U.S. patent application number 10/592707 was filed with the patent office on 2008-09-25 for air conditioner for vehicle.
This patent application is currently assigned to CALSONIC KANSEI CORPORATION. Invention is credited to Masahiro Ighuchi, Kojiro Nakamura.
Application Number | 20080229768 10/592707 |
Document ID | / |
Family ID | 34975438 |
Filed Date | 2008-09-25 |
United States Patent
Application |
20080229768 |
Kind Code |
A1 |
Nakamura; Kojiro ; et
al. |
September 25, 2008 |
Air Conditioner for Vehicle
Abstract
A controller (117) for an air conditioner using a refrigerant as
a heat source is constructed such that, when a refrigerant
temperature detected by a refrigerant temperature sensor (116) has
reached a specified value, air with a volume of normal setting is
blown into a vehicle compartment, and when the refrigerant
temperature has not reached the specified value, air blowing into
the vehicle compartment by a blower fan (107) is limited.
Inventors: |
Nakamura; Kojiro; (Tochigi,
JP) ; Ighuchi; Masahiro; (Saitama, JP) |
Correspondence
Address: |
FOLEY AND LARDNER LLP;SUITE 500
3000 K STREET NW
WASHINGTON
DC
20007
US
|
Assignee: |
CALSONIC KANSEI CORPORATION
|
Family ID: |
34975438 |
Appl. No.: |
10/592707 |
Filed: |
March 11, 2005 |
PCT Filed: |
March 11, 2005 |
PCT NO: |
PCT/JP2005/004338 |
371 Date: |
October 25, 2006 |
Current U.S.
Class: |
62/148 |
Current CPC
Class: |
B60H 1/00828 20130101;
B60H 1/00899 20130101; B60H 1/00392 20130101 |
Class at
Publication: |
62/148 |
International
Class: |
F25B 15/00 20060101
F25B015/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 17, 2004 |
JP |
2004-076013 |
Claims
1. An air conditioner for a vehicle that blows air heated by a
refrigerant as a heat source into a vehicle interior to heat the
vehicle interior, the air conditioner for a vehicle comprising: a
refrigerant temperature detector that detects a temperature of the
refrigerant; and a controller that blows a normal set quantity of
air into the vehicle interior when the refrigerant temperature
detected by the refrigerant temperature detector reaches a
prescribed value, and limits blow of air into the vehicle interior
when the refrigerant temperature does not reach the prescribed
value.
2. The air conditioner for a vehicle according to claim 1, wherein
the controller blows, into the vehicle interior, a small quantity
of air determined according to the refrigerant temperature until
the refrigerant temperature detected by the refrigerant temperature
detector reaches the prescribed value.
3. The air conditioner for a vehicle according to claim 1, wherein
the controller blows, into the vehicle interior, a small quantity
of air determined according to time elapsed after the air
conditioner is actuated, until the refrigerant temperature detected
by the refrigerant temperature detector reaches the prescribed
value.
4. The air conditioner for a vehicle according to claim 1, wherein
the controller blows, into the vehicle interior, greater one of a
small quantity of air determined according to the refrigerant
temperature and a small quantity of air determined according to
time elapsed after the air conditioner is actuated, until the
refrigerant temperature detected by the refrigerant temperature
detector reaches the prescribed value.
5. An air conditioner for a vehicle that blows, into a vehicle
interior, at least one of air heated by a refrigerant as a heat
source and air heated by engine cooling water as the heat source to
heat the vehicle interior, the air conditioner for a vehicle
comprising: a refrigerant temperature detector that detects a
temperature of the refrigerant; a cooling water temperature
detector that detects a temperature of the cooling water; and a
controller that blows a normal set quantity of air into the vehicle
interior when one of the refrigerant temperature detected by the
refrigerant temperature detector and the cooling water temperature
detected by the cooling water temperature detector reaches a
prescribed value, and that, when both the refrigerant temperature
and the cooling water temperature do not reach the prescribed
value, limits blow of air into the vehicle interior until one of
the refrigerant temperature and the cooling water temperature
reaches the prescribed value.
6. The air conditioner for a vehicle according to claim 5, wherein
when the cooling water temperature detected by the cooling water
temperature detector reaches the prescribed value, the controller
blows the normal set quantity of air into the vehicle interior in a
state in which a ratio at which the cooling water is used as a heat
source is variable, and when only the refrigerant temperature
detected by the refrigerant temperature detector reaches the
prescribed value, the controller blows the normal set quantity of
air into the vehicle interior in a state in which a ratio at which
the cooling water is used as the heat source is zero, and when both
the cooling water temperature and refrigerant temperature do not
reach the prescribed value, the controller limits blow of air into
the vehicle interior until one of the cooling water temperature and
refrigerant temperature reaches the prescribed value.
7. The air conditioner for a vehicle according to claim 5, wherein
the controller blows, into the vehicle interior, greater one of a
small quantity of air determined according to the refrigerant
temperature and a small quantity of air determined according to the
cooling water temperature when both of the cooling water
temperature detected by the cooling water temperature detector and
the refrigerant temperature detected by the refrigerant temperature
detector do not reach the prescribed value.
8. The air conditioner for a vehicle according to claim 5, wherein
the controller blows, into the vehicle interior, the greatest one
of a small quantity of air determined according to the refrigerant
temperature detected by the refrigerant temperature detector, a
small quantity of air determined according to the cooling water
temperature detected by the cooling water temperature detector, and
a small quantity of air determined according to time elapsed after
the air conditioner is actuated, when both of the cooling water
temperature and the refrigerant temperature do not reach the
prescribed value.
