JP2010083204A - Air conditioning device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioning device for a vehicle with a main air conditioning device and a seat air conditioning device arranged together in a vehicle, capable of properly adjusting the output balance between the main air conditioning device and the seat air conditioning device, and by extension, enhancing air conditioning efficiency of the entire vehicle, and moreover, contributing to energy conservation. <P>SOLUTION: In the vehicle, the main air conditioning device CA and the seat air conditioning device 50 are arranged together. Moreover, the body temperature or number of occupants seated in seats is detected as an occupant condition by a camera 110 and a thermography camera 111, and at least any of the operation of the main air conditioning device CA and the seat air conditioning device 50 is adjusted and controlled so that the ratio of the air conditioning output between the air conditioning output of the main air conditioning device CA and that of the seat air conditioning device 50 is varied according to the detected occupant condition. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle air conditioner.

Japanese Patent No. 3301109 JP 2006-123874 A

  The interior space of an automobile has a smaller space volume than ordinary houses, etc., and becomes a sealed space when the window is closed, for example, the temperature inside the parked car rises abnormally in summer due to heat rays that leak through the glass. To do. However, a general automobile air conditioner is a centralized type and is designed to lower the air temperature of the entire space in the passenger compartment. Therefore, Patent Document 1 and Patent Document 2 propose a method of distributing and air-conditioning the vehicle interior by incorporating a local air-conditioning device in the seat and blowing cool air from a blow-off port provided in a headrest or handrail.

  By the way, in an automobile or the like, a main air conditioner (for example, an auto air conditioner) that comprehensively air-conditions a vehicle interior space is generally provided (for example, Patent Document 2). Conventionally, when a seat air conditioner is provided together with such a main air conditioner, the operation is often controlled independently including temperature setting. However, with this method, for example, even if the seat air-conditioning operation can be sufficiently comfortable, the main air-conditioning device operates independently according to the set temperature regardless of the situation, so the output of the main air-conditioning device is excessive. This leads to problems such as worsening fuel consumption and excessive discomfort due to excessive air conditioning.

  The problem of the present invention is that a main air conditioner and a seat air conditioner are installed in the vehicle, and that the output balance between the main air conditioner and the seat air conditioner can be optimized, thereby improving the air conditioning efficiency of the entire vehicle and saving energy. It is to provide a vehicle air conditioner that can contribute.

Means and actions / effects for solving the problems

In order to solve the above problems, the vehicle air conditioner of the present invention is:
A main air conditioner that has a blow-out opening in the vehicle interior structure other than the seat and comprehensively air-conditions the vehicle interior space;
A seat air conditioner that is provided on the seat and performs individual air conditioning for the occupant seated on the seat;
Occupant state detection means for detecting the state of the occupant seated on the seat;
The operation of at least one of the main air conditioner and the seat air conditioner is adjusted and controlled so that the air conditioning output ratio between the air conditioner output of the main air conditioner and the air conditioner output of the seat air conditioner changes according to the detected passenger state. And an air conditioning control means.

  According to the configuration of the air conditioner of the present invention, the main air conditioner and the seat air conditioner are provided in the vehicle, and the occupant state detecting means for detecting the state of the occupant seated on the seat is provided, and the detected occupant state is obtained. Accordingly, at least one of the operations of the main air conditioner and the seat air conditioner is adjusted and controlled so that the air conditioning output ratio between the air conditioner output of the main air conditioner and the air conditioner output of the seat air conditioner changes. As a result, the output balance between the main air conditioner and the seat air conditioner can be optimized in consideration of the state of passengers in the vehicle, and the air conditioning efficiency of the entire vehicle is increased, contributing to energy saving.

  The air conditioner provided in the seat may be such that the Peltier module and the blower are embedded in the seat together with the air guide passage portion. By adopting the Peltier module, it is not necessary to draw refrigerant piping or the like into the sheet, and the configuration can be greatly simplified. Furthermore, by providing a Peltier module independently for each seat, it is easy to control air conditioning under different conditions for each occupant. Since the Peltier element is configured as a metal conductor having a large current cross-sectional area (cross-sectional area perpendicular to the current conduction direction), if the input current is controlled by switching with PWM or the like, a large eddy current is generated when the current is interrupted at the waveform edge. It is not preferable because a large amount of Joule heat is generated and a voltage in the direction opposite to the target polarity is supplied to reduce the cooling efficiency. Therefore, it is desirable that the air-conditioning control means be configured to control the level of the drive current of the Peltier module so that the blow-out temperature of the air-conditioning apparatus approaches the control temperature value set and input.

  The occupant state detection means can be configured to include body temperature reflection information detection means for detecting body temperature reflection information reflecting the occupant's body temperature. If the occupant's body temperature is excessively high during cooling, or if the occupant's body temperature is excessively low during heating, there is a high possibility that the passenger compartment is not properly air-conditioned. By changing the balance with the seat air conditioner, the air conditioning control for optimizing the occupant's body temperature and eliminating the uncomfortable state can be executed accurately.

  In this case, the air-conditioning control means specifically, the ratio of the air-conditioning output of the seat air-conditioning apparatus to the air-conditioning output of the main air-conditioning apparatus increases as the body temperature state indicated by the body temperature reflection information shifts to the lower body temperature side during cooling air-conditioning. It can be configured to adjust and control the operation of at least one of the main air conditioner and the seat air conditioner so as to increase. If the air conditioning output is optimized and the occupant feels comfortable, the occupant's body temperature tends to decrease. By detecting this and reducing the output ratio of the main air conditioner, energy saving and prevention of discomfort due to excessive air conditioning are effective Can be achieved. Similarly, during heating and air conditioning, the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device increases as the body temperature state indicated by the body temperature reflection information shifts to the higher temperature side. The operation of at least one of the apparatus and the seat air conditioner may be adjusted and controlled.

