JPH0241914A - Controller for vehicle air conditioning - Google Patents

Abstract

PURPOSE:To improve a pleasant quality in the case of a heat load within a car room being more than a predetermined value, by arranging so that an air conditioning wind may be blown in a 'spot ventilation' in concentration to a seat occupied by a screw member on the basis of the inspecting signal of a crew member inspecting means. CONSTITUTION:A crew member inspecting means detects whether each seat is occupied or not, and inputs it into a controlling means. Meanwhile, a heat load inspecting means detects a heat load by detecting the difference between an actual car room inside temperature and a target car room inside temperature, and inputs it into the controlling means. The controlling means, when the heat load is more than a predetermined value, controls a wind quantity rate variable means so that the blowing out quantity of an air conditioning wind to an occupied seat may be increased more than the blowing out quantity to an unoccupied seat, according to a crew member seating situation from the crew member inspecting means. Thus, a pleasant quality can be improved by blowing the wind in a 'spot ventilation' to the occupied seat.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a vehicle air conditioning control device, and more specifically, when the heat load inside the vehicle is greater than or equal to a predetermined value, The present invention relates to a vehicle air conditioning control device for improving passenger comfort by blowing conditioned air in spots.

(Prior Art) In recent years, air conditioners have been used in automobiles that can automatically control cooling or heating capacity, output of a blower fan, etc. based on information from various sensors.

This type of air conditioner is equipped with footwell vents that blow out conditioned air toward the feet of the driver and passenger seats in the vehicle interior, and chest vents that blow out conditioned air toward the chests of passengers. Ori,
-L Automatic adjustment of the ratio of the amount of air emitted from the foot air outlet and the chest air outlet is now performed based on the above-mentioned sensor information.

In other words, the basic idea of conventional air conditioners is to cool or heat the vehicle while keeping the temperature distribution throughout the vehicle interior as uniform as possible.

(Problem to be Solved by the Invention) By the way, when the interior of the vehicle is under a high heat load state, for example, when the interior of the compartment is a predetermined temperature higher than the comfortable temperature, the entire interior of the vehicle is quickly brought to a comfortable temperature. However, even if the cooling capacity and fan blowing capacity are maximized, there is a limit. Therefore, when passengers are seated only in some of the seats, the spot air is intensively blown only from the outlet corresponding to the seat where the passenger is seated, and only the space occupied by the passenger L1 is partially covered. It is desirable to keep the temperature close to a comfortable temperature.

However, the conventional air conditioner disclosed in Japanese Utility Model Publication No. 62-67817, for example, has a problem in that the proportion of air blown from the air outlet corresponding to each seat, for example, the amount of air blown from the chest air outlet on the driver's seat side. Because there is no means to automatically control the ratio between
For example, even if you adjust the direction of the louvers provided on the left and right chest air outlets when the driver is the only occupant,
It is practically impossible to concentrate the air from the chest air outlet only on the driver's seat side.

Therefore, an object of the present invention is to automatically optimize the ratio of the amount of air blown to seats where passengers are seated and the amount of air blown to seats where no passengers are seated, when the heat load in the vehicle interior is equal to or greater than a predetermined value. It is an object of the present invention to provide a vehicle air conditioning control device that can control air conditioning, thereby improving the comfort of occupants in a vehicle interior.

(Means for Solving the Problems) As shown in FIG. 1, the air conditioning control device for one-E vehicles according to the present invention is capable of varying the ratio of air distribution to the air-conditioning air outlet corresponding to each seat in the vehicle interior. an air volume ratio variable means, an occupant detection means for detecting that an occupant is seated on a predetermined seat, a heat load detection means for detecting a heat load in the vehicle interior, and when the detected value of the heat load detection means is greater than or equal to a predetermined value; l: Based on the occupant detection signal from the detection means, the amount of air conditioned air blown from the outlet corresponding to the seat where the occupant is seated is changed to the amount of air conditioned air blown from the outlet corresponding to the seat where the occupant is not seated. a control means for controlling the air volume side variable means so that the amount of air is greater than the amount of air blown;
This is a configuration equipped with the following.

