JP2010013018A - Air conditioning device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To calculate an influence correction term K for correcting bad influences of temperature that front seat air-conditioning gives to rear seat air-conditioning, without using a linear type or a neural network. <P>SOLUTION: A large number of model control points pa, pb, pc, pd, pe, pf are set to a two-dimensional diagram pattern formed by a temperature difference between a front seat and a rear seat detected by an inside air sensor and a blow-out opening mode, so as to specify an actual control coordinate point px at a current input value. A model control pattern Px at this px is synthesized from model control patterns Pb, Pc, Pe of morphed coordinate points pb, pc, pe stored in a memory in advance. A distance between the morphed coordinate points pb, pc, pe and the actual control coordinate point px is used for weighting, so as to synthesize the pattern by a morphing method. An influence correction term K at a current inside/outside air door target opening degree is read from the synthesized model control pattern Px. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that performs air conditioning in a vehicle compartment, and more particularly to a device that independently controls the air conditioning of a front seat and a rear seat.

  Conventionally, there is a vehicle in which the temperature of the front seat side of the vehicle and the rear seat side of the vehicle are independently adjusted. For example, air conditioning air is blown out from an air outlet provided in the forefront of the passenger compartment by an air conditioning unit disposed on the front seat side of the vehicle. In addition, since the benefits of the above-described conditioned air cannot be obtained to the rear seat side of the vehicle, the conditioned air is blown out from the air outlet provided on the rear seat side of the vehicle via the duct.

  However, in a general air conditioning unit in which the air outlet is provided only in the forefront of the passenger compartment, in the inside air circulation mode and the outside air introduction mode, depending on the position of the inside air inlet and the air outlet hole provided in the passenger compartment, The air flow in the passenger compartment changes and the desired air conditioning balance cannot be obtained.

  This is because as the proportion of the air outside the passenger compartment increases, the air in the passenger compartment on the front seat side flows into the rear seat side, and the air flow in the passenger compartment changes. Therefore, it can be understood from the inside / outside air ratio determined by the inside / outside air determining means that the air flows from the front seat side of the vehicle to the rear seat side of the vehicle. At this time, the influence on the rear seat side of the vehicle also changes depending on the temperature state of the flowing air.

  Therefore, this air temperature state is determined from the temperature in the passenger compartment of the front seat in the air conditioning zone of the front seat. The temperature adjustment means on the rear seat side for adjusting the temperature of the air conditioning air blown from the air conditioning unit on the rear seat for adjusting the temperature of the rear seat side of the vehicle is air-conditioned from the set temperature of the rear seat and the passenger compartment temperature of the rear seat. Adjust the wind temperature.

  A correction means is provided to correct the influence on the rear seat side of the vehicle by the first air conditioning unit based on the inside / outside air ratio and the passenger compartment temperature of the front seat. This is to construct a line format having a plurality of constants, solve this line format, calculate an influence correction term, and use this calculated influence correction term to change the temperature adjustment state of the temperature adjustment means of the rear seat Is to correct.

This makes it possible to substantially eliminate the effect of front seat air conditioning on the rear seat side of the vehicle caused by the difference in the air flow in the passenger compartment, eliminating the loss of the air conditioning balance on the rear seat side and making the rear seat side comfortable. Air conditioning can be achieved.
(For example, refer to Patent Document 1).

Next, in the field of image processing, a morphing technique is known as a technique for combining a plurality of images.
(For example, refer nonpatent literature 1.).
JP-A-8-238918 IEEE Computer Graphics and Applications, January / February 1998, 60-70.

  However, in the configuration of Patent Document 1, in the constant matching process in which a linear constant for calculating the influence correction term is set to an appropriate value, it may take too much man-hours to match the constant. Also, the line format has a limit of adaptability that does not fit well even if man-hours are spent.

  In particular, when adopting a control in which the bi-level mode, which is one of the front seat outlet modes, is changed to linear, it is easier to calculate by calculating with the model control pattern instead of the linear form. In addition, when correcting the effects from front seat air conditioning, in addition to the front seat outlet mode and the temperature difference between the inside and outside air, there are multiple effects such as the engine cooling water temperature and the set temperature difference between the front and rear seats. receive. For this reason, there is a limit in the line format.

  Therefore, it is conceivable to set a complicated line format, but this makes the calculation complicated. In particular, verification takes too much time. In addition, there is an adverse effect between the correction terms. Furthermore, complicated operations such as setting priorities among the correction terms are required. In addition, simple map control requires a huge number of model control patterns.

  Furthermore, although it is conceivable to perform the calculation using a neural network, the control unit using the neural network has a problem that the required number of elements increases geometrically as the number of inputs increases. In addition, for various combinations of input values, a complicated learning process must be repeated many times until an intended input result can be obtained, resulting in a very long development lead time. . Furthermore, the implementation of the learning process requires a high-performance computer, and there is a difficulty in increasing the capital investment. Therefore, the inventor considered applying the morphing technique known as Non-Patent Document 1 as image processing to this kind of control.

  The present invention has been made by paying attention to such problems existing in the prior art, and its purpose is to use a simple algorithm with a small number of development steps to arbitrarily and arbitrarily input a plurality of input values. An object of the present invention is to provide a vehicle air conditioner capable of obtaining an influence correction term for the air conditioning control of the rear seat from the air conditioning control of the seat side.

  In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, the first air conditioning unit (1a) for blowing the conditioned air whose temperature is adjusted toward the air conditioning zone on the front seat side of the vehicle, and the predetermined air conditioning on the rear seat side of the vehicle. The first air conditioning unit has a second air conditioning unit (1b) that blows the temperature-conditioned airflow toward the zone, and the air taken into the first air conditioning unit (1a) is outside the vehicle compartment. (1a) is a vehicle air conditioner in which outside air from the passenger compartment is blown out, and the blown out outside air from the passenger compartment is discharged from a discharge hole provided on the rear seat side, the first air conditioning unit (1a) and A control device (2) for controlling the second air conditioning unit (1b) is provided, and the control device (2) determines the inside / outside air determination for determining the ratio of the inside and outside air of the air taken into the first air conditioning unit (1a). Means (4a, 5, 6) and front seat side air conditioning zone First interior air temperature detecting means (24) for detecting the first passenger compartment temperature, first temperature setting means (28) for setting the first set temperature of the air conditioning zone on the front seat side, and at least first 1st air-conditioning unit (1a) based on the 1st vehicle interior temperature detected by the 1 inside air temperature detection means (24), and the 1st setting temperature which a 1st temperature setting means (28) sets First temperature adjusting means (10a, 11a, 12a) for adjusting the temperature of the conditioned air blown from the second air temperature detecting means (25) for detecting the second vehicle interior temperature in a predetermined air-conditioning zone; The second temperature setting means (29) for setting the second set temperature of the predetermined air-conditioning zone, the second vehicle interior temperature detected by at least the second inside air temperature detecting means (25), and the second A second set temperature set by the temperature setting means (29) of Based on the second temperature adjusting means (10b, 11b, 12b) for adjusting the temperature of the conditioned air blown from the second air conditioning unit (1b), and blowing the conditioned air toward at least the passenger on the front seat side of the vehicle. The temperature control state of the air outlet mode switching means (16, 17a) for switching the position of the air outlet for delivery based on the determined air outlet modes and the second temperature adjusting means (10b, 11b, 12b) The correction means (2a, 2b) for correcting by the influence correction term (K) is provided. The correction means (2a, 2b) includes a synthesis control pattern calculation means (2a) and a control data memory (2b), and a synthesis control pattern. At least N (N ≧ 2) essential input variable groups are input to the calculation means (2a), and among the essential input variable groups, there are M fixed types (1 ≦ M <N). Type 1 input variables and (NM) There are two second type input variables, and the control data memory (2b) stores a predetermined number of model coordinate points (p1 to p30, pa, pb, p2) on the partial input space spanned by the first type input variables. Model control patterns (P1 to P30, Pi, Pb, Pc) that define the relationship between the value of the second type input variable and the influence correction term (K) that becomes the output variable, set for each of pc, pd, pe, pf) , Pe) are stored, and the essential input variable group is at least the temperature difference between the first vehicle interior temperature and the second vehicle interior temperature or the temperature between the first set temperature and the second set temperature. A variable representing a difference, a variable representing an air outlet mode in which conditioned air is blown toward an occupant on the front seat side of the vehicle, and a variable representing an inside / outside air ratio of air taken into the first air conditioning unit (1a). From these variables, the first type input variable and the second type input variable Is determined, and the synthesis control pattern calculation means (2a) sets a plurality of model control patterns (P1 to P30, Pi) set at coordinate points surrounding the position of the input first type input variable on the partial input space. , Pb, Pc, Pe), the plurality of model control patterns (P1 to P30, Pi, Pb, Pc, Pe) are combined, and the required input is based on the combined model control pattern (Px) An influence correction term (K) corresponding to the variable group is output.

  According to the first aspect of the present invention, in order to calculate the influence correction term (K), the influence correction term (K) can be calculated without using the line format. Further, model control patterns (P1 to P30, Pi, Pb, Pc, Pe) necessary for calculation can be synthesized using the synthesis control pattern calculation means (2a). Therefore, the model control patterns (P1 to P30, Pi, Pb, Pc, Pe) prepared in advance can be reduced. As a result, the vehicle air conditioner can be economical, has a small number of development steps, and has excellent adaptability.

In the invention according to claim 2, a variable representing a temperature difference between the first vehicle interior temperature and the second vehicle interior temperature or a variable representing a temperature difference between the first set temperature and the second set temperature. And a variable representing the outlet mode for blowing the conditioned air toward the passenger on the front seat side of the vehicle constitutes a first type input variable,
The variable representing the inside / outside air ratio of air taken into the first air conditioning unit (1a) constitutes the second type input variable.

  According to the second aspect of the present invention, the influence correction term (K) in which the variable representing the ratio of the inside / outside air of the air finally taken into the first air conditioning unit (1a) is considered is output.