  When a plurality of seats are provided, the occupant state detection means can be configured to have a seat occupancy state detection means for detecting the occupancy state of the plurality of seats by the occupant. For example, by changing the balance between the main air conditioner and the seat air conditioner according to how many of the seats are seated on the passenger seat or the seat, Air conditioning efficiency can be effectively increased, and wasteful air conditioning output can be effectively prevented.

  Specifically, the air conditioning control means is configured so that the ratio of the air conditioning output of the seat air conditioner to the air conditioning output of the main air conditioner increases as the number of seats occupied by a plurality of seats indicated by the seat occupation state detection means decreases. It can be configured to adjust and control at least one of the operations of the main air conditioner and the seat air conditioner. When the number of occupants is small, the output of the main air-conditioning system that targets air-conditioning even in passenger compartments where there are no occupants is suppressed. Instead, priority is given to the output of the seat air-conditioning system occupied by that occupant, saving energy and increasing comfort. It can be compatible with sex.

  The main air conditioner can be configured to include a refrigerator that uses a traveling drive source of a vehicle as a power source, and an evaporator temperature sensor that detects the temperature of an evaporator that contacts and cools the airflow to be air-conditioned. The air conditioning control means adjusts the output of the main air conditioner by turning on / off the operation of the refrigerator based on the comparison result with the threshold temperature of the detected evaporator temperature, and increases the threshold temperature. By changing the setting to the direction, it can be configured to perform control to reduce the air conditioning output of the main air conditioning device relative to the air conditioning output of the seat air conditioning device during cooling air conditioning. In the refrigerator, a compressor for compressing the refrigerant is driven by a travel drive source (for example, an engine), so that the fuel consumption is worse when using air conditioning than when not using it. When the air conditioner output of the main air conditioner is reduced relative to the air conditioner output of the seat air conditioner, the threshold value of the evaporator temperature for switching on and off the refrigerator operation is raised, so that the The temperature range where the refrigerator is turned off shifts to a higher temperature than normal, and the refrigerator that does not work until the air-conditioning airflow temperature becomes higher will not operate, so the fuel efficiency can be improved more directly. Can be achieved.

  As another method, the air conditioning control means changes the target set temperature of the main air conditioner in the increasing direction during cooling air conditioning and the decreasing direction during heating air conditioning. It can comprise so that control which reduces an air-conditioning output relatively with respect to the air-conditioning output of a sheet | seat air conditioner may be performed. The air conditioning control means may be configured to control to reduce the air conditioning output of the main air conditioning device relative to the air conditioning output of the seat air conditioning device by reducing the amount of air blown from the main air conditioning device. it can. And it is also possible to carry out by combining two or more of these plural methods, including the aforementioned method of changing the threshold temperature of the evaporator temperature.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing an overall structure according to an example of a vehicle air conditioner of the present invention. The main air conditioner CA includes a main duct 101. The main duct 101 is formed with an inside air suction port 113 for circulating the air inside the vehicle and an outside air suction port 114 for taking air outside the vehicle, and the inside / outside air switching damper. Either one is switched by 115. Air from the inside air inlet 113 or the outside air inlet 114 is sucked into the main duct 101 by the fan 116.

  In the main duct 101, an evaporator 117 for cooling the sucked air to generate cool air, and conversely, a heater core 102 for heating the air to generate warm air (generates heat by waste heat of engine cooling water). And are provided. The evaporator 117 is a part of the refrigerator, and after being compressed by a compressor (not shown) driven by the engine, the cooled and condensed refrigerant is guided in a state of being lowered in temperature by the subsequent expansion and vaporization. Heat is exchanged in contact with the air sucked in and cooled.

  These cool air and warm air are mixed at a ratio corresponding to the angular position of the air mix damper 103 and blown out from the blowout ports 104, 105, 106. Among them, the def outlet 104 for preventing the front glass from fogging is located at the upper rear of the instrument panel corresponding to the lower edge of the inner surface of the front glass, the face outlet 105 is located at the center of the front of the instrument panel, and the foot outlet 106 is a passenger behind the lower surface of the instrument panel. Each of the openings opens at a position facing the foot, and is individually opened and closed by the outlet switching dampers 107, 108, and 109.

  Specifically, in accordance with the rotational input phase for damper control from the motor 120, only the face outlet 105 is opened by the damper drive gear mechanism 110 (face outlet mode), the face outlet 105 and the foot outlet. 6 is opened (foot / face blowing mode), only the foot blowing port 106 is opened (foot blowing mode), and the foot blowing port 106 and the differential blowing port 104 are opened (diff / foot blowing mode). In addition, the state can be switched between the state where only the differential outlet 104 is opened (the differential outlet mode). Selection of each blowing mode is performed by individually operating the corresponding mode selection switch included in the mode changeover switch group 75.

  The inside / outside air switching damper 115 is electrically driven by a motor 121, the air mix damper 103 is electrically driven by a motor 119, and the outlet switching dampers 107, 108, and 109 are electrically driven by a motor 120. These motors 119, 20, and 21 are constituted by stepping motors, for example. Further, the blower motor 123 is constituted by a brushless motor or the like, and the blown air volume is adjusted by controlling the rotational speed by PWM control.

  These motors (actuators) 119 to 121, 123 and the evaporator 117 are connected to the main air conditioning ECU 150 via a serial communication bus 130, and are centrally controlled by the main air conditioning ECU 150 via the serial communication bus 130. In addition, a seat air conditioning ECU 203 (described later) is connected to the serial communication bus 130, and communication for cooperative control with the main air conditioning ECU 150 is possible.