Description
TECHNICAL FIELD
[0001] The present invention relates to an air conditioner for a
vehicle, and more particularly, to an air conditioner for a vehicle
suitable for electric cars and fuel cell cars (hereinafter,
"electric car or the like").
BACKGROUND ART
[0002] Conventional air conditioners for a vehicle, using engine
cooling water as a heat source have a problem that the engine
cooling water is not sufficiently heated immediately after an
engine is started and thus, uncomfortable cool air is adversely
sent from a vent until the temperature of the cooling water reaches
a predetermined temperature, thereby making a driver or a passenger
(hereinafter, "driver or the like") feel uncomfortable.
[0003] As a conventional technique for solving this problem, if an
engine is started while the temperature of the engine cooling water
is low, a small quantity of air is sent into a vehicle interior
until predetermined time elapses after starting the engine
(Japanese Patent No. 258129).
DISCLOSURE OF THE INVENTION
[0004] In a general engine vehicle, above blower fan control is
effective because the cooling water is heated with time once the
engine is started. However, in a vehicle such as an electric car or
the like that does not have a heat source which uses the engine
cooling water, since air conditioner wind is heated by heat of
refrigerant, it is difficult to apply the blower fan control.
[0005] It is an object of the present invention to provide an air
conditioner for a vehicle that appropriately controls air
conditioner wind such that a driver or the like does not feel
uncomfortable when a temperature of the refrigerant is low.
[0006] A first aspect of the present invention provides an air
conditioner for a vehicle that blows air heated by a refrigerant as
a heat source into a vehicle interior to heat the vehicle interior,
the air conditioner for a vehicle including: a refrigerant
temperature detector that detects a temperature of the refrigerant
(hereinafter, "refrigerant temperature"); and a controller that
blows a normal set quantity of air into the vehicle interior when
the refrigerant temperature detected by the refrigerant temperature
detector reaches a prescribed value and that limits blow of air
into the vehicle interior when the refrigerant temperature does not
reach the prescribed value.
[0007] According to this configuration, when the refrigerant
temperature is low, the blow of air into the vehicle interior is
limited. Thus, uncomfortable cool air is not sent out as compared
with the conventional technique in which air is sent immediately
after the air conditioner is actuated.
[0008] In a preferred embodiment of the invention, the controller
may blow, into the vehicle interior, a small quantity of air
determined according to the refrigerant temperature until the
refrigerant temperature detected by the refrigerant temperature
detector reaches the prescribed value.
[0009] According to this configuration, even when the refrigerant
temperature is low, a small quantity of air is sent so that the
driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated, thereby enhancing the rising speed of
an interior temperature as compared with the conventional technique
in which air sending operation is stopped until the refrigerant
temperature reaches a given value.
[0010] The controller may blow, into the vehicle interior, a small
quantity of air determined according to time elapsed after the air
conditioner is actuated until the refrigerant temperature detected
by the refrigerant temperature detector reaches the prescribed
value.
[0011] According to this configuration, even when the refrigerant
temperature is low, a small quantity of air is sent so that a
driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated. Even when the temperature rise of the
refrigerant is slow after the air conditioner is actuated, since a
small quantity of air is sent after a predetermined time has
elapsed, anxiety of a driver or the like that the air conditioner
for a vehicle has broken since it does not operate after actuating
it, can be removed. The rising speed of an interior temperature can
be enhanced as compared with the conventional technique in which
air sending operation is stopped until the refrigerant temperature
reaches a given value.
[0012] The controller may blow, into the vehicle interior, greater
one of a small quantity of air determined according to the
refrigerant temperature and a small quantity of air determined
according to time elapsed after the air conditioner is actuated,
until the refrigerant temperature detected by the refrigerant
temperature detector reaches the prescribed value.
[0013] According to this configuration, even when the refrigerant
temperature is low, a small quantity of air is sent so that a
driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated. Even when the temperature rise of the
refrigerant is slow after the air conditioner is actuated, since a
small quantity of air is sent after a predetermined time has
elapsed, anxiety of a driver or the like that the air conditioner
for a vehicle has broken since it does not operate after actuating
it, can be removed. Further, since the quantity of air is set to a
greater one of a small quantity of air determined according to the
refrigerant temperature and a small quantity of air determined
according to the elapsed time, it is possible to further enhance
the rising speed of the interior temperature.
[0014] A second aspect of the invention provides an air conditioner
for a vehicle that blows, into a vehicle interior, at least one of
air heated by a refrigerant as a heat source and air heated by
engine cooling water as the heat source, thereby heating the
vehicle interior, the air conditioner for a vehicle including: a
refrigerant temperature detector that detects the refrigerant
temperature; a cooling water temperature detector that detects a
temperature of the cooling water (hereinafter, "cooling water
temperature"); and a controller that blows a normal set quantity of
air into the vehicle interior when one of the refrigerant
temperature detected by the refrigerant temperature detector and
the cooling water temperature detected by the cooling water
temperature detector reaches a prescribed value, and that, when
both of the refrigerant temperature and the cooling water
temperature do not reach the prescribed value, limits blow of air
into the vehicle interior until one of the refrigerant temperature
and the cooling water temperature reaches the prescribed value.
[0015] According to this configuration, when the refrigerant
temperature and the cooling water temperature are low, the blow of
air into the vehicle interior is limited. Thus, uncomfortable cool
air is not sent out as compared with the conventional technique in
which air is sent immediately after the air conditioner is
actuated.
