JP2006248352A - Temperature detecting device for vehicle and air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce an occupant's sense of being noticed and to eliminate an extensive angle of visibility in detecting surface temperature of each portion in a car room by a non-contact temperature sensor. <P>SOLUTION: The non-contact temperature sensor 70c having a plurality of temperature detecting regions is arranged toward the immediately downward direction on a rear end part on the rear side of the vehicle of an overhead console 42 on a left and right central part above a front seat. The non-contact temperature sensor is capable of setting sensor visibility from left and right side windows on the Fr side to left and right side windows on the Rr side so as to include each of the occupants in each of the temperature detecting regions without furnishing the extensive angle of visibility. Additionally, it is possible for each of the occupants to reduce the sense of being noticed by the sensor and sense of discomfort of being watched. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle temperature detection device and a vehicle air conditioner using the temperature detection device.

  Conventionally, a rear seat IR (infrared) sensor has been provided at the rear of the front seat to detect the air conditioning load required for air conditioning control of the vehicle air conditioner. Some of them were detected (see, for example, Patent Document 1).

Some IR sensors are provided on the ceiling of the vehicle interior so that the infrared light receiving part of the IR sensor faces the passenger (for example, see Patent Document 2).
Japanese Patent Laid-Open No. 2-158212 JP 2000-94923 A

  However, in the former prior art, the rear-seat IR sensor is arranged at the rear part (back part) of the front seat and the rear seat occupant is seen from the front of the rear seat occupant to be detected. The position of the shoulder of the rear seat occupant, which is the detection site, changes within the IR sensor's field of view due to changes in posture and physique, making it impossible to accurately detect the temperature. May change and the detection site may be dislodged, and the rear seat occupant feels uncomfortable that the IR sensor is viewed. In addition, the rear-seat IR sensor is hidden by the front-seat seat cover, making measurement impossible, and the distance between the rear-seat IR sensor and the rear-seat occupant is short enough to detect the upper or lower body of the rear-seat occupant. In order to achieve this, a wide viewing angle is required, making it difficult to design a lens for an IR sensor, and an expensive wide viewing angle lens is required.

  In the latter prior art, in order to detect all four seats, separate IR sensors are required for the front seat and the rear seat, respectively, and the cost is increased, and detection is not affected by the passenger's hand. In order to detect the front part of each side window as a target site, the viewing angle of the IR sensor is close to 180 degrees, which is difficult to realize. In addition, since the IR sensor looks at each occupant from the front, there is a problem that the occupant feels uncomfortable feeling that the occupant is seen from the IR sensor.

  In view of the above points, the present invention aims to reduce the feeling of being seen by an occupant and eliminate the need for a wide viewing angle when detecting the surface temperature of each part in a passenger compartment with a non-contact temperature sensor. To do.

  In order to achieve the above object, according to the first aspect of the present invention, a non-contact temperature sensor (70a, 70b, 70c) that detects a surface temperature of an object within a predetermined temperature detection range in the passenger compartment (1) in a non-contact manner. The non-contact temperature sensor is provided near the ceiling (4) in the passenger compartment, and is provided so as to be directed downward from the ceiling.

  According to the present invention, since the non-contact temperature sensor is arranged in a direction directly below the ceiling of the passenger compartment, the occupant who is the object of temperature detection has a sense of being monitored as viewed from the non-contact temperature sensor. Less. In addition, even if the viewing angle of the non-contact temperature sensor directed directly downward is not widened, the area from the shoulder of the occupant to the lower half of the occupant and the side window near the occupant can be accommodated in the sensor field of view, and these positional shifts can be canceled. .

  Further, as described in claim 2, the vehicle temperature including the non-contact temperature sensor (70a, 70b, 70c) for detecting the surface temperature of the object within the predetermined temperature detection range in the passenger compartment (1) in a non-contact manner. In the detection device, the non-contact temperature sensor may be provided in the vicinity of the ceiling (4) in the passenger compartment, and may be provided so as to be directed slightly forward of the vehicle from below the ceiling.

  That is, if the non-contact temperature sensor is directed from the passenger compartment ceiling to a position slightly ahead of the vehicle, the “feeling being seen” by the occupant can be further reduced. In addition, even if the viewing angle of the non-contact temperature sensor directed slightly forward from below is not widened, the area from the shoulder of the occupant to the lower body and the side window near the occupant can be accommodated in the sensor field of view. Can be canceled.

  As described in claim 3, if the non-contact temperature sensor is arranged on the center line in the left-right direction of the vehicle, the angle (viewing angle) seen from the sensor is determined between the right half and the left half of the vehicle interior. The angle can be set to the same angle, and the magnitude according to the direction of the influence of solar radiation into the vehicle interior (the solar radiation load in air conditioning) can be detected with high accuracy.

  According to a fourth aspect of the present invention, if the non-contact temperature sensor is provided in a part of the overhead console of the vehicle, the non-contact temperature sensor itself is housed in the overhead console having a structure protruding on the ceiling. Does not protrude greatly from the ceiling, and there is no sense of incongruity in placement. The overhead console is a well-known one and refers to a module in which operation switches and the like of an in-vehicle device provided on the ceiling of the passenger compartment are incorporated.

  Further, as described in claim 5, if the non-contact temperature sensor is provided at the end of the overhead console on the vehicle rear side, even if the occupant extends his hand to operate the switches of the overhead console. The field of view of the non-contact temperature sensor is prevented from being blocked by the passenger's hand. Therefore, not only is it easy to detect the temperature of the front side window that is not easily influenced by the hand of the front seat occupant, but also the side window on the rear seat side and the rear seat occupant can be included in the sensor field of view. If air-conditioning control is performed based on the detected temperature of each part, all seats can be comfortably controlled.

  According to a sixth aspect of the present invention, the non-contact temperature sensor includes the front seat side windows (A1, B1), the rear seat side windows (C1, D1), and the front seat occupants (A2, A3). , B2, B3) and the rear seat occupants (C2, C3, D2, D3) can be arranged to detect the surface temperature. If air conditioning control is performed based on the temperature of each part detected in this way, all seats can be controlled comfortably and only the rear seats are sunshaded due to the side window temperature of the front and rear seats. However, fine air-conditioning control can be performed on all seats.

  Alternatively, the non-contact temperature sensor includes the rear seat side window (RD1, RD2, RP1, RP2), the rear seat occupant (RD6, RD10, RP6, RP10) and the rear tray (RD13, RP13). ) Surface temperature can be detected. If air conditioning control is performed based on the temperature of each part detected in this way, all seats can be controlled comfortably and only the rear seats are sunshaded due to the side window temperature of the front and rear seats. However, fine air-conditioning control can be performed on all seats. In addition, because the rear tray temperature is detected, the rear tray temperature, which reflects the cold radiation and the sun's heat from the back, is used for air conditioning control. The comfort of the seat is further improved.

  Furthermore, as described in claim 8, the non-contact temperature sensor can detect the surface temperature of the vehicle front portion (A1, B1, RD1, RP1) of each side window. The front part of the side window is not affected by the occupant's hand even when the occupant places a hand on the window. Therefore, the temperature of the side window can be detected with high accuracy.

  The invention according to claim 9 is arranged near the ceiling (4) in the passenger compartment and the air conditioning means (5, 6) for adjusting the air conditioning state in the passenger compartment (1), and directed downward from the ceiling. And a non-contact temperature sensor (70a, 70b, 70c) that detects the surface temperature of an object within a predetermined temperature detection range in the vehicle compartment in a non-contact manner and adjusts the air-conditioning state according to the target outlet temperature. And a control means (8) for controlling the air-conditioning means, wherein the control means corrects the target blowing temperature so as to decrease in accordance with the increase in the surface temperature of the side window detected by the non-contact temperature sensor. To do.

  According to the present invention, the non-contact temperature sensor arranged directly below the ceiling can reduce the discomfort that is seen by the occupant's sensor. Temperatures in the range from the passenger's shoulder to the lower body and side windows can be detected with a narrow viewing angle. As a result, for example, as the surface temperature of the side window rises due to the influence of uneven solar radiation, the target blowout temperature is corrected to the lower side, so that comfortable air conditioning control that suppresses the influence of this uneven solar radiation can be performed. .

  The invention according to claim 10 is arranged near the ceiling in the passenger compartment and the air conditioning means (5, 6) for adjusting the air conditioning state in the passenger compartment (1), and is directed downward from the ceiling. And a non-contact temperature sensor (70a, 70b, 70c) that detects the surface temperature of an object within a predetermined temperature detection range in the passenger compartment, and adjusts the air-conditioning state according to the target outlet temperature Control means (8) for controlling the air conditioning means, and the control means corrects the target blowout temperature so as to increase in accordance with the decrease in the surface temperature of the side window detected by the non-contact temperature sensor. To do.

  As a result, the non-contact temperature sensor arranged directly below the ceiling can reduce the uncomfortable feeling that is seen by the occupant's sensor, and the non-contact temperature sensor allows a relatively narrow viewing angle. The temperature in the range from the passenger's shoulder to the lower body and the side window can be detected. As a result, for example, the target air temperature is corrected to increase as the surface temperature of the side window decreases due to the influence of cold radiation, so comfortable air conditioning that suppresses the discomfort of cold shoulders due to the influence of this cold radiation. Control can be performed.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
FIG. 1 is a schematic plan view showing an air outlet arrangement state of an indoor air conditioning unit of the vehicle air conditioner in the first embodiment, and FIG. 2 is an overall configuration diagram including the indoor air conditioning unit and a control block.

