JPH075012B2 - Vehicle air conditioning control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an air conditioning control device, and more particularly to a vehicle air conditioning control device suitable for performing air conditioning control in a vehicle compartment.

(Prior Art) Conventionally, in this type of air-conditioning control device, the required blowout temperature of the airflow into the vehicle cabin is determined according to the actual temperature inside the vehicle cabin and the desired set temperature, and this determination required blowout is performed. It is usual to control the actual temperature in the vehicle compartment based on the temperature so as to maintain the set temperature.

(Problems to be solved by the invention) By the way, in such a configuration, it is always attempted to realize a comfortable air-conditioning state in the vehicle interior by correcting the determined outlet temperature in consideration of the outside air temperature, the amount of solar radiation, etc. There is. However, the air conditioning control such as the determination of the required blowout temperature or the determination of the indoor target temperature by the conventional device is performed only on the basis of the environmental conditions such as the outside temperature and the solar radiation, so that the comfort of the passengers is required. It was hard to say that it accurately reflected. This is because the comfort state of the passenger in the passenger compartment is not clearly grasped.

In order to deal with the above, the inventors of the present invention have considered the fact that the air control in the vehicle compartment is performed by paying attention to the following facts.

(1) There is a strong correlation between the occupant's skin temperature and the occupant's temperature sensation (sensation of being hot and cold).

(2) In a steady state, when the passenger has no sense of temperature (neither cold nor hot), the air-conditioning state in the passenger compartment is comfortable for the passenger.

(3) When the occupant's temperature sensation is unsteady when the skin temperature is high and hot, the skin temperature is lowered to be cool, and when the skin temperature is low and cold, the skin temperature is raised to be warm. The air conditioning condition in the room is comfortable for passengers.

However, in order to realize the above-mentioned temperature sensation state, in addition to environmental factors such as temperature, humidity, air flow, and radiation,
It was confirmed by experiments that the occupant's factors such as the amount of work (metabolism) and the amount of clothing of the occupant must also be considered. As a result, it has been found that the skin temperature of the occupant, which is closely related to the temperature sensation of the occupant corresponding to the above-mentioned temperature sensation state, is determined in consideration of all the above-mentioned environmental factors and occupant-side factors. This means that if the skin temperature is used as an index, it is not necessary to consider the influence of the size and heat load of the vehicle, which is a problem in conventional air conditioning control.

As described above, the temperature sensation of the occupant in the steady state can be known from the skin temperature of the occupant. However, when the temperature inside the passenger compartment is unstable from immediately after riding the passenger until it stabilizes, not only the skin temperature but also the temporal change rate of the skin temperature and the temporal integration rate (speed, thermal history) must be considered. I have to.
Promptly, if the actual temperature sensation is S, the skin temperature is Ts, its temporal change rate is Ts, and the thermal history is ΣTs, then the following relational expression (1) is established between them. .

S = aTs + bs + cΣTs + d (1) However, the present invention is based on the above description, and the air conditioner for the vehicle is configured to always control the air-conditioning state of the passenger compartment to a comfortable state while considering the temperature sensation of the occupant. It is intended to provide a harmony control device.

(Means for Solving the Problems) In solving the problems, the structural features of the present invention are as follows.
As illustrated in FIG. 1, an air conditioning control including a flow rate control means 1 for controlling the amount of the blown air flow into the vehicle interior of the vehicle and a temperature control means 2 for controlling the blowout temperature of the blown air flow. In the device, the skin temperature detecting means 3 for detecting the actual skin temperature of the occupant in the vehicle compartment, the detected skin temperature, the change rate of the detected skin temperature, or the actual history of the occupant according to the heat history of the actual skin temperature. Temperature sensation determining means 4 for determining temperature sensation
The flow rate control means 1 is provided with an electric control means 5 for performing the flow rate control so that the determined temperature sensation coincides with the target temperature sensation and the temperature control means 2 is provided with an electrical control means 5. It is in.