  In the invention according to claim 3, the synthesis control pattern calculation means (2a) comprises morphing calculation means, and when the N-dimensional input value of the essential input variable group is given, the first included in the N-dimensional input value. The morphing target space including the actual control coordinate point (px) in the M-dimensional partial input space (MPS) as the coordinate point on the M-dimensional partial input space (MPS) of the seed input variable as the actual control coordinate point (px) A first means for specifying a plurality of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) existing in a region as morphed coordinate points (pb, pc, pe), and an M-dimensional portion Second means for setting a weight according to the distance from each of the morphed coordinate points (pb, pc, pe) to the actual control coordinate point (px) in the input space (MPS), and the morphed coordinate points (pb, pc) pe) by morphing the shape of the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) corresponding to each of the weights with weights, and thereby synthesized model control corresponding to the actual control coordinate point (px) A third means for creating a pattern (Px) and a fourth means for reading out an influence correction term (K) as an output variable corresponding to the essential input variable group based on the synthesized model control pattern are provided. Yes.

  According to the third aspect of the present invention, a plurality of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, existing in the morphing target space region including the actual control coordinate point (px) therein. pf) is specified as a morphed coordinate point (pb, pc, pe), and model control patterns (P1 to P30, Pi, Pb, Pc, Pc, Pc) corresponding to each of the morphed coordinate points (pb, pc, pe), Since the combined model control pattern (Px) is created by morphing the shape of Pe) with the weight, the actual control coordinate point (px) is set at an arbitrary position, and the model control pattern at that position is set Even without (P1 to P30, Pi, Pb, Pc, Pe), the shape can be synthesized from the shape of the surrounding model control patterns (P1 to P30, Pi, Pb, Pc, Pe). Therefore, the influence correction term (K) can be read out with fewer model control patterns (P1 to P30, Pi, Pb, Pc, Pe).

  In the invention according to claim 4, the variable indicating the mode of the air outlet switched by the air outlet mode switching means (16, 17a) is the mode door target opening determined by the air outlet mode switching means (16, 17a). The variable representing the ratio between the inside air and the outside air is characterized by comprising the inside / outside air door target opening determined by the inside / outside air determining means (4a, 5, 6).

  According to the fourth aspect of the present invention, the influence correction term (K) that forms the output variable in consideration of the mode door target opening and the inside / outside air door target opening determined in the control device (2). It can be calculated.

  In the invention according to claim 5, the air outlet mode switching means (16, 17 a) is a vent mode that is an air outlet mode for blowing air conditioned air toward at least the upper body of the passenger on the front seat side of the vehicle, Between a foot mode that is an air outlet mode for blowing air-conditioned air toward the lower body of the occupant and a bi-level mode that is an air outlet mode for blowing air-conditioned air to both the upper body of the occupant and the lower body of the occupant, It consists of switching the mode door opening continuously or stepwise, and a predetermined number of model coordinate points (p1 to p30, pa, pb, pc, pd on the partial input space spanned by the first type input variable. , Pe, pf) with respect to the mode door target opening, the line segments extended from the three points corresponding to the face mode, the bi-level mode, and the foot mode, the first vehicle interior temperature, And a line segment extending from at least two points of the positive points and the negative side point placed between the zero in the difference between the vehicle interior temperature is characterized in that it is at least six points of intersection of.

  According to the fifth aspect of the present invention, since the positions of the model control points are specified, it is possible to execute control in a necessary situation with a limited number of model control points. Therefore, the number of model control patterns (P1 to P30, Pi, Pb, Pc, Pe) prepared in advance can be reduced.

  In the invention according to claim 6, the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) that defines the relationship between the value of the second type input variable and the value of the output variable is the second type input variable. The absolute value of the influence correction term (K), which is an output variable, increases as the target indoor / outdoor door opening increases.

  According to the sixth aspect of the invention, the absolute value of the influence correction term (K) is increased as the target opening degree of the inside / outside air door increases, that is, as the outside air ratio increases. The air conditioning air temperature adjusted by the temperature adjusting means (10b, 11b, 12b) can be greatly corrected.

  In the invention according to claim 7, the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) for defining the relationship between the value of the second type input variable and the value of the output variable is the first vehicle interior temperature. Is smaller than the second vehicle interior temperature, the influence correction term (K) is adjusted to increase the second vehicle interior temperature.

  According to the seventh aspect of the present invention, when the first vehicle interior temperature is lower than the second vehicle interior temperature, cold air flows in, so that the second vehicle interior temperature can be adjusted to increase. .

  In the invention according to claim 8, in the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) that defines the relationship between the value of the second type input variable and the value of the output variable, it becomes the value of the output variable. The influence correction term (K) is set over both the plus side and the minus side.

  According to the eighth aspect of the invention, the second vehicle interior temperature can be adjusted to be raised or lowered.

  In the invention according to claim 9, the M-dimensional partial input space (MPS) is determined by the difference between the first vehicle interior temperature and the second vehicle interior temperature, and the outlet mode switching means (16, 17a). A two-dimensional coordinate plane extending with a mode door target opening representing the air outlet mode, and a plurality of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) on the two-dimensional coordinate plane The model control pattern (P1 to P30, Pi, Pb, Pc, Pe) is associated with the control data memory as a two-dimensional diagram pattern indicating the relationship between the inside / outside air door target opening and the influence correction term (K). The model control pattern (Px) stored in (2b) is synthesized by morphing a plurality of two-dimensional diagram patterns forming model control patterns (P1 to P30, Pi, Pb, Pc, Pe). Two It is characterized in that it is Motosenzu pattern.

  According to the ninth aspect of the present invention, since the model control patterns (P1 to P30, Pi, Pb, Pc, Pe) can be formed by the two-dimensional diagram pattern, the creation is easy.

  In the invention according to claim 10, model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) adjacent to each other in the M-dimensional partial input space (MPS) are frame-connected to each other. By doing so, a plurality of morphing target spaces are defined so as to partition the M-dimensional partial input space (MPS) without gaps in such a way that each vertex is a model coordinate point (p1-p30, pa, pb, pc, pd, pe, pf) A region is arranged, and among the plurality of morphing target space regions, a specific morphing target space region including the actual control coordinate point (px) is set as a morphing target space region, and the vertex of the morphing target space region is formed. Model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) are featured as morphed coordinate points (pb, pc, pe). .

  According to the tenth aspect of the present invention, the morphed coordinate point (pb, pc, pe) can be derived from the apex of the specific morphing target space region including the actual control coordinate point (px).

  In the invention described in claim 11, the two-dimensional diagram pattern showing the relationship between the target opening degree of the inside / outside air door and the influence correction term (K) is a fixed number of handling points (hi) arranged from the pattern starting point to the ending point. ), And the handling points (hi) of the two-dimensional diagram pattern corresponding to all the model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) It is uniquely associated according to the arrangement order, and composite handling is performed by morphing corresponding ones of the handling points (hi) of the two-dimensional diagram pattern at each of the coordinate points (pb, pc, pe) to be morphed. A point is generated, and a two-dimensional diagram pattern forming a model control pattern (Px) synthesized by these synthesized handling points is defined. It is.

  According to the invention described in claim 11, a combined handling point is generated by morphing corresponding ones of the handling points (hi), and a model control pattern (Px) combined by the combined handling points is generated. it can.

  The invention according to claim 12 is characterized in that the two-dimensional diagram pattern is a polygonal line pattern obtained by sequentially connecting handling points (hi) in a straight line.

  According to the twelfth aspect of the present invention, the two-dimensional diagram pattern showing the relationship between the target opening degree of the inside / outside air door and the influence correction term (K) can be easily expressed as a broken line pattern.

  In the invention described in claim 13, the correction means (2a, 2b) is such that the correction amount increases as the outside air ratio increases at the inside / outside air ratio determined by the inside / outside air determination means (4a, 5, 6). It is characterized by correction.

  According to the invention of the thirteenth aspect, it is possible to satisfactorily correct the influence due to the introduction of outside air.

  In the invention according to claim 14, the first temperature adjusting means (10a, 11a, 12a) is based on at least the first set temperature and the first passenger compartment temperature, and the first air conditioning unit (1a). The first target blowing temperature or heat quantity calculating means for calculating the first target blowing temperature or heat quantity blown out from the vehicle, and the second temperature adjusting means (10b, 11b, 12b) is at least the second vehicle interior. 2nd target blowing temperature or calorie | calculation means which calculates 2nd target blowing temperature or calorie | heat amount based on temperature and 2nd preset temperature, 1st vehicle interior temperature is 2nd vehicle interior temperature If higher, the correction means (2a, 2b) uses the influence correction term (K) to correct the second target blowing temperature or the amount of heat so that the second vehicle interior temperature becomes the first vehicle temperature. If it is higher than the room temperature, the second target blowing temperature or It is characterized in that corrected so that the amount is high.

  According to the fourteenth aspect of the present invention, when the first vehicle interior temperature is higher than the second vehicle interior temperature, the correction means (2a, 2b) causes the second target blowing temperature or the amount of heat to decrease. It is possible to correct the influence of the flow of high temperature air. Further, when the second vehicle interior temperature is higher than the first vehicle interior temperature, the influence of the low temperature air flow can be corrected by correcting the second target blowing temperature or the amount of heat to be higher.

  In the invention of claim 15, as the essential input variable group, a variable representing the open / closed state of the side face air outlet arranged at the both end sides in the width direction of the vehicle, or an air flow in the front seat side duct. It is characterized in that a variable representing the wind speed of a blower which is an air flow generating means to be generated is used.

  According to the fifteenth aspect of the present invention, it is possible to achieve control in consideration of the open / closed state of the side face outlet or the wind speed of the blower which is an air flow generating means for generating an air flow in the front seat duct. .

(First embodiment)
First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic overall configuration diagram of a vehicle air conditioner according to the present embodiment. FIG. 2 shows a schematic mounting diagram in which the vehicle air conditioner is mounted on a vehicle. This vehicle air conditioner is roughly divided into an air conditioning system 1 and a control device 2 that controls the air conditioning system 1.