  The entity of the main air conditioning ECU 150 is computer hardware, and an evaporator temperature sensor 151, an inside air sensor 155, an outside air sensor 156, a water temperature sensor 157, and a solar radiation sensor 158 are connected to its input / output unit. Further, the main air conditioning ECU 150 includes an air volume setting switch 72, a temperature setting switch 73, a mode switching switch group 75 for switching the blowing mode, a rear differential switch 76, an inside / outside air switching switch 77, an A / C switch 78, a fan switch 79, and an automatic switching. A switch 80 is connected.

  The main air conditioning ECU 150 is connected to a camera 410 that captures an occupant seated on the seat. As shown in FIG. 5, the camera 410 captures a seat (and an occupant seated on the seat) 200 from the front, and includes the upper half of the occupant HK (at least the upper part from the neck: that is, the face). Thus, the photographing field of view 410F is defined, and the position of the face of the occupant HK can be specified from the photographed image by known image analysis. By providing the camera 410 for each of a plurality of seats, whether or not the occupant is seated can be determined based on whether or not the occupant HK is specified in the imaging field of view 410F. By combining the results, it is possible to specify how many of the plurality of seats are occupied by the occupant or which seat is occupied by the occupant.

  Further, a thermography camera 411 is also connected to the main air conditioning ECU 150. The thermography camera 411 is a well-known camera, and two-dimensionally measures the far-infrared wavelength distribution emitted from the object by an infrared sensor provided in the exposure unit, and generates temperature mapping data (thermography) based on the measurement result. Is. Specifically, as shown in FIG. 5, a thermography TG of the skin exposed portion above the neck of the occupant HK seated on the seat 1 is photographed, and in particular, as a region HT in which the neck portion is hotter than the surroundings. As it appears, the region HT can be identified along with the temperature on the thermographic image. In addition, by matching the photographing field of view of the camera 410 with the photographing field of view 411F of the thermography camera 411, the neck region can be specified with higher accuracy by referring to the image of the camera 410 as well. Further, the body temperature measurement value can be determined as the average temperature of the neck region HT (the accuracy is somewhat lowered, but the face temperature can be substituted).

  As shown in FIG. 1, an occupant detection sensor 412 including a load sensor or the like can be provided on each seat, and the occupant detection sensor 412 can be used to seat the occupant on each seat. Although not shown, a seat temperature sensor may be embedded in the backrest or seat of each seat, and the body temperature of the seated occupant may be detected by the seat temperature sensor (in this case, the camera 410 or the camera 410). The thermography camera 411 may be omitted).

The main air conditioning ECU 150 performs the following control by executing the installed control application.
In response to the operation input state of the inside / outside air changeover switch 77, a control command is issued to the drive IC of the corresponding motor 121 so that the inside / outside air switching damper 115 is tilted to either the inside air side or the outside air side.
The operation of the evaporator 117 is turned on / off according to the operation state of the A / C switch 78.
In accordance with the operation of the rear differential switch 70, the rear glass heating wire (not shown) is energized to remove the rear glass from fogging.

Based on the input state of the auto changeover switch 80, the operation mode of the main air conditioner CA is switched between the manual mode and the auto mode. In the auto mode, a known sequence for referring to the input information of the set temperature by the temperature setting switch 73 and the output information of the inside air sensor 155, the outside air sensor 156, the water temperature sensor 157 and the solar radiation sensor 158 so that the in-vehicle temperature approaches the set temperature. Accordingly, the air temperature of the corresponding motors 119, 123, 120 is adjusted so that the air outlet temperature is adjusted by adjusting the opening of the air mix damper 103, the air volume is adjusted by the blower motor 123, and the position of the air outlet switching dampers 107, 108, 109 is changed. An operation control command is issued.
In the manual mode, the air volume is adjusted by the blower motor 123 in response to the operation input state of the air volume setting switch 72 and the mode change switch group 75, and the outlet switching dampers 107, 108, 109 are in the corresponding open / closed state. In this manner, a drive control command is issued to the motor 120.

Specifically, the auto air-conditioning control is performed by calculating the target air temperature TAO of the main air-conditioning air. This target blowing temperature TAO is calculated based on the following formula (1), and means a blowing temperature necessary for maintaining the vehicle interior at the set temperature TSET.
TAO = E × (TSET + ΔT)
-F * TR-G * TAM-H * TS + C (1)
TSET: set temperature (usually: set temperature by temperature setting switch 74 / when communication is interrupted: predetermined temperature stored in ROM 42)
TR: room temperature (detected by room air sensor 81)
TAM: outside air temperature (detected by outside air sensor 82)
TS: Solar radiation (detected by solar radiation sensor 84)
ΔT, C: Correction constants E to H: Coefficient The opening degree (blowout temperature) of the air mix damper 103 and the air volume by the blower motor 123 are determined according to the calculated target blowout temperature TAO.

Further, the surface temperature ξ of the evaporator 117 is detected by the evaporator temperature sensor 151, and the temperature ξ is less than a predetermined threshold ξ _s0 (standard value: set near the limit temperature at which condensation freezes on the evaporator, for example). Then, the compressor drive by the engine (traveling drive source) is cut off, and the cooling of the evaporator 117 is stopped (that is, the evaporator 117 is turned off). Then, when the surface temperature ξ of the evaporator 117 rises and exceeds the threshold value ξ _s0 , the compressor is reconnected to the engine, and cooling of the evaporator 117 is resumed (that is, the evaporator 117 is turned on). As will be described later, the threshold value for switching on / off the evaporator 117 is set to be higher than the standard value ξ _s0 for the purpose of suppressing the output of the main air conditioner CA for performing fuel efficiency priority control. Is possible.