(Operation) With the above configuration of the present invention, the skin temperature detecting means 3 detects the actual skin temperature of the occupant in the vehicle compartment, and the temperature sensation determining means 4 applies the detected skin temperature and the detected skin temperature. The flow rate of the flow rate control means 1 determines the actual temperature sensation of the occupant according to the rate of change or the thermal history of the actual skin temperature, and causes the electrical control means 5 to match the determined temperature sensation with the target temperature sensation. The control and temperature control means 2 is controlled so as to provide the temperature control.

(Effect) As described above, in determining the actual temperature sensation of the occupant, the actual skin temperature of the occupant and its change rate or thermal history are always taken into consideration, and the temperature sensation thus determined is set as the target temperature sensation. Since the amount of blown air flow and its blowout temperature are controlled so that they match, even if an occupant is outside the vehicle cabin in the winter or summer and gets into the vehicle, heating control or cooling control in the vehicle cabin after the ride is carried out. However, the temperature sensation of the occupant can be appropriately maintained from the unsteady state to the steady state.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings.
The figure shows an example of a vehicle air conditioning control device according to the present invention. The air conditioning control device is provided with an air duct 10, and the air duct 10 is open in the vehicle interior 10a of the vehicle at both air outlets 11 and 12 via its front wall. In such a case, the outlet 11 corresponds to the vent mode outlet, while the outlet 12 corresponds to the heat mode outlet. In the air duct 10, the blower 20, the evaporator 30, the air mix damper 40, from the inlet side to the outlets 11 and 12,
A heater core 50 and an outlet switching damper 60 are sequentially arranged.

The blower 20 receives the air duct 10 according to the drive of the blower 20a.
The air flow is introduced into the inside of the evaporator 30,
Air is blown into the vehicle interior 10a from the air outlet 11 or 12 through the air mix damper 40, the heater core 50, and the air outlet switching damper 60.
The evaporator 30 receives the refrigerant in the refrigeration cycle under the operation of the compressor 30a and cools the air flow from the blower 20. The compressor 30a has an electromagnetic clutch 3 attached to it.
Driven by the engine of the vehicle under selective engagement of 0b. The air mix damper 40 detours the heater core 50 from the evaporator 40 and the amount of cooling air flow to be flown into the heater 50 from the evaporator 40 according to the actual opening degree θ (see FIG. 2) and allows the heater core 50 to flow into the subsequent flow. Adjust the amount of cooling air flow to be used. In such a case, air mix damper 40
2 is at the position of the broken line (or solid line) shown in FIG. 2, the actual opening θ becomes the minimum opening θmin (or the maximum opening θmax). The heater core 50 heats the incoming cooling air stream. The blower outlet switching damper 60 blows out the mixed air flow of the heating air flow from the heater core 50 and the cooling air flow bypassing the heater core 50 at the switching position (hereinafter referred to as the first switching position) shown in FIG. It blows out from 12. In addition, the outlet switching damper 60
Is switched to a position where the outlet 12 is closed (hereinafter referred to as a second switching position), and the mixed air flow is blown out from the outlet 11.

The air-conditioning control device includes an outside air temperature sensor 70a and a skin temperature sensor 7
It has 0b and an opening sensor 70c, and the outside air temperature sensor 70a detects the actual temperature of outside air outside the vehicle and generates it as an outside air temperature detection signal. The skin temperature sensor 70b is composed of an infrared sensor. The skin temperature sensor 70b is supported above the front side of the driver M who is seated when driving in the vehicle interior 10a, and the average skin temperature of the body of the driver M is measured. The actual skin temperature of the representative part is detected and generated as a skin temperature detection signal. The opening sensor 70c detects the actual opening of the air mix damper 40 and generates it as an opening detection signal. The A / D converter 80 has an outside air temperature detection signal from the outside air temperature sensor 70a and a skin temperature sensor 70b.
The skin temperature detection signal from the sensor and the opening detection signal from the sensor 70c are digitally converted to generate an outside air temperature digital signal, a skin temperature digital signal, and an opening degree digital signal. The operation switch SW is operated at the start of operation of the air conditioning control device to generate an operation signal.