  In the first embodiment, a total of four air-conditioning zones 1a, 1b, 1c, and 1d in the passenger compartment 1 are controlled independently. 1 and 2 show the case of a right-hand drive vehicle. The air conditioning zones 1a to 1d will be described more specifically. The air conditioning zone 1a is the right side window side of the front seat air conditioning zone, that is, the driver's seat. Located on the side. The air conditioning zone 1b is located on the left side window side of the front seat air conditioning zone, that is, on the passenger seat side.

  The air conditioning zone 1c is located closer to the right window (side window) in the rear seat air conditioning zone, and the air conditioning zone 1d is located closer to the left window (side window) in the rear seat air conditioning zone. Hereinafter, the front seat side is denoted by Fr, the rear seat side is denoted by Rr, the driver seat side is denoted by Dr, and the passenger seat side is denoted by Pa, and these air conditioning zones are represented by combining these. That is, the air-conditioning zones 1a, 1b, 1c, and 1d and the occupants seated in the air-conditioning zones are sequentially expressed as FrDr, FrPa, Rrdr, and RrPa.

  In FIG. 1, the seat surface on which the occupant of the rear seat hits is shown as a seat cushion portion 30, and the surface on which the back of the occupant hits is shown as a seat back portion 31, and in particular, a seat cushion portion 30 c (30 d) of an RrDr (RrPa) ), As a seat back portion 31c (31d). In addition, the front, rear, left and right arrows in FIG.

  The indoor air conditioning unit of the vehicle air conditioner includes an Fr air conditioning unit 5 and an Rr air conditioning unit 6 as air conditioning means. The air conditioning unit 5 for Fr is for independently adjusting the air conditioning state (for example, air temperature) of the air conditioning zones 1a and 1b on the left and right sides of the Fr side. This is for independently adjusting the air-conditioning states of the air-conditioning zones 1c and 1d.

  The Fr air conditioning unit 5 is disposed inside the foremost instrument panel 7 in the passenger compartment 1, and the Rr air conditioning unit 6 is disposed at the rearmost in the passenger compartment 1. The Fr air conditioning unit 5 includes a duct 50 for blowing air to the Fr side in the passenger compartment 1. The most upstream portion of the duct 50 is provided with an inside air introduction port 50a for introducing inside air from inside the vehicle compartment 1 and an outside air introduction port 50b for introducing outside air from outside the vehicle compartment.

  Further, the duct 50 is provided with an inside / outside air switching door 51 that selectively opens and closes the outside air introduction port 50b and the inside air introduction port 50a. The inside / outside air switching door 51 has a servo motor 510a as a driving means. It is connected.

  A centrifugal blower 52 that generates an air flow blown toward the passenger compartment 1 is provided on the air downstream side of the outside air inlet 50b and the inside air inlet 50a in the duct 50. The centrifugal blower 52 includes a centrifugal impeller and a blower motor 52a that rotates the impeller. In FIG. 2, this impeller is an axial-flow impeller for simplification of the drawing, but a centrifugal impeller is actually used.

  Further, an evaporator 53 as an air cooling means for cooling the air is provided on the downstream side of the centrifugal blower 52 in the duct 50, and further, an air heating means is provided on the downstream side of the evaporator 53. The heater core 54 is provided.

  A partition plate 57 is provided in the duct 50 on the air downstream side of the evaporator 53. By this partition plate 57, the air passage in the duct 50 is divided into two passages on the left and right sides of the vehicle, that is, the FrDr side passage. 50c and FrPa side passage 50d.

  A bypass passage 51a is formed on the side of the heater core 54 in the FrDr side passage 50c. The bypass passage 51a bypasses the heater core 54 with the cold air cooled by the evaporator 53.

  Similarly, a bypass passage 51b is formed on the side of the heater core 54 in the FrPa side passage 50d. The bypass passage 51b causes the heater core 54 to bypass the cold air cooled by the evaporator 53.

  In the FrDr side passage 50c and the FrPa side passage 50d, air mix doors 55a and 55b are respectively provided on the air upstream side of the heater core 54 so as to be independently operable. The air mix door 55a on the FrDr side adjusts the ratio of the amount of cold air flowing through the FrDr side passage 50c passing through the heater core 54 (warm air amount) and the amount passing through the bypass passage 51a (cold air amount) depending on the opening degree. Then, the temperature of the blown air to the air-conditioning zone 1a on the FrDr side is adjusted.

  Similarly, the FrPa-side air mix door 55b has a ratio between the amount of cold air flowing through the FrPa-side passage 50d passing through the heater core 54 (warm air amount) and the amount passing through the bypass passage 51b (cold air amount) depending on the opening. To adjust the temperature of the air blown to the air-conditioning zone 1b on the FrPa side.

  Note that servo motors 550a and 550b as driving means are connected to the left and right air mix doors 55a and 55b, respectively, and the opening degrees of the air mix doors 55a and 55b are respectively determined by the servo motors 550a and 550b. Adjusted independently.

  The evaporator 53 is a low-pressure side cooling heat exchanger that constitutes a well-known refrigeration cycle together with a compressor, a condenser, a liquid receiver, and a pressure reducer (not shown). The evaporator 53 cools the air in the duct 50 as the low-pressure refrigerant absorbs latent heat of vaporization and evaporates from the air flowing in the duct 50. Note that the compressor of the refrigeration cycle is connected to the vehicle engine via an electromagnetic clutch (not shown), and is driven and stopped by intermittently controlling the electromagnetic clutch.

  The heater core 54 is a heating heat exchanger that uses hot water (engine cooling water) from the vehicle engine as a heat source. The heater core 54 heats the air that has passed through the evaporator 53.

  Of the FrDr-side passage 50c and the FrPa-side passage 50d, the FrDr-side face outlets 2a and 20a and the FrPa-side face outlets 2b and 20b are provided on the air downstream side (most downstream portion) of the heater core 54.

  The FrDr side face outlets 2a and 20a blow out air from the FrDr side passage 50c toward the upper half of the FrDr occupant seated in the driver's seat. Further, the FrPa-side face outlets 2b and 20b blow out air from the FrPa-side passage 50d toward the upper half of the FrPa occupant seated in the passenger seat.

  Of the FrDr-side passage 50c and the FrPa-side passage 50d, the blowers for opening and closing the FrDr-side face outlets 2a and 20a are respectively provided in the air upstream portions of the FrDr-side face outlets 2a and 20a and the FrPa-side face outlets 2b and 20b. An outlet switching door 56b that opens and closes the outlet switching door 56a and the FrPa-side face outlets 2b and 20b is provided. The air outlet switching doors 56a and 56b are driven to open and close by an FrDr side servomotor 560a and an FrPa side servomotor 560b as driving means, respectively.

  The FrDr-side face outlets 2a and 20a and the FrPa-side face outlets 2b and 20b are specifically center face outlets located near the center of the instrument panel 7 in the left-right direction as shown in FIG. The outlets 20a and 20b and the side face outlets 2a and 2b located in the vicinity of both ends in the left-right direction of the instrument panel 7 are arranged separately.

  Although not shown in FIGS. 1 and 2, in addition to the FrDr-side face outlets 2a and 20a, the FrDr-side foot outlet and the FrDr-side defroster outlet are provided at the most downstream portion of the FrDr-side passage 50c. Is provided. The FrDr-side foot outlet blows air from the FrDr-side passage 50c to the lower body of the driver. The FrDr-side defroster outlet blows air from the FrDr-side passage 50c to the FrDr-side region of the inner surface of the windshield.

  Similarly, in the most downstream portion of the FrPa side passage 50d, an FrPa side foot outlet and an FrPa side defroster outlet are provided in addition to the FrPa side face outlets 2b and 20b. The FrPa-side foot outlet blows air from the FrPa-side passage 50d to the lower half of the FrPa occupant. The FrPa-side defroster outlet blows air from the FrPa-side passage 50d to the FrPa-side region of the inner surface of the windshield.

  In the FrDr-side passage 50c, air outlet switching doors (not shown) for opening and closing the respective outlets are provided in the air upstream portions of the FrDr-side foot outlet and the FrDr-side defroster outlet. The FrDr-side face, foot, and defroster outlet switching doors are driven to open and close in conjunction with the FrDr-side servomotor 560a.

  Further, in the FrPa side passage 50d, air outlet switching doors (not shown) for opening and closing the respective outlets are provided in the air upstream portions of the FrPa side foot outlet and the FrPa side defroster outlet. The FrPa-side face, foot, and defroster outlet switching doors are driven to open and close in conjunction with the FrPa-side servomotor 560b.

  The Rr air conditioning unit 6 includes a duct 60 for blowing air into the passenger compartment 1. Connected to the most upstream part in the duct 60 is an inside air introduction duct 60b that introduces only the inside air from the inside of the passenger compartment 1 through the inside air introduction port 60a.

  A centrifugal blower 62 that generates an air flow blown into the passenger compartment 1 is provided on the air downstream side of the inside air introduction duct 60b. The centrifugal blower 62 includes a centrifugal impeller and a blower motor 62a that rotates the impeller. In FIG. 2, this impeller also shows an axial flow impeller for simplification of the drawing as in the above, but a centrifugal impeller is actually used.