  Next, FIG. 2 is an overall schematic diagram illustrating an example of a seat air conditioner. The seat air conditioner 50 is incorporated in each seat 200 of the automobile, for example, a driver seat and a passenger seat. The seat 200 includes a seat portion 201 on which the occupant's buttocks are placed, a backrest portion 202 that contacts the back, and a headrest 302 that is attached to the top of the backrest portion 202. And the blower outlet 204 is formed in each skin 203 of the seat part 201 and the backrest part 202. FIG.

  An air duct 205 is formed inside each of the seat portion 201 and the backrest portion 202. The air duct 205 has one end opened in the vehicle interior and the other end opened to the air outlet 204. A Peltier module 303 is interposed in the middle of each air duct 205. The Peltier module 303 has a well-known Peltier element that is DC-driven in the thickness direction so that one surface is a heat-absorbing surface and the other surface is a heat-dissipating surface. A metal heat block placed in close contact with the surface to be the side, and a metal heat sink placed in close contact with the surface to be the air conditioning heat exchange side. Have a well-known configuration (see, for example, JP-A-2005-280710).

  On the upstream side of the Peltier module 303 in the middle of the air duct 205, a blower 304 that pressure-feeds air in the passenger compartment is provided on the heat dissipation fin of the Peltier module 303. The blower 304 generates air whose temperature is adjusted by blowing ambient air onto the heat dissipating fins, and this temperature-adjusted air is blown out from the outlet 204 through the air duct 205. Thus, a structure in which the Peltier air conditioning unit 210A having the air duct 205, the Peltier module 303, and the blower 304 is individually incorporated in the backrest 202, and the Peltier air conditioning unit 210B having the same configuration is individually incorporated in the seat 201. It has become. A vehicle seat air conditioner having a set of Peltier air conditioning units 210A and 210B (hereinafter, collectively referred to as “Peltier air conditioning unit 210”) having the above-described structure is provided for each seat of an automobile ( Specifically, it is incorporated independently in the driver's seat 1 (A), the passenger seat 1 (B), the right rear seat 1 (C), and the left rear seat 1 (D).

  Next, FIG. 3 is a block diagram showing an example of the electrical configuration of the vehicle seat air conditioner 50. The main part is a control circuit mainly composed of a seat air-conditioning ECU 103 (air-conditioning control means) configured as a microprocessor, and a hand operation switch (temperature control setting switch 212 and hand power switch 213 constituting temperature input setting means). Each is connected to the seat air conditioning ECU 103 via the temperature control input interface 222. The seat air conditioning ECU 103 is provided for each seat air conditioning apparatus 50 of each seat.

  The seat air-conditioning ECU 103 is connected to a Peltier air-conditioning unit 210A (backrest side) and 210B (seat side) each composed of a set of a Peltier module 303, a blower 304, and a drive unit 221 that controls driving of the Peltier module 303. The drive unit 221 drives the Peltier module 303 to be energized with different polarities when using cooling and using heating.

  As shown in FIG. 2, each seat 200 is provided with a hand operation switch 212 for an air conditioner for operation by an occupant. The seat air conditioning ECU 103 stops the operation of the Peltier air conditioning unit 210 when the hand power switch 213 is in an off state. The hand operation switch 212 is a rotary switch with a push function. When the hand operation switch 212 is pressed once, the hand operation switch 212 is retracted to turn off the hand power switch 213. On the other hand, when it is further pressed, it pops out and the power switch 213 is turned on, and a rotation operation for changing the set temperature becomes possible. At this time, when the hand operation switch 212 is rotated in the first direction with respect to the neutral position NTL, the temperature is set in the heating mode, and the set temperature increases as the distance from the neutral position NTL increases, and the hand operation switch 212 rotates to the limit position in the first direction. If it does, it will be in the setting state of the maximum heating temperature. Further, if the neutral position NTL is rotated in the second direction, the temperature is set in the cooling mode. The farther away from the neutral position NTL, the lower the set temperature, and the rotation to the limit position in the second direction sets the minimum cooling temperature. It becomes a state. The on / off state of the power switch 213 and the temperature setting state (further, the cooling / heating mode) are input to the seat air conditioning ECU 103 via the temperature adjustment input interface 222.

  In addition, an interlock / independent switching switch 214 is connected to the temperature control input interface 222. As shown in FIG. 5, the interlock / independent switching switch 214 is attached to the seat 200 in the vicinity of the hand operation switch 222, and when the switch 214 is operated to the first position (“interlocking”) side, the temperature adjustment input is performed. The interface 222 outputs to the seat air conditioning ECU 10 an interlock mode selection signal for controlling the seat air conditioner 50 in conjunction with the main air conditioner CA. When the interface 222 is operated to the second position ("independent"), the seat air conditioner 50 is controlled. An independent mode selection signal that is controlled independently of the CA is output to the seat air conditioning ECU 10.

  FIG. 4 shows a circuit configuration example of the drive unit 221. The drive power supply is configured as an insulation type in consideration of prevention of overvoltage application to the Peltier element. Specifically, it has an input-side DC power supply 250 that receives the in-vehicle battery voltage + B as an input voltage, and the DC output voltage is driven by a boost switching transistor 252 (power in this embodiment) driven by a boost oscillation circuit 253. It is configured by an FET, and is input to the primary side of the boosting transformer 251 while being switched at a boosting switching frequency of 10 to 30 kHz (for example, 15 kHz). The secondary side boosted output voltage of the transformer 251 is 8 to 15V (for example, 12V). The step-up oscillation circuit 253 is configured as a self-excited oscillation circuit that uses a part of the primary inductance of the transformer 251.

