JPH01240316A - On-vehicle conditioner - Google Patents

Abstract

PURPOSE:To insure comfortable blow-out temperature at all times by operating a target blow-out temperature based on cabin temperature, outside air temperature, and a target set cabin temperature, and thereby operating required operating variables depending on the difference in temperature between the operated temperature and detected blow-out temperature. CONSTITUTION:The whole of a device is composed of a temperature regulating unit section 1 and a control circuit section 2. And the temperature regalating unit section 1 is provided with a compressor 12 and others. On the other hand, the control circuit section 2 is provided with a micro-computer 25 acting as a operating and control means so that required regulating variables are operated based on data outputted from a cabin temperature detecting means 41, an outside air temperature detecting means 40 and a target setting means 37 for cabin temperature, and the capacity of a compressor 12 is concurrently controlled. In this case, a target blow-out temperature is computed by the micro-computer 28 based on output signals from the above mentioned respective means 41, 40 and 37 so that the required regulating variables are operated depending on the difference in temperature between the result of the operation and the output signals of plural numbers of the air blow-out temperature detecting means 42 through 44.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an air conditioner for an automobile, and more particularly to an air conditioner for an automobile equipped with a variable capacity compressor.

[Conventional technology]

A conventional air conditioner for automobiles of this type was disclosed in Japanese Patent Application Laid-open No. 1986-
As described in No. 85062, a sensor is provided that senses a physical quantity related to a heat load, such as outside air temperature, inside air temperature, or intake air temperature of an evaporator, and the set value of the physical quantity related to the heat load and the sensor are The detected value was compared and the compressor capacity was controlled based on the detected value, thereby adjusting the cooling power.

In addition, the conventional device of this type is disclosed in Japanese Patent Application Laid-open No.
As described in No. 2 or Utility Model Application Publication No. 51-76402, means for detecting the engine speed or engine load is provided, and as the engine speed or engine load detected by the means increases, the capacity of the compressor increases. was reduced to a small capacity, thereby improving acceleration.

Furthermore, the conventional device of this type is
As described in No. 09, means for detecting the outlet air temperature of the evaporator is provided, and the set value of the outlet air temperature of the evaporator is compared with the detected value of the means, and the capacity of the compressor is controlled based on the magnitude of the comparison. Rotate the servo motor forward and reverse,
This controls the evaporator outlet temperature and adjusts the cooling power.

[Problem to be solved by the invention]

In the automotive air conditioner described in JP-A-58-85062, control is based on physical quantities related to heat load, such as outside air temperature, inside air temperature, or evaporator intake air temperature. The problem is that there is no consideration given to the temperature of the air blown into the vehicle interior, and the temperature in the vehicle interior is controlled like a constant temperature bath to a predetermined value, and the temperature is not controlled to a comfortable temperature. there were.

Also, JP-A No. 57-175422 or Utility Model Application No. 59-76
In the device described in No. 402, the discharge capacity of the compressor is primarily controlled to a small capacity as the engine speed or engine load increases, so the required cooling power point is not considered, and the set temperature and detected temperature are There was a problem in that the compressor capacity was reduced to a small capacity even during cool-down, which required a large amount of cooling power, resulting in poor cooling and loss of comfort.

The device described in JP-A-57-160709 compares the set value and detected value of the evaporator outlet temperature and directly drives the servo motor depending on the magnitude, so there is a response delay in the refrigeration cycle and the evaporator outlet temperature changes. No consideration was given to the fact that there would be a time delay before
There was a problem in that the compressor capacity control was performed based on the evaporator outlet temperature, which did not reflect the control results, making the compressor capacity control unstable.

An object of the present invention is to provide an air conditioner for an automobile that can control the capacity of a compressor to maintain a comfortable blowout temperature.

Another object of the present invention is to provide an air conditioner for an automobile that can control the capacity of a compressor with a good balance between comfort and acceleration.

Still another object of the present invention is to provide an air conditioner for an automobile that can stably control the capacity of a compressor based on the evaporator outlet temperature.

