JPH066403B2 - Vehicle air conditioning controller - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a vehicle air conditioning controller, and more particularly to a vehicle air conditioning controller that controls a head temperature by using a cold air bypass unit.

(Prior Art) It has been conventionally known to control a head temperature of an occupant by using a cold air bypass unit. For example, the actual development 60
Japanese Patent Publication No. 151710 discloses that the opening / closing of a cold air bypass door is controlled according to the detection value of a solar radiation sensor to improve the air conditioning feeling of the head of an occupant during solar radiation.

(Problems to be Solved by the Invention) However, in the related art, since the cold air bypass door is simply opened and closed depending on the presence or absence of the solar radiation, the occupant's feeling change before and after the solar radiation change is large, and the air conditioning feeling is smoother. Was what was desired.

Therefore, as a method for improving the feeling of air conditioning, the applicant has provided, for example, a multi-level bi-level mode in which the air distribution ratios of the vent outlet and the heat outlet in the bi-level mode are variously changed to change the feeling of air conditioning. I tried to get smoothness. However, at the same air mix door opening and the same cold air bypass door opening, when the vent outlet switches the multi-level bi-level mode from the maximum opening to the minimum opening direction, it should enter the cabin where it should not change. It has been experimentally confirmed that the blowout temperature of No. 1 gradually decreases. It is presumed that this is due to the structure of the air conditioning unit.

Therefore, the present invention solves the above-mentioned conventional problems,
An object of the present invention is to provide an air conditioning control device for a vehicle, which has a smoother air conditioning feeling in the control using the cold air bypass unit, particularly when the blowing mode is switched during solar radiation.

(Means for Solving the Problem) In the vehicle air conditioning control device according to the present invention, the temperature is controlled by the cooling means 8 arranged in the main passage 1, the heating means 9 and the adjusting means 11 in claim 1. The cold air bypass passage 20 is adjusted and blown into the vehicle compartment, and also has a cold air bypass passage 20 that bypasses the main passage 1 from the wake of the cooling means 8. In the cold air bypass passage 20, an opening adjustment means 21 is provided. In the vehicle air-conditioning control device that has, calculates a total signal corresponding to the heat load in the vehicle interior based on a plurality of input signals including at least the vehicle interior temperature and the set temperature,
Comprehensive signal calculation means 100 which becomes information for controlling the adjusting means 21, and blowout opening switching determination for switching the blowout opening to a predetermined blowout opening mode including a plurality of bilevel modes in accordance with the calculation result of the comprehensive signal calculation means 100. The means 110, a plurality of input signals including at least the vehicle interior temperature, the set temperature, and the amount of solar radiation, the switching result by the outlet switching determination means 10, and the wind distribution ratio blown from the upper and lower outlets in the bilevel mode. Sub total signal calculation means 120 for calculating a bypass opening signal for changing the change rate of the opening of the cold air bypass passage, and opening adjustment means for the cold air bypass passage 20 according to the calculation result of the sub total signal calculation means 120. 21 and a bypass door control means 130 for driving and controlling 21. In claim 2, as shown in FIG. The cooling means 8 arranged, the heating means 9 and the adjusting means 11 adjust the temperature to blow out the air into the vehicle interior, and the cool air bypass passage 20 that bypasses the main passage 1 from the wake of the cooling means 8. In the vehicular air-conditioning control device having the opening adjustment means 21 in the cold air bypass passage 20, a comprehensive signal corresponding to the heat load in the vehicle interior is generated based on a plurality of input signals including at least the vehicle interior temperature and the set temperature. Calculate,
Comprehensive signal calculation means 100 which becomes information for controlling the adjusting means 21, and blowout opening switching determination for switching the blowout opening to a predetermined blowout opening mode including a plurality of bilevel modes in accordance with the calculation result of the comprehensive signal calculation means 100. Means 110, a plurality of input signals including at least the difference between the temperature near the head of the occupant and the head set temperature which is the set value of the air conditioning temperature near the head, and the switching result of the outlet switching determination means 110. Head total signal calculation means 200 for calculating a bypass opening signal that changes the rate of change of the opening degree of the cold air bypass passage according to the air flow ratio blown from the upper and lower outlets in the level mode.
And a bypass door control means 130 for driving and controlling the opening degree adjusting means 21 of the cold air bypass passage 20 according to the calculation result of the head total signal calculating means 200.