  The secondary boosted output voltage of the transformer 251 is half-wave rectified by the diode 254D, smoothed by the capacitor 254C, and then input to the PWM switching transistor 255. The PWM switching transistor 255 is composed of a power FET and is PWM switched at a duty ratio (for example, 50 to 100%) determined by the seat air conditioning ECU 103. The PWM switching transistor 255 is switched by the photocoupler 265 via the gate driving transistor 256.

  Since the Peltier element is configured as a metal conductor with a large conduction cross section, when a PWM switching voltage waveform is directly input to the Peltier element, an eddy current is generated when the current is interrupted at the waveform edge, and the voltage in the direction opposite to the target polarity Is not preferable because a large amount of Joule heat is generated to reduce the cooling efficiency. Therefore, in the present embodiment, the drive smoothing circuit having the coil 258 and the capacitor 259 is used to convert the PWM switching voltage waveform into a DC drive voltage corresponding to the duty ratio (output voltage range is, for example, 6 to 12 V: output current range). Is smoothed as, for example, 3 to 6A) and supplied to the Peltier module 303 via the polarity switch 260. The PWM switching frequency is, for example, 1 to 5 kHz, and is set smaller than the boost switching frequency.

  In this embodiment, the polarity changeover switch 260 is configured as a relay switch and is controlled in operation by the photocoupler 263 via the relay driving transistor 262 (here, when the relay driving transistor 262 is OFF, the terminal 260A is connected to the power input / The terminal 260B is grounded (forward polarity), and when it is on, the switch 260 is switched so that the terminal 260A is grounded / the terminal 260B is the power input (reverse polarity). Further, the motor drive output to the blower 304 is taken out in the non-switching state via the voltage stabilization regulator IC 264 from the previous stage of the PWM switching transistor 255 on the secondary side of the transformer 251.

  In this embodiment, a booster circuit is incorporated in order to compensate for fluctuations in the in-vehicle battery voltage + B. However, when the operation of the Peltier element can be ensured, for example, the drive output voltage range to the Peltier element is the in-vehicle battery voltage + B. If it can be ensured that it is always smaller than the fluctuation range, this step-up circuit can be omitted. In this case, a voltage monitoring unit may be added to the output stage to the Peltier element, and a regulator unit that stabilizes the voltage by feeding it back to the duty ratio control of PWM switching may be added. Even when the drive output voltage to the Peltier element slightly exceeds the fluctuation range of the in-vehicle battery voltage + B, if the regulator unit is configured as a well-known step-up type step-up circuit, the step-up circuit can be similarly omitted.

  As described above, the on / off state of the power switch 213 and the temperature setting state (and the cooling / heating mode) are input to the seat air conditioning ECU 103 via the temperature adjustment input interface 222. When the power switch 213 is in the off state, the seat air conditioning ECU 103 turns off the power switch 250S provided on the battery power receiving system path to the input side DC power source 250, and stops both the Peltier module 303 and the blower 304. On the other hand, when the power switch 213 is on, the power switch 250S is turned on. If the hand operation switch 212 is rotated to the cooling side, the relay drive transistor 262 is turned off, and the energization polarity is set to the forward direction. Moreover, if it is rotating to the heating side, the relay drive transistor 262 is turned on, and the energization polarity is reversed.

  Further, on both the cooling side and the heating side, the operation angle of the hand operation switch 212 is read by the temperature control input interface 222 via, for example, a potentiometer or the like and converted into the cooling set temperature θ or the heating set temperature θ ′. It is sent to the seat air conditioning ECU 103.

Hereinafter, operation | movement description of the said vehicle air conditioner is performed using a flowchart.
FIG. 7 is a flowchart showing a flow according to a first example of main air conditioning control by main air conditioning ECU 150. In S1, the temperature of the seated occupant is detected by the aforementioned thermography. If multiple occupants are seated, the average value of the occupant's body temperature is calculated and used as a representative value, or priorities are assigned to the occupants in advance and positioned higher than the priorities. Represent the body temperature of the crew. Specifically, when the body temperature T of the face (or neck region HT) in FIG. 5 is outside the appropriate range, for example, during cooling air conditioning, the body temperature T is set to the high temperature side threshold (for example, 36.8 to 37.5). If the degree exceeds (degree), the process proceeds from S2 to S5 and the air-conditioning control process is performed in the fuel consumption (energy saving) priority mode. On the other hand, if the body temperature T is within the appropriate range, for example, when the air conditioning is air conditioning, if the body temperature T is less than the high temperature side threshold value, the process proceeds to S3 and the number of seated passengers is specified. Even when this number is less than the threshold number (for example, two or three), the process proceeds from S4 to S5 and the air-conditioning control process is performed in the fuel efficiency priority mode. If the body temperature T is within the appropriate range in S2 and the number of passengers is greater than or equal to the threshold number in S4, the process proceeds to S8 and the air conditioning control process is performed in the comfort priority mode.

  That is, when the occupant's body temperature is outside the appropriate range, the comfort priority mode in which the output of the seat air conditioner 50 is increased is employed so that a situation uncomfortable for the occupant does not continue for a long time. On the other hand, when the occupant's body temperature is within the appropriate range or the number of occupants is small, the fuel efficiency priority mode in which the output of the seat air conditioner 50 is suppressed is adopted.