[0016] When the cooling water temperature detected by the cooling
water temperature detector reaches the prescribed value, the
controller may blow the normal set quantity of air into the vehicle
interior in a state in which a ratio at which cooling water is used
as the heat source is variable. When only the refrigerant
temperature detected by the refrigerant temperature detector
reaches the prescribed value, the controller may blow the normal
set quantity of air into the vehicle interior in a state in which a
ratio at which the cooling water is used as the heat source is
zero. When both of the cooling water temperature and the
refrigerant temperature do not reach the prescribed value, the
controller may limit the blow of air into the vehicle interior
until either one of the cooling water temperature and the
refrigerant temperature reaches the prescribed value.
[0017] According to this configuration, when the refrigerant
temperature and the cooling water temperature are low, the blow of
air into the vehicle interior is limited. Thus, uncomfortable cool
air is not sent out as compared with the conventional technique in
which air is sent immediately after the air conditioner is
actuated. Further, since a mixing ratio is appropriately set
according to the cooling water temperature or the refrigerant
temperature, it is possible to enhance the rising speed of the
interior temperature.
[0018] The controller may blow, into the vehicle interior, greater
one of a small quantity of air determined according to the
refrigerant temperature and a small quantity of air determined
according to the cooling water temperature when both of the cooling
water temperature detected by the cooling water temperature
detector and the refrigerant temperature detected by the
refrigerant temperature detector do not reach the prescribed
value.
[0019] According to this configuration, even when the refrigerant
temperature or the cooling water temperature is low, a small
quantity of air is sent so that a driver or the like does not feel
uncomfortable. Therefore, uncomfortable cool air is not sent out as
compared with the conventional technique in which air is sent
immediately after the air conditioner is actuated. Further, the
quantity of air is set to a greater one of a small quantity of air
determined according to the refrigerant temperature and a small
quantity of air determined according to the cooling water
temperature. Therefore, it is possible to further enhance the
rising speed of the interior temperature.
[0020] Further, the controller may blow, into the vehicle interior,
the greatest one of a small quantity of air determined according to
the refrigerant temperature detected by the refrigerant temperature
detector, a small quantity of air determined according to the
cooling water temperature detected by the cooling water temperature
detector, and a small quantity of air determined according to time
elapsed after the air conditioner is actuated, when both of the
cooling water temperature and the refrigerant temperature do not
reach the prescribed value.
[0021] According to this configuration, even when the refrigerant
temperature or the cooling water temperature is low, a small
quantity of air is sent so that a driver or the like does not feel
uncomfortable. Therefore, uncomfortable cool air is not sent out as
compared with the conventional technique in which air is sent
immediately after the air conditioner is actuated. Further, the
quantity of air is set to the greatest one of a small quantity of
air determined according to the refrigerant temperature, a small
quantity of air determined according to the cooling water
temperature, and a small quantity of air determined according to
the elapsed time after actuation. Therefore, it is possible to
further enhance the rising speed of the interior temperature.
[0022] According to the above configuration, when the refrigerant
temperature is low, it is possible to appropriately control the air
conditioner wind so that the driver or the like does not feel
uncomfortable.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 is a schematic configuration diagram of an air
conditioner for a vehicle according to a first embodiment.
[0024] FIG. 2 is a flowchart showing a routine of a blower fan
control (1) by a controller according to the first embodiment.
[0025] FIG. 3 is a flowchart showing a routine of a blower fan
control (2) by the controller according to the first
embodiment.
[0026] FIG. 4 is a graph showing a relation between a refrigerant
temperature and a fan speed.
[0027] FIG. 5 is a flowchart showing a routine of a blower fan
control (3) by the controller according to the first
embodiment.
[0028] FIG. 6 is a graph showing a relation between elapsed time
after actuation of the air conditioner and the fan speed.
[0029] FIG. 7 is a flowchart showing a routine of a blower fan
control (4) by the controller according to the first
embodiment.
[0030] FIG. 8 is a schematic configuration diagram of an air
conditioner for a vehicle according to a second embodiment.
[0031] FIG. 9 is a flowchart showing a routine of a blower fan
control (5) by a controller according to the second embodiment.
[0032] FIG. 10 is a flowchart showing a routine of a blower fan
control (6) by the controller according to the second
embodiment.
[0033] FIG. 11 is a flowchart showing a routine of a blower fan
control (7) by the controller according to the second
embodiment.
[0034] FIG. 12 is a graph showing a relation between a cooling
water temperature and the fan speed.
[0035] FIG. 13 is a flowchart showing a routine of a blower fan
control (8) by the controller according to the second
embodiment.
[0036] FIG. 14 is a schematic configuration diagram showing an
example of another configuration of the air conditioner for a
vehicle to which the blower fan control according to the second
embodiment can be applied.
BEST MODES FOR CARRYING OUT THE INVENTION
[0037] Embodiments of an air conditioner for a vehicle according to
the present invention will be explained below.
First Embodiment
[0038] FIG. 1 is a schematic configuration diagram of an air
conditioner for a vehicle according to a first embodiment.
[0039] An air conditioner for a vehicle which is applied to an
electric car or the like, in which refrigerant is used as a heat
source will be explained. The air conditioner for a vehicle of the
embodiment includes a heating cycle (shown with -.cndot.-.fwdarw.in
the drawing) which circulates carbon dioxide as the refrigerant to
exchange heat between the refrigerant and air.
[0040] The heating cycle includes a compressor 101, a sub-heat
exchanger 102 (internal heat exchanger 103), an expansion valve
104, an exterior heat exchanger 105, and an accumulator 106 that
are communication-connected with one another through pipes in this
order, and refrigerant compressed by the compressor 101 is
circulated through these members.