The microcomputer 90 executes the computer program in cooperation with the AD converter 80 according to the flowchart shown in FIG. 3, and during this execution, the blower motor 20a, the electromagnetic clutch 30a, the motor 120a and the motor 130a.
The arithmetic processing necessary for controlling the drive circuits 100, 110, 120, and 130 respectively connected to the. In such a case, the microcomputer 90 is powered by the ignition switch IG of the vehicle from the battery B to be in an operating state, and starts execution by an operation signal from the operation switch SW. Further, the computer program described above is a microcomputer 90.
Are stored in advance in the ROM.

The drive circuit 100 is controlled by the microcomputer 90 to control the rotation speed of the blower motor 20a. Drive circuit 1
The microcomputer 10 is controlled by the microcomputer 90 to selectively engage the electromagnetic clutch 30a. The motor 120a is driven and rotated by the drive circuit 120 under the control of the microcomputer 90. This means that the motor 120a adjusts the actual opening degree of the air mix damper 40 via a reduction mechanism (not shown). The motor 130a is driven and rotated by the drive circuit 130 under the control of the microcomputer 90. This means that the motor 130a selectively switches the outlet switching damper 60 to the first and second switching positions via a speed reducing mechanism (not shown).

In the present embodiment configured as described above, the engine of the vehicle is started by closing the ignition switch IG, and the microcomputer 90 is kept in an operating state. Then, when an operation signal is generated from the operation switch SW, the microcomputer 90 executes the computer program according to the flowchart of FIG.
Starting at 0, at step 210, a low speed mode output signal for driving the blower motor 20a in the low speed mode and a clutch output signal for engaging the electromagnetic clutch 30b are generated.

Then, the blower motor 20a turns into the microcomputer 90.
The blower 20 is driven in the low speed mode by the drive circuit 100 based on the low speed mode output signal from the
An air flow is introduced into the air duct 10 in an amount corresponding to the low speed mode of a. The electromagnetic clutch 30b is driven and engaged by the drive circuit 110 in response to the clutch output signal from the microcomputer 90, and accordingly, the compressor 30a is driven by the engine to supply the compressed refrigerant to the evaporator 30. Then, the air flow introduced by the blower 20 is cooled by the evaporator 30, and the heater core 50 is cooled by an amount corresponding to the actual opening θ of the air mix damper 40.
Flows into the chamber and is heated, while the remaining cooling air flow is
It flows directly into the heater core 50 publication and is mixed with the heated air stream.

After the arithmetic processing in step 210, the microcomputer 90 determines in step 220 the value of the outside air temperature digital signal, the value of the skin temperature digital signal and the value of the opening degree digital signal from the A / D converter 80. Then, the skin temperature Ts and the opening θ are input. However, if the closing of the ignition switch IG as described above is performed by the driver M who gets on the vehicle after staying in the cold environment in winter for a while, the outside temperature Tam and the skin temperature Ts are both Low. Therefore, the microcomputer 90 executes the step 22.
At 0a, the thermal history Σ
The thermal history Ts is estimated based on data (hereinafter, referred to as straight line data) representing the straight line characteristic 1 (see FIG. 4) that specifies the relationship between Ts and the outside air temperature Tam.

Here, the basis for deriving the linear characteristic 1 will be described. Now, in the steady state, when the driver's sense of temperature is insensitive, the standard skin temperature of the driver M is the predetermined temperature Ts.
If it is assumed that s, the thermal history ΣTs is generally expressed by the following equation (2).

However, the symbol t represents the time outside the vehicle before the ride of the driver M. Then, paying attention to the fact that the thermal history Ts has a close relationship with the temperature of the outside air of the vehicle, and the equation (2) was examined in relation to the outside air temperature Ta by repeated experiments.
It was confirmed that can be accurately approximated by the following equation (3) without depending on the equation (2).