For example, at the time of cooling air conditioning, in the comfort priority mode, the standard value ξ _s0 is adopted as a threshold value (hereinafter also referred to as an evaporator switching threshold temperature) for switching the evaporator 117 on and off in S5. The input temperature from the temperature setting switch 73 (displayed on the display unit (liquid crystal display) 4 as it is) is adopted as a set temperature in the main air conditioning ECU 150 without correction at S6. On the other hand, in the fuel efficiency priority mode, the evaporator switching threshold temperature in S8 is ξ _{S that} is shifted to the higher temperature side by Δξ (for example, 3 ° C. to 10 ° C.) than the standard value ξ _s0 . The input temperature from the temperature setting switch 73 (displayed as it is on the display unit (liquid crystal display) 4) is adopted as a set temperature in the main air conditioning ECU 150 at a value corrected by Δθ to the high temperature side in S8. (In other words, the apparent set temperature on the display unit 4 is θ, but in reality, θ + Δθ higher than that is set).

Comparing the processing in both modes, in the comfort priority mode, the evaporator switching threshold temperature ξ _S is set lower than the fuel efficiency priority mode (ξ _S0 ), so the surface temperature of the evaporator 117 becomes lower, and the main air conditioner CA Output (that is, the “dominance” of the main air conditioner CA is improved), an air conditioning environment in which the passenger feels comfortable is quickly realized. However, since the temperature range in which the refrigerator is turned off is lowered, the ratio of the period during which the engine drives the compressor is also increased, and the fuel consumption is reduced. On the other hand, in the fuel consumption priority mode, the temperature threshold value ξ _S is set higher than the comfort priority mode (ξ _S0 + Δξ), so that the refrigerator does not operate until the evaporator surface temperature becomes higher, and direct fuel consumption improvement. Can be achieved. In addition, since the set temperature of the main air conditioner CA is also raised to θ + Δθ for internal processing, the target blowing temperature TAO is calculated to be high, and even if the output of the main air conditioning apparatus CA is suppressed, the amount of blown air and air The opening degree of the mix damper is appropriately controlled.

In the comfort priority mode and the fuel efficiency priority mode, as described above, a relative difference is given to the output of the main air conditioner CA. On the other hand, on the seat air conditioner 50 side, the control may be performed so that the same output is obtained in both modes, or the seat air conditioner 50 is reversed in the output superiority / inferiority relationship between the modes. Control may be performed so that a relative difference between the modes is also given to the output of. In the latter case, interlocking control is performed between the main air conditioner CA and the seat air conditioner 50. In the present embodiment, switching between performing or not performing the interlock control can be performed by operating the interlock / independent switching switch 214 in FIGS. 2 and 3. The command information of the interlock control based on the operation state of the switch is transmitted from the seat air conditioning ECU 203 to the main air conditioning ECU 150 by communication as will be described later. Only when the interlock control is commanded, the correction coefficient α used for the interlock control is the value α _CF at S7 in the comfort priority mode and the value α _SE at S10 in the fuel efficiency priority mode (however, <0α _CF <α _SE <1) Each is transmitted from the main air conditioning ECU 150 to the seat air conditioning ECU 203 by communication.

  FIG. 8 is a flowchart showing the flow of seat air conditioning control by the seat air conditioning ECU 103. First, in S101, it is determined whether or not the local power switch 213 is ON. If it is not ON, it will progress to S109 and the operation | movement of the Peltier module 303 and the air blower (fan) 304 will be stopped.

  On the other hand, if the hand power switch 213 is ON in S101, the process proceeds to S102, and the temperature adjustment input interface 222 acquires the cooling set temperature θ or the heating set temperature θ ′ determined based on the operation position of the hand operation switch 212. . In S103, the temperature detection value T of the inside air sensor 155 is acquired via the communication bus 130 from the main air conditioner CA side in FIG. In S104, an appropriate duty ratio η (corresponding to the current value) is read with reference to the duty ratio table of FIG. 6A during cooling and with reference to the duty ratio table of FIG. 6B during heating. During cooling, the duty ratio (current value) η is set higher as T-θ increases, and during heating, the duty ratio (current value) η is set higher as θ-T increases.

  Next, in S105, the temperature adjustment input interface 222 reads the mode selection signal output based on the operation position of the interlock / independent switching switch 214 (FIGS. 2 and 3). In the independent mode, in FIG. 1, the seat air conditioning ECU 103 notifies the main air conditioning ECU 150 via the communication bus 130 that the independent mode is selected. In step S108, the seat air-conditioning ECU 103 directly adopts the read duty ratio η as the control setting duty ratio (drive duty ratio) η '.

On the other hand, if it is the interlock mode, the process proceeds to S106 and notifies the main air conditioning ECU 150 that the interlock mode is selected. As described above, the main air conditioning ECU 150 transmits the correction coefficient α for correcting the output of the seat air conditioner 50 (α _{CF in} the comfort priority mode, α _SE : α _CF <α _{SE in} the fuel efficiency priority mode). Therefore, this is acquired in S106. The seat air conditioning ECU 103 acquires the correction coefficient α from the main air conditioning ECU 150 in S106, corrects the read duty ratio η with the correction coefficient α in S107, and obtains the control set duty ratio (drive duty ratio) η. Adopt as'. In step S109, the PWM switching transistor 255 is switched and driven at the control setting duty ratio η ′ to adjust the output of the Peltier element. As described above, since <0α _CF <α _SE <1, the control setting duty ratio η ′ is higher in the fuel efficiency priority mode than in the comfort priority mode. Thereby, in the fuel consumption priority mode, the output of the seat air conditioner 50 is enhanced instead of suppressing the output of the main air conditioner CA, and the comfort can be maintained satisfactorily.

  In addition to correcting the current output of the Peltier module (in the above embodiment, the duty ratio of the switching input waveform corresponding thereto) (or in place of the correction), the output of the blower (fan) 304 is corrected. Also good.