[0041] The compressor 101 obtains a driving force from a motor (not
shown) and compresses gas-phase carbon dioxide, and discharges the
compressed carbon dioxide as high-temperature and high-pressure
refrigerant.
[0042] The sub-heat exchanger 102 is disposed in an air conditioner
duct 118, and heats air conditioner wind sent from a blower fan 107
by refrigerant supplied from the compressor 101. An air mix door
108 whose opening degree (mixing ratio) is freely controlled by a
controller 117 is provided at a front surface of the sub-heat
exchanger 102.
[0043] The air mix door 108 is controlled such that when air
conditioner wind from the blower fan 107 is heated by the sub-heat
exchanger 102, it is turned downward by a predetermined amount
(mixing ratio is 0 to 100%) according to a required heating
temperature, and when the air conditioner wind is not heated, it is
turned upward (mixing ratio is 0%).
[0044] A refrigerant temperature sensor 116 that detects the
refrigerant temperature is connected to a pipe on the side of an
outlet of the sub-heat exchanger 102. The refrigerant temperature
sensor 116 can be disposed anywhere at a high-temperature and
high-pressure position from a refrigerant discharge port of the
compressor 101 to an inlet of the expansion valve 104.
[0045] The expansion valve 104 decompresses (expands) and outputs a
high-pressure refrigerant sent from the sub-heat exchanger 102
through the internal heat exchanger 103.
[0046] The exterior heat exchanger 105 exchanges heat between
outside air and low-pressure refrigerant sent from the expansion
valve 104, and absorbs the heat.
[0047] The accumulator 106 separates refrigerant discharged from
the exterior heat exchanger 105 into gas and liquid. Of the gas and
the liquid, the accumulator 106 sends only the gas refrigerant to
the internal heat exchanger 103, and temporarily stores the liquid
refrigerant.
[0048] The blower fan 107 generates air conditioner wind of a
quantity corresponding to a voltage level instructed from the
controller 117, described later.
[0049] In the heating cycle having the above configuration, the
high-temperature and high-pressure refrigerant compressed by the
compressor 101 is sent to the sub-heat exchanger 102, and the air
conditioner wind is heated by heat exchange therein. Then, the
refrigerant bypasses the exterior heat exchanger 105 and flows into
a solenoid valve 114 (a three-way valve 115 is closed), and is sent
to the expansion valve 104 through the internal heat exchanger 103.
The refrigerant is then decompressed by the expansion valve 104 and
its heat is exchanged with (absorbed by) outside air in the
exterior heat exchanger 105, and the refrigerant returns to the
compressor 101 from the three-way valve 115 through the accumulator
106 and the internal heat exchanger 103.
[0050] In addition to the heating cycle, the air conditioner for a
vehicle also includes a cooling cycle (.fwdarw. in the drawings).
The compressor 101, the sub-heat exchanger 102, the exterior heat
exchanger 105, an expansion valve 109, an interior heat exchanger
110, the accumulator 106, and the internal heat exchanger 103 are
connected to one another through pipes in this order in the cooling
cycle, so that refrigerant compressed by the compressor 101 is
circulated through these members.
[0051] The expansion valve 109 decompresses (expands) and outputs
high-pressure refrigerant sent from the internal heat exchanger
103.
[0052] The internal heat exchanger 103 exchanges heat between
refrigerant whose heat is dissipated by the exterior heat exchanger
105 and refrigerant evaporated by the interior heat exchanger
110.
[0053] The interior heat exchanger 110 is disposed in the air
conditioner duct 118, and cools air conditioner wind blown out from
the blower fan 107 by low-temperature and low-pressure refrigerant
decompressed (expanded) by the expansion valve 109. If the air
conditioner wind from the blower fan 107 passes through the
interior heat exchanger 110, heat thereof is exchanged with the
refrigerant decompressed by the expansion valve 109, and cool air
is supplied into the vehicle interior.
[0054] Check valves 111 to 113, the solenoid valve 114, and the
three-way valve 115 are connected on a pipe which brings the
heating cycle and the cooling cycle into communication with each
other.
[0055] The controller 117 includes a microcomputer including a CPU,
a ROM, and a RAM. The controller 117 receives various pieces of
data from various sensors such as the refrigerant temperature
sensor 116 and from a timer (not shown) periodically or if
necessary, performs computation based on programs of the blower fan
controls (1) to (4) stored in the ROM and based on the various
pieces of data, switches between the solenoid valve 114 and the
three-way valve 115, and controls the quantity (hereinafter, "fan
speed") of air of the blower fan 107 and the opening degree of the
air mix door 108.
[0056] A routine of the blower fan control (1) by the controller
117 will be explained with reference to a flowchart shown in FIG.
2.
[0057] The controller 117 starts the routine of the blower fan
control (1) as the air conditioner is actuated, and determines
whether the fan speed is automatically controlled at step S1. The
automatic control means that the fan speed is optimally set based
on a set temperature and a vehicle interior temperature within a
refrigerant temperature range higher than a given value.
[0058] If the control is not the automatic control at step S1, the
procedure proceeds to step S5 at which the blower fan 107 is
controlled at a fan speed of a level instructed by a user. If the
control is the automatic control, the procedure proceeds to step S2
at which it is determined whether the refrigerant temperature
detected by the refrigerant temperature sensor 116 is equal to or
higher than tp3 (prescribed value). If the refrigerant temperature
is equal to or higher than the refrigerant temperature tp3, the
procedure proceeds to step S3 at which the normal automatic control
is carried out. The refrigerant temperature tp3 is a boundary value
used for determining whether the blower fan control (1) can be
carried out by the routine. Therefore, if the refrigerant
temperature exceeds the refrigerant temperature tp3, since air
conditioner wind of a temperature at which a driver or the like
does not fell uncomfortable is sent, the blower fan 107 is
controlled at a fan speed by the normal automatic control. On the
other hand, if the refrigerant temperature is lower than the
refrigerant temperature tp3 at step S2, the procedure proceeds to
step S4, at which the fan speed OFF state is maintained. In this
case, uncomfortable cool air is not sent from the vent.