[Description of air conditioning system 1]
In FIG. 2, the air conditioning system 1 mainly controls the temperature of the first air conditioning unit 1a for adjusting the temperature of the first air conditioning zone 100 on the front seat side of the vehicle and the second air conditioning zone 101 on the rear seat side of the vehicle. It consists of the 2nd air conditioning unit 1b for adjusting. As shown in FIG. 1, the 1st air conditioning unit 1a is arrange | positioned in the forefront of a vehicle interior, and has the duct 3a for guiding air to a vehicle interior. The second air conditioning unit 1b has a duct 3b that is installed, for example, at the rear of the vehicle and guides air into the passenger compartment.

  On the most upstream side of the duct 3a, an inside air circulation port 4a that opens into the vehicle interior, an outside air introduction port 5 that communicates with the outside of the vehicle interior, and an inside / outside switch between the inside air circulation port 4a and the outside air introduction port 5 are switched. An air switching door 6 is provided.

The inside / outside air switching door 6 is driven by a servo motor 7 as driving means.
As a result, the first air conditioning unit 1a has an arbitrary opening degree between the inside air circulation mode in which the air taken into the first air conditioning unit 1a is 100% of the inside air and the outside air introduction mode in which the outside air is 100%. The opening degree of the inside / outside air switching door 6 can be adjusted step by step.

  Only the inside air circulation port 4b opened in the passenger compartment is provided on the most upstream side of the duct 3b. And unlike the above-mentioned duct 3a, the air taken in into the duct 3b becomes only the vehicle interior air only through this inside air circulation port 4b, and always becomes an inside air circulation mode.

  Here, when the above-described first air conditioning unit 1b is in the outside air introduction mode, as shown in FIG. 2, when the conditioned air is blown out from the first air conditioning unit 100, the conditioned air is blown out. The air in the passenger compartment is discharged from the discharge hole 103. The discharge hole 103 is, for example, opened in a rear package tray (not shown) located at the rear end of the vehicle interior and communicates with the outside of the vehicle interior.

  The temperature of the air passing therethrough is adjusted inside the duct 3a and the duct 3b. Since the internal configuration is substantially the same, the configurations of the duct 3a and the duct 3b will be described together. As shown in FIG. 1, blowers 7a and 7b, which are air flow generating means for generating an air flow in the ducts 3a and 3b, are provided on the downstream side of the air circulation ports 4a and 4b of the ducts 3a and 3b (see FIG. 1). 1) is provided. The blowers 7a and 7b are driven by electric motors 8a and 8b as driving means, respectively.

  In the ducts 3a and 3b, evaporators 9a and 9b, which are cooling means for cooling the passing air, are disposed on the air downstream side of the blowers 7a and 7b. The evaporators 9a and 9b are a constituent part of a refrigeration cycle (not shown) mounted on the vehicle.

  This refrigeration cycle is composed of a compressor that converts the refrigerant that has become a high-temperature and high-pressure gas phase into a high-temperature and high-pressure gas phase by receiving the driving force of the vehicle engine, a condenser that condenses and liquefies the refrigerant that has become a gas phase in the compressor, and a condenser that condenses the refrigerant. It is a well-known device comprising expansion means for decompressing and expanding the liquefied refrigerant, and the above-described evaporators 9a and 9b which are refrigerant evaporators for evaporating the refrigerant decompressed and expanded by the expansion means.

  Evaporators 9a and 9b are arranged in parallel to the refrigerant flow, and an electromagnetic valve (not shown) for interrupting the refrigerant flow is provided on the refrigerant upstream side of each evaporator 9a and 9b. Whether or not the refrigerant is supplied to the evaporators 9a and 9b is determined by the open / close state of the electromagnetic valve.

  Further, heating amount adjusting means 102a and 102b for adjusting the heating amount of the air that has passed through the evaporators 9a and 9b are disposed on the air downstream side of the evaporators 9a and 9b in the ducts 3a and 3b. The heating amount adjusting means 102a and 102b are heater cores 10a and 10b that are heating means, bypass passages 11a and 11b that bypass the heater cores 10a and 10b, and an air volume ratio that passes through the bypass passages 11a and 11b and the heater cores 10a and 10b. It consists of bypass doors 12a and 12b for adjusting the above.

  The heater cores 10a and 10b can use engine cooling water as a heat source, and can obtain a heating capacity corresponding to the cooling water temperature of the engine cooling water. The bypass doors 12a and 12b are driven by servo motors 13a and 13b as driving means, respectively.

  An air outlet for blowing the conditioned air, the temperature of which is adjusted by the above-described air-conditioning functional parts, into the passenger compartment is provided on the air downstream side of the ducts 3a and 3b. This air outlet is divided into two parts because the installation position differs between the first air conditioning unit 1a and the second air conditioning unit 1b.

  First, on the most downstream side of the air of the duct 3a, an air outlet for blowing the conditioned air toward different positions in the vehicle interior is provided in the foremost instrument panel in the vehicle interior. Specifically, a face air outlet 14 for blowing air-conditioned air toward the upper body of the occupant on the front seat side of the vehicle, and a foot air outlet for blowing air-conditioned air toward the lower body of the occupant on the front seat side of the vehicle 15 is an example.

  Moreover, although not shown in figure, the defroster blower outlet for blowing an air-conditioning wind toward the inner surface of the windshield of a vehicle, the side face blower outlet arrange | positioned at the extreme end side of the width direction of a vehicle, etc. are installed. The opening state of the face air outlet 14 and the foot air outlet 15 is adjusted by an air outlet switching door 16 as an opening / closing means. And this blower outlet switching door 16 is driven by the servomotor 17a as a drive means.

  As a result, the first air conditioning unit 1a has a face mode (FACE) that mainly blows conditioned air from the face outlet 14, a foot mode (FOOT) that mainly blows conditioned air from the foot outlet 15, and the face outlet 14 The bi-level mode (B / L) outlet mode for blowing the conditioned air from both the foot outlets 15 can be switched.

  On the other hand, on the air downstream side of the duct 3b, a face air outlet 18 for blowing air-conditioned air toward the upper body of the occupant on the rear seat side of the vehicle and air conditioned air toward the lower body of the occupant on the rear seat side of the vehicle. A foot outlet 19 is provided for blowing out the air. The face air outlets 18 are provided on both sides of the rear seat side in the vehicle width direction, for example, at the ceiling portion on the rear seat side of the vehicle. The foot air outlet 19 is provided, for example, between the front seat side and the rear seat side of the vehicle so as to be opened in the vicinity of the floor of the vehicle. Is provided.

  The opening state of the face air outlet 18 and the foot air outlet 19 is adjusted by an air outlet switching door 20 as an opening / closing means. And this blower outlet switching door 20 is driven by the servomotor 17b as a drive means.

  As a result, the second air conditioning unit 1b has a face mode (FACE) that mainly blows conditioned air from the face air outlet 18, a foot mode (FOOT) that mainly blows conditioned air from the foot air outlet 19, and the face air outlet 18. The bi-level mode (B / L) outlet mode for blowing the conditioned air from both the foot outlets 19 can be switched. Of course, these modes may be controlled smoothly and linearly, not in stages.

(Description of control device)
The control device (ECU) 2 is composed of a well-known microcomputer or the like, and has a RAM (not shown) that reads and temporarily stores air conditioning environment information, which will be described later, and programs and arithmetic expressions necessary for air conditioning control. Further, it includes a ROM that performs arithmetic processing based on air conditioning information stored in the RAM, an analog-digital (A / D) converter that converts an analog signal into a digital signal, and the like.

  When the ignition switch or the accessory switch (not shown) of the vehicle is turned on, the control device 2 is supplied with power from the battery mounted on the vehicle, and can perform arithmetic processing. Hereinafter, the input terminal and the output terminal of the control device 2 will be described.

  The input terminal of the control device 2 is necessary for the air conditioning control of the first air conditioning unit 1a and the second air conditioning unit 1b, and affects the air conditioning state of the first air conditioning zone 100 and the second air conditioning zone 101. Various sensors for detecting an air-conditioning environmental factor that gives the air are electrically connected.

  Specifically, the outside air temperature sensor 21 that detects the air temperature Tam outside the passenger compartment, the cooling water temperature sensor 22 that detects the engine cooling water temperature Tw, and the solar radiation that mainly detects the solar radiation amount Ts that enters the first air conditioning zone 100. Sensor 23, interior air sensor 24 for detecting the first vehicle interior temperature in the first air conditioning zone, interior air sensor 25 for detecting the second vehicle interior temperature in the second air conditioning zone 101, and the air downstream side of the evaporators 9a and 9b The post-evaporation sensors 26 and 27 for detecting the temperature (post-evaporation temperature) immediately after passing through the evaporators 9a and 9b, and the first and second of the first air conditioning zone 100 and the second air conditioning zone 101 Temperature setting devices 28 and 29 for setting the set temperature are electrically connected. The temperature setting device 28 is installed on the above-described instrument panel.

  In addition to this, the instrument panel also includes an outlet switch for switching the outlet mode, an inside / outside air switch for switching the inside / outside air mode, an AUTO switch for automatically adjusting the temperature of the first air conditioning zone 100, An off switch or the like for stopping the operation of the first air conditioning unit 1a is installed. The temperature setter 29 is installed on the rear seat side of the vehicle, for example, in an operation panel (not shown) disposed in the ceiling portion. An exit switch, an AUTO switch that automatically adjusts the temperature of the second air conditioning zone 101, an off switch that stops the operation of the second air conditioning unit 1b, and the like are installed.

  On the other hand, the servo motors 7, 8a, 8b, 13a, 13b, 17a, and 17b are electrically connected to the output terminal of the control device 2. That is, the control device 2 performs arithmetic processing based on the air conditioning information taken in from the input terminal described above, outputs a control signal from the output terminal so as to be in a desired air conditioning state, and controls each air conditioning functional component. To do.

  Thus, the vehicle air conditioner has an automatic control function for automatically adjusting the interior of the vehicle to a desired temperature. Next, the control content of this control apparatus 2 is demonstrated based on the flowchart of FIG. In addition, the air-conditioning information demonstrated in this FIG. 3 is converted into the digital signal by the above-mentioned A / D converter.

