortable. In other words, the harmony between the air blown to the driver and the passenger changes according to the set temperature difference required by the occupant. There is no possibility of misunderstanding that the device 1 is malfunctioning.

[Modification] In the above-described embodiment, an example has been described in which a part of the airflow of the other occupant is directed to one occupant as means for increasing the airflow hitting one occupant. May be increased so that the air volume hitting the other occupant is not changed. In the above-described embodiment, an example in which the swing louver is used as an example of the blown air flow amount varying means has been described. Thus, the flow ratio of the air blown out from the first air passage and the second air passage may be varied. Further, in the above embodiment, a part of the air blown out of the first air passage or a part of the air blown out of the second air passage by the swing louver is directed to the passenger side or the driver side, respectively. Although the flow rate of the air toward the occupant is changed, the directivity of the air flow toward each occupant may be changed by a swing louver. As a specific example, when the set temperature on the driver side is lower than that on the passenger side, the first air is inclined by the swing louver on the driver side with the blowout inclination angle θ of the swing louver on the passenger side set to 0. The air blown out from the passage to the driver may be applied to the driver in a spot manner to increase the amount of wind felt by the driver. Further, in this embodiment, an example in which one blower is used is shown. However, a blower is provided for each air passage, and the rotation speed of each blower is changed, so that the first air passage and the second air passage are respectively separated. May be varied.

The air blown out from the first air passage is directed to the driver, and the air blown out from the second air passage is directed to the passenger side. The flow rate of air blown to the occupant on the right side of the passage and the flow rate of air blown out to the occupant on the left side of the passage from the second air passage may be changed. Although the present invention has been applied to the vehicle air conditioner having two air passages, the present invention may be applied to a vehicle air conditioner having three or more air passages. Although the example in which the air volume is changed when the capacity is equal to or more than the maximum cooling capacity is shown, the air volume may be changed when the capacity is equal to or more than the maximum heating capacity. Although an air mix damper has been described as an example of the temperature varying unit, the air cooling capability of a cooling unit such as an evaporator may be varied, or the air heating capability of a heating unit such as a heater core may be varied.

[Brief description of the drawings]

FIG. 1 is a schematic view of a vehicle air conditioner.

FIG. 2 is a block diagram of a control device.

FIG. 3 is a flowchart showing the operation of the control device.

FIG. 4 is a graph showing a relationship between a target blowing temperature of a first air passage and a voltage applied to a blower.

FIG. 5 is a graph showing a relationship between a target blowing temperature of a second air passage and a voltage applied to a blower.

FIG. 6 is a graph showing a relationship between a target blowing temperature of a first air passage and a blowing mode on a driver side.

FIG. 7 is a graph showing a relationship between a target blowing temperature of a second air passage and a blowing mode on a passenger side.

FIG. 8 is a flowchart showing the operation of the blown air amount control means.

FIG. 9 is an explanatory diagram illustrating a blowout inclination angle θ of a swing louver.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 9 Control device (1st temperature control means, 2nd temperature control means,
(Blow-off air volume control unit) 16 First air passage 17 Second air passage 22 First air mix damper (First temperature variable unit) 33 Second air mix damper (Second temperature variable unit) 41 Swing louver (Blow-out air volume variable unit) 45 first temperature setting means 46 second temperature setting means

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yuji Honda 1-1-1, Showa-cho, Kariya-shi, Aichi, Japan Inside Denso Co., Ltd. (72) Inventor Yuji 1-1-1, Showa-cho, Kariya-shi, Aichi, Japan Denso Co., Ltd. (56) References JP-A-58-126210 (JP, A) JP-A-63-74710 (JP, A) JP-A-63-74712 (JP, A) Jpn. JP-A-4-87504 (JP, U) JP-A-4-35907 (JP, U) JP-A-56-28419 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60H 1/32 B60H 1/34

Claims (1)

(57) [Claims] (A) a first air passage for blowing air to a vehicle occupant; (b) a second air passage for blowing air to a different occupant from the occupant; A) a first temperature variable means provided in the first air passage and capable of changing a temperature of air blown out from the first air passage; and d) a second air passage provided in the second air passage. A second temperature variable means capable of changing the temperature of the air blown out of the first air passage; and (e) a first temperature manually operable to set a required temperature on the occupant side air-conditioned by the air blown out from the first air passage.
Temperature setting means, (f) a second manually configurable occupant-side temperature which is conditioned by air blown out from the second air passage.
(H) (h) (h) (h) (h) (h) (h) (h) (h) an air blowing amount variable means capable of changing a flow rate of air toward the occupant on the first air passage side and a flow rate of air toward the occupant on the second air passage side. -1) first temperature control means for varying the temperature of air blown out from the first air passage by the first temperature variable means based on the temperature set by the first temperature setting means; (h-2) ) Based on the temperature set by the second temperature setting means, by the second temperature variable means,
The second which varies the temperature of the air blown out from the air passage
(H-3) when both the first temperature variable means and the second temperature variable means have reached the maximum temperature variable capacity, and the first temperature setting means and the second temperature setting An air conditioner for a vehicle, comprising: a controller provided with a blow-off air amount control means for increasing an air flow toward an occupant requesting a large capacity by the blow-out air amount changing means when the set values of the means are different.