[Means to solve the problem]

The first purpose is an inside air temperature detection means, an outside air temperature detection means,
An air conditioner for an automobile, comprising a target setting means for internal air temperature, a calculation means for calculating the necessary adjustment amount of the compressor capacity based on the output signals of these three means, and a control means for controlling the capacity of the compressor based on the output of the calculation means. An air blowing temperature detecting means into the vehicle interior is provided, and the calculating means calculates a target blowing temperature from the output signals of the inside air temperature detecting means, the outside air temperature detecting means, and the inside air temperature target setting means. This is achieved by an air conditioner for an automobile, characterized in that the necessary adjustment amount is calculated from the temperature difference between the target blowout temperature and the output signal of the blowout temperature detection means.

Here, the control means preferably controls the capacity of the compressor at predetermined intervals.

The second object is to provide an air conditioner for an automobile having an acceleration detection means and a control means for reducing the compressor capacity based on an output signal of the acceleration detection means. and an inside air temperature target setting means, and the control means calculates a target air temperature from the output signals of the inside air temperature detection means, the outside air temperature detection means, and the inside air temperature target setting means, and calculates the target air temperature. determining a correction amount for the capacity of the compressor based on the temperature difference between the temperature and the output signal of the blowout temperature detection means;
This is achieved by an air conditioner for an automobile characterized in that the capacity of the compressor is reduced based on the output signal of the acceleration detection means and the correction amount.

The third purpose is to calculate the necessary adjustment amount of the compressor capacity based on the air cooling means, the outlet air temperature detecting means of the cooling means, and the temperature difference between the target temperature of the outlet air of the cooling means and the output signal of the detecting means. and a control means for controlling the capacity of the compressor based on the output signal of the calculation means, wherein the control means controls the capacity of the compressor at a predetermined period. achieved by the device.

[Effect]

In the invention related to the first object, the blowout temperature detection means captures the current blowout temperature, and the calculation means determines the necessary adjustment amount of the cooling power so that the blowout temperature matches the target blowout temperature,
The capacity of the compressor is controlled based on this required adjustment amount. As a result, the blowing air is controlled to the target blowing temperature, and a comfortable blowing temperature is obtained.

When the capacity of the compressor is controlled at a predetermined period by the control means, the delay in heat transfer to the cold air is absorbed by controlling the capacity at predetermined intervals, and the capacity is controlled at the blowout temperature that reflects the previous control result. This allows stable capacity control of the compressor.

In the invention related to the second object, the control means determines the correction amount using the temperature difference between the target blowout temperature and the output signal of the blowout temperature detection means as an index of the required cooling power, and adds the correction amount to the output signal of the acceleration detection means. The capacity of the compressor is reduced by taking this into account. As a result, when the required cooling power is large, the rate of acceleration improvement can be reduced, and the loss of comfort can be reduced.

In the invention related to the third object, after controlling the capacity of the compressor in one cycle, the control means calculates the temperature difference between the outlet air temperature of the evaporator and the target temperature after a predetermined period of time, and adjusts the capacity again. works. This results in
Since the capacity is adjusted based on the evaporator outlet temperature, which reflects the previous capacity control result, excess or deficiency may occur in the capacity adjustment.
Control will not become unstable.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 6.

FIG. 1 shows the entirety of an air conditioner for an automobile, which is an embodiment of the present invention.

The temperature control device section 1 will be explained. The temperature control unit 1 has an intake door 3, which is a suction adjustment means, an inside air suction port 4, and an outside air suction port 5. 6
The door 3 is driven by an electric actuator 6.

The temperature control unit 1 also has a blower 7 which is a blowing means, and the air sucked in from the inside air suction port 4 or the outside air suction port 5 is sent by the blower 7, and the amount of air is applied to the motor 8. It is controlled by the voltage Vl. Electric power (10 B) is supplied from a battery (not shown), a blower control circuit compares the voltage across the motor 8 with a target voltage, and a transistor 10 controls the voltage across the motor 8 to the target voltage.

