JP2008143284A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of suppressing the fluctuation of the in-cabin temperature and the air supply volume when a door is opened. <P>SOLUTION: The in-cabin temperature and humidity, and the outside temperature and humidity are detected based on detection signals of an inside temperature-humidity sensor 142 and an outside temperature-humidity sensor 143 (Step S210), and the output/input calorie Qa from/in a cabin when a doorway door is opened is calculated from the inside temperature and humidity and the outside temperature and humidity, and an increase of the air-conditioning capacity and the correction control time Ta are calculated based on the output/input calorie Qa (Step S220). The control start time T0 is calculated based on the expected arrival time T1 and the air-conditioning correction time Ta (Step S240). Finally, it is determined whether or not the time reaches the calculated control start time T0, and when the time reaches the control start time T0, the air supply volume of the air-conditioned air is increased (Step S250). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that can suppress a change in passenger compartment temperature due to opening and closing of a passenger door.

As a vehicle air conditioner for suppressing a temperature change in a passenger compartment due to intrusion of outside air at the time of opening / closing a passenger door, a vehicle quantity air conditioner described in Patent Document 1 is known. When it is determined from the door open / close signal that the door is open, the air flow of the conditioned air is increased to suppress the temperature fluctuation in the vehicle interior due to outside air entering from the door. Normally, the air flow rate of the conditioned air is increased when the vehicle interior temperature changes due to the invading outside air, so fluctuations in the vehicle interior temperature are unavoidable, but in this way the air flow rate is increased in advance. By setting it, the temperature fluctuation in the passenger compartment can be suppressed.
JP 2006-224827 A

  However, since the conventional apparatus is configured to increase the blown air volume of the conditioned air when the door is opened, the blown air volume greatly fluctuates when the door is open and when the door is closed. There is a problem that it is easy to give pleasure.

  This invention is made | formed in view of the said situation, Comprising: It is providing the vehicle air conditioner which can suppress the fluctuation | variation of both the vehicle interior temperature at the time of door opening, and a blowing air volume.

  In order to achieve the above object, according to the first aspect of the present invention, map information storage means for storing map information including a boarding / alighting point, travel route setting means for setting the travel route of the host vehicle, and the host vehicle on the travel route. A boarding / alighting point detecting means for detecting a boarding / alighting point where the vehicle should stop, a current position detecting means for detecting a current position of the host vehicle, and an arrival at which the host vehicle arrives at the boarding / alighting point based on the positional relationship between the current position and the boarding / alighting point. Time calculation means for calculating the expected time, an air conditioning unit that blows conditioned air into the passenger compartment of the host vehicle, and an amount of heat that enters and exits the host vehicle when the door of the host vehicle is opened at the getting-on / off point Calorie calculation means for calculating, and air conditioning control means for controlling the air conditioning unit to increase the blown air volume of the conditioned air before the expected arrival time in order to offset the heat input / output calculated by the heat quantity calculation means It is characterized by having a.

  According to the first aspect of the present invention, since the blown air volume of the conditioned air is increased before the expected arrival time, the amount of heat entering and exiting the passenger compartment when the door is opened after arriving at the boarding / exiting point. Is offset by the amount of heat stored in the passenger compartment. Therefore, it is possible to suppress the indoor temperature fluctuation due to the invading outside air, and it is possible to prevent an excessive increase in the amount of blown air when the passenger door is opened. Moreover, the blowing noise can be reduced by preventing an excessive increase in the blowing air volume.

  In a second aspect of the invention, the calorie calculating means includes an opening time calculating means for calculating a door opening time at the boarding / alighting point, and a temperature / humidity detecting means for detecting a temperature / humidity difference between the passenger compartment and the exterior of the passenger compartment. The heat input / output amount is calculated from the door opening time calculated by the door opening time calculating means and the temperature / humidity difference detected by the temperature / humidity detecting means.

  According to the second aspect of the present invention, the calculation accuracy can be increased by calculating the heat input / output amount based on the actual temperature / humidity difference between the inside and outside of the vehicle interior. As a procedure for calculating the heat input / output amount, an enthalpy difference between the inside and outside air can be obtained from the temperature / humidity difference inside and outside the vehicle interior, and the heat input / output amount can be calculated from the enthalpy difference and the door opening time.