(Operation) Therefore, in the invention according to claim 1, the total signal calculation means 1 is based on a plurality of input data such as the vehicle interior temperature.
The total signal is calculated by 00, and the outlet switching determination means 11 is calculated according to the calculation result by the total signal calculation means 100.
0 determines the appropriate outlet mode. Based on the result of switching the air outlet mode by the air outlet switching determination means 110 and the input data such as the vehicle interior temperature, the sub total signal calculation means 1
The sub total signal is calculated by 20. This sub-integrated signal controls the opening adjusting means of the cold air bypass passage, and when the bilevel mode is switched to multiple stages, the opening degree of the cold air bypass passage changes according to the wind distribution ratio blown from the upper and lower outlets. Since the rate can be changed, the opening degree of the cold air bypass passage becomes appropriate, and the decrease of the vehicle interior temperature and the head temperature is prevented. Further, also in the invention according to claim 2, substantially similarly, the total signal calculation means 2 is based on a plurality of input data such as the vehicle interior temperature.
00, the total signal is calculated, and the outlet switching determination unit 110 determines an appropriate outlet mode according to the calculation result of the total signal calculation unit. The head integrated signal calculation means 210 calculates the head integrated signal based on the result of switching the air outlet mode by the air outlet switching determination means 110 and the input data such as the head temperature. This head total signal controls the opening adjusting means of the cold air bypass passage, and when the bi-level mode is switched to multiple stages, the opening degree of the cold air bypass passage is changed according to the air flow ratio blown from the upper and lower outlets. Since the rate of change can be changed, the opening degree of the cold air bypass passage becomes appropriate, and the decrease in the vehicle interior temperature and the head temperature is prevented. Therefore, the above-mentioned subject can be achieved.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 3, the vehicle air-conditioning control device is provided with an intake door switching device 2 on the most upstream side of the main passage 1, and the intake door switching device 2 is divided into an inside air inlet 3 and an outside air inlet 4 inside and outside. An air switching door 5 is arranged, and the inside / outside air switching door 5 is operated by an actuator 6 so that the air introduced into the main passage 1 can be selected from inside air and outside air.

The blower 7 sucks air into the main passage 1 and blows the air downstream, and an evaporator 8 and a heater core 9 are provided behind the blower 7.

The evaporator 8 is connected to the compressor 49, a condenser (not shown), and the like to form a cooling cycle, and cools the air sucked into the main passage 1. The heater core 9 is connected to an engine (not shown). Cooling water circulates to heat the air.

The compressor 49 is of a variable capacity type, and for example, a wobble plate type is used. This wobble plate type compressor 49 is a known one having a capacity varying device 53 for electrically controlling the discharge capacity from the outside, and a detailed description thereof will be omitted. This compressor 4
9 is driven by the power of a vehicle engine (not shown) via an electromagnetic clutch 51.

An air mix door 10 is provided in front of the heater core 9 described above.
By adjusting the opening degree Θ of the actuator 11 with the actuator 11,
The amount of air passing through the heater core 9 and the amount of air bypassing the heater core 9 are changed, and as a result, the temperature of the blown air is controlled.

The opening Θ of the air mix door 10 is 0% when the position of the air mix door 10 is the full cool position (I position),
It is 100% at the full heat position (II position).

The downstream end of the main passage 1 has a defrost outlet 1
2, the vent outlet 13 and the heat outlet 14 are divided into openings in the vehicle compartment 15, and the mode door 1 is formed in the divided portion.
6, 17, 18 are provided, and the mode doors 16, 1
By operating the actuators 7 and 18 with the actuator 19, a desired blowout mode can be obtained.

In addition, this device is provided with a cold air bypass duct 20 that bypasses a part of the main passage 1. One end of the cold air bypass duct 20 is downstream of the evaporator 8 of the main passage 1 and upstream of the air mix door 10.
The other ends are connected in front of the vent outlets 13, respectively, so that part of the air that has passed through the evaporator 8 can be directly supplied to the vent outlets 13. The amount of cold air supplied through the bypass duct 20 can be adjusted by controlling the opening degree of the cold air bypass door 21 with the actuator 22.

25 is a representative temperature detector for detecting a representative temperature T _R of the passenger compartment, is attached to the instrument panel or the like. Further, 26 is a head temperature detector mounted on the ceiling of the vehicle or the like to detect a temperature T _Rh around the head, 27 is an outside air temperature detector for detecting an outside air temperature T _A , and 28 is a solar radiation amount T _S. A solar radiation detector, 29 is a mode sensor, which is provided immediately after the evaporator 8 or the evaporator 8 and detects the cooling capacity of the air by the evaporator 8 as the temperature of the evaporator 8 or the temperature of the air passing through the evaporator 8.
Is a water temperature sensor that detects the temperature of the cooling water of the engine, and these output signals are the multiplexer (MPX) 31
Selected via the A / D converter 32, converted into a digital signal via the A / D converter 32, and input to the microcomputer 33.