An evaporator 11 serving as a cooling means is installed downstream of the blower 7, and the evaporator 11 cools the air blown by the blower 7. Note that the cooling power is adjusted by controlling the refrigerant flow rate using a capacity actuator 13 built into the externally controlled variable capacity compressor 12. The capacity actuator 13 is an electromagnetic solenoid, and the opening degree of the refrigerant flow rate control valve can be changed depending on the applied voltage. The power source of the compressor 12 is an engine (not shown), and a pulley 1 is connected to the engine by a V-belt.
Magnetic clutch 1 between 4 and compressor 12
5, the power to the compressor 12 is interrupted. The supply of electric power (+Acc) to the magnetic clutch 15 can be interrupted or interrupted by a relay 7 that operates according to instructions from a compressor control circuit 16.

An air mix door 19 driven by an electric actuator 18 is disposed further downstream of the evaporator 11, and the air that has passed through the evaporator 11 is mixed with the air that passes through the heater 20 by the air mix door 19.
0 and bypass air. The heater 20 is a heating means that uses the engine cooling water (approximately 80° C.) as a heat source.

The temperature control unit 1 also includes a differential door 21 and a vent door 22, which are air outlet adjusting means, a differential outlet 25, a vent outlet 26, and a blower outlet 27. The differential door 21 and the vent door 22 are interlocked by a link 23. and is driven by an electric actuator 24. Depending on the positions of the differential door 21 and the vent door 22, the differential outlet 25 and the vent outlet 2
6 and blower outlet 27 into the vehicle,
Controls air volume distribution. There are three combinations of air outlet, all of which are upper mode (UPR) where air is emitted from the vent outlet 26.
), pie level mode (B/L) with no air blowing from the vent outlet 26 and the blower outlet 27, and the differential outlet 25
and lower mode (LWR) blowing from the blower outlet 27.
It is.

Next, the control circuit section 2 will be explained. The control circuit section 2 has a control function, and includes a microcomputer 28 which is a control means, a judgment means, and a calculation means. The microcomputer 28 of this embodiment includes a central control unit (CPU), a read-only memory (ROM) that stores processing procedures (programs, constants), a random access memory (R, AM) that stores data, and input/output terminals (
Ilo), analog/digital conversion function (A/D),
Built-in arbitrary width pulse output terminal, arbitrary frequency pulse output terminal, pulse period counting terminal, and fixed time interrupt function.

A crystal oscillator 29 is connected to the oscillation terminal of the microcomputer 28 to constitute an IMHz oscillator, and the program progresses at 1 cycle = 1 microsecond.

The control circuit unit 2 is supplied with a 10B power supply that is constantly supplied from a battery (not shown) and a +ACC power supply that is supplied with key switch positions (not shown) at rAccJ and rONJ. When these power supplies are given to the power supply circuit 30, they are converted to a 5V constant voltage by a built-in constant voltage element,
It becomes +5V power supply.

Further, the control circuit section 2 includes a switch 31 for instructing on/off of the system, and an indicator lamp 32 for the switch 31-13. When the off signal from the switch 31 is applied to the blower control circuit 9 and compressor control circuit 16, each circuit stops the motor 8 and disconnects the magnetic clutch 15.

The electric actuator 6.18.24 is connected to the drive IC [
For example, it is controlled via door drive circuits 33, 34, and 35 incorporating TA8050P manufactured by Toshiba Corporation.

In this embodiment, there are six temperature sensors, a solar radiation sensor 36, and a temperature setting volume 3 which is a target setting means for the inside air temperature.
7, and these voltage signals are independently connected to the A/D terminal of the microcomputer 28, and are used for calculations after being converted into digital binary data. The six temperature sensors are an outside air temperature sensor 40 which is an outside air temperature detection means, and an inside air temperature sensor 41 which is an inside air temperature detection means.
, a deft tact temperature sensor 42, a vent duct temperature sensor 43, a blower tact temperature sensor 44, which are means for detecting the temperature of air blown into the vehicle interior, and an evaporator outlet temperature sensor 45, which is a means for detecting cold air temperature.

A vehicle speed sensor 38 is also provided, which is an electromagnetic generation sensor that outputs an alternating current signal at a frequency proportional to the number of rotations of the pinion of the speedometer 39.