  In the invention of claim 3, the air conditioning control means can offset the amount of heat input / output when the amount of increase in the blown air volume of the conditioned air is maintained based on the amount of heat input / output calculated by the heat amount calculating means. The correction control time is determined, and during the correction control time, the amount of the conditioned air blown out from the air conditioning unit is increased by an increase amount.

  According to the invention of claim 3, the amount of heat entering and exiting the vehicle interior due to the intrusion of outside air can be surely offset, and the air conditioning unit can be operated efficiently without supplying excess heat to the vehicle interior. it can. Moreover, about the combination of the increase amount of blowing air volume, and its duration, it can change suitably.

  The invention of claim 4 is characterized in that the air conditioning control means ends the control of the air conditioning unit after the door is closed.

  After the door is closed, a large amount of heat does not enter and exit the vehicle interior via the door, and there is no risk of sudden indoor temperature fluctuations. Furthermore, since the indoor temperature fluctuation when the door is closed is suppressed by the control of the air conditioning unit, it is not necessary to keep the control. Therefore, after the door is closed, the vehicle interior can be maintained in an appropriate air conditioning state by terminating the control and operating the air conditioning unit in accordance with the vehicle interior temperature.

  According to a fifth aspect of the present invention, the air conditioning control means stops the control of the air conditioning unit when the amount of heat calculated by the heat amount calculating means is equal to or less than a predetermined amount.

  When the amount of heat to be canceled is small, such as when the temperature / humidity difference between the inside and outside air is small (when the enthalpy difference is small), it is difficult for passengers to feel uncomfortable because the indoor temperature fluctuation is suppressed. Further, in such a case, there may be an inconvenience that only the variation in the blown air volume of the conditioned air is noticeable by executing the above control. Therefore, a comfortable feeling for the passenger can be maintained by canceling unnecessary control as in this configuration.

<First Embodiment>
An embodiment of a vehicle air conditioner according to the present invention will be described with reference to FIGS. The present embodiment is applied to, for example, a route bus, and increases the amount of air-conditioning air blown into the vehicle compartment before arrival at the boarding / exiting point in order to suppress the temperature fluctuation in the vehicle interior when the door at the boarding / exiting point is opened. Air conditioning correction control is performed.

  FIG. 1 shows the overall configuration of this embodiment. The vehicle air conditioner of this embodiment includes an air conditioning unit 1 and a navigation unit 2. The air conditioning unit 10 includes a cooler unit, a heater unit, an actuator 12 for operating the cooler unit and the components in the heater unit, a blower fan 13, an environmental condition detection sensor 14, and an air conditioner ECU 15 (heat amount calculation means, air conditioning control means). ) Etc.

  The cooler unit is provided with an evaporator (evaporator) for cooling the air introduced into the air conditioning unit 10. The evaporator includes a compressor, a condenser (condenser), an expansion valve, a liquid tank, and the like. The constructed refrigeration cycle is connected, and the refrigerant compressed by the compressor is supplied. The heater unit is provided with a heater core through which engine cooling water circulates, and the introduced air is heated by passing through the heater core. The blower fan 13 introduces air into the air conditioning unit 10 and blows out the conditioned air that has passed through the evaporator or the heater core into the vehicle interior.

  As the environmental condition detection sensor 14, a solar radiation sensor 141 that detects the amount of solar radiation incident on the vehicle interior, and an internal air temperature / humidity sensor 142 (temperature / humidity detection means) that detects temperature and humidity (vehicle interior temperature / humidity) in the vehicle interior. And an outside air temperature / humidity sensor 143 (temperature / humidity detecting means) for detecting temperature and humidity outside the vehicle compartment (temperature / humidity outside the vehicle compartment), and detection signals from the sensors 141 to 143 are input to the air conditioner ECU 15. It has become so.