  First, in step S10, initialization (reset) of data and flags is performed. Next, in step S20, as the air conditioning information from the temperature setting devices 28 and 29, the first set temperature Tset (Fr) and the second set temperature of the first air conditioning zone 100 and the second air conditioning zone 101, respectively. Read Tset (Rr) and temporarily store it in RAM.

  Next, in step S30, from the various sensors described above, the outside air temperature Tam, the inside air temperature Tr (Fr), the solar radiation amount Ts, the post-evaporation temperature Te (Fr), and the cooling water temperature that are necessary for the air conditioning processing of the first air conditioning zone 100. Tw, the inside air temperature Tr (Rr) required for the air conditioning process in the second air conditioning zone 101, and the post-evaporation temperature Te (Rr) are read and temporarily stored in the RAM.

Next, in step S40, the first target blowing temperature TAO (Fr) of the conditioned air blown from the first air conditioning unit 1a is calculated by the following formula 1.
(Formula 1) TAO (Fr) = Kset (Fr) .Tset (Fr) -Kr (Fr) .Tr (Fr) -Kam (Fr) .Tam-Ks (Fr) .Ts + C (Fr)
Here, Kset (Fr), Kr (Fr), Kam (Fr), and Ks (Fr) are respectively the first set temperature Tset (Fr), the inside air temperature Tr (Fr), the outside air temperature Tam, and the solar radiation amount Ts. Correction gain, and C (Fr) is a correction constant.

  Next, in step S50, the inside / outside air mode of the first air conditioning unit 1a is determined. Specifically, the inside / outside air mode is determined from the characteristic diagram of FIG. 4 based on the TAO (Fr) calculated in step S30 described above.

  4, SWI is the target opening degree of the inside / outside air switching door 6. In this embodiment, when the outside air introduction port 5 is fully opened and the inside air circulation port 4a is fully closed, the target opening degree is 100%. When the inside air circulation port 4a is fully opened and the outside air introduction port 5 is fully closed, the target opening degree is set to 0%.

  Next, in step S60, the air outlet mode of the first air conditioning unit 1a is determined. Specifically, the air outlet mode is determined from the characteristic diagram of FIG. 5 based on TAO (Fr) calculated in step S30 described above.

  Next, in step S70, the air volume of the blower 7a of the first air conditioning unit 1a is determined. Here, the blower amount is referred to, but actually, the blower voltage applied to the electric motor 8a is determined. Specifically, it is determined from the characteristic diagram of FIG. 6 based on the TAO (Fr) calculated in step S40 described above.

  Next, in step S80, the second target blowing temperature TAO (Rr) of the second air conditioning unit 1b is calculated from the various air conditioning information stored in the above-described steps S20 and S30. Step S80 will be described later in detail.

  Next, in step S90, the blower outlet mode of the 2nd air conditioning unit 1b is determined. Specifically, the air outlet mode is determined from the characteristic diagram of FIG. 7 based on the TAO (Rr) calculated in step S80 described above.

  Next, in step S100, the blower amount of the blower 7b of the second air conditioning unit 1b is determined. Here, the blower voltage is referred to, but the blower voltage applied to the electric motor 8b is actually determined. Specifically, it is determined from the characteristic diagram of FIG. 8 based on the TAO (Rr) calculated in step S80 described above.

Next, in step S110, based on the TAO (Fr) and TAO (Rr) calculated in step S40 and step S80, each target opening degree θ (Fr) of the air mix doors 12a and 12b, θ (Rr) is calculated from Equation 2 and Equation 3 below.
(Formula 2) θ (Fr) = (TAO (Fr) −Te (Fr)) / (Tw−Te (Fr)) × 100 (%)
(Formula 3) θ (Rr) = (TAO (Rr) −Te (Rr)) / (Tw−Te (Rr)) × 100 (%)
Next, in step S120, a control signal is output to the various air conditioning functional components so that the air conditioning control state determined or calculated in steps S40 to S110 described above is obtained. Next, in step S130, it is determined whether or not a predetermined control cycle time τ has elapsed. If the determination result is YES, that is, if the control cycle time τ has elapsed, the process returns to step S20. If the determination result is NO, the control cycle time τ is awaited.

  Next, the details of the control in step S80, which is the main part of the present invention, will be described in detail. First, in the vehicle air conditioner described above, the cause of adversely affecting the air-conditioning state of the second air-conditioning zone 101 due to the air-conditioning air blown from the first air-conditioning unit 1a will be briefly described with reference to FIG. To do. Both the first air conditioning unit 1a and the second air conditioning unit 1b are operating, the first air conditioning unit 1a is in the outside air introduction mode, the second air conditioning unit 1b is in the inside air circulation mode, and both are in the face mode. Suppose. At this time, along with the blowing of the conditioned air blown from the first air conditioning unit 1a, an air flow toward the discharge hole 103 is generated in the passenger compartment as indicated by an arrow Aa in FIG.

  Moreover, the airflow shown by arrow Ba in FIG. 2 generate | occur | produces in the backseat side by blowing of the air-conditioning wind of the 2nd air conditioning unit 1b. That is, the air in the first air-conditioning zone 100 (air-conditioned air blown out from the first air-conditioning unit 1a) flows into the second air-conditioning zone 101 by blowing out the air-conditioning air from the first air-conditioning unit 1a. The air conditioning state of the air conditioning zone 101 is adversely affected.

  Here, FIG. 9 is an interrelation diagram of the passenger compartment temperature between the first air-conditioning zone and the second air-conditioning zone in the air flow described above. The horizontal axis of FIG. 9 represents the first set temperature Tset (Fr) of the first air conditioning unit 1a, and the vertical axis represents the average room temperature of the second air conditioning zone 101. The experimental conditions were that the first air-conditioning unit 1a and the second air-conditioning unit 1b were both automatically controlled to operate in a state where the outside air temperature was 10 degrees, the humidity was 60%, and the vehicle speed was constant at 40 km / h. The second set temperature Tset (Rr) of 1b was kept constant at 25 ° C., and the set temperature Tset (Fr) of the first air conditioning unit 1a was gradually increased.

  As can be seen from FIG. 9, although the set temperature of the second air conditioning unit 1b is constant, the first set temperature Tset (Fr) of the first air conditioning unit 1a is increased. It can be seen that the average room temperature of the second air conditioning zone 101 is higher than 25 ° C.

  On the other hand, when both the first air conditioning unit 1a and the second air conditioning unit 1b are in the inside air mode, the air flow in the passenger compartment is as indicated by an arrow Ba and an arrow Ca in FIG. That is, an air flow (arrow Ca) that circulates only in the first air-conditioning zone 100 and an air flow (arrow Ba) that circulates only in the second air-conditioning zone 101 are generated. Therefore, compared with the case where the above-mentioned first air conditioning unit 1a is in the outside air mode, the air in the first air conditioning zone 100 is changed in accordance with the blowing of the conditioned air blown from the first air conditioning unit 1a. It becomes difficult to flow into the second air conditioning zone 101.

  In this case, the result of the experimental study is shown in FIG. The experimental conditions are the same as above. As can be seen from this, it can be seen that as the set temperature Tset (Fr) of the first air conditioning unit 1a increases, the average room temperature of the second air conditioning zone 101 also increases to 25 ° C. or higher. However, compared with the case where the first air conditioning unit 1a is in the outside air introduction mode, the degree of increase is small. This is because the air in the first air-conditioning zone 100 hardly flows into the second air-conditioning zone 101 as described above.

  That is, when the first air conditioning unit 1a is in the outside air introduction mode and in the inside air circulation mode, the air flow in the vehicle compartment is different, and in the outside air introduction mode, the second air conditioning zone 101 is air-conditioned particularly accurately. It becomes impossible to control.

  Therefore, in step S80 of FIG. 3, it correct | amends so that the air-conditioning control state of the 2nd air conditioning unit 1b may be changed according to the inside / outside air mode of the 1st air conditioning unit 1b. Although the face mode has been described in the above description, the experimental results are also shown in FIGS. 11 and 12 when both the first air conditioning unit 1a and the second air conditioning unit 1b are in the foot mode. Has been. The experimental conditions are the same as described above. As can be seen from this, the average room temperature of the second air-conditioning zone 101 is influenced by the inside / outside air mode of the first air-conditioning unit 1a as in the face mode described above. That is, it can be seen that as the first set temperature Tset (Fr) of the first air conditioning unit 1a increases, the average room temperature of the second air conditioning zone 101 also increases.

  Further, the air flow in the vehicle compartment is slightly different between the case where the first air conditioning unit 1a is in the face mode and the case in the foot mode. This is because, of course, the blowing position is different between the face mode and the foot mode, and the relationship between the blowing position and the seat or the shape of the passenger compartment changes the air flow in the passenger compartment.

  Next, as described above, step S80 is a step of calculating the second target blowing temperature TAO (Rr) of the second air conditioning unit 1b from various air conditioning information. Therefore, in view of the change in the air flow, in step S80, the correction contents when calculating the second target blowing temperature TAO (Rr) are different depending on the blowing mode of the first air conditioning unit 1a. .

(Calculation of influence correction term by comparative example)
Here, first, the contents of Patent Document 1 which is a comparative example of the present embodiment will be described. The contents of step S80 of this comparative example will be described with reference to FIG. Note that step S80 is executed simultaneously with the end of step S70. First, in step S81 of FIG. 13, it is determined whether the air outlet mode of the first air conditioning unit 1a is any one of the face mode, the bi-level mode, and the foot mode.

  If the determination result is the face mode, the process proceeds to step S82. If the determination result is the bi-level mode, the process proceeds to step S83. If the determination result is the foot mode, the process proceeds to step S84.

  In steps S82 to S84, a correction constant α is set according to the air outlet mode. That is, α = Ac is set in step S82, α = Bc is set in step S83, and α = Cc is set in step S84, and the magnitude relationship between Ac, Bc, and Cc is 1 ≧ Ac> Bc> Cc ≧ 0. . The reasons for setting this size relationship are as follows.