With this configuration, when the detected value of the heat load detection means is equal to or higher than a predetermined value, the control means controls the air outlet of the occupant from the air outlet corresponding to the seat where the occupant is seated, based on the occupant detection signal from the occupant detection means. Since the amount of conditioned air blown out is greater than the amount of air conditioned air blown out from the air outlet corresponding to the seat that is not occupied, the space occupied by the occupant quickly approaches a comfortable temperature. Furthermore, since the ratio of the air blowing jff11 from the air outlet corresponding to each seat can be varied according to changes in the situation, it is possible to smoothly transition from spot air conditioning to uniform air conditioning of the entire small room.

(Example) Hereinafter, embodiments of the present invention will be described based on the drawings.

FIG. 2 shows the main body of the air conditioner. In this figure, l is the main duct, and main duct 1 has a
An outside air intake port 2 that takes in outside air and an inside air intake port 3 that takes in air from inside the vehicle are provided at the second flow end, and a first outflow port 4 for the heat duct is provided at the downstream end. A second outlet 5 for the differential duct and a third outlet 6 for the vent duct
and is provided. - a heat duct 7 is connected to the first outlet 4, a differential duct 8 is connected to the second outlet 5, and a vent duct 9 is connected to the third outlet 6; , the main duct 1, and each of the above-mentioned ducts 7, 8, and 9 constitute a passage for conditioned air (conditioned air). The heat duct 7 has its blowing lowers a and 7b.
is arranged to blow out the conditioned air toward the feet of the front seat occupant, and the vent duct 9 is arranged so that its outlet ports 9a to 9d are arranged to blow out the conditioned air toward the chest or face of the front seat occupant. .

To explain in more detail, in this embodiment, two air outlets 9a on the right side (upper side in FIG. 2) of the vent duct 9,
9b is arranged to blow out air conditioned air towards the chest or face of the passenger seated in the driver's seat, and the two air outlets 9c and 9d on the left side of the vent duct 9 (lower side in Figure 2) are for the passenger's chest or face. The system is arranged to blow out conditioned air towards the chest or face of the passenger seated on the seat side. Similarly, the right blower lower a of the heat duct 7 is disposed to blow out conditioned air toward the chest of the driver's seat occupant, and the left blower lower b is arranged to blow out air conditioned air toward the chest of the passenger's seat occupant.

Inside the main duct 1, a prower 11 driven by a motor IO, an evaporator 12, and a heater core 13 are arranged in order from the upstream side.

The evaporator 12 includes a condenser 14 and an engine 1.
The evaporator 12 is incorporated into a cooling circuit consisting of a compressor 16, an expansion valve 17, etc. mechanically driven by an output shaft 15a of the evaporator 12, and is designed to dehumidify or cool the air passing through the evaporator 12. In the figure, arrows indicate the flow of refrigerant.

Further, the heater core 13 is connected to a cooling water passage in the engine l via pipes 18 and 19.
Engine cooling water is introduced into the heater core 13 to warm up the air passing through the heater core 13. A flow rate control valve 20 is disposed in the upstream pipe 18 that introduces engine cooling water into the heater core 13, and this valve 20 is linked with an air mix door 21, which will be described later. In the figure, arrows indicate the flow of engine cooling water.

Inside the main duct 1, an inside/outside air door 22 for opening and closing the outside air intake port 2 and the inside air intake port 3 is disposed at the upstream end thereof, and on the direct flow side of the heater core 13, the outside air door 22 is disposed at the upstream end thereof.
An air mix door 21 is provided at the downstream end of the main duct 1 to control the proportion of air passing through the heat duct 3, and a first mode door 24 for opening and closing the heat duct outlet 4 is provided at the downstream end of the main duct 1.
A second mode door 25 is provided to switch the opening and closing of the outlet 5 for the def duct and the outlet 6 for the vent duct. By controlling the opening and closing of the first and second mode doors 24 and 25, Conditioned air blowout [1 is the first blowout mode only for the feet of the rF7 seat occupant, that is, the heat duct 7, the second blowout mode for the face of the front seat occupant, that is, only the vent duct 9, and the third blowout mode for the feet and face of the front seat occupant. Three speech bubble modes are available.