  The air conditioner ECU 15 has a control logic for realizing an optimal indoor environment while taking into account detection signals input from the solar radiation sensor 141, the internal air temperature humidity sensor 142, and the external air temperature humidity sensor 143 with respect to the set indoor temperature and the like. Is stored, and the above-described various actuators 12 and the blower fan 13 are driven and controlled based on the calculation result of the control logic. The air conditioner ECU 15 receives opening / closing information Ia from an opening / closing device for opening / closing the entrance door. Based on the opening / closing information Ia, it can be determined whether the passenger door is open or closed.

  The navigation unit 2 includes a GPS antenna 21 for receiving a radio wave transmitted from a global positioning system (GPS) artificial satellite, and a current location of the host vehicle based on a received signal from the GPS antenna 21. GPS receiver 22 for calculating the direction, gyrocompass 23 for detecting a change in the traveling direction of the host vehicle, a vehicle speed sensor 24 for detecting the traveling speed of the host vehicle, VICS, etc. A traffic information receiver 25 for acquiring the traffic information from the communication network, an operation unit 26 for the passenger to input various commands, and road information (map information) for displaying a road map. A player 27 for reading out the map information from a recording medium 271 (map information storage means) such as a CD-ROM in which is stored, and a road map And a display device 28 including a liquid crystal display for displaying the current location and the GPS receiver 22, the gyro compass 23, the vehicle speed sensor 24, the traffic information receiver 25, the operation unit 26, and the player 27. A navigation ECU 29 is provided for displaying the current position and traveling direction of the host vehicle, the target travel destination, and the like on the display device 28 and for guiding the driver to travel the host vehicle.

  The GPS receiver 22 (current position detecting means) is used for so-called GPS navigation, and measures the current position and traveling direction of the host vehicle based on radio waves from a GPS artificial satellite. On the other hand, the gyro compass 23 and the vehicle speed sensor 24 are used for so-called autonomous navigation, and detect the relative movement amount of the vehicle and sequentially update the current location and the traveling direction while detecting the current location and the traveling direction. This is supplemented when the measurement result by the GPS receiver 22 is not normal, such as when the vehicle cannot receive radio waves from the artificial satellite.

  Further, the map information stored in the recording medium 271 includes a bus stop (departure / departure point) of the route bus in addition to the road information for displaying the road map as described above.

  As a method of using the navigation unit 2 of the present embodiment, a travel route on which the host vehicle should travel is set as a travel route by a setting operation of the operation unit 26 (travel route setting means) before traveling, and the travel route thus set is set. Operate according to

  The navigation ECU 29 and the above-described air conditioner ECU 15 are connected so as to be able to communicate with each other, and in response to a request from the air conditioner ECU 15, information on the current position of the host vehicle is mainly transmitted from the navigation ECU 29.

The configuration of the present embodiment is as described above, and the operation will be described next.
"Expected arrival time calculation process"
This processing is mainly processing on the navigation unit 2 side. As shown in FIG. 2, in step 100, the current position of the host vehicle is acquired by the GPS receiver 22 and the gyro compass 23, and this current position is displayed on the display device 28 together with the map image. In step S110, the current position of the host vehicle on the preset travel route is confirmed. In step S120, as a result of the confirmation in step S110, it is determined whether or not there is a bus stop where the host vehicle should stop in an untraveled travel route.

  If there is a bus stop to be stopped, traffic information between the current position of the host vehicle and the bus stop to be stopped is acquired by the traffic information receiver 25 in step S130, and the vehicle speed sensor 24 is acquired in step S140. To detect the traveling speed of the vehicle.

  In step S150, the current position of the host vehicle, the position of the bus stop to be stopped, traffic jam information, and the estimated arrival time T1 at the bus stop from the vehicle speed of the host vehicle are calculated and transmitted to the air conditioner ECU 15.

  On the other hand, when it is determined in step S120 that there is no bus stop at which the host vehicle should stop, the processing ends.

"Air conditioning correction control process"
This processing is mainly processing on the air conditioning unit 1 side. As shown in FIG. 3, the current air conditioning control state is determined in step S200. This air conditioning control state relates to the control states of the various actuators 12 and the blower fan 13.