  In the above-described example, the control condition of the main air conditioner CA is set to two modes (the fuel efficiency priority mode and the comfortable mode) based on whether or not the occupant's body temperature and the number of seated persons (or sitting positions) satisfy certain conditions. However, the present invention is not limited to this, as a matter of course. Hereinafter, a modified embodiment in which the interlocking control condition between the main air conditioner CA and the seat air conditioner 50 is changed more finely in accordance with the body temperature of the occupant and the number of seated persons (or sitting positions) will be described. However, the processing flow on the seat air conditioning ECU 103 side in each modified embodiment is the same as that in FIG.

  FIG. 9 shows the flow of processing on the main air conditioning ECU 150 side according to the first modification (represented in the case of cooling air conditioning). In 201, the target blowing temperature TAO is calculated by the known method already described. In S <b> 202, information related to the selected mode is acquired from the seat air conditioning ECU 103. If it is the interlock mode, the process proceeds to S204, and the body temperature information is read in the same manner as S1 in FIG. Then, the body temperature value T reflected in the body temperature information is compared with the reference value T0, and the body temperature deviation ΔT is calculated as T−T0. As shown in FIG. 11, the correction coefficient α (0 <α <1) transmitted to the seat air conditioner 50 side increases as the body temperature deviation ΔT decreases (specifically, α = 1 when ΔT = 0). And so that ΔT is uniformly zero above a certain upper limit value), and is determined in advance and stored in a memory in the ECU. In S207, the value of the correction coefficient α corresponding to ΔT is read, and in S208, it is transmitted to the seat air conditioning ECU 103.

  In S209, the correction coefficient β on the main air conditioner side is calculated from the value of α. The value of the correction coefficient β is in the range of 0 to 1 so that the output of the main air conditioner CA decreases as the body temperature deviation ΔT decreases (that is, the tendency of increase / decrease with respect to the body temperature deviation ΔT is opposite to α). It is defined in. In this embodiment, β is defined to be complementary to α (that is, β≡1−α), and β is determined by calculation from the value of α.

Then, as shown in FIG. 13, the set value of the above-described evaporator switching threshold temperature ξ _S becomes a different value depending on the value of α, specifically, it becomes lower as α increases (in other words, In this case, the value of the evaporator switching threshold temperature ξ _S corresponding to the β is read and set in S209. Thus, on the main air conditioner CA side, the evaporator switching threshold temperature ξ _S is switched and set to increase as the body temperature deviation ΔT decreases with the correction coefficient β (≡1-α), and the output is suppressed, while On the seat air conditioner 50 side, the drive duty ratio is corrected by the correction coefficient α to increase, and the output is increased.

On the other hand, if it is the independent mode in S204, the process proceeds to S210, the uncorrected reference value ξ _S0 is adopted as the evaporator switching threshold temperature ξ _S , and the correction coefficient is not transmitted to the seat air conditioner 50 side. That is, the main air conditioner CA and the seat air conditioner 50 are independently controlled based on the respective set values as in the past.

  FIG. 10 shows the number of seated occupants in S205 instead of performing the processing of S204 (calculation of body temperature deviation ΔT and acquisition of the corresponding correction coefficient α) in FIG. As shown in FIG. 12, the correction coefficient α (0 <α <1) to be transmitted to the seat air conditioner 50 is determined in advance so as to increase as the number of seated persons decreases, and is stored in a memory in the ECU. In S207, the value of the correction coefficient α corresponding to the number of seated persons is read, and in S208, this value is transmitted to the seat air conditioning ECU 103. The processing content after S209 is the same as in FIG. The correction coefficient can be determined in consideration of not only the number of passengers seated but also the seating position of the passengers. In this case, for example, as shown in FIG. 18, the value of the correction coefficient α may be determined for each occupation pattern (P1, P2,..., P5) of the driver seat, the passenger seat, and the rear seat.

  In addition, the process of S205 of FIG. 10 is added to FIG. 9 (indicated by a one-dot chain line), and the air conditioning is performed using the correction coefficient α (and β) based on the body temperature deviation ΔT and the correction coefficient α (and β) based on the number of seated persons. Output correction may be performed. In this case, a method of performing air conditioning output correction using an average value of both coefficients (which may be appropriately weighted) can be exemplified, but is not limited thereto.

Further, the present invention is not limited to the mode in which the evaporator switching threshold temperature ξ _S is changed and the air conditioning output correction is performed as described above, but the mode in which the air conditioning set temperature θ is corrected by the correction coefficient α (and β) as shown in FIG. Is possible. In this case, for example, during cooling air conditioning, as shown in FIG. 14, the increase correction value Δθ of the air conditioning set temperature θ may be set so as to increase as the correction coefficient α (≡1−β) increases. The processing flow in this case is obtained by replacing S209 and S210 with S1209 and S1210 of FIG. 15 in the flowcharts of FIGS. That is, in S1209, the value of Δθ corresponding to 1-β (= α) is read in FIG. 14, and the input temperature θ is shifted to the high temperature side by the Δθ to be the set temperature for the main air conditioner CA. On the other hand, in S1210, the input temperature θ is set to the set temperature for the main air conditioner CA without correction. Further, it is of course possible to correct both the evaporator switching threshold temperature ξ _S and the input temperature θ. The processing flow in this case corresponds to S209 and S210 in the flowcharts of FIGS. 9 and 10 and S2209 in FIG. And S2210.

  Further, in the flowcharts of FIGS. 9 and 10, the output of the main air conditioner CA is adjusted by correcting the TAO calculated in S201 with β (for example, correcting the calculated TAO by multiplying β). An embodiment is also possible. The processing flow in this case is obtained by replacing S209 and S210 with S3209 and S3210 in FIG. 17 in the flowcharts of FIGS.