The signal from the vehicle speed sensor 38 is inputted as a cycle using the pulse cycle calculation function of the microcomputer 28, and then the reciprocal is taken to detect the vehicle speed.The vehicle speed detection means 38 is used as an acceleration detection means as described later. be done.

The control contents of the temperature control unit 1 will be explained below using the flowcharts of FIGS. 2 to 5 showing the processing procedure stored in the ROM of the microcomputer 28.

The program uses the background processing (BGJ) as shown in FIG. 2, which is repeatedly executed at a cycle of about 100 milliseconds, and the time interrupt function of the microcomputer 28 at predetermined time intervals (5 milliseconds in this embodiment). Then, the BGJ is paused and the timer processing (TIME
R).

Note that when the TIMER ends, the BGJ resumes processing from the point where it stopped. Further, the numbers in the diagrams of each flow indicate step numbers.

In step 100 of FIG. 2, the output terminal Ilo of the microcomputer 28 is set so that the external equipment is stopped, and a flag (0°1) stored in the RAM is set.
FS, Fc, Fn, Fl) and counters that store numbers (Cs, Cc, Ch, C1) are all set to 0. That is, before starting control, the microcomputer 28 is brought to an initial state.

In step 150, the outside air temperature sensor 40 is an outside air temperature detection means, and the inside air temperature sensor 4 is an inside air temperature detection means.
1. Each signal of the deft duct temperature sensor 42, the vent duct temperature sensor 43, the floor duct temperature sensor 44, the evaporator outlet temperature sensor 45 which is a cold air temperature detection means, the solar radiation sensor 36, and the temperature setting volume 37 which is a target setting means for internal air temperature. Convert the voltage to a digital quantity and input it. Furthermore, using the signal voltage, temperature, and solar radiation conversion characteristics stored in advance in the microcomputer 28, the outside air temperature Ta and the inside air temperature T are used for control.
r, differential duct temperature Tdd, vent duct 1 to temperature Tdu
, the floor duct temperature Tdl, the evaporator outlet air temperature TC5, the amount of solar radiation Z+a, and the set temperature Ts.

In step 200, the following calculations are performed.

The target cabin temperature TSO is Tso=-KasTa +KssTs -Kos
Calculated using (1), where Kas, Kss, and Kos are constants.

The deviation amount ΔT of the inside air temperature T from the target value is ΔTr
=KsrTso-KrrTr +Kor (2) where Ksr, Krr, and Kor are constants.

Target outlet temperature Tdod for each outlet 25, 26, and 27
(differential air outlet 25), Tdou (vent air outlet 26)
) 1. Tdol (floor outlet 27) is collectively expressed as T dox as follows: Tc1ox = KbxTdbx - KzxZn 10Ks
xTs −KpxTr +Kox (3
), where KbX, KZX, KSX, KDX,
IgOx-17= is a constant, TdllX is the reference blowing temperature Tdbd
(differential air outlet 25), Tdbu (vent air outlet 26),
It is a general term for Tdbl (floor outlet 27),
This 'rdbx is determined by the comfortable outlet temperature characteristics in a stable state shown in FIG.

The temperature difference ΔTdx between the target outlet temperature Tdox of each outlet 25, 26.27 and the detected outlet temperature Tdx, which collectively refers to the def duct temperature Tdd, vent duct temperature TdU, and flower tact temperature Tdl, is as follows: ΔTdx = K buTdox - K uuTdx K
Calculated by du ゛(4), where Kbu, Kuu,
Kdu is a constant.

Further, in the upper mode (UPR), ΔTd+−ΔT du (5) is replaced with respect to the floor outlet 27, and in the lower mode (LWR), with respect to the vent outlet 26, ΔTdu−ΔT dd (6 )
to avoid using the temperature of the outlet where no air is coming out.

In addition, the outlet control signal α is expressed as: a=KaroTa +KznZn −KsnlTs
+Kon, where Kall, KZI,
KSI and KOIn are constants.

In step 250, the air outlets 25 to 27 to be used are determined based on α determined by the above equation (7) in step 200, and a signal is output to the door drive circuit 35.