[0059] The controller 117 controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S5.
[0060] According to the blower fan control (1), since the fan speed
OFF is selected if the refrigerant temperature is low,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated, and the blower fan can be controlled
appropriately for a driver or the like on the vehicle.
[0061] A routine of the blower fan control (2) by the controller
117 will be explained next with reference to a flowchart shown in
FIG. 3. Like step numbers denote like processing as those shown in
FIG. 2, and explanation thereof will be omitted. FIG. 4 is a graph
showing a relation between the refrigerant temperature and the fan
speed.
[0062] In this routine of the blower fan control (2), if the
refrigerant temperature is lower than the prescribed value tp3 at
step S2, the procedure proceeds to step S14, the fan speed
corresponding to the refrigerant temperature detected by the
refrigerant temperature sensor 116 is obtained from the graph shown
in FIG. 4, and the fan speed is set to this value. As shown in FIG.
4, the fan speeds 0 to 2 are set in a range of a small air quantity
at which a driver or the like does not feel uncomfortable, and the
fan speed is set in stages in a range of refrigerant temperatures
tp0 to tp3. That is, the fan speed is set to 0 when the refrigerant
temperature is tp0 to lower than tp1, the fan speed is set to 1
when the refrigerant temperature is tp1 to lower than tp2, and the
fan speed is set to 2 when the refrigerant temperature is tp2 to
lower than tp3, and the blower fan 107 is controlled such that the
fan speed becomes equal to the set value. The hatched region in
FIG. 4 shows a region of the fan speed and the refrigerant
temperature where the automatic control is carried out.
[0063] The controller 117 controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S14.
[0064] According to the blower fan control (2), even when the
refrigerant temperature is low, a small quantity of air is sent so
that a driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated, which enhances the rising speed of an
interior temperature as compared with when air sending operation is
stopped until the refrigerant temperature reaches a given value.
Therefore, the blower fan can be controlled more appropriately for
a driver or the like on the vehicle.
[0065] A routine of a blower fan control (3) by the controller 117
will be explained with reference to a flowchart shown in FIG. 5.
Like step numbers denote like processing as those shown in FIG. 2,
and explanation thereof will be omitted. FIG. 6 is a graph showing
a relation between the fan speed and elapsed time after the air
conditioner is actuated.
[0066] In the routine of the blower fan control (3), if the
refrigerant temperature is lower than the prescribed value tp3 at
step S2, the procedure proceeds to step S24, at which a fan speed
corresponding to elapsed time from the actuation of the air
conditioner measured by the timer (not shown) is obtained from the
graph shown in FIG. 6, and the fan speed is set to this value. As
shown in FIG. 6, the fan speeds 0 to 2 are set in a range of a
small air quantity at which a driver or the like does not feel
uncomfortable, and the fan speed is set in stages in a range of
elapsed time to t3. That is, the fan speed is set to 0 when the
elapsed time is t0 to less than t1, the fan speed is set to 1 when
the elapsed time is t1 to less than t2, and the fan speed is set to
2 when the elapsed time is t2 or less than t3, and the blower fan
107 is controlled such that the fan speed becomes equal to the set
value.
[0067] The controller 117 controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S24.
[0068] According to the blower fan control (3), even when the
refrigerant temperature is low, a small quantity of air is sent so
that a driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated. Even when the temperature rise of the
refrigerant is slow after the air conditioner is actuated, since a
small quantity of air is sent after a predetermined time has
elapsed, anxiety of a driver or the like that the air conditioner
for a vehicle has broken since it does not operate after actuating
it, can be removed. Further, since the rising speed of an interior
temperature is enhanced as compared with when air sending operation
is stopped until the refrigerant temperature reaches a given value,
the blower fan can be controlled more appropriately for a driver or
the like on the vehicle.
[0069] A routine of the blower fan control (4) by the controller
117 will be explained next with reference to a flowchart shown in
FIG. 7. Like step numbers denote like processing as those shown in
FIG. 2, and explanation thereof will be omitted.
[0070] In the routine of the blower fan control (4), if the
refrigerant temperature is lower than the prescribed value tp3 at
step S2, the procedure proceeds to step S34, at which a fan speed
fre_fan corresponding to the refrigerant temperature detected by
the refrigerant temperature sensor 116 is obtained from the graph
shown in FIG. 4. The procedure then proceeds to step S35, at which
a fan speed time_fan corresponding to elapsed time after the air
conditioner is actuated measured by the timer (not shown) is
obtained from the graph shown in FIG. 6. The procedure then
proceeds to step S36, at which the fan speed fre_fan and the fan
speed time_fan are compared with each other to determine which is
greater. If the fan speed fre_fan is greater than the fan speed
time_fan, the procedure proceeds to step S37, at which the fan
speed is set to fre_fan, and the blower fan 107 is controlled such
that the fan speed becomes equal to this value. If the fan speed
time_fan is greater than the fan speed fre_fan at step S36, the
procedure proceeds to step S38, at which the fan speed is set to
the time_fan, and the blower fan 107 is controlled such that the
fan speed becomes equal to this value.
[0071] The controller 117 controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S38.