  In step S210, the vehicle interior temperature humidity and the vehicle interior temperature humidity are detected based on the detection signals of the inside air temperature humidity sensor 142 and the outside air temperature humidity sensor 143. In step S220, the input / output heat amount Qa entering / exiting the passenger compartment when the passenger door is opened is calculated from the acquired vehicle interior temperature / humidity and vehicle exterior temperature / humidity, and the air conditioning capacity increase amount is calculated based on the calculated input / output heat amount Qa. And the correction control time Ta are calculated.

  The heat input / output amount Qa can be obtained from the enthalpy difference between the inside and outside air calculated from the temperature / humidity difference between the vehicle interior temperature / humidity and the vehicle exterior temperature / humidity, and the opening / closing time of the passenger door. Moreover, about the opening time of a passenger door, the average stop time in each bus stop can be used, for example.

  This air conditioning capability is the amount of heat supplied to the passenger compartment per unit time, and the amount of increase in the air conditioning capability refers to the amount of increase in the amount of heat supplied (increased heat amount Qb). The increased heat quantity Qb can be obtained by increasing the blown air volume of the conditioned air more than the blown air volume set in the above-described air conditioning control state. Further, the correction control time Ta is set to be at least longer than the opening time of the passenger door.

  In step S230, it is determined whether or not the air conditioning capacity needs to be increased. This determination is made based on whether or not the amount of increase in air conditioning capacity (increased heat amount Qb) calculated in step S220 is greater than or equal to a predetermined amount. When it is determined that the air conditioning capacity needs to be increased in this step, the process proceeds to step S240, and when it is determined that it is not necessary, the process is terminated.

  In step S240, the air conditioning correction control start time (control start time T0) is calculated based on the estimated arrival time T1 and the correction control time Ta. The control start time T0 is earlier than the expected arrival time T1, and the correction control time Ta can be secured when the end of the air conditioning correction time Ta is made coincident with the entry / exit door closing time T2. It is time.

  In step S250, it is determined whether or not the calculated control start time T0 has been reached. When the control start time T0 has been reached, in step S260, the air conditioning unit 1 is controlled to increase the blown air volume of the conditioned air. .

  In step S270, opening / closing information Ia is acquired from the opening / closing device of the passenger door. In step S280, it is determined from the obtained opening / closing information Ia whether or not the passenger door has been changed from the open state to the closed state. When the door is closed, the air conditioning correction control is terminated, and the air conditioning unit 1 is controlled based on the detection signal from the environmental condition detection sensor group 14. In step S280, the air-conditioning correction control is also terminated in the same manner as described above even when the passenger door moves to the closed state before the correction control time Ta elapses.

  FIG. 4 is a graph showing a change in blowing noise, a change in blown air volume of conditioned air, and a temperature fluctuation in the passenger compartment during cooling. In the conventional apparatus (line (1) in each graph), the blown air volume of the conditioned air is adjusted following the temperature fluctuation in the passenger compartment. Therefore, after the own vehicle stops at the bus stop and opens the passenger door, the passenger compartment temperature rises, and the blown air volume increases as the temperature rises. The passenger compartment temperature is maximum when the passenger door is closed, and the blown air volume is also maximum.

  After the entrance / exit door is closed, the intrusion of heat from the entrance / exit door is blocked, so the airflow of the conditioned air gradually decreases. After a predetermined time, the cabin temperature stabilizes and the airflow also stabilizes at a low airflow. To do.

  On the other hand, in the present embodiment device (line (2) in each graph), the air-conditioning air blowing air volume is increased before the expected arrival time T1 at the bus stop, so that the vehicle interior temperature is lower than the set temperature. I will do it. When the host vehicle has arrived at the bus stop and the passenger door is open, the passenger compartment temperature rises due to heat intrusion, and the passenger compartment temperature becomes maximum when the passenger door is closed. However, since the cooling air amount is accumulated by increasing the blown air amount of the conditioned air before the expected arrival time T1, a part of the intruding heat amount is offset by the cooling heat amount. For this reason, the vehicle interior temperature when the door is closed is lower than that in the case of the conventional device, and the blowing air volume is not excessively increased.