In step 300, the voltage Vn to be applied to the motor 8 is determined based on ΔT obtained by the equation (2) in step 2oo, and a signal is output to the blower control circuit 9.

In step 350, the above (4) of step 200, (
The intake ports 4.5 for the inside air and outside air to be used are determined based on ΔTdu obtained by formula 6), and a signal is output to the door drive circuit 33.

In step 400, it is determined whether the flag Fn indicating permission to execute temperature adjustment is set, and when true, the flag Fn+
After clearing, the process proceeds to step 450, and when it is false, the process returns to step 150.

In step 450, compressor control is performed = 19
~ Ru. The detailed flowchart of this compressor control is shown in the fourth section.
As shown in the figure. In step 451, it is determined whether ↑·ΔTdu (Kt is a constant), which indicates the degree of unnecessaryness of cooling power, is greater than a predetermined value Csm. When it is true, that is, when it is large, in step 452,
Compressor small capacity time Cs.

is the upper limit Csm, and when it is false, that is, when Kt・ΔTdu is smaller than C311, in step 453, Cso is set to K
Let t·ΔTdu (however, O is the lower limit). In step 454, it is determined whether the compressor small capacity release flag Fs is set. When true, that is, when it is not set, in step 455, the small capacity instruction signal amount ΔV
CO is applied to the capacitance change amount ΔVc, and the process proceeds to step 470. If false, that is, if the compressor small capacity release flag Fs is set, the process advances to step 456.

In step 456, the difference ΔTc between the preset outlet target temperature Tco (for example, 3°C) of the evaporator 11 and Tc
It is determined whether the absolute value of (-Tco-Tc) is smaller than a predetermined value αC. When true, that is, when it is small, step 45
In step 7, the amount of capacitance change Vcc by the evaporator 11 is set to O as the required heat for capacitance change for anti-freezing, and when it is false, that is, when the absolute value of ΔTc is larger than the predetermined value αC, the capacitance change for anti-freezing is If necessary, step 45
8, let VCC be Kc·ΔTc (Kc is a constant).

Next, in step 459, it is determined whether the absolute value of ΔTdu is smaller than a predetermined value αU. When it's false, that is, when it's big,
In step 460, the amount of change in capacity Vcu due to the blowout temperature is set to Ku - ΔTdu (Ku is a constant). When true, that is, when the absolute value of ΔTdu is smaller than αU, step 4
In step 61, it is determined whether the absolute value of ΔTdl is smaller than a predetermined value α1. When it is true, that is, when it is small, it is assumed that each outlet is controlled to the target outlet temperature, and Vcu is set to 0 in step 462. When false, that is, when the absolute value of ΔT is greater than α1, the cold air outlet (vent outlet 26 in upper mode or pie level mode, or differential outlet 25 in lower mode) reaches the target outlet temperature. However, the hot air outlet (floor outlet 27 in lower mode or pie level mode) is deviated from the target value and the air mix door 9 moves, so in step 463, the VCU is − to 1 ・ΔT old (XI
is a constant) to correct the cooling force.

The process then proceeds to step 464, where the Vcc is set to the VCU.
If it is true, that is, v cc > v cu
If this is the case, in step 465, priority is given to freezing prevention, and the capacitance change amount ΔVC is set to Vcc, and if false, that is, VCC<Vcu.
In this case, in step 466, the Vcu necessary for the blowout temperature control is set to the ΔVc.

Next, the process proceeds to step 467, where it is determined whether the variation v-vO (previously detected vehicle speed) of the vehicle speed V detected by the speed sensor 38, that is, the acceleration exceeds a predetermined value α■. If true, that is, if the value is exceeded, then the correction in step 468 is applied to the ΔVC in order to improve acceleration. That is, ΔVc −K
Let v (v-vO-αv) be a new ΔVc. If false, that is, if the acceleration does not exceed the predetermined value α■, it is determined that there is no need to improve acceleration and the process proceeds to step 469.