The block diagram which shows the electrical constitution of the main air-conditioner which comprises the vehicle air conditioner of this invention with the peripheral part. Side surface sectional drawing which shows an example of the seat air conditioner which comprises the vehicle air conditioner of this invention. The whole block diagram which shows an example of the electrical constitution of a sheet | seat air conditioner. The circuit diagram which shows an example of the electrical constitution of the drive unit of a Peltier module. The schematic diagram which shows the example of a visual field setting of a face camera and a thermography camera. The schematic diagram of the duty ratio table used at the time of air_conditioning | cooling. The schematic diagram of the duty ratio table used at the time of heating. The flowchart which shows the flow which concerns on the 1st example of a main air-conditioning control process. The flowchart which shows the flow of a sheet | seat air-conditioning control process. The flowchart which shows the flow which concerns on the 2nd example of the main air-conditioning control process. The flowchart which shows the flow which concerns on the 3rd example of a main air-conditioning control process. The figure which shows typically the example of a setting of the correction coefficient by the side of the sheet | seat air conditioner according to a body temperature deviation. The figure which shows typically the example of a setting of the correction coefficient by the side of the seat air conditioning apparatus according to the seating number. The figure which shows typically the example of a setting of the evaporator switching threshold temperature according to the correction coefficient by the side of a sheet | seat air conditioner. The figure which shows typically the example of a setting of the main air-conditioning setting temperature correction value according to the correction coefficient by the side of a sheet | seat air conditioner. The figure which shows the process flow which concerns on the main air-conditioning control in the case of FIG. 13 in the form which extracts the difference with the process of FIG. The figure which shows the process flow which concerns on the main air-conditioning control in the case of FIG. 14 in the form which extracts the difference with the process of FIG. The figure which shows the process flow which concerns on the main air conditioning control in the case of performing TAO correction | amendment in the form which extracts the difference with the process of FIG. The figure which shows the various seating patterns which prescribe | regulate the correction coefficient by the side of a seat air conditioner.

Explanation of symbols

CA main air conditioner 50 seat air conditioner 103 seat air conditioner ECU (air conditioning control means)
150 Main air conditioning ECU (air conditioning control means)
151 Evaporator temperature sensor 200 sheet 410 person camera (sheet occupation state detection means)
411 Thermography camera (body temperature reflection information detection means)

Claims (9)

A main air conditioner that has a blow-out opening in the vehicle interior structure other than the seat and comprehensively air-conditions the vehicle interior space;
A seat air conditioner that is provided on the seat and performs individual air conditioning for an occupant seated on the seat;
Occupant state detection means for detecting the state of the occupant seated on the seat;
The operation of at least one of the main air conditioner and the seat air conditioner so that the air conditioning output ratio between the air conditioner output of the main air conditioner and the air conditioner output of the seat air conditioner changes according to the detected passenger state Air conditioning control means for adjusting and controlling
A vehicle air conditioner comprising:   The vehicle air conditioner according to claim 1, wherein the occupant state detection means includes body temperature reflection information detection means for detecting body temperature reflection information reflecting the body temperature of the occupant.   The air conditioning control means is configured so that the ratio of the air conditioning output of the seat air conditioning apparatus to the air conditioning output of the main air conditioning apparatus increases as the body temperature state indicated by the body temperature reflection information shifts to a lower body temperature side during cooling air conditioning. The vehicle air conditioner according to claim 2, wherein the vehicle air conditioner controls and controls at least one of the main air conditioner and the seat air conditioner.   In the air conditioning control unit, the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device increases as the body temperature state indicated by the body temperature reflection information shifts to a higher body temperature side during heating air conditioning. The vehicle air conditioner according to claim 2 or 3, wherein the operation of at least one of the main air conditioner and the seat air conditioner is adjusted and controlled.   The occupant state detection unit includes a plurality of seats, and the occupant state detection unit includes a seat occupancy state detection unit that detects an occupancy state of the plurality of seats by the occupant. Vehicle air conditioner.   The air conditioning control means increases the ratio of the air conditioning output of the seat air conditioner to the air conditioning output of the main air conditioner as the number of seats occupied by the occupants of the plurality of seats indicated by the seat occupation state detecting means decreases. The vehicle air conditioner according to claim 5, wherein the operation of at least one of the main air conditioner and the seat air conditioner is adjusted and controlled. The main air conditioner has a refrigerator that uses a traveling drive source of a vehicle as a power source, and an evaporator temperature sensor that detects the temperature of an evaporator that contacts and cools the airflow to be air-conditioned,
The air conditioning control means adjusts the output of the main air conditioner by turning on and off the operation of the refrigerator based on the comparison result of the detected threshold temperature of the evaporator of the refrigerator, and 7. The control for reducing the air-conditioning output of the main air-conditioning apparatus relative to the air-conditioning output of the seat air-conditioning apparatus during cooling air-conditioning by changing and setting the threshold temperature in the increasing direction. The vehicle air conditioner according to any one of the above.   The air conditioning control means changes the target set temperature of the main air conditioner in an increasing direction during cooling air conditioning, and changes it in a decreasing direction during heating air conditioning, thereby changing the air conditioning output of the main air conditioning apparatus to the seat. The vehicle air conditioner according to any one of claims 1 to 7, wherein control for reducing the air conditioner output relative to the air conditioner output is performed.   The air conditioning control means controls to reduce the air conditioning output of the main air conditioning device relative to the air conditioning output of the seat air conditioning device by reducing the amount of air blown from the main air conditioning device. Item 9. The air conditioner for vehicle according to any one of item 8.

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