ΣTs = KTam + ε (3) However, the symbol K represents a positive proportional constant, and the symbol ε
Represents a negative constant. Therefore, in this embodiment,
Equation (3) is adopted instead of equation (2), and the linear characteristic l specified by this equation (3) is stored in advance in the ROM of the microcomputer 90 as the linear data.

After performing the arithmetic processing in step 220a in this way, the microcomputer 90 compares and determines the skin temperature Ts in step 220 with the standard skin temperature Tss in step 230. At the present stage, Ts <Tss is generally established because it is in winter. Therefore, the microcomputer 90 determines "NO" in the same step 230, and generates a heat mode output signal to switch the blower outlet switching damper 60 to the first switching position in step 230a. Then, the motor 130a is driven by the drive circuit 130 in response to the heat mode output signal from the microcomputer 90 so that the blower outlet switching damper 60 is moved to the first position.
Switch to the switching position. As a result, the mixed air flow existing in the wake of the heater core 50 is blown out toward the leg of the driver M through the air outlet 12. As a result, the heat mode is set.

When the computer program proceeds to step 240, the microcomputer 90 determines the skin temperature Ts in step 220.
Is compared with the permissible standard skin temperature Tsp. In such a case, the allowable standard skin temperature Tsp represents the skin temperature of the driver M when the air-conditioning state is in a metastable state that precedes the transition to the steady state, and is stored in advance in the ROM of the microcomputer 90. There is. However, at this stage, since the driver M has just boarded the vehicle, the air conditioning state is unsteady. Therefore,
In step 240, the microcomputer 90 executes T
It is determined to be “NO” based on s ≠ Tsp, and in step 240a,
The temperature sense target value So of the driver M is set to "+1".
However, the temperature sensation target value So is a numerical value of the temperature sensation target of the driver M, and has the following relationship with the temperature sensation (Table 1).

In addition, “+3” to “−3” are those of the microcomputer 90.
Pre-stored in ROM.

Thereafter, the microcomputer 90, in step 240c, sets the skin temperature Ts in step 220 to the skin temperature Tsn, advances the computer program to step 220, and inputs Tam, Ts and θ in the same manner as described above, and step After the determination of "NO" in 240, in step 240c, the previous skin temperature Tsn is set to the skin temperature Tsn _-1, and the step
The latest skin temperature Ts in 220 is updated to the skin temperature Tsn. Then, in step 240d, the microcomputer 90 determines both skin temperature in step 240c based on the following equation (4).
The skin temperature change rate s is calculated according to Tsn and Tsn _-1 .

s = Tsn-Tsn _-1 (4) Further, in the step 240d, the microcomputer 90 further calculates the skin temperature change rate Ts based on the equation (1) and the latest skin temperature in each step 220 and 220a. The actual temperature sensation S is calculated according to Ts and the thermal history ΣTs. However, the skin temperature change rate Ts represents the time change rate of the skin temperature. Also,
Both equations (1) and (4) are stored in advance in the ROM of the microcomputer 90.

Therefore, at this stage, the actual temperature sensation S in step 240d does not match the temperature sensation target value So in step 240a, and since this temperature sensation target value So = + 1, the microcomputer 90 executes the computer program in step 26.
The process branches from 0 to step 260a. Then step 2
If the latest opening θ in 20 does not match the maximum opening θmax (previously stored in the ROM of the microcomputer 90), the microcomputer 90 returns “N” in step 260a.
If it is determined to be "O", and in step 270b, an opening degree output signal for increasing the actual opening degree of the air mix damper 40 in proportion to the proportional constant α (<0) is generated. Then, the motor 120a is driven by the drive circuit 120 based on the drive output signal from the microcomputer 90 to increase the actual opening degree of the air mix damper 40. As a result, the amount of the cooling air flow that flows into the heater core 50 increases, and the temperature of the mixed air flow that blows into the vehicle interior 10a from the air outlet 12 rises.