[0072] According to the blower fan control (4), even when the
refrigerant temperature is low, a small quantity of air is sent so
that a driver or the like does not feel uncomfortable. Therefore,
uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after the
air conditioner is actuated. Even when the temperature rise of the
refrigerant is slow after the air conditioner is actuated, since a
small quantity of air is sent after a predetermined time has
elapsed, anxiety of a driver or the like that the air conditioner
for a vehicle has broken since it does not operate after actuating
it, can be removed. Greater one of the fan speed by the refrigerant
temperature and the fan speed by the elapsed time is set as the fan
speed. This further enhances the rising speed of the interior
temperature and thus, the blower fan can be controlled more
appropriately for a driver or the like on the vehicle.
Second Embodiment
[0073] FIG. 8 is a schematic configuration diagram of an air
conditioner for a vehicle according to a second embodiment. Like
reference signs denote like parts as those shown in FIG. 1, and
bold lines shows paths of the heating cycle, and broken lines show
paths of the cooling cycle (explanation thereof is omitted).
[0074] The air conditioner for a vehicle of this embodiment is
applied to an engine vehicle. Engine cooling water, carbon dioxide,
and refrigerant are used as heat sources. The configuration of this
embodiment can be applied to R134a refrigerant. In this case, the
internal heat exchanger 103 is not a fundamental element.
[0075] According to the air conditioner for a vehicle of this
embodiment, a heater core 119 is disposed in the air conditioner
duct 118, and engine cooling water flowing through a cooling
passage of an engine 120 is circulated through a pipe. The heater
core 119 heats the air conditioner wind sent out from the blower
fan 107 by the engine cooling water. A water temperature sensor 121
that detects the temperature of the engine cooling water
(hereinafter, "cooling water temperature") is connected to a pipe
of the engine cooling water.
[0076] The air mix door 108 is controlled such that when air
conditioner wind from the blower fan 107 is heated by the heater
core 119, it is turned downward by a predetermined amount (mixing
ratio is 0 to 100%) according to a required heating temperature,
and when the air conditioner wind is not heated, it is turned
upward (mixing ratio is 0%). That is, the mixing ratio is
controlled in a range of 0 to 100% as a ratio at which the engine
cooling water is used as the heat source.
[0077] The connection between the compressor 101, the exterior heat
exchanger 105, the internal heat exchanger 103, and the interior
heat exchanger 110 is switched by a four-way valve 122.
[0078] In the heating cycle having the above configuration,
high-temperature and high-pressure refrigerant compressed by the
compressor 101 is sent to the interior heat exchanger 110 from the
four-way valve 122, and the air conditioner wind is heated there by
the heat exchange. At the same time, the air conditioner wind is
heated if necessary in the heater core 119 located downstream from
the interior heat exchanger 110. The refrigerant is decompressed by
the expansion valve 104 and then, heat of the refrigerant is
exchanged with (absorbed by) outside air by the exterior heat
exchanger 105, and the refrigerant returns to the compressor 101
through the four-way valve 122, the accumulator 106, and the
internal heat exchanger 103.
[0079] A controller 117A of this embodiment includes a
microcomputer including a CPU, a ROM, and a RAM. The controller
117A receives various pieces of data from various sensors such as
the refrigerant temperature sensor 116 and the water temperature
sensor 121 and from a timer (not shown) periodically or if
necessary, performs computation based on programs of the blower fan
controls (5) to (8) stored in the ROM and based on the various
pieces of data, switches the four-way valve 122, and controls the
fan speed of the blower fan 107 and the opening degree of the air
mix door 108.
[0080] A routine of the blower fan control (5) by the controller
117A will be explained with reference to a flowchart shown in FIG.
9. Here, like step numbers denote like processing as those of the
first embodiment, and explanation thereof will be omitted.
[0081] The controller 117A starts a routine of the blower fan
control (5) as the engine and the air conditioner are started
(hereinafter, "system startup"). First, at step S1, the controller
117A determines whether the fan speed is automatically controlled.
If the fan speed is not automatically controlled, the procedure
proceeds to step S5, at which the blower fan 107 is controlled at a
fan speed of a level instructed by a user. If the fan speed is
automatically controlled, the procedure proceeds to step S2, at
which it is determined whether the refrigerant temperature detected
by the refrigerant temperature sensor 116 is equal to or higher
than tp3 (prescribed value). If the refrigerant temperature is
equal to or higher than the refrigerant temperature tp3, the
procedure proceeds to step S3, at which the normal automatic
control is carried out. If the refrigerant temperature is equal to
or higher than the refrigerant temperature tp3, since the air
conditioner wind of a temperature that is not uncomfortable to a
driver or the like is sent, the blower fan 107 is controlled at a
fan speed of the normal automatic control. If the refrigerant
temperature is lower than the refrigerant temperature tp3 at step
S2, the procedure proceeds to step S32, at which it is determined
whether the cooling water temperature detected by the water
temperature sensor 121 is equal to or higher than tp3' (prescribed
value). If the cooling water temperature is equal to or higher than
the cooling water temperature tp3', the procedure proceeds to step
S3, at which the normal automatic control is carried out. If the
cooling water temperature is equal to or higher than the cooling
water temperature tp3', since the air conditioner wind of a
temperature that is not uncomfortable to a driver or the like is
sent, the blower fan 107 is controlled at a fan speed of the normal
automatic control. If the cooling water temperature is lower than
the cooling water temperature tp3' at step S32, the procedure
proceeds to step S4, at which the fan speed OFF state is
maintained. In this case, uncomfortable cool air is not sent from
the vent.
[0082] The controller 117A controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S32.