Further, 34 is an opening detector that detects the opening of the bypass door 21, 35 is a position detector that detects the positions of the mode doors 16, 17 and 18, and 36 is an opening that detects the opening of the air mix door 10. These are detectors, and their output signals are also input to the microcomputer 33 via the multiplexer 31 and the A / D converter 32.

Further, the microcomputer 33 includes an operation panel 3
7. Output signals from the temperature setter 38 and the head temperature setter 39 are input.

The operation panel 37 has a blowout mode of VENT mode, BI
-L mode, HEAT mode, DEF / HEAT mode, DEF
Mode switches 40a-4 to manually set the mode
0e, A / C switch 4 for moving the cooling cycle
1, the rotation speed of the blower 7 is low (FAN1), medium speed (F
AN2), fan switches 42a to 42c for switching to high speed (FAN3), an AUTO switch 43 for automatically controlling all the air conditioners such as the blower 7, and an OFF switch 44 for stopping driving of the air conditioners.

The temperature setter 38 includes up / down switches 45a and 45b.
And a display unit 46 for displaying the set temperature T _D, and the display unit 46 is operated by operating the up / down switches 45a and 45b.
It is possible to change the set temperature T _D shown in (3) within a predetermined range.

The head temperature setting device 39 includes, for example, a dial type knob 47, and has a preset predetermined range (CO
It is possible to change the head set temperature T _Dh with (LD to WARM). The temperature setting device 38 and the head temperature setting device 39 may be of a type in which a template bar is slid.

The microcomputer 33 has a central processing unit (CPU) (not shown), a read only memory (ROM), a random access memory (RAM), an input / output port (I / O), etc., and is well known in itself. Based on the input signal, the actuators 6, 11, 19, 22,
A control signal is output to the motor of the blower 7 via the drive circuits 48a to 48g, and the doors 5, 10, 16, 1 are output.
Drive control of 7, 18, 21 and rotation control of the motor are performed.

Further, FIG. 4 (a) is a front sectional view of a specific configuration example of the vehicle air conditioning control device, and FIG. 4 (b) is a side view thereof.

This vehicle air conditioning control device is roughly divided into a blower unit 93 that stores a blower 7 and a first blower unit that stores an evaporator 8.
Second temperature control air distribution unit 95 for accommodating the temperature control air distribution unit 94, the heater core 9, the air mix door 10, etc.
The three units are connected to each other.

In FIGS. 3A and 3B, the same parts as the parts of the vehicle air conditioning control device of FIG. 3 are given the same reference numerals, and the description thereof will be omitted.

In addition, in the same figure (a), on the downstream side of the heater core 9,
When a water cock for shutting off the engine cooling water flowing into the heater core 9 is not provided during the cooling water cycle, a warm air shut-off door 49 for shutting off the air warmed by the heater core 9 as needed is attached. ing.

Next, an example of control operation of the microcomputer 33 will be described.

FIG. 5 shows the bilevel mode (BI-
The flowchart of the main routine which selects L) suitably by T _F value is shown.

Starting from the step 50, in step 52, the passenger compartment representative by representative temperature detector 25 temperature T _R, the head temperature by the head temperature detector 26 by a head temperature detector 26 T _Rh, set by the temperature setter 38 Various data input processing for inputting signals such as the temperature T _D and the amount of solar radiation T _S from the solar radiation detector 28 to the microcomputer 33 is performed, and the routine proceeds to step 54. In step 54, calculation of the main signal T ₁ for main temperature control is performed. When the total temperature T _R , the outside air temperature T _A , the solar radiation amount T _S , and the downstream temperature of the evaporator 8 are T _E , the total signal T ₁ is calculated as follows: T ₁ = K _R · T _R + K _A · T _A + K _S · T _S + K _E · T _E −K _D · T _D + C (where K _R , K _A , K _S , K _E , and K _D are gain constants and C is a calculation constant). In the next step 56,
The outlet switching signal T _F value is calculated. This calculation of the T _F value is performed by T _F = T _E + K _F · θ (where K _F is a proportional constant), where θ is the opening of the air mix door 10.