  When the first air conditioning unit 1a is in the foot mode, the foot air outlet 15 is located near the floor of the vehicle, so the conditioned air blown from the foot air outlet 15 flows on the floor side in the vehicle interior. It will be. However, there are obstacles such as seats on the floor side in the passenger compartment, and in the foot mode, the air in the first air-conditioning zone 100 hardly flows into the second air-conditioning zone 101.

  Therefore, the correction constant α is set in accordance with the outlet mode, and the correction constant α is set to be the smallest in the foot mode. In addition, when the first air conditioning unit 1a is in the face mode, the face air outlet 14 is located above the foot air outlet 15 in the vehicle interior, so that the blown air conditioned air hardly interferes with the seat or the like. The air in the first air-conditioning zone 100 easily flows into the second air-conditioning zone 101 as the air-conditioning air blown out from the face air outlet 14 is blown out. Therefore, in the face mode, the correction constant α is set to be the largest.

  Note that the magnitude relationship between the correction constants Ac, Bc, and Cc varies depending on the shape of the vehicle interior depending on the vehicle type as described above, and may be set so as to be adapted based on experimental data.

Next, in step S85, TAO (Rr) is calculated from the following equations 4 and 5 based on the air conditioning information set or calculated in the above-described steps S20, S50, and S82 to S84.
(Formula 4) TAO (Rr) = Kset (Rr) .Tset (Rr) -Kr (Rr) .Tr (Rr) -Kam (Rr) .Tam-Ks (Rr) .Ts + C (Rr) -K, where (Expression 5) K = −β · α · ((SWI + γ) / (100 + γ)) · (Tr (Fr) −Tr (Rr))
Kset (Rr), Kr (Rr), Kam (Rr), and Ks (Rr) are respectively corrected for the set temperature Tset (Rr), the inside air temperature Tr (Rr), the outside air temperature Tam, and the solar radiation amount Ts. It is gain. Further, C (Fr), β, α (Ac, Bc, Cc) are correction constants, and γ is a correction constant indicating the degree of influence on the rear seat by the inside / outside air mode on the front seat air conditioning unit side.

  The correction constant β is a correction constant indicating the degree of influence of the second air conditioning zone 101 when the first air conditioning unit 1a is in the outside air introduction mode. K in Equation 5 is an influence correction term from the air conditioning control on the front seat side.

  As described above, in the comparative example, the influence correction term K is obtained by the above Equation 5. The influence correction term K includes (correction constant β, correction constant α, (inside / outside air ratio of air taken into the first air conditioning unit 1a ((SWI + γ) / (100 + γ))), front seat side inside air sensor and rear This is obtained in a linear form as a function of the difference (Tr (Fr) −Tr (Rr)) of the seat side inside air sensor.

  Here, (SWI + γ) / (100 + γ) represents an example of the ratio of the inside and outside air of the air taken into the first air conditioning unit 1a. Further, as described above, SWI is the target opening degree of the inside / outside air switching door 6. In this embodiment, when the outside air introduction port 5 is fully opened and the inside air circulation port 4a is fully closed, the target opening degree When the inside air circulation port 4a is fully opened and the outside air introduction port 5 is fully closed, the target opening degree is 0%.

  That is, if the target opening degree SWI of the inside / outside air switching door 6 is in a state in which the outside air introduction port 5 with 100% is fully opened, the correction constant β may be maintained, but for example, the target opening degree SWI is 50% (first When the air conditioning unit 1a is in a state in which equal amounts of the inside air and the outside air are taken in), the air flow in the vehicle interior also changes compared to the target opening degree SWI of the inside / outside air switching door 6 being 100%. To do. Therefore, (SWI + γ) / (100 + γ) is multiplied by the correction constant β.

  Specifically, the case where the 1st air conditioning unit 1a takes in both internal air and external air is demonstrated in FIG. In this case, the air flow arrow Aa discharged from the discharge hole 103 due to the blowing of the conditioned air from the first air conditioning unit 1a, and the air flow arrow Ca sucked again into the first air conditioning unit 1a from the inside air circulation port 4a. Occurs.

  Therefore, compared with the case where the target opening SWI of the inside / outside air switching door 6 is 100% “when the outside air introduction port 5 is fully opened and the inside air circulation port 4a is fully closed”, both the inside air and the outside air are taken in. The amount of air flowing from the first air conditioning zone 100 into the second air conditioning zone 101 decreases, and the degree of influence of the first air conditioning unit 1a on the second air conditioning zone 101 decreases. Thus, the correction constant β and ((SWI + γ) / (100 + γ)) represent the degree of influence flowing from the first air conditioning zone 100 to the second air conditioning zone 101.

  In addition, although the degree of influence can be understood from the target opening degree SWI of the inside / outside air switching door 6, in practice, the temperature of the air flowing from the first air conditioning zone 100 into the second air conditioning zone 101 is greatly related.

  Considering this degree of influence and the temperature of the air, in other words, the influence correction term K can be considered as the amount of heat moving from the first air conditioning zone 100 to the second air conditioning zone 101.

  Here, as the temperature of the air flowing into the second air-conditioning zone, Tr (Fr) that is the first vehicle interior temperature of the first air-conditioning zone 100 may be used. (Fr) is included.

  In the calculation of the influence correction term K, the term multiplied by the correction constants α and β and the internal / external air ratio ((SWI + γ) / (100 + γ)) is (Tr (Fr) −Tr (Rr)). ing. That is, not only Tr (Fr) but also a difference between Tr (Fr) and Tr (Rr).

  This is because when the difference between Tr (Fr) and Tr (Rr) increases, the air in the first air-conditioning zone 100 flows into the second air-conditioning zone 101. This is because the air temperature is far from the second set temperature Tset (Rr). This is because the influence correction term K needs to be increased as the difference increases.

  When Tr (Fr) is higher than Tr (Rr), the conditioned air that feels warm for the passengers who ride in the second air conditioning zone 101 flows from the first air conditioning zone 100 toward the second air conditioning zone 101. The second air conditioning zone 101 will be warmed.

  The degree of warming is represented by the above-described correction constants α and β, the ratio of the inside / outside air ((SWI + γ) / (100 + γ), and (Tr (Fr) −Tr (Rr)). In S80, the influence correction term K is corrected so that TAO (Rr) becomes small.

  On the other hand, when Tr (Rr) is higher than Tr (Fr), the conditioned air that feels cool by the passengers in the second air conditioning zone 101 flows from the first air conditioning zone 100 toward the second air conditioning zone 101. The second air conditioning zone will be cooled.

  The degree of cooling is expressed by the above-described correction constants α and β, the ratio of inside / outside air ((SWI + γ) / (100 + γ), and (Tr (Fr) −Tr (Rr)). The correction term K is corrected so that TAO (Rr) becomes large.

  However, the influence correction term K can be obtained more accurately if it is obtained by calculation using a non-linear equation or a model control pattern, rather than by a linear form. In other words, in the linear format, an optimum constant is determined, and it is difficult to obtain a more accurate influence correction term K.

(Calculation of influence correction term in one embodiment)
Next, the present embodiment for obtaining the influence correction term K will be described. In this embodiment, as shown in FIG. 14, the influence correction term K is calculated in step S85a using the morphing method without using the line format as described above, and then TAO (Rr) is calculated in step S85. Is calculated using the influence correction term K calculated in step S85a.

  Hereinafter, the procedure of the morphing method for calculating the influence correction term K will be described. FIG. 15 shows an outline of a morphing technique for obtaining the influence correction term K as an output variable.

  In the above description of the line format, there are the following control factors. First, there is a temperature difference (Tr (Fr) −Tr (Rr)) between the front-seat side air temperature and the rear-seat side air temperature.

  Second, there is a blowout mode. For this, in the first air conditioning unit 1a, a face mode (FACE) for blowing conditioned air from the face air outlet 14, a foot mode (FOOT) for blowing conditioned air from the foot air outlet 15, a face air outlet 14 and a foot There is a mode of either a bi-level mode (B / L) for blowing conditioned air from both of the air outlets 15.

  And the blower outlet mode of the 1st air conditioning unit 1a is determined from the characteristic view of FIG. 5 based on TAO (Fr). In the following description, the mode door target opening (FACE-FOOT) is described as 0 in the face mode (FACE), 30 in the bi-level mode (B / L), and 50 in the foot mode (FOOT). In the case where the mode changes linearly, any variable value from 0 to 50 can be taken.

  Third, there was an inside / outside air door target opening (SWI). This is the target opening degree of the inside / outside air switching door 6 indicated by SWI in FIG. 4. In this embodiment, when the outside air introduction port 5 is fully opened and the inside air circulation port 4a is fully closed, the target opening degree is set. In the case where the degree is 100% and the inside air circulation port 4a is fully opened and the outside air introduction port 5 is fully closed, the target opening degree is 0%. And the inside / outside air mode of the 1st air conditioning unit 1a is determined from the characteristic view of FIG. 4 based on TAO (Fr).

  In this embodiment, the essential input variable group to the morphing calculation means 2a serving as the synthesis control pattern calculation means shown in FIG. 15 is the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) −Tr (Rr )), The mode door target opening (FACE-FOOT) and the inside / outside air door target opening SWI that change with the front seat blowing mode are increased. Then, the morphing calculation means 2a in the control device 2 of FIG. 1 refers to N (N ≧ 2) essential input variable groups, and outputs one output variable uniquely defined for the essential input variable group. The value of the influence correction term K is calculated, and TAO (Rr) is calculated in step S85 of FIG. 14 based on the obtained influence correction term K.

  Here, the essential input variable group includes M type (1 ≦ M <N) first type input variables with fixed types, and the first type input variable in the form of the remainder of the essential input variable group. It consists of (N−M) second type input variables whose types are exclusively determined.

  Specifically, as shown in FIG. 15, the first type input variable is associated with the temperature difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) −Tr (Rr)) and the front seat blowing mode. There are two changing mode door target openings (FACE-FOOT) (M = 2), and the second type input variable is one of the inside / outside air door target opening (SWI) (N−M = 1). The output variable is an influence correction term K.