  Further, an evaporator 63 as an air cooling means for cooling air is provided in the duct 60 on the downstream side of the air of the centrifugal blower 62. On the downstream side of the evaporator 63, air heating for heating the air is provided. A heater core 64 is provided as a means.

  A partition plate 67 is provided in the duct 60 at a downstream portion of the evaporator 63. By this partition plate 67, the air passage in the duct 60 is divided into two passages on the left and right sides of the vehicle, that is, the RrDr side passage 60c. And the RrPa side passage 60d.

  A bypass passage 61 a is formed on the side of the heater core 64 in the RrDr side passage 60 c, and the bypass passage 61 a bypasses the cool air cooled by the evaporator 63 with respect to the heater core 64.

  Further, a bypass passage 61b is formed on the side of the heater core 64 in the RrPa side passage 60d. The bypass passage 61b bypasses the cool air cooled by the evaporator 63 with respect to the heater core 64.

  In the RrDr side passage 60c and the RrPa side passage 60d, air mix doors 65a and 65b are provided on the air upstream side of the heater core 64 so as to be independently operable. Servo motors 650a and 650b as driving means are connected to the air mixing doors 65a and 65b on the RrDr side and the RrPa side, respectively, and the opening degree of the air mixing doors 65a and 65b on the RrDr side and the RrPa side is the servo. The motors 650a and 650b are independently adjusted.

  The RrDr-side and RrPa-side air mix doors 65a, 65b are each configured to pass through the heater core 64 (the amount of hot air) and the bypass passage among the cold air flowing through the RrDr-side passage 60c and the RrPa-side passage 60d depending on the opening degree. The ratio of the amount passing through 61a and 61b (the amount of cold air) is adjusted to adjust the temperature of the air blown to the air-conditioning zones 1c and 1d on the RrDr side and RrPa side.

  The evaporator 63 is a cooling heat exchanger that is pipe-coupled in parallel to the Fr-side evaporator 53 in the known refrigeration cycle described above. The heater core 64 is a heat exchanger for heating that uses hot water (engine cooling water) from the vehicle engine as a heat source. The heater core 64 is connected in parallel to the heater core 54 on the Fr side in the hot water circuit, and the evaporator 63. Heat the air after passing.

  An RdDr-side face outlet 2c is provided on the downstream side (the most downstream portion) of the heater core 64 in the RrDr-side passage 60c in the duct 60. The RrDr-side face outlet 2c blows air from the RrDr-side passage 60c toward the upper body of the RrDr occupant seated on the left side of the rear seat (that is, the RrDr-side seat).

  Further, an RrPa-side face outlet 2d is provided on the downstream side (the most downstream portion) of the heater core 64 in the RrPa-side passage 60d in the duct 60. The RrPa side face outlet 2d blows air from the RrPa side passage 60d toward the upper half of the RrPa occupant seated on the left side of the rear seat (that is, the RrPa side seat).

  Here, air outlet switching doors 66a and 66b are provided in the air upstream portions of the face outlets 2c and 2d on the RrDr side and the RrPa side, respectively, and open and close the face outlets 2c and 2d. . The rear seat left and right outlet switching doors 66a and 66b are opened and closed by servomotors 660a and 660b as driving means.

  Although not shown in FIGS. 1 and 2, an RrDr-side foot outlet is provided in the most downstream portion of the RrDr-side passage 60c in addition to the RrDr-side face outlet 2c. The RrDr side foot outlet blows air from the RrDr side passage 60c toward the lower body of the RrDr occupant.

  Similarly, in the most downstream part of the RrPa side passage 60d, an RrPa side foot outlet is provided in addition to the RrPa side face outlet 2d. The RrPa-side foot outlet blows air from the RrPa-side passage 60d toward the lower half of the RrPa occupant.

  Air outlet switching doors (not shown) are provided in the air upstream portions of the foot outlets on the RrDr side and the RrPa side, respectively. The right and left outlet switching doors on the Rr side are respectively connected to the servo motor 660c. , 660d to open and close.

  On the input side of the air conditioner ECU 8 as a control means (air conditioning control device), an outside air temperature sensor 81, a cooling water temperature sensor 82, a solar radiation sensor 83, an inside air temperature sensor 84, 85, an evaporator temperature sensor 86, 87, a vehicle speed sensor 88. The inside air introduction rate sensor 89 is connected.

  The outside air temperature sensor 81 detects the outside temperature of the passenger compartment, and outputs an outside air temperature signal Tam corresponding to the detected temperature to the air conditioner ECU 8. The cooling water temperature sensor 82 detects the temperature of the engine cooling water (that is, hot water) and outputs a cooling water temperature signal Tw corresponding to the detected temperature to the air conditioner ECU 8.

  The solar radiation sensor 83 is a well-known two-element (2D) type solar radiation sensor that is disposed inside the front window at a substantially central portion in the left-right direction of the vehicle. The solar radiation sensor 83 is incident on the driver's seat side air conditioning zone 1a in the passenger compartment. The amount of solar radiation and the amount of solar radiation incident on the passenger side air conditioning zone 1b are detected, and solar radiation signals TsDr and TsPa corresponding to the detected solar radiation amounts are output to the air conditioner ECU 8.

  The inside air temperature sensors 84 and 85 are respectively disposed in front and rear of the vehicle interior, detect the air temperatures on the Fr side and the Rr side in the vehicle interior, and respectively output the inside air temperature signals TrFr and TrRr corresponding to the detected temperatures. It outputs to ECU8.

  The evaporator temperature sensor 86 detects the blown air temperature of the evaporator 53 and outputs an evaporator blown temperature signal TeFr corresponding to the detected temperature to the air conditioner ECU 8. The evaporator temperature sensor 87 detects the blown air temperature of the evaporator 63 and outputs an evaporator blown temperature signal TeRr corresponding to the detected temperature to the air conditioner ECU 8.

  The vehicle speed sensor 88 detects the vehicle speed and inputs a vehicle speed signal Vh corresponding to the vehicle speed to the air conditioner ECU 8. A signal can be input from a vehicle speed sensor that is already installed in the vehicle drive device. The inside air introduction rate sensor 89 includes a potentiometer that detects the opening degree of the inside / outside air switching door 51 and outputs an inside air introduction rate signal ψ corresponding to the inside / outside air switching door opening degree to the ECU 8.

  In addition, the air conditioner ECU 8 includes temperature setting switches 9, 10, 11, and 12 for setting desired temperatures TsetFrDr, TsetFrPa, TsetRrDr, and TsetRrPa in the air conditioning zones 1 a, 1 b, 1 c, and 1 d, and the air conditioning zones. Each non-contact temperature sensor 70a, 70b for detecting the surface temperature of each part of 1a, 1b, 1c, 1d is connected. In the vicinity of the temperature setting switches 9, 10, 11, 12, there are provided displays 9 a, 10 a, 11 a, 12 a as desired temperature display means for displaying the set contents such as the desired temperature.

  The non-contact temperature sensor 70 (70a, 70b) is a so-called matrix IR sensor in which a thermopile detection element that detects an electromotive force change corresponding to a change in the amount of input infrared rays as a temperature change is used. The non-contact temperature sensors 70 a and 70 b are housed in a case 71 b and are disposed on the sensor substrate 74.

  That is, as shown in FIG. 3, the non-contact temperature sensor 70 (70a, 70b) includes a detection unit 71. The detection unit 71 includes a substrate 71a, a sensor chip 72 installed on the substrate 71a, An infrared absorption film 73 is provided so as to cover the sensor chip 72.

  The detector 71 is disposed on the pedestal 71c and is covered with a cup-shaped case 71b. A rectangular window 71d is opened at the bottom of the case 71b, and a lens 71e is fitted in the window 71d.

  The infrared absorption film 73 plays a role of absorbing infrared rays incident from each temperature detection object through the lens 71e and converting them into heat. Note that a plurality of thermocouple portions are arranged in a matrix on the sensor chip 72. Each of these thermocouple parts is a temperature detection element that converts heat generated from the infrared absorption film 73 into voltage (electric energy).

  The positional relationship between the window 71d provided in the case 71b, the lens 71e, and the detection unit 71 is about 150 degrees, which is a normal value of the condensing range of infrared rays incident on the detection unit 71 through the lens 71e. It is set as follows.

  The non-contact temperature sensor 70 (70a, 70b) accommodated in one case 71b is arranged on the sensor substrate 74 together with other sensor circuit elements (not shown), and is provided in the sensor case 7 including the infrared transmission window 75. Stored.

  The sensor case 7 is a thin housing that can accommodate the sensor substrate 74 and the non-contact temperature sensors 70 (70a, 70b). As shown in FIG. 4, the sensor case 7 is attached to the non-contact temperature sensors 70 (70a, 70b). ) To be substantially horizontal with respect to the ceiling 4. Thereby, the sensor case 7 which accommodates the non-contact temperature sensor 70 (70a, 70b) can be incorporated in a narrow space between the vehicle interior ceiling 4 and the ceiling interior 41.

  In this state, the window 71d of the non-contact temperature sensor 70 (70a, 70b) is arranged so as to be directed downward. Therefore, the infrared rays in the sensor visual field range of about 150 degrees are incident on the detection unit 71 of the non-contact temperature sensor 70 (70a, 70b) through the infrared transmission window 75 of the sensor case 7.