Note that if the correction in step 468 is focused on acceleration improvement control, the above-mentioned ΔVc becomes the correction amount for acceleration. Therefore, in step 468, the compressor is calculated from the output signal v-vO of the speed sensor 38 and the correction amount ΔVc. A capacitance change amount ΔVc that decreases the capacitance is calculated.

In step 469, the currently detected vehicle speed V is replaced with the previously detected vehicle speed VO. In step 470, the applied voltage Vc to the capacitive actuator 13 currently being output is changed to the above ΔV.
c is added and output as a new Vc.

Note that steps 471 and 472 are performed in step 470 when the capacity actuator 13 is driven by a step motor.
This is the process that replaces . In step 471, Km-
The voltage application time Cc to the capacitive actuator 13 is determined by setting ΔVc (In is a constant) to Cc, and the voltage is applied. In step 472, a flag Fc indicating that voltage is being applied is set.

Returning to FIG. 2 again, after the compressor is controlled in step 450 as described above, the process proceeds to step 500, where air mix door control is performed. Details of the air mix door control in step 500 are not shown in FIG. In step 501, it is determined whether the absolute value of ΔT old is smaller than a predetermined value α1. When it is false, that is, when it is large, it is assumed that the warm air has not reached the target, and in step 502, -A1 ·ΔTdl (AI is a constant)
The voltage application time ch to the door drive circuit 34 is determined by setting ch to Ch, and the voltage is applied. When true, that is, when the absolute value of ΔTd+ is smaller than the predetermined value α1, in step 503, the ΔTd
It is determined whether the absolute value of u is smaller than a predetermined value αU. When it is true, that is, when it is small, it is assumed that each outlet is controlled to the target blowout temperature, and the channel is set to O in step 504. When it is false, that is, when the absolute value of ΔTdu is greater than αU, the hot air outlet (floor outlet 27) is controlled to the target temperature, but
Since the capacity of the compressor 12 changes, step 50
In step 5, the channel is set to Au - ΔVc (Au is a constant) and the heating amount is corrected. Next, in step 506, a voltage is applied to the door drive circuit 34, and a flag Fn indicating that voltage is being applied is set.

In FIG. 2, after step 500, step 1
Return to 50 and repeat.

While repeating the above process, the third
The processing according to TIMEH shown in the figure is executed. The processing contents of this TIMER will be explained next.

In FIG. 3, in step 600, switch 31 is turned on and it is determined whether system operation is instructed. If it is false, that is, if it is off, in step 601, the compressor small capacity release flag Fs is cleared, the small capacity time counter Cs is set to 0, and preparations are made to start from the small capacity when the system operation instruction is issued. When true, that is, when the switch 31 is on, it is determined in step 602 whether the compressor small capacity release flag Fs is not set, and when true, that is, when the flag Fs is not set, it is determined in step 603. Then, the small capacity time counter CS is counted up. In step 604, it is determined whether the Cs is greater than or equal to the small capacity time CSO, and if true, step 6
At step 05, the flag Fs is set and the small capacity control is canceled.

When the result in step 604 is false, that is, when Cs is less than Cso, or after the flag Fs is set in step 605, in step 606, the flag Fc indicating that the voltage is being applied is set, and the capacitive actuator 13 is being driven. If it is true, in step 607, the voltage application time CC to the capacitive actuator 13 is counted up. In step 608, it is determined whether the CC becomes 0 or less and it is time to stop the capacitive actuator 13. If true, in step 609, the flag F
C is cleared and a stop signal for the capacitive actuator 13 is output to the compressor control circuit 16.

If step 608 is false, that is, the CC is 0 or more, or after clearing the flag Fc in step 609,
In step 610, a flag Fh indicating that voltage is being applied to the door drive circuit 34 is set, and it is determined whether the electric actuator 18 is being driven. If true, step 6
In step 11, the voltage application time ch to the door drive circuit 34 is decreased by a current. In step 612, it is determined whether the channel becomes 0 or less and it is time to stop the electric actuator 18. If true, step 613
Then, the flag Fh is cleared and a stop signal for the electric actuator 18 is output to the door drive circuit 34.