Further, the air mix door 21 is linked to the diversion control valve 20 via a bell crank 23, and the first mode door 24 and second mode door 25 are connected to each other via a rod 25.
They are connected by a, so that they are linked to the meal.

Each of these doors 21.22.24.25 is driven by a motor 26.27.28 as an actuator.
6.27.28 are activated on the basis of the signal SI S2, S:l from the control unit 29. In addition, in FIG. 2, 27a is a potentiometer that detects the opening degree of the air mix door 21.

As shown in FIG. 2, the control unit 29 contains 1ri, various information required for indoor air adjustment, namely, a small indoor temperature signal from the indoor sensor 30, an outside air temperature signal from the outside air sensor 3I, and the duct. The temperature signal in the duct from the sensor 32, and the ON and OFF depending on the engine cooling water temperature from the water temperature switch 33 (in addition to 38, the first solar radiation sensor 35 disposed near the windshield in the small room)
, a rear side solar radiation signal from a second solar radiation sensor 37 disposed near the rear window glass, and a signal from a detection switch 41 for detecting the seating of a passenger in the passenger seat 40. The control unit 29 outputs door control signals SI S2 and S to each motor 26, 27, and 28, and a control signal S4 to the power transistor loa of the blower controller 10.

This control unit 29 operates based on a setting device 38 installed on the front panel.
, the inside/outside air switch SW2 sets the inside/outside air, the Suita switch SW3-5 sets the air conditioned air [1] corresponding to each duct 7, 8, and 9, and the compressor 16 is operated to perform cooling and dehumidification. do. Air conditioner switch SW6,
Target 11j Temperature switch SW8 for setting indoor temperature T0
and temperature switch SW9 to set the air conditioner airflow: i7.
and the auto mode switch (A U
T0)SWIO is provided. In addition, switch SW
I is the ON -01"F switch for the fogging +11 heat wire provided on the rear window glass.

Further, in this embodiment, as shown in FIGS. 2 and 3, the right side (driver's seat side) Suita exits 9a and 9 in the vent duct 9
At the branching point between b and the left side (passenger seat side) air outlet 9C19d, there is a fill ratio variable means for varying the distribution side of the conditioned air to the right side air outlets 9a, 9b and the left side Suita ports 9c, 9d. A left-right wind t1 door 42 is pivotally mounted so as to be rotatable left and right. The left and right seven doors 42 are driven by a motor 43 as an actuator. The control unit 29 outputs a left and right wind door control signal S5 to the motor 43.

The dual-purpose air conditioner having the above configuration can be switched to manual mode and automatic control mode.

During manual operation, the control unit 29 generates the selected control conditions in accordance with the selection operations of the switches SW2 to SW9, and controls the various actuators 10.
Control signals are output for 26.27.28.

For example, by selecting the inside/outside air switch SW2, the inside/outside air motor 26 is operated, the inside/outside air intake port 2.3 is changed, and the introduction of inside/outside air is switched. By selecting the Suita mode switches SW3 to SW5, the mode motor 2
8 is activated, the mode door 24.26 is set to a predetermined mode, and the air conditioned air outlet (Suita mode) corresponding to each duct 7.8.9 is changed. Further, by operating the temperature switch SW8, the target indoor temperature To is set, the opening degree of the air mix door 21 is changed, and the Suita temperature of the conditioned air is adjusted.

In addition, in this embodiment, the opening degree adjustment of the air mix door 21,
In other words, the blowout temperature is adjusted based on the above-mentioned calculation of the optimum blowout temperature TF.

Next, the operation in automatic control mode will be explained.

First, referring to FIG. 4, the target indoor temperature To is set in the temperature switch SW8 by receiving information from the setting device 38 and various sensors 30 to 33,35,3'7.
Optimum control conditions corresponding to are generated (step S4).
, a control signal is output to each actuator 10127 (steps 36 to S9).