  After closing the entrance / exit door, the blowout air volume is adjusted in the same way as the conventional device.However, since the rise in the passenger compartment temperature when the entrance / exit door is closed is suppressed, it takes less time than the conventional device. The cabin temperature and the blown air volume are stable.

  In addition, regarding the noise accompanying the increase in the blown air volume, the apparatus according to the present embodiment can reduce the amount of increase in the blown air volume compared to the conventional apparatus, so that the peak noise can be reduced.

  FIG. 5 shows an example of air-conditioning correction control based on the inside / outside air enthalpy difference. In the present embodiment, the correction control time Ta is appropriately changed according to the magnitude of the heat input / output amount Qa in a state where the increase amount of the air conditioning capacity is constant. When the enthalpy difference between the inside and outside air is obtained from the detection signal from the environmental condition detection sensor group 14 and the enthalpy difference is 5 (kJ / kg) or more, it is determined that the air conditioning correction control is necessary, and the correction control time Ta and increase amount of blowing air (increase in air conditioning capacity) are set. Further, when the enthalpy difference between the inside and outside air is less than 5 (kJ / kg), it is determined that the air conditioning correction control is unnecessary, and the air conditioning correction control is stopped.

  As for the increase amount of the blown air volume when the air conditioning correction control is performed, the air volume level is uniformly increased by one level. For example, if the air volume level is set to Lo among 4 stages of Lo, MED1, MED2, and Hi, the air volume is increased by 1 level to MED1.

  Then, the correction control time Ta is obtained by dividing the calculated heat input / output heat amount Qa (kJ) by the increased heat amount Qb (kJ / sec) due to the increase in the blown air amount. Therefore, the correction control time Ta becomes longer with the increase of the heat input / output amount Qa when the door is opened, and the control start time T0 is advanced.

  According to the present embodiment, since the blown air volume of the conditioned air is increased before the expected arrival time T0, the amount of heat Qa that enters and exits the vehicle interior when the passenger door is opened after arriving at the bus stop. Is offset by the amount of heat stored in the passenger compartment. Accordingly, it is possible to prevent an excessive increase in the amount of blown air when the passenger door is opened, and to suppress indoor temperature fluctuations due to intruding outside air. By preventing an excessive increase in the blowing air volume, the blowing noise can also be reduced.

  Further, by calculating the heat input / output amount Qa based on the actual enthalpy difference between the inside and outside air, the calculation accuracy can be increased.

  In this embodiment, since the amount of increase in the blown air volume and the correction control time Ta are determined so that the amount of heat corresponding to the calculated heat input / output amount Qa can be supplied to the vehicle interior, the vehicle interior temperature is appropriately maintained. Can do.

  In addition, after the passenger door is closed, a large amount of heat does not enter and exit from the passenger compartment via the passenger door, and there is no risk of sudden indoor temperature fluctuations. Furthermore, because the air temperature correction control described above suppresses the indoor temperature fluctuation when the passenger door is closed, it is not necessary to maintain the air conditioning control. Therefore, as in this embodiment, after the passenger door is closed, the air-conditioning correction control is canceled and the air-conditioning unit 1 is operated according to the vehicle interior temperature, so that the vehicle interior temperature can be stabilized at an early stage.

  Further, since the air conditioning correction control is to be stopped when the calculated heat input / output heat amount Qa is equal to or less than a predetermined amount, it is possible to prevent a sense of incongruity due to a variation in the blown air volume assumed when the air conditioning correction control is executed, A passenger's comfort can be maintained.

<Other embodiments>
The present invention is not limited to the embodiments described with reference to the above description and drawings. For example, the following embodiments are also included in the technical scope of the present invention, and further, within the scope not departing from the gist of the invention other than the following. Various modifications can be made.

  In the above embodiment, when performing the air conditioning correction control, the correction control time Ta is appropriately changed while keeping the increase amount of the blown air amount constant. However, the present invention is not limited to this, and for example, the correction control time Ta is set constant and the blowout is performed. The increase amount of the air volume may be changed as appropriate, or both may be changed.