After that, when the determination in step 260a is "YES", the microcomputer 90 determines in step 270 to be "NO" based on the low-speed mode output signal in step 210, and in step 270a, the blower motor 20a is set to a proportional constant. A high speed mode output signal for generating the high speed mode is generated in proportion to β (> 0). Then, the blower motor 20
a is driven in the high speed mode by the drive circuit 100 based on the high speed mode output signal from the microcomputer 90,
Blower 20 is air duct in the amount corresponding to the same high speed mode
An air flow is introduced into the air bag 10 and blown out into the vehicle interior 10a from the air outlet 12 in substantially the same manner as described above.

By the way, the reason why the determination in step 260a is performed prior to the determination in step 270 is as follows. Now, let Ta be the temperature at which the mixed air flow blows into the vehicle interior 10a with respect to the actual opening of the air mix damper 40, and let v be the speed at which the same mixed air flow blows into the vehicle interior 10a. The temperature sensation S is the above-mentioned proportional constants α, β, and the blowout temperature.
Ta is expressed by the following equation (5) in relation to and the blowing speed v.

S = αTa + βv + γ (5) where the symbol γ represents a constant. Here, if α and β are set so that α> β, the temperature sensation S becomes βv
It can be seen that αTa has more influence than that. Therefore, in this embodiment, based on the premise of α> β, first, the opening degree of the air mix damper 40 is largely adjusted according to α, and after θ = θmax, the air flow introduction amount of the blower 20 is changed. The increase is adjusted in a small amount according to β so that the temperature sensation S of the occupant can quickly approach the temperature sensation target value So.

As described above, open the air mix damper 40 at the maximum opening θmax.
After that, when the actual temperature sensation S in the vehicle interior 10a reaches So + 1 by increasing the flow rate of the air introduced into the blower 20, the microcomputer 90, after the calculation at step 240, at step 260, S = The computer program is returned to step 220 when So = + 1. After that, if the determination in step 240 is "YES", the microcomputer 90 updates the temperature sensation target value So = 0 in step 240b. This means that So = 0 was set because the transition from the unstable state of the air conditioning state to the metastable state was established.

Then, when the computer program proceeds to step 260 in the same manner as described above, the microcomputer 90 causes the computer program to execute step 270 via step 260a based on the latest temperature sensation S> So = 0 in step 240d.
Then, based on the high speed mode output signal in step 270a, it is determined to be "YES". As a result, the air mix damper 4
The blowout temperature of the airflow into the vehicle interior 10a changes while the actual opening θ = 0max of 0 and the high speed mode of the blower motor 20a are maintained. In this state, when S = So = 0,
The microcomputer 90 returns the computer program from step 260 to step 220 directly. This means that the air conditioning state has changed from the metastable state to the steady state.

As can be easily understood from the above description, the heating control immediately after the ride of the driver who has been in the cold environment in the winter for a while by effectively utilizing the equations (1), (3) and (4). In doing so, the thermal history ΣTs is estimated based on the equation (3) from the outside air temperature Tam, and until the skin temperature Ts reaches the allowable standard skin temperature Tsp corresponding to the metastable state, the temperature sensation target value S
Under the setting of o (= + 1), the temperature sensation S is calculated according to both equations (4).
Based on (1), the actual opening of the air mix damper 40 is increased while θ <θmax based on S ≠ So, and the vehicle interior 10a is increased.
Since the temperature of the airflow blown into the vehicle is increased and the amount of airflow blown into the vehicle interior 10a is increased with the establishment of θ = θmax, the transient heating control under unsteady conditions is operated. The passenger can comfortably maintain a transient temperature sensation immediately after boarding. In such a case, since So = + 1> 0, the control of the warm eye is transiently secured, and as a result, the driver's sense of temperature immediately after getting on the vehicle can be more comfortably maintained. Further, in the formula (5), on the premise that α> β, the maximum heating control by the air mix damper 40 is quickly secured, and then the amount of the air flow blown into the vehicle interior 10a is increased. The transient heating control in the vehicle interior 10a can be made even smoother.