When the result in step 612 is false, that is, when the channel is greater than or equal to 0,
Or after clearing flag Fh in step 613,
Counter C that creates the execution cycle of temperature adjustment in step 614
rn is counted down, and in step 615, the CI
It is determined whether the value becomes 0 or less and it is time to permit execution. If true, set the Fn+ in step 616;
An execution cycle cno is given to the CI.

As described above, in this embodiment, the defact temperature sensor 42, the vent duct temperature sensor 43, and the floor duct temperature sensor 44, which are means for detecting the temperature of air blown into the vehicle interior, are provided, and in step 200 shown in FIG. The target blowout temperature T dox for each outlet is calculated from the output signals of the inside air temperature sensor 41 which is the means, the outside air temperature sensor 40 which is the outside air temperature detection means, and the temperature setting volume 37 which is the target setting means for the inside air temperature. 3)), calculate the temperature difference ΔTdx between this target blowout temperature T dOX and the output signal of the blowout temperature detection means 42, 43, 44 (see equation (4) above), step 35 shown in FIG.
In steps 9 to 463, the capacity change amount VCU of the compressor 12 is calculated from this temperature difference ΔTdX, and the necessary adjustment amount ΔVC of the compressor capacity is determined, so that the blown air can be controlled to the target blowing temperature and to the comfortable blowing temperature. can. In particular, in step 463 shown in FIG. 4, the blowout temperature is adjusted by taking into consideration the mutual influence between the discharge capacity of the compressor and the air mix door position, so that fine-grained comfortable blowout temperatures can be adjusted for all blowout ports. can be controlled.

In addition, in step 400 shown in FIG. 2 and steps 614 to 616 shown in FIG. 3, the capacity control of the compressor is executed in synchronization with the flag Frn, which is set at a predetermined period, so the capacity is controlled at a predetermined time interval. By doing so, the delay in heat transfer when cooling the air in the evaporator 11 is absorbed, the capacity control is performed at the blowout temperature that reflects the previous control result, and the capacity control of the compressor 12 can be performed stably.

Further, in this embodiment, step 468 shown in FIG.
, the correction amount ΔV is determined from the output signal v−vO of the speed sensor 38, which is the acceleration detection means, and the temperature difference ΔTdX.
Since the capacity of the compressor is reduced from C, when the required cooling power is large, the rate of acceleration improvement can be reduced and the loss of comfort can be reduced. This results in
The compressor capacity can be adjusted to provide a balance between comfort and acceleration, which has the effect of improving overall comfort.

Furthermore, in this embodiment, as described above, since the capacity control of the compressor is executed in synchronization with the flag Fl that is set at a predetermined period, steps 456 to 4 shown in FIG.
At 58, compressor capacity control based on the difference between the outlet air temperature of the evaporator 11 and the target temperature is performed in synchronization taking into account the response delay of the refrigeration cycle. For this reason, after the compressor capacity is controlled in one cycle, the temperature difference is calculated after a predetermined period of time and the capacity is adjusted again, so the compressor capacity is controlled at the evaporator outlet temperature that reflects the previous capacity control result. Stable compressor capacity control can be performed.

Furthermore, in this embodiment, as described above, in step 200 shown in FIG.
dox is calculated 7, and in step 250 the air outlet 2 is
5, 26, and 27, and step 459 shown in FIG.
, 460, the required adjustment amount VCU is calculated based on the temperature difference ΔTdu between the lowest target blowout temperature T dou of the air outlets in use from which air is coming out and the output signal of the blowout temperature detection means of that outlet. Therefore, the required adjustment amount VCU is calculated based on the temperature difference between the target value and the detected value of either the vent outlet 26 or the differential outlet 25 from which air is coming out, and the discharge capacity of the compressor is determined. This has the effect of controlling the minimum capacity at which a comfortable and comfortable temperature can be obtained at all outlets, and minimizing the energy consumption due to driving the compressor.

〔Effect of the invention〕

According to the present invention, the discharge capacity of the compressor can be controlled based on the blowout temperature, which has the greatest effect on the sensibilities of the occupants, and therefore has the effect of improving comfort.