As shown in FIG. 6, the processing from the next step 58 to step 64 is performed by B according to the outlet switching signal T _F value.
The I-L mode is switched. Step 5
In No. 8, when the outlet switching signal T _F value is larger than T _{F1, the} routine proceeds to step 74, where T _F2 (where T _F1 > T _F2 and T
_If there is a hysteresis between _F1 and T _F2 ), go to step 60. At step 74, the HEAT outlet is selected as the outlet, and the routine proceeds to step 82. When the T _F value is larger than T _F3 in step 60, the process proceeds to step 66, where T _F4 (where T _F3 >
When it is smaller than T _F4 ), the routine proceeds to step 62. Step 6
In No. 6, BI-L (bi-level) 3 as an outlet
And proceed to step 76. The air distribution ratio of this BI-L3 is, for example, 20% for the VENT outlet and 80% for the HEAT outlet.
I am trying. In step 62, when the T _F value is larger than T _F5 , the process proceeds to step 68, in which T _F6 (however, T _F5
If it is smaller than> T _F6 ), go to step 64. In step 68, BI-L (bi-level) 2 is selected as the outlet, and the process proceeds to step 78. This BI-L2
The air distribution ratio of is, for example, 50% for the VENT air outlet and 50% for the HEAT air outlet. Further, in step 64, when the T _F value is larger than T _F7 , the process proceeds to step 70,
If it is smaller than T _F8 (T _F7 > T _F8 ), step 72
Proceed to. In step 70, BI-L (bi-level) 1 is selected as the outlet and the process proceeds to step 80. This BI-
The air distribution ratio of L1 is, for example, 80% at the VENT outlet, HEA
T outlet is 20%. At step 72, the VENT outlet is selected as the outlet, and the routine proceeds to step 84.
In the step 76, a general signal T for head temperature control described later
The operation constant A of ₂ is used as a program variable and a predetermined value a is set in this variable A, and the routine proceeds to step 84. In step 78, the variable A is set to a predetermined value b (however, a> b), and the process proceeds to step 84. In step 80, the variable A is set to a predetermined value c (however, b> c), and the process proceeds to step 84. Further, in step 82, when the evaporator downstream temperature T _E is larger than the predetermined value T _E1 , the process proceeds to step 84 and the predetermined value T _E2 (where T _E1 > T _E2 )
When it is smaller, the routine proceeds to step 88. In step 84, the integrated signal T ₂ for head temperature adjustment is calculated. This total signal T ₂ is calculated by calculating the head temperature T _Rh , the solar radiation amount T _S ,
_Assuming that the head set temperature is T _Dh , T ₂ = α · T _Rh + β · T _S −γ · T _Dh + A (where α, β and γ are gain constants). After this step 84, the routine proceeds to step 86, where the bypass door 2
1 is controlled. That is, the outlets BI-L1 and BI
-L2, the cabin representative temperature T _R when the BI-L3 were selected respectively, even the opening degree of the air mixing door 10 is constant, mainly for the reason based on the structure of the air conditioning unit, from the BI-L1 conventional BI-L2 tends to drop a little more than time, and BI-L3 more than BI-L2.
It is empirically known that there is a tendency for the time to fall further. For this reason, in this step 86 bypass door control, the opening of the bypass door 21 was originally made smaller with the increase of the total signal T ₂ , but by the processing of the steps 76, 78, 80 described above,
As the I-L1 is switched to the BI-L3, the opening is set to a smaller value, so that the blowout amount of the cool air is reduced and the above-mentioned involuntary decrease in the vehicle interior representative temperature T _R is caused. It can be prevented.

In the next step 88, control of the air mix door 10 is performed based on the total signal T ₁ , and the process proceeds to step 90. In step 90, the blower 7 is controlled based on the total signal T ₁ . In steps 88 and 90, the vehicle interior is appropriately air-conditioned, and the process ends in step 92.

In this embodiment, the outlet switching including the three-level bi-level mode is performed by the T _F value which is the outlet switching signal. However, the present invention is not limited to this and, for example, according to the magnitude of the total signal T _1. You may make it switch.

The invention of claim 1 is substantially the same as the invention of claim 2 except that the sub total signal T ₃ is used instead of the head total signal T _{2 in} the above embodiment and the outlet. The difference is that switching is determined by the magnitude of the total signal T ₁ instead of the T _F value.