  Next, the first type input variables (the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) −Tr (Rr)) and the mode door target opening (FACE− which changes with the front seat blowing mode). The M-dimensional partial input space MPS spanned by FOOT) will be described with reference to FIG.

  FIG. 16 shows the mode door target opening (FACE-FOOT) that changes with the front seat blowing mode, with the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) -Tr (Rr)) as the Y axis. A large number of model coordinate points p (shown as pa to pf in FIG. 16) are represented by small black circles on the two-dimensional plane as the X axis.

  In this embodiment, there are 30 model coordinate points p, but only a part is shown. FIG. 17 tabulates the 30 model coordinate points p (p1 to p30). Note that the above-described pa to pf are any one of p1 to p30.

  Each model coordinate point p (p1 to p30) corresponds to each model coordinate point, in other words, the difference between the front seat air temperature and the rear seat air temperature at each point (Tr (Fr) -Tr (Rr)), and the relationship between the inside / outside air door target opening (SWI) and the output variable K corresponding to the mode door target opening (FACE-FOOT) that changes with the front seat blowing mode, as shown in FIG. Such a model control pattern Pi is prepared.

  There are 30 types of model control patterns, and the shape in FIG. 18 illustrates one specific type of characteristic. Each model control pattern as shown in FIG. 18 is represented as P1 to P30 in the table of FIG. As shown in FIG. 18, each of the model control patterns P1 to P30 is modeled on a plane having the inside / outside air door target opening (SWI) as the X axis and the influence correction term K as an output variable as the Y axis. Corresponding to the coordinate points, shapes having different characteristics are drawn.

  A model control pattern as shown in FIG. 18 corresponding to 30 model coordinate points from p1 to p30 is stored in the control data memory 2b of FIG.

  Further, the model control pattern as shown in FIG. 18 showing the relationship between the inside / outside air door target opening (SWI) and the output variable K has an absolute value of the influence correction term K as the inside / outside air door target opening (SWI) increases. The value is made larger. This is because air conditioning in the front seat has a greater effect on air conditioning in the rear seat as the proportion of outside air increases.

  Note that when the value of the front seat inside air temperature is smaller than the value of the rear seat inside air temperature as in the model control pattern Pe of FIG. 19, the influence correction term K is a negative value. As a result, the TAO (Rr) is corrected so as to increase in Equation (4) so as to reduce the influence of the cold air on the front seat side.

  Thus, in the model control pattern such as pe in FIG. 19 showing the relationship between the inside / outside air door target opening (SWI) and the output variable K, the influence correction term K is drawn over both the plus side and the minus side. As a result, correction can be made even when the temperature of the front and rear seats is reversed.

  The model control patterns expressed as P1 to P30 are created based on tests and simulations in an actual vehicle. A larger number of model control patterns enables more accurate control, but a larger number leads to an increase in design cost.

  Therefore, in the example shown in FIG. 16, the positions of the model coordinate points pa, pb, pc, pd, pe, and pf are extended from three points in each mode of the face mode, the bilevel mode, and the foot mode, The difference between the air temperature in the seat and the air temperature in the rear seat, extended from two points: a positive point (5 ° C in FIG. 16) and a negative point (−5 ° C in FIG. 16) with zero in between. This is the point where the line segment intersects. In this way, the basic model coordinate points pa, pb, pc, pd, pe, and pf can be determined with a minimum of six points. Needless to say, the additional model coordinate points are arranged in portions where high-precision control is required.

  Next, step S80 in FIG. 3 in this embodiment will be described. In the comparative example, the influence correction term K is calculated using only the line format, and TAO (Rr) is calculated in the flowchart shown in FIG. 13, but in this embodiment, the influence is calculated using the morphing calculation means 2a in FIG. The correction term K is calculated, and TAO (Rr) is calculated using Equation 4 described above.

  First, in step S80 of FIG. 3, at the stage of obtaining the influence correction term K, the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) −Tr (Rr)) When a mode door target opening (FACE-FOOT) that changes in accordance with the front seat blowing mode is given as an input value (N-dimensional input value of the essential input variable group), the input value in FIG. The coordinate point is set as the actual control coordinate point px.

  FIG. 16 shows pa, pb, pc, pd, pe, and pf that are part of 30 model coordinate points p (p1 to p30) from p1 to p30 shown in the table of FIG. A model control pattern such as 18 exists and is stored in the control data memory 2b of FIG. However, the corresponding model control pattern as shown in FIG. 18 is not prepared for the actual control coordinate point px of FIG.

  Therefore, three specific model coordinate points pb, pc, and pe adjacent to the actual control coordinate point px are specified from the model coordinate points p (p1 to p30). Then, the model control pattern of the actual control coordinate point px is synthesized from the model control patterns of the model coordinate points pb, pc, and pe using a known morphing technique.

  In this case, the coordinates of the actual control coordinate point px are obtained, and the actual control coordinate point px and each morphed object are determined from the coordinates of the three model coordinate points (morphed coordinate points) pb, pc, and pe adjacent to the actual control coordinate point px. The distance to the coordinate points pb, pc, pe is obtained, and morphing is performed in consideration of this distance. That is, J existing in the predetermined morphing target space area DT including the actual control coordinate point px (2 ≦ J ≦ Q: Here, J = 3, and the morphing target space area DT is a Delaunay triangle) Model coordinate points are identified as morphed coordinate points pa, pb, pc.

  And in the control pattern space which the inside-and-outside air door target opening degree (SWI) which is a 2nd type input variable shown in FIG. 15, and the influence correction term K which is an output variable stretch, each morphing coordinate point pb, pc, pe The shape of the J model control patterns corresponding to is morphed with a weight corresponding to the distance from each morphed coordinate point pb, pc, pe to the actual control coordinate point px in the M-dimensional partial input space MPS.

  Note that each model control pattern Pi (each of P1 to P30) shown in the table of FIG. 17 is a fixed number (9 in the figure) arranged from the starting point to the ending point, as shown in FIG. Handling points hi (i = 1 to 9). Each model control pattern Pi (each of P1 to P30) is defined as a broken line pattern obtained by sequentially connecting the handling points hi.

  Therefore, each model control pattern Pi (each of P1 to P30) can be uniquely defined as a set of coordinate values on the plane of the handling points hi (i = 1 to 9). Here, the handling points hi of each model control pattern Pi are created so as to form a unique correspondence according to the arrangement order.

  Next, a mode door target opening degree (FACE-FOOT) that changes according to the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) -Tr (Rr)), which is the first type input variable, and the front seat blowing mode. 19), the M-dimensional partial input space MPS is partitioned without a gap by a morphing target space region DT that forms Delaunay triangles with each model coordinate point as a vertex, as shown in FIG.

  Next, a specific control flow using Delaunay triangles is shown in the flowchart of FIG. FIG. 20 is a specific flowchart of step S85a in FIG. Hereinafter, a description will be given with reference to FIGS. 19 and 20. First, in step S1, the mode door that changes in accordance with the difference between the front seat air temperature and the rear seat air temperature (Tr (Fr) -Tr (Rr)) input to the morphing calculation means 2a of FIG. The morphing target space region DT (FIG. 19) to which the actual control coordinate point px having the set of the target opening (FACE-FOOT) as a coordinate component belongs is specified.

  Then, in step S2, three model coordinate points forming each vertex of the identified morphing target space area DT are selected as morphed coordinate points pb, pc, and pe.

  Next, in step S3, as shown in FIG. 19, three model control patterns Pa, Pb, Pc corresponding to the morphed coordinate points pb, pc, pe are read from the control data memory 2b.

  In the next step S4, the morphing is performed with a weight corresponding to the distance from the morphed coordinate points pb, pc, pe to the actual control coordinate point px. By morphing with a weight according to this distance, a combined model control pattern Px corresponding to the actual control coordinate point px is created as shown in FIG.

  A specific example of a known morphing technique will be described below. FIG. 21 schematically shows an example of a specific method derived from a known method of morphing with a weight according to the distance from the coordinate point to be morphed to the actual control coordinate point.

  In the M-dimensional partial input space MPS in FIG. 21, the morphing coordinate points are indicated as points A, B, and C, respectively, and the actual control coordinate point that is an arbitrary point in the triangle ABC is indicated as a point X. Yes. A straight line intersecting each side from each vertex A, B, C of the triangle ABC through the actual control coordinate point X is considered, and intersections with each side are defined as D, E, F.

  Thereby, each component of the center-of-gravity coordinates G * of the actual control coordinate point X, which is an arbitrary point in the triangle ABC, is expressed by equation (I) as ga, gb, and gc in FIG. Note that the coordinate value of each point and the length of each line segment in FIG. 21 can be calculated by a well-known analytical geometry method.

  By doing so, the model control pattern between the three vertices can be calculated by the formula (II) as PD, PE, and PF. Here, the substance of each model control pattern PA, PB, PC corresponding to the morphing coordinate points A, B, C is a polygonal line pattern obtained by connecting the same number of handling points as described above.

  This is equivalent to a set of coordinate values of handling points on the MPS plane. Therefore, if the coordinate values of the corresponding handling points are substituted into PA, PB, and PC of the formula (II) in FIG. 21, a set of handling points of intermediate model control patterns PD, PE, and PF can be obtained. . As a result, the actual control coordinate point X can be calculated as a linear combination of PD, PE, and PF with ga, gb, and gc as weights.

  Furthermore, a set of handling points of the synthesized model control pattern Px can be obtained by substituting the intermediate model control patterns PD, PE, and PF into the formula (III). When this set of points is connected to each other, a final synthesized model control pattern Px is obtained. The synthesized model control pattern Px corresponds to the synthesized model control pattern Px corresponding to the actual control coordinate point px of FIG. Then, in the synthesized model control pattern Px corresponding to the actual control coordinate point px of FIG. 19 obtained in this way, it corresponds to the value of the currently detected (inside / outside air door target opening (SWI)). The value of the influence correction term K to be read is read as in step S5 in FIG.