The outline of the basic control in this automatic air conditioning control is based on the target indoor temperature To and the actual temperature 11 detected by the indoor sensor 30.
(Based on the comparison with the indoor temperature T and the temperature difference Δc,
The optimum Suita temperature TF is calculated (step S4), and if T is 14 degrees lower than that in the practical room, the opening degree of the air mix door 21 is increased to increase the proportion of air passing through the heater core 13, and the blowout of the conditioned air is increased. It is designed to increase the temperature (
Step S5). Conversely, if the actual vehicle interior temperature T is high, the compressor 16 is operated to cool the air passing through the evaporator 12 (step S7).
. Furthermore, based on the magnitude of the temperature difference T between the target vehicle interior temperature To and the actual vehicle interior temperature T, the larger the temperature difference ΔT is, the more the air volume of the conditioned air is increased (step S6).

In addition, based on the optimum blowing temperature TF - blowing mode preset according to the height of the optimal blowing temperature TF in Section 111, for example, when the optimum blowing temperature TF is 40°C or higher, the first mode (foot), and when it is 20°C or lower, the first mode (foot) is selected. 2nd Suita mode (face), 3rd Suita mode (feet,
The mode doors 24 and 25 are controlled to automatically set the air outlet for the conditioned air (step S7).
). This comparison table is shown in FIG.

For such basic control, an outside temperature signal from the outside air sensor 31, an inside duct temperature signal from the duct sensor 32,
Corrective control is performed using information such as solar radiation signals from the solar radiation sensors 35 and 37.

By the above Suita mode control, for example, the second Suita mode (
face) is selected, the evaporator 12 cools the
The rejected air will be guided only to the vent duct 9, but if, for example, the temperature difference △T between the actual vehicle interior temperature and the target interior temperature To is greater than a predetermined value, and there is no passenger in the passenger seat 40. When the driver is not seated, the configuration is such that cooling air is sent to the driver's seat in a concentrated spot.

That is, in this embodiment, spot control for the left and right collapsible doors 42 is performed in step S1O.

The flowchart shown in FIG. 6 shows a first embodiment of the spot control (step 510) shown in FIG. 5, and FIG. 7 shows the operation of the door 42 under spot control. Referring to FIGS. 6 and 7, in step S11, the practical room temperature T and the target room temperature T11 are
It is determined whether or not the temperature difference ΔT is smaller than the first set value TA, and when ΔT<TA, the temperature difference ΔT is set to the second set value TB (TB<TA
), and if △T<TB, then
A control signal is sent from the control unit 29 to the motor 43 so that the ratio of the amount of air blown from the right side air outlet 9a, 9b of the vent duct 9 and the amount of air blown from the left side air outlet 9C19d becomes 50% each (step 513). ). As a result, the left and right air volume doors 42 are placed in the neutral position shown in FIG. 7(c).

On the other hand, when it is determined in step Sll that 8T≧TA, it is determined in step S12 whether or not the occupant detection switch 42 of the passenger seat 40 detects that an occupant is seated on the passenger seat 40, and the occupant detection switch 42 is Passenger seat 40
If it is detected that the occupant is seated in the seat, step S13
Then, similarly to the above, the left and right air volume ratios are controlled to 50% each.

On the other hand, in step S14, the occupant detection switch 42
If it has not detected that an occupant is seated on the passenger seat 40, the process proceeds to step S15, and the ratio of the air blowing amount from the driver's seat side air outlets 9a, 9b is 100% (that is, the passenger's seat side Suita outlets 9c, 9d). A control signal S5 is outputted from the control unit 29 to the motor 43 so that the proportion of air blowing out from the motor becomes 0%). As a result, the left and right air volume doors 42
As shown in FIG. 7(a), the rotation control is performed to a position that cuts off the supply of air to the left (passenger seat side) air outlets 9c and 9d. Therefore, spot ventilation is performed only to the occupant seated in the driver's seat.