  In the first embodiment, the non-contact temperature sensor 70 (70a, 70b) is disposed at the ceiling position in the passenger compartment 1 shown in FIG. Note that the non-contact temperature sensor 70 (70a, 70b) does not necessarily need to be in the temperature detection range for all four seats, and, as will be described later, according to the temperature detection range required for calculating the target outlet temperature used for air conditioning control, For example, only the non-contact temperature sensor 70b for the rear seat may be provided. Below, the case where the non-contact temperature sensor 70a for front seats and the non-contact temperature sensor 70b for back seats are provided is demonstrated.

  The non-contact temperature sensor 70a for Fr is disposed on the ceiling 4 of the FrDr occupant and the FrPa occupant on the left and right center lines of the vehicle. The non-contact temperature sensor 70b for Rr is disposed on the ceiling 4 of the RrDr occupant and the RrPa occupant on the left and right center lines of the vehicle. In FIG. 5, the sensor visual fields of the non-contact temperature sensors 70a and 70b are indicated by arrows.

  As described above, the non-contact temperature sensors 70a and 70b are arranged in the vicinity of the center of the left and right of the vehicle (on the center line), and the sensor field of view is provided equally on the left and right (same angle), thereby It is possible to detect the size according to the accuracy.

  As described above, the Fr and Rr non-contact temperature sensors 70a and 70b are arranged such that the infrared transmission window 75 which is an opening for receiving light and the window 71d of the case 71b are directed downward. The

  As a result, the front-seat non-contact temperature sensor 70a is located at the upper side and is directed directly downward from the front-seat FrDr occupant and the FrPa occupant. The feeling of being or being monitored is alleviated. Similarly, the rear-seat non-contact temperature sensor 70b is seen from the rear-seat non-contact temperature sensor 70b, because the rear-seat non-contact temperature sensor 70b is directed upwards. The feeling of being or being monitored is alleviated.

  In FIG. 5, the sensor visual field of each non-contact temperature sensor 70a, 70b is indicated by an arrow. Further, FIG. 6 shows 16 temperature measurement ranges in the air-conditioning zone 1c on the RrDr side in the non-contact temperature sensor 70b on the rear seat side in blocks (partly denoted by reference numerals RD1 to RD13). These blocks correspond to each thermocouple part in the detection part 71 of the non-contact temperature sensor 70b. Hereinafter, both the temperature detection range and the detected temperature in each temperature detection range as a detection result are denoted as RD1 to RD13.

  In addition, although not shown in the drawing, in the non-contact temperature sensor 70b on the rear seat side, sixteen temperature measuring ranges that are symmetrical to the vehicle in FIG. 6 are provided for the air conditioning zone 1d on the RrPa side. These are denoted as RP1 to RP13. Further, in the non-contact temperature sensor 70a on the front seat side, the same temperature detection ranges (FD1 to FD13, FP1 to FP13) as those in FIG. 6 are set for the air conditioning zones 1a and 1b.

  Among these temperature measurement ranges, in particular, in the side windows of the RrDr occupant and the RrPa occupant, the temperature of the front portion of the vehicle is indicated by RD1 (and RD2) and RP1 (and RP2).

  As described above, the portion of each side window on the front side of the vehicle can detect the side window temperature with high accuracy without the hand entering the field of view of the sensor even when the occupant places his hand on the side window.

  The temperature of each knee or waist of the RrDr occupant and RrPa occupant is indicated by RD6, Rd10, RP6, and RP10. Further, the temperature of the rear tray 91, which is the interior portion under the rear window, is indicated by RD13 and RP13.

  As described above, the non-contact temperature sensors 70a and 70b in the first embodiment have a wide range including each occupant from the left and right side windows to the rear tray even if the sensor viewing angle is not as wide as about 150 degrees. The temperature measurement range can be set.

  Note that the temperature FD8, FD12, FP8, FP12, RD8, RD12 and RP8, RP12 of each occupant's shoulder is detected from above each occupant. Since the deviation from the range is small, the influence is canceled and an accurate shoulder temperature can always be detected.

  The air conditioner ECU 8 is a well-known one that includes an analog / digital converter, a microcomputer, etc., and includes a non-contact temperature sensor 70 (70a, 70b), a solar radiation sensor 83, and temperature sensors 81, 82, 84, The output signals output from 85, 86, 87, the vehicle speed sensor 88, the inside air introduction rate sensor 89, and the temperature setting switches 9, 10, 11, 12 are analog / digital converted by an analog / digital converter and are sent to the microcomputer. Each is configured to be input.

  The microcomputer is a well-known computer composed of a memory such as a ROM and a RAM, a CPU (Central Processing Unit), and the like, and is supplied with power from a battery (not shown) when an ignition switch is turned on.

  Next, the operation of the first embodiment in the above configuration will be described.

  When the power is turned on, the air conditioner ECU 8 starts a control program (computer program) stored in the memory, and executes an air conditioning control process according to the main routine shown in FIG. Here, the front seat air-conditioning process and the rear seat air-conditioning process are executed alternately, and the front seat air-conditioning process and the rear seat air-conditioning process are executed every certain period Ts (specifically, 250 ms). Is done. Hereinafter, the front seat air conditioning process and the rear seat air conditioning process will be described separately with reference to FIG.

<Front seat air conditioning>
First, the front seat air conditioning process will be described. Since the FrDr side and the FrPa side are respectively processed, the following description will mainly focus on the air-conditioning zone 1a on the FrDr side, and the description on the air-conditioning zone 1b on the FrPa side will be simplified.

  First, in step S121, set temperature signals TsetFrDr and TsetFrPa are read from the temperature setting switches 9 and 10. Furthermore, in step S122, the outside air temperature signal Tam is read from the outside air temperature sensor 81, the inside air temperature TrFr is read from the inside air temperature sensor 84, and the solar radiation amount signals TsDr and TsPa are read from the solar radiation sensor 83. Moreover, the detected temperature signal of each temperature detection range is read from the non-contact temperature sensors 70a and 70b.

  Next, in step S123, the set temperature signal TsetFrDr, the outside air temperature signal Tam, the inside air temperature signal TrFr, and the solar radiation amount signal TsDr are substituted into Equation 1 to calculate the target blowing temperature TAOFrDr of the air blown into the vehicle interior. This target blowing temperature TAOFrDr is a target temperature required to maintain the temperature of the FrDr-side air-conditioning zone 1a at the set temperature TsetFrDr regardless of changes in vehicle environmental conditions (air-conditioning heat load conditions). The amount corresponds to the load.

TAOFrDr = KsetFr × TsetFrDr−KrFr × TrFr
−KamFr × Tam−KsFr × TsDr
+ CFr + f1 + f2 (Formula 1)
Note that KsetFr, KrFr, KamFr, and KsFr are the gain of each signal, and CFr is a constant. Further, f1 and f2 are correction values for correcting the target blowing temperature according to the temperature in each temperature detection range detected by the non-contact temperature sensor 70b, and details will be described later.

  Similarly, the outside air temperature signal Tam, the set temperature signal TsetFrPa, the inside air temperature TrFr, and the solar radiation amount signal TsPa are substituted into Equation 2 to calculate the target blowing temperature TAOFrPa of the air blown into the vehicle interior. This target blowing temperature TAOFrPa is a target temperature required to maintain the temperature of the FrPa-side air conditioning zone 1b at the set temperature TsetFrPa, and is an amount corresponding to the air conditioning load of the air conditioning zone 1b.

TAOFrPa = KsetFr × TsetFrPa−KrFr × TrFr
−KamFr × Tam−KsFr × TsPa
+ CFr + f5 + f7 (Formula 2)
As with Equation 1, KsetFr, KrFr, KamFr, and KsFr are the gains of the respective signals, and CFr is a constant. Further, f5 and f7 are correction values for correcting the target blowing temperature according to the temperature in each temperature detection range detected by the non-contact temperature sensor 70b, and details will be described later.

  Next, in step S124, based on the average value of TAOFrDr and TAOFrPa (= (TAOFrDr + TAOFrPa) / 2, hereinafter referred to as Fr target average value), the inside / outside air mode is determined by the control map of FIG. In FIG. 8, SW1 is a target opening degree of the inside / outside air switching door 51, and the target opening degree SW1 is changed to continuously switch between the inside air mode (inside air 100%) and the outside air mode (outside air 100%). . By switching the inside / outside air switching door 51, the inside air (inside air) is introduced from the inside air introduction port 50a in the inside air mode (inside air circulation mode), and the outside of the vehicle compartment is introduced from the outside air introduction port 50b in the outside air mode (outside air introduction mode). Air (outside air) is introduced.

  Specifically, as shown in FIG. 8, in a region where the Fr target average value (corresponding to TAO in FIG. 8) is equal to or lower than a predetermined temperature (maximum cooling region), the inside / outside air switching door 51 causes the inside air inlet port. When the inside air circulation (REC) mode in which 50a is fully opened and the outside air introduction port 50b is fully closed is selected and the target average value for Fr becomes higher than a predetermined temperature, the outside air introduction port 50b is fully opened by the inside / outside air switching door 51, An outside air introduction (FRS) mode in which the introduction port 50a is fully closed is selected. Further, when the Fr target average value (TAO) is in an intermediate temperature range, the inside / outside air mode is set to the inside / outside air mixing mode in which both the inside air and the outside air are introduced simultaneously.