  In summary, first type input variables (difference between front seat air temperature and rear seat air temperature) and second type input variables (mode door target opening) are selected as essential input variable groups. Next, a predetermined number of model coordinates on the partial input space spanned by the first type input variable are used as control characteristic information for determining the value of the influence correction term that becomes the output variable according to the value of the essential input variable group. For each point, a plurality of model control patterns that define the relationship between the value of the second type input variable and the value of the output variable are prepared.

  When the N-dimensional input value of the essential input variable group is given as information for calculation, the coordinate points on the M-dimensional partial input space of the first type input variable included in the N-dimensional input value are actually controlled. As a coordinate point, a model coordinate point existing in a predetermined morphing target space area including an actual control coordinate point in the M-dimensional partial input space is specified as a morphed coordinate point, and the M-dimensional partial input space Then, a plurality of model coordinate points existing in a predetermined morphing target space area including the actual control coordinate points are specified as morphing coordinate points.

  Then, in the control pattern space formed by the second type input variable and the output variable, the shape of the model control pattern corresponding to each morphed coordinate point is represented by the morphed coordinate point and the actual control coordinate point in the M-dimensional partial input space. By morphing with a weight according to the distance between them, a synthesized model control pattern corresponding to the actual control coordinate point is created. Further, an influence correction term as an output variable value corresponding to the N-dimensional input value is calculated based on the synthesized model control pattern.

  The number of input values and the like is as follows. There are at least N essential input variable groups (N ≧ 2), and the first type input variable is composed of M fixed types (1 ≦ M <N) that form a part of the essential input variable group. The second type input variable is composed of (N−M) types whose types are determined exclusively from the first type input variable in the form of the remainder of the essential input variable group.

  The model control pattern includes control characteristic information that determines the value of the output variable according to the value of the essential input variable group, and a predetermined Q on the M-dimensional partial input space spanned by the first type input variable. A plurality of discretely prepared (Q ≧ 2) model coordinate points are provided for determining the relationship between the values of (N−M) second type input variables and output variables.

  The morphed coordinate points are made up of J (2 ≦ J ≦ Q) model coordinate points existing in a predetermined morphing target space area including the actual control coordinate points in the M-dimensional partial input space.

(Other embodiments)
The first type input variable is composed of a variable representing the difference between the first vehicle interior temperature and the second vehicle interior temperature, and a variable representing the air outlet mode switched by the air outlet mode switching means. The two types of input variables consisted of variables representing the ratio of the inside air to the outside air determined by the inside / outside air determining means. Which of these variables is the first type input variable and which is the second type input variable? The combination can be changed.

  In addition, as another example of the essential input variable group, there are a variable indicating an open / closed state of the side face air outlets arranged at the both ends of the vehicle in the width direction, and an air flow that generates an air flow in the front seat duct. There is a wind speed of the blower that is the generating means. You may add these variables to the essential input variable group demonstrated in the above-mentioned embodiment.

  Further, a variable representing a temperature difference between the first set temperature of the air conditioning zone on the front seat side and the second set temperature of the air conditioning zone on the rear seat side is set as a variable between the first vehicle interior temperature and the second vehicle interior temperature. You may use it instead of the variable showing a temperature difference.

  Moreover, although the target blowing temperature (TAO) was computed by numerical formula, you may compute using a neural network. Furthermore, it is desirable to calculate the target blowing temperature (TAO) itself using a morphing method. Moreover, although the target blowing temperature (TAO) was calculated, it is needless to say that this may be calculated as the target blowing heat amount.

  The model control pattern has been described as a so-called two-dimensional model control pattern on a two-dimensional plane, but a three-dimensional model control pattern can also be used. The number M of first-type input variables can be set to 3 or more. In this case, the model control pattern is prepared in a form of mapping on a three-dimensional or higher partial input space, and a synthesized model control pattern is obtained by polymorphing four or more model control patterns.

  FIG. 22 shows a state in which the two-dimensional partial input space of FIG. 16 is configured as a three-dimensional partial input space, and the temperature difference between the first vehicle interior temperature and the second vehicle interior temperature on the Y axis that is the vertical axis. Is taken on the X axis, which is the horizontal axis, and the variable representing the air outlet mode for blowing the conditioned air toward the front seat occupant of the vehicle is taken on the Z axis which is orthogonal to the X axis and the Y axis. A variable representing the wind speed of the blower, which is an air flow generating means for generating an air flow in the front seat side duct (or a variable representing the open / closed state of the side face outlets arranged at the extreme ends in the width direction of the vehicle) is taken. An example is shown.

  In this way, the number of second type input variables (N−M) can be set to 2 or more. In this case, the control pattern space is given as a three-dimensional or higher space, and the control pattern figure is also prepared as a curved surface in the space.

  In the above embodiment, the second air conditioning unit 1b always operates only in the inside air circulation mode. However, the second air conditioning unit 1b may be configured to have both an outside air introduction mode and an inside air circulation mode.

  Moreover, in the said embodiment, although the common solar radiation sensor 23 was used in order to carry out air-conditioning control of the 1st air conditioning unit 1a and the 2nd air conditioning unit 1b, the 1st air conditioning zone 100 and the 2nd air conditioning zone A solar radiation sensor may be arranged in each of the 101, and the air conditioning control of each of the first air conditioning unit 1a and the second air conditioning unit 1b may be performed based on the output values of these solar radiation sensors. Further, the temperature in the passenger compartment may be detected using a surface temperature sensor that detects infrared radiation.

1 is a schematic overall configuration diagram of a vehicle air conditioner according to an embodiment of the present invention. It is a schematic vehicle mounting view of the vehicle air conditioner in the one embodiment. It is a flowchart which shows the control content of the said vehicle air conditioner. It is a characteristic view showing the relationship between TAO (Fr) and inside / outside air mode in the said control. It is a characteristic view showing the relationship between TAO (Fr) and a blower outlet mode in the said control. It is a characteristic view showing the relationship between TAO (Fr) and a blower voltage in the said control. It is a characteristic view showing the relationship between TAO (Rr) and blower outlet mode in the above-mentioned control. It is a characteristic view showing the relationship between TAO (Rr) and a blower voltage in the said control. It is used for explanation of an operation of the above-mentioned one embodiment, and is an interrelationship diagram of vehicle interior temperature of the 1st air-conditioning zone and the 2nd air-conditioning zone in face mode in outside air introduction mode. It is a mutual relationship figure of the vehicle interior temperature of the 1st air-conditioning zone and the 2nd air-conditioning zone in face mode in inside air circulation mode. It is a mutual relationship figure of the vehicle interior temperature of the 1st air conditioning zone and the 2nd air conditioning zone in foot mode in outside air introduction mode. It is a mutual relationship figure of the vehicle interior temperature of the 1st air-conditioning zone and the 2nd air-conditioning zone in foot mode in inside air circulation mode. It is a flowchart which shows the correction | amendment content of TAO (Rr) in the comparative example with respect to the said one Embodiment. It is a flowchart which shows the correction content of TAO (Rr) in the said one Embodiment. It is a block diagram which extracts and shows the principal part of the control system in the said one Embodiment. It is a graph which shows the relationship between the model coordinate point and the actual control coordinate point in M-dimensional partial input space in the said one Embodiment. It is a conceptual diagram which shows the content of the control data memory in the said one Embodiment. It is a graph which shows an example of the model control pattern in the control pattern space which the 2nd type input variable and output variable in the said one embodiment stretch. It is a graph which shows typically the state which morphs the shape of the model control pattern corresponding to the morphing coordinate point in the above-mentioned embodiment, and creates the synthesized model control pattern corresponding to the actual control coordinate point. It is a flowchart which shows the processing flow which reads the influence correction | amendment term in the said one Embodiment. In the said one Embodiment, it is a graph which shows an example of the specific method derived | led-out from the well-known morphing method which sets the weight according to distance and produces the synthesized model control pattern. It is a graph which shows other embodiment of M dimension partial input space in the above-mentioned one embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a 1st air conditioning unit 1b 2nd air conditioning unit 2 Control apparatus 2a Morphing calculation means used as synthetic | combination control pattern calculation means 2b Control data memory 4a Inside air circulation port (inside / outside air determination means)
5 Outside air circulation port (inside and outside air determining means)
6 Inside / outside air switching door (inside / outside air determining means)
10a Heater core (first temperature adjusting means)
10b Heater core (second temperature adjusting means)
11a Bypass passage (first temperature adjusting means)
11b Bypass passage (second temperature adjusting means)
12a Air mix door (first temperature control means)
12b Air mix door (second temperature control means)
16, 17a Air outlet mode switching means 24 Inside air sensor (first inside air temperature detecting means)
25 Inside air sensor (second inside air temperature detecting means)
28 Temperature setter (first temperature setting means)
29 Temperature setter (second temperature setting means)
Tr (Fr), Tr (Rr), FACE-FOOT, SWI Essential input variable group Tr (Fr) -Tr (Rr), FACE-FOOT First type input variable SWI Second type input variable K Effect correction to be an output variable Term MPS M-dimensional partial input space p1-p30, pa, pb, pc, pd, pe, pf Model coordinate point px Actual control coordinate point pb, pc, pe Morphed coordinate point P1-P30, Pi, Pb, Pc, Pe Model control pattern Pb, Pc, Pe Model control pattern of morphing coordinate point Px Synthesized model control pattern hi Handling point DT Morphing target space area

Claims (15)