For example, in controlling the microcomputer 33, a main routine similar to the flowchart shown in FIG. 5 is used, but first, the processing of step 56 is not necessary, and the determinations of steps 58 to 64 are calculated in step 54. The selection of the air outlet will be made depending on the value of the signal T ₁ . In this case, of course, each judgment value also differs from the values of T _{F1 to} T _F8 , but the selection of the air outlet for the size of the judgment value is basically the same.

Further, in step 84, the calculation of the sub total signal T ₃ is performed. The calculation of the sub total signal T ₃ is, for example, T ₃ = DT _R + ET _D + FT _S + A (however, , D, E, F are gain constants, A is a program variable)
By.

Further, in relation to the invention of claim 1, the sub total signal T ₃
Alternatively, the bypass door 21 may be controlled by using only the total signal T ₁ without using. In this case, the operation constant C of the total signal T ₁ is used as a program variable, and an appropriate value is set in the program variable C according to the selected BI-L (bi-level) mode.

(Effects of the Invention) As described above, according to the present invention, the control of the vehicle interior temperature, for example, in the bilevel mode, opening of the bypass passage for the cool air according to the airflow ratio of the upper and lower outlets in the bilevel mode. BI-L, because the measure is corrected appropriately and determined
It is possible to prevent a decrease in vehicle interior temperature due to mode switching, and to perform mode switching with a smooth air conditioning feeling.

[Brief description of drawings]

1 and 2 are functional block diagrams showing a configuration of the present invention, FIG. 3 is a configuration diagram showing a vehicle air conditioning control device in an embodiment of the present invention, and FIG. 4 (a) is a vehicle according to the present invention. FIG. 5B is a side sectional view of the vehicle air conditioning control device, and FIG. 5 is a flowchart showing a main routine of the microcomputer used in the same. FIG. 6 is an explanatory diagram of the BI-L mode switching value with respect to the outlet switching signal T _F value. 7 ... Blower, 8 ... Evaporator, 9 ... Heater core, 10 ... Air mix door, 20 ... Cold air bypass passage, 21 ... Bypass door, 33 ... Microcomputer, 100 ... Main overall signal calculation means, 110: outlet switching determination means, 120: sub total signal calculation means, 1
30 ... Bypass door control means, 200 ... Total signal calculation means, 210 ... Head total signal calculation means.

Claims (2)

[Claims] 1. A cool air that is blown into a passenger compartment by adjusting the temperature by a cooling means arranged in a main passage, a heating means and an adjusting means, and bypasses the main passage from a wake of the cooling means. In a vehicle air-conditioning control device having a bypass passage and an opening adjusting means in the cold air bypass passage, a general signal corresponding to a heat load in the passenger compartment based on a plurality of input signals including at least a passenger compartment temperature and a set temperature. Is calculated,
Total signal calculating means that is information for controlling the adjusting means, and an outlet switching determination means that switches the outlet to a predetermined outlet mode including a plurality of bi-level modes according to the calculation result of the overall signal calculating means, At least a plurality of input signals including the vehicle interior temperature, the set temperature, and the amount of solar radiation and the switching result bilevel mode by the outlet switching determination means, in the cold air bypass passage according to the wind distribution ratio blown from the upper and lower outlets. Sub total signal calculating means for calculating a bypass opening signal for changing the rate of change of the opening, and bypass door control means for drivingly controlling the opening adjusting means of the cold air bypass passage according to the calculation result of the sub total signal calculating means. An air conditioning control device for a vehicle, comprising: 2. Cooling air, which is blown into a vehicle compartment after temperature adjustment is performed by a cooling means arranged in the main passage, a heating means and an adjusting means, and which bypasses the main passage from the wake of the cooling means. In a vehicle air-conditioning control device having a bypass passage and an opening adjusting means in the cold air bypass passage, a general signal corresponding to a heat load in the passenger compartment based on a plurality of input signals including at least a passenger compartment temperature and a set temperature. Is calculated,
Total signal calculating means that is information for controlling the adjusting means, and an outlet switching determination means that switches the outlet to a predetermined outlet mode including a plurality of bi-level modes according to the calculation result of the overall signal calculating means, A plurality of input signals including at least the difference between the temperature near the head of the occupant and the head set temperature that is the set value of the air-conditioning temperature near the head and the switching result of the air outlet switching determination means. A head total signal calculating means for calculating a bypass opening signal for changing the rate of change of the opening degree of the cold air bypass passage according to the wind distribution ratio blown out from the outlet, and a head total signal calculating means for calculating the bypass opening signal. And a bypass door control means for drivingly controlling the opening adjustment means of the cold air bypass passage.