  Next, in step S125, the air outlet mode is individually determined for the Fr-side air conditioning zones 1a and 1b with reference to FIG. FIG. 9 is a control map for determining the air outlet mode stored in advance in the ROM. In this example, as TAOFrDr (corresponding to TAO in FIG. 9) increases, the air outlet zone mode air outlet mode is changed. A face (FACE) mode → bi-level (B / L) mode → foot (FOOT) mode is automatically switched in order. Further, as TAOFrPa (corresponding to TAO in FIG. 9) rises, the air outlet mode of the air-conditioning zone 1b is automatically automatically changed from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. It is supposed to switch to.

  Here, the face mode is a mode in which conditioned air is blown out only from the face outlet, and the foot mode is a mode in which conditioned air is blown out only from the foot outlet. The bi-level mode is a mode in which conditioned air is blown out from the face air outlet and the foot air outlet.

  For example, in the face mode, the face air outlets 2a and 20a (2b and 20b) are opened at the air outlet switching door 56a (56b), and the conditioned air flows from the face air outlets 2a and 20a (2b and 20b) only in the vehicle interior. Blow out toward the upper body of the passenger. In the bi-level mode, the face outlets 2a, 20a (2b, 20b) and the foot outlet (not shown) are opened at the outlet switching door 56a (56b), and the conditioned air is supplied to the face outlets 2a, 20a (2b). 20b) and the foot outlet, the air is blown out simultaneously to the passenger's upper body side and passenger's lower body side in the passenger compartment. In the foot mode, the foot outlet is fully opened at the outlet switching door (not shown), and the conditioned air is mainly blown out from the foot outlet toward the passenger's lower body side.

  As described above, when the air outlet zone is determined for each air conditioning zone, each servo motor of each air outlet switching door is controlled for each air conditioning zone so that the air outlet mode determined for each air conditioning zone is set. Open and close the air outlet switching doors.

  Next, in step S126, the blower voltage to be applied to the blower motor 52a is determined based on the above-described Fr target average value (average value of the target blowing temperature TAOFrDr and TAOFrPa). This blower voltage is for controlling the air volume of the blower 52, and is determined according to the control map of FIG. 10 stored in advance in the ROM based on the Fr target average value.

  In the control map of FIG. 10, when TAO in FIG. 10 corresponds to the Fr target average value, and this average value (= TAO) is in the intermediate region, the blower voltage (that is, the air volume of the blower 52) becomes a constant value. When TAO is larger than the intermediate region, the blower voltage (that is, the air volume of the blower 52) increases as the TAO increases. When TAO is smaller than the intermediate region, the blower voltage (that is, the air volume of the blower 52) decreases as TAO decreases. In this way, the blower voltage is determined.

  Next, in step S127, target opening degrees θ1 and θ2 of the air mix doors 55a and 55b are calculated by the following mathematical formulas 3 and 4.

θ1 = {(TAOFrDr−TeFr) / (Tw−TeFr)} × 100 (%)
... (Formula 3)
θ2 = {(TAOFrPa−TeFr) / (Tw−TeFr)} × 100 (%)
... (Formula 4)
In Equations 3 and 4, TeFr is an evaporator outlet temperature signal of the evaporator temperature sensor 86, and Tw is a cooling water (hot water) temperature signal of the cooling water temperature sensor 82.

  θ1 = 0% and θ2 = 0% are maximum cooling positions, and in the FrDr side passage 50c and the FrPa side passage 50d, the entire amount of air (cold air) after passing through the evaporator 53 on the Fr side flows through the bypass passages 51a and 51b. . Further, θ1 = 100% and θ2 = 100% are maximum heating positions, and the entire amount of air (cold air) after passing through the evaporator 53 on the Fr side flows into the core heater 54 in the FrDr side passage 50c and the FrPa side passage 50d. Heated.

  Control signals indicating the inside / outside air switching mode, the target opening θ1, θ2, the outlet mode, and the blower voltage determined as described above are output to the servo motors 510a, 550a, 550b, 560a, 560b, the blower motor 52a, and the like. Then, each operation of the inside / outside air switching door 51, the air mix doors 55a and 55b, the outlet switching doors 56a and 56b, the blower 52, etc. is controlled (step S128).

  Thereafter, when a certain period of time elapses in step S129, the process returns to step S121, and the above-described air conditioning control process (steps S121 to S129) is repeated. By repeating such calculation and processing, the air conditioning of the air-conditioning zones 1a and 1b on the Fr side is automatically controlled.

<Rear seat air conditioning treatment>
Next, the rear seat air conditioning process will be described. In the air conditioning process for the rear seats, the air conditioning process is performed by the control routine shown in FIG.

  First, in step S121, set temperature signals TsetRrDr and TsetRrPa are read from the temperature setting switches 11 and 12. Further, in step S122, the outside air temperature signal Tam is read from the outside air temperature sensor 81, the inside air temperature TrRr is read from the inside air temperature sensor 85, and the solar radiation amount signals TsDr and TsPa are read from the solar radiation sensor 83. Moreover, the detected temperature signal of each temperature detection range is read from the non-contact temperature sensors 70a and 70b.

  Next, in step S123, the set temperature signal TsetRrDr, the outside air temperature signal Tam, and the inside air temperature signal TrRr are substituted into Equation 5 to calculate the target blowing temperature TAORrDr of the air blown into the vehicle interior. This target blowing temperature TAORrDr is a target temperature required to maintain the temperature of the RrDr-side air conditioning zone 1c at the set temperature TsetRrDr regardless of changes in vehicle environmental conditions (air conditioning thermal load conditions), and air conditioning in the air conditioning zone 1c. The amount corresponds to the load.

TAORrDr = KsetRr × TsetRrDr−KrRr × TrRr
−KamRr × Tam−KsRr × TsDr
+ CRr + f1 + f2 (Formula 5)
Note that KsetRr, KrRr, KamRr, and KsRr are the gain of each signal, and CRr is a constant. Further, f1 and f2 are correction values for correcting the target blowing temperature according to the temperature in each temperature detection range detected by the non-contact temperature sensor 70b, and details will be described later.

  Similarly, the outside air temperature signal Tam, the set temperature signal TsetRrPa, the inside air temperature TrRr, and the solar radiation amount signal TsPa are substituted into Equation 6 to calculate the target blowing temperature TAORrPa of the air blown into the vehicle interior. This target blowing temperature TAORrPa is a target temperature required to maintain the temperature of the RrPa-side air conditioning zone 1d at the set temperature TsetRrPa, and is an amount corresponding to the air conditioning load of the air conditioning zone 1d.

TAORrPa = KsetRr × TsetRrPa−KrRr × TrRr
−KamRr × Tam−KsRr × TsPa
+ CRr + f5 + f7 (Formula 6)
As in Equation 5, KsetRr, KrRr, KamRr, and KsRr are the gain of each signal, and CRr is a constant. Further, f5 and f7 are correction values for correcting the target blowing temperature according to the temperature in each temperature detection range detected by the non-contact temperature sensor 70b, and details will be described later.

  Next, without executing the determination process of the inside / outside air mode (step S124) (this is because the outside air mode is not set in the rear seat air conditioning), the determination process of the outlet mode is performed in the next step S125. Execute.

  That is, according to FIG. 9, the air outlet mode is individually determined for each of the air conditioning zones 1c and 1d on the Rr side. FIG. 9 is a control map for determining the outlet mode, which is stored in advance in the ROM. In this example, as TAORrDr (corresponding to TAO in FIG. 9) increases, the airflow in the air-conditioning zone 1c on the RrDr side is increased. The exit mode is automatically and sequentially switched from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. Further, as TAORrPa (corresponding to TAO in FIG. 9) increases, the outlet mode of the air-conditioning zone 1d on the RrPa side is changed from the face (FACE) mode to the bi-level (B / L) mode to the foot (FOOT) mode. It is designed to automatically switch sequentially.

  Here, the face mode is a mode in which conditioned air is blown out only from the face outlet, and the foot mode is a mode in which conditioned air is blown out only from the foot outlet. The bi-level mode is a mode in which conditioned air is blown out from the face air outlet and the foot air outlet.

  For example, in the face mode, the face air outlet 2c (2d) is opened at the air outlet switching door 66a (66b), and the conditioned air blows from only the face air outlet 2c (2d) toward the Rr occupant upper body side in the passenger compartment. In the bi-level mode, the face outlet 2c (2d) and the foot outlet (not shown) are opened at the outlet switching door 66a (66b), and the conditioned air is supplied from the face outlet 2c (2d) and the foot outlet. Blows out simultaneously to the upper body side and lower body side of the Rr occupant in the passenger compartment. In the foot mode, the foot outlet is fully opened at the outlet switching door (not shown), and the conditioned air is mainly blown out from the foot outlet toward the passenger's lower body side.

  As described above, when the air outlet zone is determined for each air conditioning zone, each servo motor of each air outlet switching door is controlled for each air conditioning zone so that the air outlet mode determined for each air conditioning zone is set. Open and close the air outlet switching doors.

  Next, in step S126, the blower voltage to be applied to the blower motor 62a is determined based on the average value of the target outlet temperatures TAORrDr and TAORrPa (= (TAORrDr + TAORrPa) / 2, hereinafter referred to as Rr target average value). The blower voltage is for controlling the air volume of the blower 62, and is determined according to the control map of FIG. 10 stored in advance in the ROM based on the average value of TAORrDr and TAORrPa.