Then, after reaching Ts = Tsp, it is judged that the metastable state has been reached, So is set to 0, and then S = So is established until the satisfaction of S = So. Therefore, smooth heating control can be maintained in order to bring the driver's temperature sensation close to the dead state. After that, S = So = 0
When the above condition is established, the heating control state at the time of establishment is maintained as it is, and the driver's temperature sensation is kept insensitive. Therefore, comfortable heating control is performed while optimally maintaining the driver's temperature sensation in the steady state. Can be secured.

Further, in the above description of the operation, the heating control in the winter season is described, but instead of this, in the case where the driver who has been in the hot environment in the summer for a while performs the cooling control after getting on the vehicle. Can be substantially similar to the above. That is, when the computer program proceeds to step 230, the microcomputer 90 sets "Y" under Ts> Tss.
ES ”, and in step 230b, the outlet switching damper 60
The vent mode output signal is generated to switch the switch to the second switch position. Then, the motor 130a is driven by the drive circuit 130 in response to the vent mode output signal to switch the outlet switching damper 60 to the second switching position. As a result, the mixed air flow existing in the wake of the heater core 50 blows out through the blowout 11 toward the driver's head. As a result, the vent mode is set.

Then, the microcomputer 90 determines “NO” in step 250 as in step 240, and executes step 2
In step 50a, So = -1 is set, and when the computer program shifts to step 260, the computer program is branched to step 260b based on So = -1 <0 and S ≠ So. Then, if the latest opening θ in step 220 does not match the minimum opening θmin (previously stored in the ROM of the microcomputer 90), the microcomputer 90
However, it is determined to be “NO” in step 260b, and step 28
At 0b, an opening degree output signal for decreasing the actual opening degree of the air mix damper 40 in proportion to the proportional constant α (> 0) is generated. Then, the motor 120a is driven by the drive circuit 120 based on the opening output signal from the microcomputer 90 to reduce the actual opening of the air mix damper 40. As a result, the amount of the cooling air flow that flows into the heater core 50 decreases, and the temperature of the mixed air flow that blows out from the air outlet 12 into the vehicle interior 10a decreases.

After that, when the determination in step 260b becomes "YES", the microcomputer 90 determines in step 280 as "NO" based on the low-speed mode output signal in step 210, and in step 280a, the blower motor 20a is set to a proportional constant. A high speed mode output signal for generating the high speed mode is generated in proportion to β (> 0). Then, the blower motor 20
a is driven in the high speed mode by the drive circuit 100 based on the high speed mode output signal from the microcomputer 90,
Blower 20 is air duct in the amount corresponding to the same high speed mode
An air flow is introduced into the air outlet 10 and blown out into the vehicle interior 10a from the air outlet 11 in substantially the same manner as described above.

As described above, open the air mix damper 40 at the minimum opening θmin.
After that, when the actual temperature sensation S in the vehicle interior 10a reaches So = −1 by increasing the flow rate of the air introduced into the blower 20, the microcomputer 90 calculates at step 240d, and then at step 260. , S = So = −1, the computer program is returned to step 220. After that, when the determination in step 250 becomes "YES", the microcomputer 90 updates the temperature sensation target value So = 0 in step 240b. This means that So = 0 was set because the transition from the unstable state of the air conditioning state to the metastable state was established.

Then, when the computer program proceeds to step 260 in the same manner as described above, the microcomputer 90 executes the computer program through step 260b through step 260b based on the latest temperature sensation S <So = 0 in step 240d.
Then, based on the high speed mode output signal in step 280a, it is determined to be "YES". As a result, the air mix damper 4
The blowout temperature of the airflow into the vehicle interior 10a changes while maintaining the actual opening θ = θmin of 0 and maintaining the blower motor 20a in the high-speed mode. In the above description, when S = So = 0,
The microcomputer 90 returns the computer program from step 260 to step 220 directly. This means that the above-mentioned air conditioning has shifted from the metastable state to the steady state.