When it is determined in step S12 that ΔT≧TB, it is determined in step 316 whether or not the occupant detection switch 41 detects that an occupant is seated in the passenger seat 40, similarly to step S14, and one occupant is seated. If it has been detected, the process proceeds to step 513, and if the seating of the occupant has not been detected, the process proceeds to step SI7. Step S
At t7, the ratio of the air volume from the driver's seat side (right side) air outlets 9a, 9b is 75% (that is, the ratio of the air volume from the passenger seat side Suita outlets 9c, 9d is 25%). A control signal Ss is output from the control unit 29 to the motor 43. As a result, the left and right air volume doors 42 are
As shown in FIG. 7(b), the motor 43 rotates it to a position where the proportion of air blowing from the right side air outlets 9a and 9b is 75% (the proportion of air blowing from the left side Suita outlets 9c and 9d is 25%). dynamically controlled.

In the case of the embodiment shown in FIG. 6 described above, the temperature difference T is TA≦Δ
From the state of T, through the state of TB≦△T<TA, then △T<TB
As the state changes from the control state of step S15 to the control state of step S16, the control state changes to step S13.
Since the control state is switched to the control state in three stages, it is possible to perform spot air blowing control with an optimum air volume according to the size of the temperature difference ΔT. In addition, the control in step SI5 or step SI
If an occupant sits in the front passenger seat while the control in Step 6 is being performed, the control immediately switches to the uniform air blowing control state in step S13, so that the occupant in the front passenger seat does not feel uncomfortable.

(Margins below) Figure 8 shows the spot control shown in Figure 4 (steel knob 510).
) shows a second embodiment. In this embodiment, in step S2+, it is determined whether the temperature difference ΔT between the practical interior temperature T and the target vehicle interior temperature Ta is smaller than the set value TA, and when ΔT -rA, the process proceeds to step S22.
In step S13 of the above embodiment (FIG. 6), the wind ratio equalization control is performed.

On the other hand, when ΔT≧TA, the process proceeds to step S23,
It is determined whether or not the occupant detection switch 41 detects that an occupant is seated in the passenger seat 40. If the occupant detection switch 41 detects an occupant, the process advances to step S22. On the other hand, if no occupant is detected sitting in the passenger seat 40, the process advances to step S24.

In step S24, the driver's seat side air outlet 9a, 9b
The proportion of air flow from
% (that is, when the temperature difference ΔT is a dog, the proportion of the amount of air blown from the passenger seat side Suita exit 9C19d is 0%) to 50%. Therefore, the left and right air volume doors 42 are pivoted from the position shown in FIG. 7(a) to the appropriate position shown in FIG. 7(C) depending on the magnitude of the temperature difference Δ'I'.

Figure 9 shows the step control (step 5IO) shown in Figure 4.
This shows a third embodiment of the invention. In this embodiment, in step S31, the actual indoor temperature '' and the target 11 [
It is determined whether the temperature difference T from the indoor temperature To is smaller than the set value TA, and if it is 8T less than TA, step S32
In this step, the same control as in step SI3 shown in FIG. 6 is performed.

-, if △T≧GoA, it is determined in step S33 whether or not the occupant detection switch 41 detects that the occupant is seated in the passenger seat 40, and if it is detected that the occupant is seated, step Proceed to S32.

On the other hand, if the occupant detection switch 41 does not know that the occupant is seated in the passenger seat 40, the process proceeds to steps 833 to S.
Processing up to 36 is performed. The processing from step S33 to step S36 is similar to the control in step S23 shown in FIG. Each time the air flow rate D (%) increases, the air flow rate D (%) decreases step by step, and when the air blow rate (ratio) reaches 50%, the count value 1"c is reset (step 836) and the step in FIG. Return to S3.

In this third embodiment, if ΔT becomes A while repeating the control of the air blow rate ratio (steps S34 to $35), or if r1 is seated in the passenger seat, steps S34 to S35 is interrupted, the count value Tc is reset (step 537), and the process proceeds to step S32.Therefore, it is possible to perform optimal control in response to changes in the situation more than in the second embodiment shown in FIG.