  In the control map of FIG. 10, when the target average value for Rr (= TAO) is in the intermediate region, the blower voltage (that is, the air volume of the blower 62) becomes a constant value, and when TAO is larger than the intermediate region, this TAO is As the value increases, the blower voltage (that is, the air volume of the blower 62) increases. Further, when TAO is smaller than the intermediate region, the blower voltage (that is, the air volume of the blower 62) decreases as TAO decreases. In this way, the blower voltage is determined.

  Next, in step S127, the target opening degrees θ3 and θ4 of the air mix doors 65a and 65b are calculated by the following formulas 7 and 8.

θ3 = {(TAORrDr−TeRr) / (Tw−TeRr)} × 100 (%)
... (Formula 7)
θ4 = {(TAORrPa−TeRr) / (Tw−TeRr)} × 100 (%)
(Equation 8)
In Equations 7 and 8, TeRr is an evaporator outlet temperature signal of the evaporator temperature sensor 87, and Tw is a cooling water (hot water) temperature signal of the cooling water temperature sensor 82.

  θ3 = 0% and θ4 = 0% are maximum cooling positions, and in the RrDr side passage 60c and the RrPa side passage 60d, the entire amount of air (cool air) after passing through the evaporator 63 on the Rr side flows through the bypass passages 61a and 61b. . Further, θ3 = 100% and θ4 = 100% are maximum heating positions. In the RrDr side passage 60c and the RrPa side passage 60d, the entire amount of air (cold air) after passing through the evaporator 63 on the Rr side flows into the core heater 64. Heated.

  The control signals indicating the target openings θ3, θ4, the outlet mode, and the blower voltage determined as described above are output to the servo motors 650a, 650b, 660a, 660b, the blower motor 62a, etc., and the air mix door The operations of 65a and 65b, the outlet switching doors 66a and 66b, and the blower 62 are controlled (step S128).

  Thereafter, when a certain period of time elapses in step S129, the process returns to step S121, and the above-described air conditioning control process (steps S121 to S129) is repeated. By repeating such calculation and processing, the air conditioning of the air conditioning zones 1c and 1d on the Rr side is automatically controlled.

  In addition, as described above, in each of the air-conditioning zones 1a to 1d, the inside / outside air mode control (only on the Fr side) performed according to the main routine of FIG. 8 based on the calculated target blowing temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa, Control of the air-conditioning state by air outlet mode control, blower voltage control, and air mix door opening control is called basic air-conditioning control.

  Next, calculation processing of the correction values f1, f2, f5, and f7 in Expression 1, Expression 2, Expression 5, and Expression 6 will be described based on the calculation routines of FIGS. Note that the calculation routines of FIGS. 11 and 12 are performed in common in step S123 of the main routine for all the air-conditioning zones 1a to 1d.

  First, in step S200, negative side correction values f1 and f5 for performing partial solar radiation correction are calculated. More specifically, the negative correction value f1 on the Dr side is obtained by comparing the RrDr side window temperature: MIN (RD1, RD2) and the lower body (knee or waist) temperature of the RrDr occupant: MIN (RD6, RD10). It is calculated based on the control map shown in the block of S200 of FIG. 11 according to the temperature difference. Note that MIN is an operator that selects the minimum value among the values in (), and by this calculation, a more accurate temperature can be calculated by eliminating the temperature rise due to the disturbance.

  That is, the negative correction value f1 on the Dr side has a larger negative value as the side window temperature on the RrDr side becomes higher than the temperature of the part (the knee or the waist) that is not easily affected by the solar radiation of the RrDr occupant. In other words, in Formulas 1 and 5, the target blowing temperatures TAOFrDr and TAORrDr are corrected values that are reduced (corrected to the cooling side).

  Therefore, as the degree of uneven solar radiation from the Dr side increases and the RrDr side window temperature rises, the air-conditioning state of the Dr-side air-conditioning zones 1a and 1c is corrected to the air-cooling side, thereby mitigating the effects of uneven solar radiation. Is done.

  In step S200, similarly to f1, the negative correction value f5 on the Pa side includes the side window temperature MIN (RP1, RP2) on the RrPa side and the lower body (knee or waist) temperature MIN (RP6, RP6) on the RrPa side. It is calculated based on the control map shown in the block of S200 of FIG. 11 according to the temperature difference with RP10).

  With the negative correction value f5 on the Pa side, the target blowout temperatures TAOFrPa and TAORrPa in Formulas 2 and 6 decrease as the degree of partial solar radiation from the Pa side increases and the RrPa side window temperature increases. Thus, the air-conditioning state of the Pa-side air-conditioning zones 1b and 1d is corrected to the cooling side, and the influence of uneven solar radiation is alleviated.

  In the next step S210, correction values f3c and f3d for performing cold shoulder correction (FRS) by cold radiation are calculated. Specifically, the Dr-side correction value f3c is the temperature difference between the RrDr-side side window temperature: MIN (RD1, RD2) and the RrDr occupant's lower body (knee or waist) temperature: MIN (RD6, RD10). Accordingly, the calculation is made based on the control map shown in the block of S210.

  That is, the Dr-side correction value f3c is a correction value that increases in magnitude as the side window temperature on the RrDr side becomes lower than the temperature of the part (the knee or waist) that is less susceptible to the cold radiation of the RrDr occupant. It is. Then, the product of the correction value f3c and the factor f4 that increases according to the vehicle speed Vh: f3c × f4 is calculated as the correction value for the cold.

  Therefore, the correction value f3c × f4 for correcting the cold on the Dr side raises the target blowing temperatures TAOFrDr and TAORrDr on the Dr side as the side window temperature on the Dr side decreases and the vehicle speed Vh increases (the heating side). Correction value).

  This is particularly true when the inside / outside air mode is the outside air (FRS) mode (see FIG. 8), with respect to the influence of cold radiation that increases as the vehicle speed Vh increases and the outside air introduced into the vehicle interior. These effects are alleviated to enable effective air conditioning correction to the heating side.

  Further, in step S210, similarly to f3c, the Pa-side correction value f3d is calculated based on the RrPa-side side window temperature: MIN (RP1, RP2) and the lower body (knee or waist) temperature of the RrPa occupant: MIN (RP6, It is calculated based on the control map shown in the block of S210 according to the temperature difference from RP10).

  Then, a correction value f3d × f4 for correcting the cold on the Pa side is calculated. The effect of the air conditioning correction by the Pa-side cold shoulder correction value (FRS): f3d × f4 is the same as the Dr-side cold shoulder correction value (FRS): f3c × f4.

  In the next step S220, correction values f9c and f9d for performing cold shoulder correction (REC) by cold radiation are calculated. Specifically, the Dr-side correction value f9c is the temperature difference between the RrDr-side side window temperature: MIN (RD1, RD2) and the lower body (knee or waist) temperature of the RrDr occupant: MIN (RD6, RD10). Accordingly, the calculation is performed based on the control map shown in the block of S220.

  That is, the Dr-side correction value f9c is a correction value that increases in magnitude as the side window temperature on the RrDr side becomes lower than the temperature of the part that is not easily affected by the cold radiation of the RrDr occupant. Then, a product f9c × f11c of the correction value f9c and a factor f11c that decreases with an increase in the temperature RD13 of the Dr-side rear tray 91 is calculated as a correction value for the cold.

  Therefore, the correction value f9c × f11c for correcting the cold on the Dr side increases the target blowing temperatures TAOFrDr and TAORrDr on the Dr side as the side window temperature on the Dr side decreases and the rear tray temperature decreases (heating) Correction value).

  In particular, when the inside / outside air mode is the inside air (REC) mode (see FIG. 8), the magnitude of the influence of the cold radiation can be detected by the rear tray temperature. Air conditioning correction can be performed.

  In step S220, similarly to f9c, the Pa-side correction value f9d is calculated based on the RrPa-side side window temperature: MIN (RP1, RP2) and the lower body (knee or waist) temperature of the RrPa occupant: MIN (RP6, It is calculated based on the control map shown in the block of S220 according to the temperature difference from RP10).

  Then, a correction value f9d × f11d for correcting the cold on the Pa side is calculated using a factor f11d having the same characteristics as the factor f11c with respect to the temperature RP13 of the rear tray 91 on the Pa side. The effect of air-conditioning correction by the Pa-side shoulder cold correction value (REC): f9d × f11d is the same as the Dr-side shoulder cold correction value (REC): f9c × f11c.

  In the next step S230, the Dr-side and Pa-side positive correction values f2 and f7 are calculated based on Expressions 9 and 10.

f2 = MAX (f3c × f4, f9c × f11c) (Equation 9)
f7 = MAX (f3d × f4, f9d × f11d) (Equation 10)
That is, the positive side correction values f2 and f7 have a higher target blowing temperature and a corresponding air conditioning zone 1a as the influence of cold radiation is larger on the Dr side and Pa side, that is, the degree of shoulder cold is larger. The air-conditioning state in ˜1d is corrected to the heating side, and the influence of cold radiation is alleviated.