[0083] According to the blower fan control (5), since the fan speed
OFF is selected when the refrigerant temperature and the cooling
water temperature are low, uncomfortable cool air is not sent out
as compared with the conventional technique in which air is sent
immediately after the air conditioner is actuated and thus, the
blower fan can be controlled appropriately for a driver or the like
on the vehicle.
[0084] A routine of the blower fan control (6) by the controller
117A will be explained with reference to a flowchart shown in FIG.
10. Here, like step numbers denote like processing as those shown
in FIG. 9, and explanation thereof will be omitted.
[0085] In the routine of the blower fan control (6), if the
automatic control is carried out at step S1, the procedure proceeds
to step S32, at which it is determined whether the cooling water
temperature detected by the water temperature sensor 121 is equal
to or higher than tp3'. If the cooling water temperature is equal
to or higher than the cooling water temperature tp3', the procedure
proceeds to step S43, at which the mixing ratio is set to a
variable value within a range of 0 to 100% and then, the procedure
proceeds to step S3, at which the normal automatic control is
carried out. In this manner, when the cooling water temperature is
relatively high, the mixing ratio is appropriately set according to
the cooling water temperature, thereby further swiftly increasing
the interior temperature. If the cooling water temperature is lower
than tp3' at step S32, the procedure proceeds to step S2, at which
it is determined whether the refrigerant temperature detected by
the refrigerant temperature sensor 116 is equal to or higher than
tp3. If the refrigerant temperature is equal to or higher than tp3,
the procedure proceeds to step S42, at which the mixing ratio is
fixed to 0% and then, the procedure proceeds to step S3, at which
the normal automatic control is carried out. In this manner, when
the cooling water temperature is low and the refrigerant
temperature is relatively high, the mixing ratio is set to 0% to
prevent cool air conditioner wind from hitting the heater core 119,
thereby further swiftly increasing the interior temperature. If the
refrigerant temperature is lower than tp3 at step S2, the procedure
proceeds to step S4, at which the fan speed OFF state is
maintained. In this case, uncomfortable cool air is not sent from
the vent.
[0086] The controller 117A controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S43.
[0087] According to the blower fan control (6), when the cooling
water temperature and the refrigerant temperature are low, the fan
speed OFF is selected and thus, uncomfortable cool air is not sent
out as compared with the conventional technique in which air is
sent immediately after the air conditioner is actuated and thus,
the blower fan can be controlled appropriately for a driver or the
like on the vehicle. Since the mixing ratio is appropriately set
according to the cooling water temperature and the refrigerant
temperature, it is possible to enhance the rising speed of the
interior temperature. Thus, the blower fan can be controlled
appropriately for a driver or the like on the vehicle.
[0088] A routine of the blower fan control (7) by the controller
117A will be explained next with reference to a flowchart shown in
FIG. 11. Here, like step numbers denote like processing as those
shown in FIG. 10, and explanation thereof will be omitted. FIG. 12
is a graph showing a relation between the cooling water temperature
and the fan speed.
[0089] According to the routine of the blower fan control (7), if
the automatic control is carried out at step S1, the procedure
proceeds to step S2, at which it is determined whether the
refrigerant temperature detected by the refrigerant temperature
sensor 116 is equal to or higher than tp3. If the refrigerant
temperature is equal to or higher than the refrigerant temperature
tp3, the procedure proceeds to step S3, at which the normal
automatic control is carried out. If the refrigerant temperature is
lower than the refrigerant temperature tp3 at step S2, the
procedure proceeds to step S32, at which it is determined whether
the cooling water temperature detected by the water temperature
sensor 121 is equal to or higher than tp3'. If the cooling water
temperature is equal to or higher than the cooling water
temperature tp3', the procedure proceeds to step S3. In this
manner, when the refrigerant temperature is equal to or higher than
the refrigerant temperature tp3 or when the cooling water
temperature is equal to or higher than the cooling water
temperature tp3', air conditioner wind of a temperature at which a
driver does not feel uncomfortable is sent out, and the blower fan
107 is controlled at a fan speed by the normal automatic
control.
[0090] If the cooling water temperature is lower than the cooling
water temperature tp3' at step S32, the procedure proceeds to step
S54, at which a fan speed fre_fan corresponding to the refrigerant
temperature detected by the refrigerant temperature sensor 116 is
obtained from the graph shown in FIG. 4. The procedure then
proceeds to step S55, at which a fan speed water_fan corresponding
to the cooling water temperature detected by the water temperature
sensor 121 is obtained from the graph shown in FIG. 12. As shown in
FIG. 12, the fan speeds 0 to 2 are set in a range of a small air
quantity at which a driver or the like does not feel uncomfortable,
and the fan speed is set in stages in a range of the cooling water
temperatures tp0' to tp3'. That is, the fan speed is set to 0 when
the cooling water temperature is tp0' to lower than tp1', the fan
speed is set to 1 when the cooling water temperature is tp1' to
lower than tp2', and the fan speed is set to 2 when the cooling
water temperature is tp2' to lower than tp3', and the blower fan
107 is controlled such that the fan speed becomes equal to the set
value.
[0091] Next, at step S56, the fan speed fre_fan and the fan speed
water_fan are compared with each other to determine which is
greater. When the fan speed fre_fan is greater than the fan speed
water_fan, the procedure proceeds to step S57, at which the fan
speed is set to fre_fan, and the blower fan 107 is controlled such
that the fan speed becomes equal to the fre_fan. If the fan speed
water_fan is greater than the fan speed fre_fan at step S56, the
procedure proceeds to step S58, at which the fan speed is set to
water_fan, and the blower fan 107 is controlled such that the fan
speed becomes equal to water_fan.