  In the above embodiment, the entrance / exit heat amount Qa is calculated based on the entrance / exit door opening time and the inside / outside air enthalpy difference. For example, the entrance / exit heat amount Qa when the entrance / exit door is opened may be obtained by experiments. good.

  In the above embodiment, the end of the correction control time Ta is set to T2 when the passenger door is closed. However, this final time may be around T2 when the passenger door is closed. Further, when the correction control time Ta continues after the entrance / exit door closing time T2, the air conditioning correction control may be continued until the end of the correction control time Ta.

  In the said embodiment, although the example applied about the air-conditioner for route buses was shown, the example applied to a rail vehicle may be sufficient, for example.

1 is an overall configuration diagram of a vehicle air conditioning system according to the present embodiment. It is the flowchart which showed the content of the estimated arrival time calculation process. It is the flowchart which showed the content of the correction control processing. It is the graph which showed the blowing air volume fluctuation | variation of conditioned air, and the vehicle interior temperature fluctuation | variation. It is the table | surface which showed an example of the air-conditioning correction control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Air-conditioning unit 2 ... Navigation unit 11 ... Cooler unit 12 ... Heater unit 13 ... Blower fan 14 ... Environmental condition sensor group 142 ... Internal temperature humidity sensor 142 (temperature / humidity detection means)
143 ... Outside air temperature / humidity sensor 143 (temperature / humidity detection means)
15 ... Air conditioner ECU (heat amount calculation means, air conditioning control means)
21 ... GPS antenna 22 ... GPS receiver 22
23 ... Gyro Compass 23
24 ... Vehicle speed sensor 24
25 ... Traffic information receiver 25
26. Operation section (travel route setting means)
27 ... Player 271 ... Recording medium 271 (map information storage means)
28 ... Display device 29 ... Navigation ECU (Boarding point detection means, time calculation means)
Qa ... Heat input / output amount Ta ... Correction control time T0 ... Control start time T1 ... Expected arrival time T2 ... Entrance / exit door closing time

Claims (5)

Map information storage means for storing map information including boarding points;
Travel route setting means for setting the travel route of the host vehicle;
A boarding / alighting point detecting means for detecting a boarding / alighting point where the host vehicle should stop on the travel route;
Current position detecting means for detecting the current position of the host vehicle;
Time calculating means for calculating an estimated arrival time at which the host vehicle arrives at the getting-on / off point based on a positional relationship between the current position and the getting-on / off point;
An air conditioning unit for blowing out conditioned air into the passenger compartment of the host vehicle;
A calorific value calculating means for calculating an amount of heat entering and exiting the host vehicle when the door of the host vehicle is opened at the boarding / exiting point;
Air-conditioning control means for controlling the air-conditioning unit so as to increase the blown-out air volume of the conditioned air before the estimated arrival time in order to cancel out the heat input / output heat calculated by the heat quantity calculating means, A vehicle air conditioner. The calorie calculation means
An opening time calculating means for calculating an opening time of the door at the getting-on / off point;
Temperature / humidity detection means for detecting a temperature / humidity difference between the vehicle interior air and the vehicle exterior air;
2. The vehicle heat input and output according to claim 1, wherein the heat input / output amount is calculated from the door opening time calculated by the door opening time calculating means and the temperature / humidity difference detected by the temperature / humidity detecting means. Air conditioner. The air conditioning control means includes
Based on the heat input / output amount calculated by the heat amount calculation means, an increase amount of the blown air amount of the conditioned air and a correction control time during which the heat input / output heat amount can be completely offset when the increase amount is maintained are determined. ,
3. The vehicle air conditioner according to claim 1, wherein an amount of the conditioned air blown from the air conditioning unit is increased by the increased amount within the correction control time. 4. The air conditioning control means includes
The vehicle air conditioner according to any one of claims 1 to 3, wherein the control of the air conditioning unit is terminated after the door is closed. The air conditioning control means includes
The vehicle air conditioner according to any one of claims 1 to 4, wherein the control of the air conditioning unit is stopped when the amount of heat calculated by the heat amount calculation means is equal to or less than a predetermined amount.

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