  In step S240, based on the above formulas 1, 2, 5, and 6, the negative correction values f1 and f5 that mitigate the influence of partial solar radiation and the positive correction values f2 and f7 that mitigate the cold. The corrected target blowing temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa are calculated.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. The second embodiment is different from the first embodiment in the arrangement position of the non-contact temperature sensor and the temperature detection range, and in the calculation method of the air conditioning correction value of the target blowing temperature for each air conditioning zone. On the other hand, the point which controls an air-conditioning state for every air-conditioning zone according to the calculated target blowing temperature for every air-conditioning zone is the same as that of the said 1st Embodiment.

  Hereinafter, in the second embodiment, the same components as those in the first embodiment will be denoted by the same reference numerals, description thereof will be omitted, and differences will be mainly described. The front seat side is denoted by Fr, the rear seat side is denoted by Rr, the right side of the vehicle is denoted by Dr, and the left side of the vehicle is denoted by Pa, as in the first embodiment.

  The air outlet arrangement state of the indoor air conditioning unit of the vehicle air conditioner in the second embodiment is shown in FIG. 1 as in the first embodiment, and the overall configuration diagram including the indoor air conditioning unit and the control block is shown in FIG. Similar to the embodiment, it is shown in FIG. Description of these FIG. 1 and FIG. 2 is omitted.

  The non-contact temperature sensor 70c in the second embodiment has the structure shown in FIG. 3 as in the first embodiment, and is arranged at the vehicle rear end of the overhead console 42 as shown in FIG.

  The overhead console 42 is a module in which switches and the like of in-vehicle devices are incorporated, and is disposed at the center of the left and right sides of the vehicle in the vehicle compartment ceiling and extending rearward from the front end portion of the vehicle. In the second embodiment, the overhead console 42 includes a sunglasses holder 43 for storing sunglasses, an ETC (automatic toll collection system) unit (on-vehicle device) 44, a map light switch 45, a sunroof operation switch 46, and the like. It is installed.

  The non-contact temperature sensor 70c is disposed at the end of the overhead console 42 on the vehicle rear side so as to face directly downward.

  Therefore, even when the occupant performs an operation of reaching for operating the switches of the overhead console 42, the possibility that the occupant's hand covers the sensor field of view of the non-contact temperature sensor 70c is reduced, and the detection accuracy is reduced. Can be prevented.

  Each temperature measurement range in the matrix form of the non-contact temperature sensor 70c arranged in this way can be set so as to include four seats as shown in FIG. The sensor viewing angle of the non-contact temperature sensor 70c is also about 150 degrees as described above.

  That is, the temperature of the side window is detected by A1, B1, C1, and D1 in the order of FrDr side, FrPa side, RrDr side, and RrPa side, respectively. The temperature detection ranges A1 and B1 of the Fr side side window temperature are arranged on the front side of the vehicle, and it is possible to detect the temperature with high accuracy by reducing the possibility that the passenger of the Fr side enters the temperature detection range. I have to. The side window temperatures C1 and D1 on the Rr side are depicted in the vehicle rear part of the side window in FIG. 14, but are actually provided in the front part as in the Fr side window.

  Similarly, the temperature of the upper body (near the chest) of each occupant is detected by A2, B2, C2, and D2, respectively. Furthermore, the temperature of the lower body of each occupant (near the waist) is similarly detected by A3, B3, C3, and D3, respectively. Further, the temperature of the center (seat center) of the seat back 31 on the Rr side is detected by E.

  As described above, in the second embodiment, the non-contact temperature sensor 70c is arranged at the rear end portion of the overhead console 42 so as to face directly below the ceiling. It is possible to reduce the feeling of being monitored or being monitored.

  In addition, since the non-contact temperature sensor 70c is housed in the overhead console 42 located at the center of the left and right of the vehicle, by providing the sensor field of view equally on the left and right (same angle), the solar radiation affected by the solar radiation in the vehicle interior. The size corresponding to the direction can be accurately detected.

  Furthermore, the overhead console 42 has a structure protruding from the ceiling interior 41, and the non-contact temperature sensor 70c can be disposed almost parallel to the ceiling 4 so that it can be accommodated in the protruding structure in a narrow space. Absent. Further, since the wiring of the non-contact temperature sensor 70c can be shared with the wiring of the switches, the vehicle assembly property is improved and the cost can be reduced.

  Next, the operation in the second embodiment will be described. The second embodiment is basically the same as the first embodiment, and the basic air conditioning control is performed by the air conditioner ECU 8 according to the main routine shown in FIG. 7 according to each control map shown in FIGS. Processing and rear seat air conditioning processing are performed.

  Similarly to the first embodiment, the target blowout temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa in the air-conditioning zones 1a to 1d, which are basic expressions of the air-conditioning control, are the above-described Expression 1, Expression 2, Expression 5, and Expression 6, respectively. (Where C2Fr is used instead of the constant CFr and C2Rr is used instead of the constant CRr). Further, the target opening degrees θ1, θ2, θ3, and θ4 of each air mix door are calculated by the above formula 3, formula 4, formula 7, and formula 8, respectively.

  However, in the second embodiment, the method for calculating the correction value of each target blowing temperature is different from that in the first embodiment, and the following description will be given based on the flowcharts showing the calculation processing in FIGS. 15 and 16. This calculation routine is executed in step S123 in the main routine of FIG.

  In the second embodiment, the correction values for the target blowing temperatures on the Dr side and the Pa side are calculated based on the detected temperatures of the respective parts on the Fr side, which are related to the Fr side and the Rr side. Thereby, the calculation is simplified.

  In step S300, first, the Dr-side and Pa-side first air conditioning correction values f12 and f13 are calculated. Specifically, the first air conditioning correction value f12 on the Dr side is such that the magnitude of the negative value increases as the temperature difference between the side window temperature A1 on the FrDr side and the lower body (near waist) temperature A3 of the FrDr occupant increases. , Based on the control map shown in the block of S300 in FIG.

  Similarly, the Pa-side first air conditioning correction value f13 has a negative value that increases as the temperature difference between the FrPa-side side window temperature B1 and the lower body (near waist) temperature B3 of the FrPa occupant increases. , Based on the control map shown in the block of S300.

  Next, in step S310, Dr-side and Pa-side second air conditioning correction values f14 and f15 are calculated. Specifically, the Dr-side second air conditioning correction value f14 has a negative value as the temperature difference between the FrDr occupant's upper body (near chest) temperature A2 and the FrDr occupant's lower body (near waist) temperature A3 increases. It is calculated based on the control map shown in the block of S310 in FIG.

  Similarly, the Pa-side second air conditioning correction value f15 has a negative value as the temperature difference between the FrPa occupant upper body (near the chest) temperature B2 and the FrPa occupant lower body (near the waist) temperature B3 increases. It is calculated based on the control map shown in the block of S310 so as to increase.

  In step S320, Dr-side and Pa-side negative correction values f1 and f5 are calculated based on Equations 11 and 12.

f1 = MIN (f12, f14) (Formula 11)
f5 = MIN (f13, f15) (Equation 12)
That is, as the Dr-side negative correction value f1, the smaller one of the Dr-side first and second air conditioning correction values f12 and f13, that is, the negative value with the larger absolute value is selected. Similarly, as the Pa-side negative correction value f5, the smaller one of the Pa-side first and second air conditioning correction values f13 and f15, that is, the negative value with the larger absolute value is selected.

  Thereby, the magnitude of the influence of the partial solar radiation from the Dr side or Pa side is determined based on the side window temperature or the upper body temperature of the occupant, and the negative side correction values f1 and f5 are more absolute as the influence of the solar radiation is larger. It is calculated as a negative value that increases in value.

  Therefore, with these negative side correction values f1 and f5, each target blowing temperature is corrected in Formulas 1, 2, 5, and 6 so as to decrease as the influence of the partial solar radiation increases, whereby the air conditioning state of each air conditioning zone is adjusted to the cooling side. The effect of partial solar radiation is mitigated.

  In the next step S330, Dr-side and Pa-side third air conditioning correction values f16 × f4 and f17 × f4 are calculated. Specifically, the Dr-side correction value f16 is shown in the block of S330 in FIG. 16 in accordance with the temperature difference between the FrDr-side side window temperature A1 and the lower body (near waist) temperature A3 of the FrDr occupant. Calculated based on the control map.

  That is, the Dr-side correction value f16 is a correction value that increases in magnitude as the side window temperature on the FrDr side becomes lower than the temperature of the part (lower body) that is less susceptible to the cold radiation of the FrDr occupant.

  Then, the third air conditioning correction value is calculated as a product of the correction value f16 and a factor f4 that increases in accordance with the vehicle speed Vh: f16 × f4 as a correction value for the cold.

  In S330, similarly to the Dr side, the correction value f17 on the Pa side depends on the temperature difference between the side window temperature B1 on the FrPa side and the temperature B3 of the part (lower body) that is not easily affected by the cold radiation of the FrPa occupant. It is calculated based on the control map shown in the block.

  Then, the third air conditioning correction value is calculated as the product of the correction value f17 and the factor f4: f17 × f4 as a correction value for coldness on the Pa side.

  These third air conditioning correction values are used to increase the target blowout temperature in order to mitigate the increase in the degree of cold due to the influence of cold radiation as the side window temperature decreases and the vehicle speed increases. It is a correction value.