[0092] The controller 117A controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S58.
[0093] According to the blower fan control (7), even when the
refrigerant temperature or the cooling water temperature is low, a
small quantity of air is sent so that a driver or the like does not
feel uncomfortable. Therefore, uncomfortable cool air is not sent
out as compared with the conventional technique in which air is
sent immediately after the air conditioner is actuated. Greater one
of the fan speed determined according to the refrigerant
temperature and the fan speed determined according to the cooling
water temperature is employed as the fan speed, so it is possible
to further enhance the rising speed of the interior temperature and
thus, the blower fan can be controlled more appropriately for a
driver or the like on the vehicle.
[0094] A routine of the blower fan control (8) by the controller
117A will be explained next with reference to a flowchart shown in
FIG. 13. Here, like step numbers denote like processing as those
shown in FIG. 11, and explanation thereof will be omitted. FIG. 12
is a graph showing a relation between the cooling water temperature
and the fan speed.
[0095] According to the routine of the blower fan control (8),
following step S54 (step of obtaining fan speed fre_fan
corresponding to the refrigerant temperature) and step S55 (step of
obtaining fan speed water_fan corresponding to the cooling water
temperature), the procedure proceeds to step S65, at which fan
speed time_fan corresponding to time elapsed after the system
startup measured by the timer (not shown) is obtained from the
graph shown in FIG. 6 (lateral axis shows time elapsed after the
system startup).
[0096] Next, at step S66, the fan speed time_fan, the fan speed
fre_fan, and the fan speed water_fan are compared with one another
to determine which one of them is the greatest. If the fan speed
time_fan is the greatest, the procedure proceeds to step S67, at
which the fan speed is set to time_fan, and the blower fan 107 is
controlled such that the fan speed becomes equal to time_fan. If
the fan speed fre_fan is the greatest, the procedure proceeds to
step S57, at which the fan speed is set to fre_fan, and the blower
fan 107 is controlled such that the fan speed becomes equal to
fre_fan. If the fan speed water_fan is the greatest, the procedure
proceeds to step S58, at which the fan speed is set to water_fan,
and the blower fan 107 is controlled such that the fan speed
becomes equal to water_fan.
[0097] The controller 117A controls the fan speed of the blower fan
107 while proceeding through the steps S1 to S67.
[0098] According to the blower fan control (8), even when the
refrigerant temperature or the cooling water temperature is low, a
small quantity of air is sent so that a driver or the like does not
feel uncomfortable. Therefore, uncomfortable cool air is not sent
out as compared with the conventional technique in which air is
sent immediately after the air conditioner is actuated, and the fan
speed is set to the greatest one of the fan speed determined by the
refrigerant temperature, the fan speed determined by the cooling
water temperature, and the fan speed determined by time elapsed
after the system startup. Therefore, it is possible to further
enhance the rising speed of the interior temperature. Thus, the
blower fan can be controlled more appropriately for a driver or the
like on the vehicle.
[0099] FIG. 14 is a schematic configuration diagram for showing
another example of a configuration of an air conditioner for a
vehicle to which the blower fan control of the second embodiment
can be applied. Like reference signs denote like parts as those
shown in FIGS. 1 and 8 (however, connection and disposition are
partially different).
[0100] This embodiment is applied to an engine vehicle, and the
engine cooling water and R134a refrigerant are used as the heat
sources (however, the refrigerant is not limited to R134a).
[0101] According to the air conditioner for a vehicle of the
embodiment, the sub-heat exchanger 102 and the heater core 119 are
disposed in the air conditioner duct 118. The sub-heat exchanger
102 is used when the heater is started, and the three-way valve 115
is switched when the refrigerant temperature becomes high.
[0102] When the heater is started, refrigerant compressed by the
compressor 101 is sent to the sub-heat exchanger 102 from the
three-way valve 115 through a path shown with broken lines, and air
conditioner wind sent from the blower fan 107 is heated by heat
exchange. After the refrigerant is decompressed by the expansion
valve 109, the refrigerant is sent to the interior heat exchanger
110, and returns into the compressor 101 through the accumulator
106. At the same time, the engine cooling water is sent to the
heater core 119 to heat the air conditioner wind. When the heater
is started, the mixing ratio of the air mix door 108 is fixed to
100%. Thereafter, if the refrigerant temperature becomes equal to
the automatic control temperature, the path from the compressor 101
is switched toward the exterior heat exchanger 105 by the three-way
valve 115. At that time, the mixing ratio of the air mix door 108
is set to a variable value within a range of 0 to 100%.
[0103] A controller 117B includes a microcomputer including a CPU,
a ROM, and a RAM. The controller 117B receives various pieces of
data from various sensors such as the refrigerant temperature
sensor 116 and the water temperature sensor 121 and from a timer
(not shown) periodically or if necessary, performs computation
based on programs of the blower fan controls (5), (7), (8) stored
in the ROM and based on the various pieces of data, switches the
three-way valve 115, and controls the fan speed of the blower fan
107 and the opening degree of the air mix door 108.
[0104] According to the air conditioner for a vehicle of the
embodiment also, the same effect as that of the second embodiment
can be obtained by executing the blower fan controls (5), (7), (8)
in the controller 117B.
INDUSTRIAL APPLICABILITY
[0105] According to the present invention, when a refrigerant
temperature is low, blow of air into a vehicle interior is limited.
Thus, uncomfortable cool air is not sent out as compared with the
conventional technique in which air is sent immediately after an
air conditioner is actuated.
* * * * *