Furthermore, when the capacity is controlled at a predetermined period, the outlet temperature can be maintained at a comfortable value through stable control.

Further, according to the present invention, since the compressor capacity can be controlled to be reduced in order to improve the acceleration performance by taking into account the required cooling power, there is an effect that the control can achieve a balance between comfort and acceleration performance.

Furthermore, according to the present invention, since the evaporator outlet air temperature control is performed stably, comfort is improved and the power economy for driving the compressor is improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram of an automobile air conditioner which is an embodiment of the present invention, and FIG. 2 is a background processing (
BGJ), FIG. 3 is a flowchart of timer processing stored in the same microcomputer, FIG. 4 is a detailed flowchart of compressor control in the flowchart shown in FIG.
This figure is a detailed flowchart of the air mix door control in the same flowchart, and FIG. 6 is a reference blowout temperature characteristic diagram stored in the microcomputer of FIG. 1, which is used in the calculation procedure in the same flowchart. Explanation of symbols 11... Evaporator 12... Compressor 2
5... Differential air outlet 26... Vent air outlet 27
...Floor outlet 28...Microcomputer (calculating means; control means) 37...Temperature setting volume (target setting means) 38.
... Vehicle speed sensor (acceleration detection means) 40 ... Outside air temperature sensor (outside air temperature detection means) 41 ... Inside air temperature sensor (inside air temperature detection means) 42 ... Differential air temperature sensor (
Blowout temperature detection means) 43...Vent blowout temperature sensor (
(Same as above) 44...Floor outlet temperature sensor (Same as above) Applicant Hitachi Co., Ltd. Agent Patent attorney Yuzuru Kasuga = 33 = 11--Evavolator 44- Froso Fukiyama freezing temperature sensor (Same as above) Fig. 1 Fig. 2 Figure 3 IMER “ON”? 8 NFs=O? 0-Fs 601 -Cs Cs+1 603 6051Fs NFc=1'i) 606 Cc-1-Cc 607 CciO? N Fc NFh=17610 Ch-1-Ch ”' ch≦0?ゝ-Fh CmSO?N 616 1-Fm 0, 8-r

Claims (4)

[Claims] (1) An inside air temperature detection means, an outside air temperature detection means, an inside air temperature target setting means, a calculation means for calculating the necessary adjustment amount of the compressor capacity based on the output signals of these three means, and a calculation means for calculating the necessary adjustment amount of the compressor capacity based on the output of the calculation means. In an air conditioner for an automobile having a control means for controlling capacity, a means for detecting a temperature of air blown into a vehicle interior is provided, and the calculating means is configured to detect the inside air temperature detecting means, the outside air temperature detecting means, and the target setting of the inside air temperature. An air conditioner for an automobile, characterized in that a target blowout temperature is calculated from an output signal of the means, and the required adjustment amount is calculated from a temperature difference between the target blowout temperature and an output signal of the blowout temperature detection means. (2) The air conditioner for an automobile according to claim 1, wherein the control means controls the capacity of the compressor at a predetermined period. (3) In an automobile air conditioner having an acceleration detection means, a control means for reducing the compressor capacity based on an output signal of the acceleration detection means, an inside air temperature detection means, an outside air temperature detection means, a blowout temperature detection means into the vehicle interior, and An inside air temperature target setting means is provided, and the control means calculates a target blowout temperature from the output signals of the inside air temperature detection means, the outside air temperature detection means, and the inside air temperature target setting means, and calculates the target blowout temperature and the An air conditioner for an automobile, characterized in that a correction amount for the capacity of the compressor is determined based on the temperature difference between the output signal of the blowout temperature detection means, and the compressor capacity is reduced based on the output signal of the acceleration detection means and this correction amount. . (4) An air cooling means, an outlet air temperature detecting means for the cooling means, a means for calculating a necessary adjustment amount of the compressor capacity based on the temperature difference between the target temperature of the outlet air of the cooling means and the output signal of the detecting means; An air conditioner for an automobile having a control means for controlling the capacity of a compressor based on an output signal of the calculation means, wherein the control means controls the capacity of the compressor at a predetermined period.