  Next, in step S340, Dr-side and Pa-side fourth air conditioning correction values f18 × f20, f19 × f20 are calculated. In the second embodiment, the fourth air conditioning correction values on the Dr side and the Pa side are assumed to be equal (f18 × f20 = f19 × f20).

  The fourth air conditioning correction value is a control map shown in the block of S340 according to the temperature difference between the side window temperature B1 on the FrPa side and the lower body (near waist) temperature B3 that is not easily affected by the cold radiation of the FrPa occupant. The product of the correction value f18 (= f19) calculated based on the above and the factor f20 that increases according to the inside air introduction rate signal ψ detected by the inside air introduction rate sensor 89 is calculated as f18 × f20.

  That is, the fourth air conditioning correction value f18 × f20 increases as the side window temperature (on the FrPa side) reflecting the influence of cold radiation becomes lower than the lower body temperature of the occupant that is less susceptible to the influence of cold radiation (FrPa). It is a positive value that increases as it goes to the mode side, and is corrected so as to raise each target blowing temperature.

  Then, in the next step S350, the Dr-side and Pa-side positive correction values f2 and f7 are calculated based on Equations 13 and 14.

f2 = MAX (f16 × f4, f18 × f20) (Formula 11)
f7 = MAX (f17 × f4, f19 × f20) (Equation 12)
That is, the larger one of the Dr-side third air conditioning correction value f16 × f4 and the fourth air-conditioning correction value f18 × f20 is selected as the Dr-side positive correction value f2. Similarly, the Pa side positive correction value f7 is selected to be the larger of the Pa side third air conditioning correction value f17 × f4 and the fourth air conditioning correction value f19 × f20.

  Thereby, the magnitude of the influence of the cold radiation on the Dr side or the Pa side is determined based on the side window temperature, and the positive side correction values f2 and f7 have a large influence of the cold radiation, that is, the degree of the shoulder cold. The target air temperature is raised, that is, the air-conditioning state of each air-conditioning zone is corrected to the heating side, thereby mitigating the influence of cold radiation.

  In step S360, based on the above formulas 1, 2, 5, and 6, the negative correction values f1 and f5 that mitigate the influence of partial solar radiation and the positive correction values f2 and f7 that mitigate the cold. The corrected target blowing temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa are calculated.

(Other embodiments)
(1) In the above description, the target blowing temperature in each of the air-conditioning zones 1a to 1d is calculated based on the correction value calculated based on the detected temperature of each part on the Rr side by the non-contact temperature sensor 70b for Rr in the first embodiment. In the second embodiment, an example in which correction is performed based on a correction value calculated based on the detected temperature of each part on the Fr side by the non-contact temperature sensor 70c for all seats has been described.

  That is, in the first embodiment, the correction value of the target blowing temperature on the Fr side is calculated based on the detected temperature of each part including the side window on the Fr side by the non-contact temperature sensor 70a for Fr, similarly to the Rr side. Also good. Alternatively, in the second embodiment, the correction value of the target outlet temperature on the Rr side is calculated based on the detected temperature of each part including the side window on the Rr side by the non-contact temperature sensor 70c for all seats, similarly to the Fr side. Also good.

  In this way, by performing air-conditioning control using the side window temperatures on the Fr side and Rr side, even when the sunshade is performed only on the Rr side, fine control as intended is performed in all air-conditioning zones. Can do.

  (2) In each of the above-described embodiments, the non-contact temperature sensors 70a, 70b, and 70c are arranged in the direction directly below the vehicle interior ceiling. However, the non-contact temperature sensors 70a, 70b, and 70c may be arranged slightly in front of the vehicle. . Even in this case, with a relatively narrow sensor field of view (for example, about 150 degrees), a wide range from the left and right side windows to the rear tray can be set as the temperature detection range, and by being directed forward of the vehicle, The sense of being monitored as seen from the non-contact temperature sensor can be further reduced.

  (3) In each of the above-described embodiments, the non-contact temperature sensors 70a, 70b, and 70c are examples in which the detection units are two-dimensionally arranged in a matrix. However, the present invention is not limited to this. That is, a two-dimensional thermal image may be detected equivalently by two-dimensionally scanning an optical system for collecting infrared rays with respect to one infrared detection element.

It is a plane schematic diagram which shows the blower outlet arrangement | positioning state of the indoor air-conditioning unit part of the vehicle air conditioner in embodiment of this invention. It is a whole block diagram containing the indoor air-conditioning unit part and control block in embodiment. It is a figure which shows the structure of a non-contact temperature sensor. It is a figure which shows the arrangement | positioning form to the ceiling of a non-contact temperature sensor. It is a figure which shows the arrangement position and sensor visual field in the vehicle interior of the non-contact temperature sensor in 1st Embodiment. It is a figure which shows the temperature detection range by the side of RrDr of the non-contact temperature sensor in 1st Embodiment. It is a flowchart which shows the main routine of the basic air-conditioning control by air-conditioner ECU. It is a figure which shows the control map for determining inside / outside air mode in the basic air-conditioning control of FIG. It is a figure which shows the control map for determining a blower outlet mode in the basic air-conditioning control of FIG. It is a figure which shows the control map for determining a blower voltage in the basic air conditioning control of FIG. It is a part of flowchart which shows the process which calculates the target blowing temperature in 1st Embodiment. It is a part of flowchart which shows the process which calculates the target blowing temperature in 1st Embodiment. It is a figure which shows the arrangement position and sensor visual field in the vehicle interior of the non-contact temperature sensor in 2nd Embodiment. It is a figure which shows the arrangement position and the temperature detection range in the vehicle interior of the non-contact temperature sensor in 2nd Embodiment. It is a part of flowchart which shows the process which calculates the target blowing temperature in 2nd Embodiment. It is a part of flowchart which shows the process which calculates the target blowing temperature in 2nd Embodiment.

Explanation of symbols

1a ... FrDr side air conditioning zone, 1b ... DrPa side air conditioning zone,
1c ... RrDr side air conditioning zone, 1d ... RrPa side air conditioning zone, 4 ... ceiling,
41 ... ceiling interior, 42 ... overhead console, 5 ... front seat air conditioning system,
6 ... Rear seat air conditioning system, 7 ... Sensor case,
70 (70a, 70b, 70c): Non-contact temperature sensor (matrix IR sensor).

Claims (10)

A vehicle temperature detection device including a non-contact temperature sensor (70a, 70b, 70c) for detecting a surface temperature of an object within a predetermined temperature detection range in the passenger compartment (1) in a non-contact manner,
The vehicle non-contact temperature sensor is disposed near the ceiling (4) in the vehicle interior and is directed downward from the ceiling. A vehicle temperature detection device including a non-contact temperature sensor (70a, 70b, 70c) for detecting a surface temperature of an object within a predetermined temperature detection range in the passenger compartment (1) in a non-contact manner,
The non-contact temperature sensor is disposed near the ceiling (4) in the vehicle interior, and is provided so as to be directed slightly forward of the vehicle from below the ceiling. The vehicle temperature detection device according to claim 1, wherein the non-contact temperature sensor is disposed on a center line in a left-right direction of the vehicle. The temperature detection device for a vehicle according to any one of claims 1 to 3, wherein the non-contact temperature sensor is provided in a part of an overhead console (42) of the vehicle. The vehicle temperature detection device according to claim 4, wherein the non-contact temperature sensor is provided at an end of the overhead console on a vehicle rear side. The non-contact temperature sensor includes a front seat side window (A1, B1), a rear seat side window (C1, D1), a front seat occupant (A2, A3, B2, B3), and a rear seat occupant. The vehicle temperature detection device according to any one of claims 1 to 5, wherein the surface temperature of (C2, C3, D2, D3) is detected. The non-contact temperature sensor detects surface temperatures of a rear seat side window (RD1, RD2, RP1, RP2), a rear seat occupant (RD6, RD10, RP6, RP10) and a rear tray (RD13, RP13). The vehicle temperature detection device according to any one of claims 1 to 5. The vehicle temperature detection device according to claim 6 or 7, wherein the non-contact temperature sensor detects a surface temperature of a vehicle front portion (A1, B1, RD1, RP1) of each side window. Air conditioning means (5, 6) for adjusting the air conditioning state in the passenger compartment (1);
Non-contact that is disposed in the vicinity of the ceiling (4) in the passenger compartment and is directed downward from the ceiling, and detects the surface temperature of an object within a predetermined temperature detection range in the passenger compartment without contact. Temperature sensors (70a, 70b, 70c);
Control means (8) for controlling the air-conditioning means so as to adjust the air-conditioning state according to a target blowing temperature,
The said control means correct | amends so that the said target blowing temperature may be reduced according to the raise of the surface temperature of the side window detected by the said non-contact temperature sensor, The air conditioner for vehicles characterized by the above-mentioned. Air conditioning means (5, 6) for adjusting the air conditioning state in the passenger compartment (1);
A non-contact temperature sensor (non-contact temperature sensor) that is disposed near the ceiling in the vehicle interior and is directed downward from the ceiling, and detects the surface temperature of an object within a predetermined temperature measurement range in the vehicle interior in a non-contact manner. 70a, 70b, 70c)
Control means (8) for controlling the air-conditioning means so as to adjust the air-conditioning state according to a target blowing temperature,
The vehicle air conditioner, wherein the control means corrects the target blowing temperature to increase in accordance with a decrease in the surface temperature of the side window detected by the non-contact temperature sensor.

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