A first air conditioning unit (1a) that blows out temperature-controlled conditioned air toward the air conditioning zone on the front seat side of the vehicle;
A second air conditioning unit (1b) for blowing out the conditioned air whose temperature is adjusted toward a predetermined air conditioning zone on the rear seat side of the vehicle;
When the air taken into the first air conditioning unit (1a) is outside air in the vehicle compartment, the air outside the vehicle compartment is blown out from the first air conditioning unit (1a) and the air outside the vehicle compartment is blown out. A vehicle air conditioner discharged from a discharge hole provided on the rear seat side,
A control device (2) for controlling the first air conditioning unit (1a) and the second air conditioning unit (1b);
The control device (2) includes
Inside / outside air determining means (4a, 5, 6) for determining the inside / outside air ratio of the air taken into the first air conditioning unit (1a);
First inside air temperature detecting means (24) for detecting a first passenger compartment temperature in the air conditioning zone on the front seat side;
First temperature setting means (28) for setting a first set temperature of the air conditioning zone on the front seat side;
First air conditioning based on at least the first vehicle interior temperature detected by the first inside air temperature detecting means (24) and the first set temperature set by the first temperature setting means (28). First temperature adjusting means (10a, 11a, 12a) for adjusting the temperature of the conditioned air blown from the unit (1a);
Second inside air temperature detecting means (25) for detecting a second passenger compartment temperature in the predetermined air-conditioning zone;
Second temperature setting means (29) for setting a second set temperature of the predetermined air conditioning zone;
Based on at least the second vehicle interior temperature detected by the second inside air temperature detecting means (25) and the second set temperature set by the second temperature setting means (29), the second Second temperature adjusting means (10b, 11b, 12b) for adjusting the temperature of the conditioned air blown from the air conditioning unit (1b);
Outlet mode switching means (16, 17a) for switching the position of the outlet for blowing the conditioned air toward at least the front seat passenger of the vehicle based on the plurality of determined outlet modes;
Correction means (2a, 2b) for correcting the temperature adjustment state of the second temperature adjustment means (10b, 11b, 12b) by an influence correction term (K);
The correction means (2a, 2b) includes a synthesis control pattern calculation means (2a) and a control data memory (2b).
At least N (N ≧ 2) essential input variable groups are input to the synthesis control pattern calculation means (2a),
In the essential input variable group, there are M (1 ≦ M <N) first type input variables and (N−M) second type input variables with fixed types,
The control data memory (2b) stores a predetermined number of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) on the partial input space spanned by the first type input variable. A large number of model control patterns (P1 to P30, Pi, Pb, Pc, Pe) that define the relationship between the value of the second type input variable and the influence correction term (K) that becomes the output variable, which are set every time, are stored. Has been
The essential input variable group includes at least a variable indicating a temperature difference between the first vehicle interior temperature and the second vehicle interior temperature or a temperature difference between the first set temperature and the second set temperature. Including a variable representing a blowout mode for blowing conditioned air toward the front seat occupant of the vehicle, and a variable representing a ratio of the inside and outside air of the air taken into the first air conditioning unit (1a). The first type input variable and the second type input variable are determined from the variables of
The synthesis control pattern calculation means (2a) is configured to output a plurality of model control patterns (P1 to P30, Pi, Pb, Pb, Pb) that are set at coordinate points surrounding a position on the partial input space of the input variable of the first type. Pc, Pe) are extracted, the plurality of model control patterns (P1 to P30, Pi, Pb, Pc, Pe) are synthesized, and the essential input variable group is based on the synthesized model control pattern (Px). A vehicle air conditioner that outputs the influence correction term (K) corresponding to. A variable representing a temperature difference between the first vehicle interior temperature and the second vehicle interior temperature or a variable representing a temperature difference between the first set temperature and the second set temperature; and a front of the vehicle The variable representing the air outlet mode for blowing the conditioned air toward the passenger on the seat side constitutes the first type input variable,
The vehicle air conditioner according to claim 1, wherein a variable representing a ratio of inside and outside air of air taken into the first air conditioning unit (1a) constitutes the second type input variable. The synthesis control pattern calculation means (2a) comprises morphing calculation means. When an N-dimensional input value of the essential input variable group is given, the M of the first type input variables included in the N-dimensional input value is provided. A coordinate point on the three-dimensional partial input space (MPS) is set as an actual control coordinate point (px), and exists in the morphing target space area including the actual control coordinate point (px) in the M-dimensional partial input space (MPS). A first means for specifying a plurality of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) as morphed coordinate points (pb, pc, pe);
A second means for setting a weight according to a distance from each of the morphed coordinate points (pb, pc, pe) to the actual control coordinate point (px) in the M-dimensional partial input space (MPS);
The actual control is performed by morphing the shape of the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) corresponding to each of the morphed coordinate points (pb, pc, pe) with the weight. A third means for creating a synthesized model control pattern (Px) corresponding to the coordinate point (px);
The fourth means for reading out the influence correction term (K) as the output variable corresponding to the essential input variable group based on the synthesized model control pattern is provided. Vehicle air conditioner. The variable representing the mode of the air outlet switched by the air outlet mode switching means (16, 17a) consists of the mode door target opening determined by the air outlet mode switching means (16, 17a),
The variable representing the ratio between the inside air and the outside air comprises a target opening degree of the inside / outside air door determined by the inside / outside air determining means (4a, 5, 6). The vehicle air conditioner described in 1. The outlet mode switching means (16, 17a) is at least a vent mode for blowing air-conditioned air toward the upper body of the occupant on the front seat side of the vehicle, and toward the lower body of the occupant. A mode door opening degree between a foot mode that is an outlet mode for blowing conditioned air and a bi-level mode that is an outlet mode for blowing conditioned air to both the upper body of the occupant and the lower body of the occupant Consists of switching continuously or in stages,
The position of a predetermined number of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) on the partial input space spanned by the first type input variable is the mode door target opening degree. In relation to the line mode extended from three points corresponding to the face mode, the bi-level mode, and the foot mode, and the difference between the first vehicle interior temperature and the second vehicle interior temperature, a zero is interposed therebetween. 5. The vehicle air conditioner according to claim 4, wherein at least six points where a line segment extended from at least two points of the plus side point and the minus side point intersect are formed.   The model control pattern (P1 to P30, Pi, Pb, Pc, Pe) that defines the relationship between the value of the second type input variable and the value of the output variable is the inside / outside air door target that becomes the second type input variable. 6. The vehicle air conditioner according to claim 4, wherein an absolute value of the influence correction term (K) serving as the output variable increases as the opening degree increases.   The model control pattern (P1 to P30, Pi, Pb, Pc, Pe) that defines the relationship between the value of the second type input variable and the value of the output variable has the first vehicle interior temperature of the second vehicle. The vehicle air conditioner according to claim 6, wherein when the temperature is lower than an indoor temperature, the influence correction term (K) is adjusted so as to increase the second vehicle interior temperature.   In the model control pattern (P1 to P30, Pi, Pb, Pc, Pe) that defines the relationship between the value of the second type input variable and the value of the output variable, the influence correction term (K) that becomes the value of the output variable ) Is set over both the plus side and the minus side. The vehicle air conditioner according to claim 7, wherein: The M-dimensional partial input space (MPS) includes a difference between the first vehicle interior temperature and the second vehicle interior temperature, and the air outlet mode determined by the air outlet mode switching means (16, 17a). It is a two-dimensional coordinate plane spanned by the mode door target opening that represents,
The model control patterns (P1 to P30, Pi, Pb, Pc, Pe) are associated with a plurality of model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) on the two-dimensional coordinate plane. ) Is stored in the control data memory (2b) as a two-dimensional diagram pattern showing the relationship between the inside / outside air door target opening and the influence correction term (K),
The synthesized model control pattern (Px) is a two-dimensional diagram pattern synthesized by morphing a plurality of two-dimensional diagram patterns forming the model control patterns (P1 to P30, Pi, Pb, Pc, Pe). The vehicle air conditioner according to claim 4, wherein the vehicle air conditioner is a vehicle air conditioner. By connecting the model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) adjacent in the M-dimensional partial input space (MPS) to each other, each vertex is connected to the model coordinates. A plurality of morphing target space areas are arranged so as to partition the M-dimensional partial input space (MPS) without gaps in the form of points (p1 to p30, pa, pb, pc, pd, pe, pf),
Among the plurality of morphing target space regions, a specific morphing target space region including the actual control coordinate point (px) is set as a morphing target space region,
Model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) that form vertices of the morphing target space region are defined as the morphed coordinate points (pb, pc, pe). The vehicle air conditioner according to any one of claims 3 to 9. The shape of the two-dimensional diagram pattern showing the relationship between the inside / outside air door target opening and the influence correction term (K) is defined by a certain number of handling points (hi) arranged from the pattern start point to the end point. And
The handling points (hi) of the two-dimensional diagram pattern corresponding to all the model coordinate points (p1 to p30, pa, pb, pc, pd, pe, pf) are uniquely associated according to the arrangement order. Become
Generating a composite handling point by morphing corresponding ones of the handling points (hi) of the two-dimensional diagram pattern in each of the morphed coordinate points (pb, pc, pe);
The vehicle air conditioner according to claim 9, wherein a two-dimensional diagram pattern forming the synthesized model control pattern (Px) is defined by the synthesized handling points.   The vehicle air conditioner according to claim 11, wherein the two-dimensional diagram pattern is a broken line pattern obtained by sequentially connecting the handling points (hi) in a straight line.   The correction means (2a, 2b) corrects the correction amount to increase as the outside air ratio increases at the inside / outside air ratio determined by the inside / outside air determination means (4a, 5, 6). The vehicle air conditioner according to any one of claims 1 to 12. The first temperature adjusting means (10a, 11a, 12a) is a first air blown out from the first air conditioning unit (1a) based on at least the first set temperature and the first vehicle interior temperature. Having a first target blowing temperature or heat quantity calculating means for calculating the target blowing temperature or heat quantity of
The second temperature adjusting means (10b, 11b, 12b) calculates a second target blowing temperature or a heat quantity based on at least the second vehicle interior temperature and the second set temperature. It has a target blowing temperature or calorie calculation means,
When the first vehicle interior temperature is higher than the second vehicle interior temperature, the correction means (2a, 2b) uses the influence correction term (K) to reduce the second target blowing temperature or heat quantity. The correction is made so that, when the second vehicle interior temperature is higher than the first vehicle interior temperature, the second target blowout temperature or the heat quantity is corrected so as to increase. The vehicle air conditioner according to claim 13.   The essential input variable group is a variable that represents an open / closed state of the side face air outlets disposed on the both ends of the vehicle in the width direction, or an air flow generating means that generates an air flow in the front seat side duct. The vehicle air conditioner according to any one of claims 1 to 14, wherein a variable representing a wind speed of the blower is used.

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