Figure 1O shows the spot control (step 5IO) shown in Figure 4.
) shows a fourth embodiment. In this embodiment, the temperature difference between the actual interior temperature and the target vehicle interior temperature T0 is
Instead of comparing the required cooling capacity with a predetermined value, it is determined whether the required cooling capacity is the maximum (step 541) and whether the required fan air volume is the maximum (step 542). If the cooling capacity and fan air volume are respectively maximum, it is determined whether or not an occupant is seated in the passenger seat 40, assuming that the actual indoor temperature T is far from the target temperature 'a' (step 543). L, if no passenger is seated in the passenger seat 40, the same control as step S15 shown in FIG. 6 is performed in step S44.
If the determination result in each of steps S41, S42, and S43 is No, control similar to step S13 shown in FIG. 6 is performed in step S45.

Although the illustrated embodiments have been described above, the present invention is not limited to the aspects of the above embodiments. For example, a safety belt corresponding to each seat may be used as a means for detecting the seating of an occupant on each seat. It is also possible to use a switch that detects whether the safety belt is in use (for example, whether the buckle of the safety belt is connected or not).

In addition, an occupant detection means (
By providing a switch (such as a switch), when the driver is not seated in the driver's seat, air can be blown only to passengers seated in other seats.

Furthermore, occupant detection means (switches, etc.) are provided in the rear seat in addition to the driver's seat, passenger seat, etc., and the seat (one or more) where the occupant is seated is determined based on the occupant detection signal from each occupant detection means. It is also possible to perform spot air blowing from the outlet corresponding to the air outlet.

Further, the ratio control of the air flow rate can also be performed, for example, on the air outlet of the heat duct.

(Effects of the Invention) As is clear from the above description, according to the configuration of the present invention, when the detected value of the thermal load detection means is equal to or higher than a predetermined value, the control means is activated based on the occupant detection signal from the occupant detection means. 1. The wind force ratio variable means controls so that the amount of air conditioned air blown from the air outlet corresponding to the seat where a passenger is seated is greater than the amount of air conditioned air blown from the air outlet corresponding to the seat where no passenger is seated. Therefore, the quick effect of air conditioning on the passengers is improved.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the present invention. FIG. 2 is a mechanical configuration diagram in one embodiment of the present invention. FIG. 3 is a control system diagram in one embodiment of the present invention. FIG. 4 is a flowchart showing an example of basic control. FIG. 5 is a setting comparison table of the optimum blowing temperature TF and blowing mode in automatic control. FIG. 6 is a flowchart showing a first embodiment of spot control according to the present invention. Figure 7 (a), (b), and (c) show the left and right wind doors (wind i1
FIG. 3 is a diagram showing each control mode of the ratio variable means. FIGS. 8 to 10 are flowcharts showing second to fourth embodiments of spot control according to the present invention, respectively. Δ: Air conditioner 7 near a, 7 b = 9 = 9 a~9 d: 27~28: 29 = 30~32. 38: 40: 4 l: Heat duct outlet Vent duct outlet [1 Actuator control unit 33.35.37 Various sensor setting device Passenger seat occupant detection switch : Temperature difference 1゛Δ, TB: Set value Fig. 7 (a) (b) 100'/@ Fig. 9

Claims (1)

[Claims] (1) An air volume ratio variable means for varying the proportion of air distributed to the air-conditioned air outlet corresponding to each seat in the vehicle interior, an occupant detection means for detecting whether an occupant is seated on a predetermined seat, and a heat load in the vehicle interior. a heat load detection means for detecting a heat load detection means; and when the detection value of the heat load detection means is equal to or higher than a predetermined value, the conditioned air is discharged from the air outlet corresponding to the seat where the passenger is seated, based on an occupant detection signal from the occupant detection means. A vehicle air conditioning control device comprising: control means for controlling the air volume ratio variable means so that the air flow rate is greater than the air flow rate from the air outlet corresponding to the seat where no passenger is seated.