As can be easily understood from the above description, by effectively utilizing the respective equations (1), (3) and (4), the cooling control immediately after the ride of the driver who has been in the hot summer environment for a while. In doing so, the thermal history ΣTs is estimated based on the equation (3) from the outside air temperature Tam, and until the skin temperature Ts reaches the allowable standard skin temperature Tsp corresponding to the metastable state, the temperature sensation target value S
Under the setting of o (= -1), the temperature sensation S can be calculated by both equations (4)
Based on (1), the actual opening of the air mix damper 40 is decreased while θ> θmin based on S ≠ So, and the vehicle interior 10a is reduced.
Since the temperature at which the air flow into the vehicle interior is lowered and the amount of air flow into the vehicle interior 10a is increased with the establishment of θ = θmin, the transient cooling control under unsteady conditions is performed. The passenger can comfortably maintain a transient temperature sensation immediately after boarding. In such a case, So = −1 <0 is set, so that the control of the cool eyes is transiently secured, and as a result, the driver's temperature sensation immediately after getting on the vehicle can be more comfortably maintained. Further, in the formula (5), on the assumption that α> β, the maximum cooling control by the air mix damper 40 is quickly ensured, and then the amount of the air flow blown into the vehicle interior 10a is increased. The transitional cooling control in the vehicle interior 10a can be made even smoother.

Then, after reaching Ts = Tsp, it is judged that the metastable state has been reached, so So is set to 0, and then S = So is established until the establishment of S = So. Therefore, smooth cooling control can be maintained in order to bring the driver's sense of temperature closer to the blind state. After that, S = So = 0
When is established, the cooling control state at the time of establishment is maintained as it is, and the driver's temperature sensation is kept insensitive, and comfortable cooling control is performed while optimally maintaining the driver's temperature sensation in the steady state. Can be secured.

In the above description of operation, So = + 1 to So = 0.
However, the present invention is not limited to this, and in the context of the degree of heat or cold, So = 0 + 3 or +2 is sequentially applied to So = 0. It is also possible to decrease to So = 0, or increase sequentially from So = −3 or −2 to So = 0.

In implementing the present invention, the effects of s and ΣTs may be small depending on the coefficients b and c in equation (1). In such a case, the equation (1) may be modified as follows.

S = aTs + bs + d (5) S = aTs + cTs + d (6) In the above embodiment, the case of α> β was described in the formula (5), but β> α instead. In this case, the calculation process of both steps 270 and 270a is performed in both steps 260.
By performing the arithmetic processing of both steps 280 and 280a prior to that of a and 270b, and the arithmetic processing of both steps 280 and 280 prior to that of both steps 260b and 280, it is possible to achieve substantially the same operational effects as the above-described embodiment.

[Brief description of drawings]

1 is a block diagram showing the configuration of the invention described in the claims, FIG. 2 is a block diagram showing an embodiment of the present invention, FIG. 3 is a flow chart showing the operation of the microcomputer of FIG. 2, and FIG. 4 is a graph showing the relationship between outside air temperature and heat history. Explanation of code 10 …… Air duct, 10a …… Car interior, 11,12 …… Blowout port, 20
…… Blower, 30 …… Evaporator, 40 …… Air mix damper, 50 …… Heater core, 70a …… Outside temperature sensor, 70b
...... Skin temperature sensor, 90 ...... Microcomputer, 100,
110,120 …… Drive circuit, 120a, 130a …… Motor.

Claims (1)

[Claims] 1. An air conditioning control device comprising: a flow rate control means for controlling an amount of a blown air flow into a passenger compartment of a vehicle; and a temperature control means for controlling a blowout temperature of the blown air flow.
Skin temperature detecting means for detecting the actual skin temperature of the occupant in the vehicle compartment, and determining the actual temperature sensation of the occupant according to the detected skin temperature and the change rate of the detected skin temperature or the thermal history of the actual skin temperature. Temperature sense determining means and electric control means for causing the flow rate control means to control the flow rate so that the determined temperature sense coincides with the target temperature sense and the temperature control means to perform the temperature control. An air conditioning control device for a vehicle characterized by the above.