JP2011162035A - Control program and control method of vehicular air-conditioning system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To well and reliably maintain the pressure in a cabin within the allowable in-cabin pressure which is set according to, in particular, the traveling state in simple steps and processes. <P>SOLUTION: The control program executes a first step of detecting the in-cabin pressure value corresponding to the minimum air volume when a first blower 30a is stopped to the maximum air volume generated by driving only the first blower 30a while an automobile 12 is stopped, a second step of setting the in-cabin pressure change that the in-cabin pressure value is changed by the change of the air volume of the first blower 30a at each vehicle speed when the automobile 12 travels, a third step of setting the range from the corrected in-cabin minimum pressure value to the corrected in-cabin maximum pressure value based on the in-cabin pressure change value when inputting the air volume and the in-cabin pressure of the first blower 30a during the actual travel of the automobile 12, and a fourth step of controlling the second blower 30b so that the in-cabin pressure is maintained in a range from the corrected in-cabin minimum pressure value to the corrected in-cabin maximum pressure value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention includes a first air blower for taking outside air into a vehicle and a second air blower for discharging the inside air of the vehicle, and the vehicle air conditioning system for controlling a vehicle air conditioning system for air conditioning a passenger cabin by a computer. The present invention relates to a control program and a control method thereof.

  Various vehicles corresponding to vehicles such as engine vehicles incorporating an internal combustion engine, hybrid vehicles using an engine and a secondary battery (or a secondary battery and a fuel cell, etc.), electric vehicles, and fuel cell vehicles. Air conditioning system is used.

  For example, in the vehicle air conditioner disclosed in Patent Document 1, as shown in FIG. 13, the vehicle front air conditioning unit 2 is arranged on the front side in the traveling direction of the vehicle 1, and the vehicle traveling direction rear side is on the rear side. A ventilation / air conditioning / exhaust heat recovery combined use type unit 3 is arranged. The air conditioning unit 2 includes a blower 2a, a cooling heat exchanger 2b, a heating heat exchanger 2c, and an air mix door 2d. The combined mold unit 3 includes a blower 3a, a heat exchanger 3b for air conditioning, and a heat exchanger 3c for heat recovery.

  In the outside air introduction mode in which the air in the passenger compartment is sucked by the blower 2a of the air conditioning unit 2, the rotational speed of the blower 2a of the air conditioning unit 2 and the rotational speed of the blower 3a of the dual-purpose unit 3 are Even if the suction air volume of the second fan 2a fluctuates, the vehicle interior pressure is interlocked so as to be set to a value of 0 Pa or more and 50 Pa or less.

  Thereby, the malfunction resulting from the air blower 2a of the air conditioning unit 2 and the air blower 3a of the combined type unit 3 rotating and the pressure in the vehicle interior being lower than the pressure outside the vehicle, that is, other than the air inlet of the air conditioning unit 2 It is possible to prevent a problem that air is taken into the passenger compartment from the part.

Japanese Unexamined Patent Publication No. 2009-23566

  However, in the vehicle, the cabin pressure often varies as the vehicle speed increases due to actual travel. For example, a vehicle having a characteristic that the cabin internal pressure fluctuates to the negative pressure side as the vehicle speed increases, and conversely, a vehicle that has a characteristic that the cabin internal pressure fluctuates to the positive pressure side as the vehicle speed increases is known. ing.

  However, in the above Patent Document 1, no consideration is given to the vehicle speed of the vehicle 1 that actually travels. When the cabin pressure fluctuates due to the fluctuation of the vehicle speed, for example, the cabin pressure is reduced to the negative pressure side. May fluctuate. As a result, the cabin pressure fluctuates. For example, there is a problem that the problem of the cited document 1 in which the cabin pressure is set to a value of 0 Pa or more and 50 Pa or less cannot be solved.

  The present invention solves this kind of problem, and maintains the cabin pressure well and reliably with simple steps and processes, particularly within the range of the allowable cabin pressure set in accordance with the running state. It is an object of the present invention to provide a control program for a vehicle air conditioning system and a control method therefor.

  The present invention includes a first air blower for taking outside air into a vehicle and a second air blower for discharging the inside air of the vehicle, and the vehicle air conditioning system for controlling a vehicle air conditioning system for air conditioning a passenger cabin by a computer. It is related to the control program.

  The control program includes a first step of detecting a cabin internal pressure value corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped. A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during running of the vehicle; and during the actual running of the vehicle, A third step of setting a range from the cabin corrected minimum pressure value to the cabin corrected maximum pressure value based on the cabin pressure change value when the vehicle speed, the air volume of the first blower, and the cabin internal pressure are input; The fourth blower controlling the second blower so that the cabin internal pressure is maintained within the range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value. Tsu is made to execute a flop.

  Moreover, it is preferable that the control program sets the power supplied to the second blower according to the opening state in the fourth step when the opening that opens the cabin to the outside is opened.

  Furthermore, the second blower is preferably used in a heat pump heat exchanger that absorbs exhaust heat from the cabin.

  Furthermore, the control program for the air conditioning system for a vehicle according to the present invention includes a cabin interior corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped. A first step of detecting a pressure value, and a second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle. And a range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower and the air volume of the second blower are set. When the vehicle speed and the air volume of the first blower are input during the third step and the actual traveling of the vehicle, the cabin pressure is read from the map. The way from the cabin in the correction minimum pressure value is maintained within the range of the cabin in the correction maximum pressure value, and to execute a fourth step of controlling the second blower.

  Moreover, it is preferable that the control program sets the power supplied to the second blower according to the opening state in the fourth step when the opening that opens the cabin to the outside is opened.

  Furthermore, the second blower is preferably used in a heat pump heat exchanger that absorbs exhaust heat from the cabin.

  Furthermore, the present invention relates to a control method for a vehicle air conditioning system that includes a first blower that takes outside air into the vehicle and a second blower that discharges the inside air of the vehicle, and performs air conditioning of a passenger cabin.

  The control method includes a first step of detecting a pressure value in the cabin corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped. A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed when the vehicle is running; and during the actual running of the vehicle, A third step of setting a range from the cabin corrected minimum pressure value to the cabin corrected maximum pressure value based on the cabin pressure change value when the vehicle speed, the air volume of the first blower, and the cabin internal pressure are input. And a fourth step of controlling the second blower so that the cabin internal pressure is maintained within a range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value. .

  Further, in this control method, when the opening that opens the cabin to the outside is opened, it is preferable that the power supplied to the second blower is set according to the opening state in the fourth step.

  Furthermore, the second blower is preferably used in a heat pump heat exchanger that absorbs exhaust heat from the cabin.

  Furthermore, the control method for a vehicle air conditioning system according to the present invention provides a cabin interior corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped when the vehicle is stopped. A first step of detecting a pressure value, and a second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle. And a range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower and the air volume of the second blower are set. In the third step, and during the actual running of the vehicle, the cabin internal pressure ranges from the cabin corrected minimum pressure value read from the map to the cabin corrected maximum pressure value. To be maintained within, and a fourth step of controlling the second blower.

  Further, in this control method, when the opening that opens the cabin to the outside is opened, it is preferable that the power supplied to the second blower is set according to the opening state in the fourth step.

  Furthermore, the second blower is preferably used in a heat pump heat exchanger that absorbs exhaust heat from the cabin.

  In the present invention, the cabin pressure change value corresponding to the vehicle speed and the air volume of the first blower is set. Then, when the vehicle actually travels, the range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value is set by inputting the vehicle speed, the air volume of the first blower, and the cabin internal pressure. The second blower is controlled so as to be maintained within this range.

  For this reason, the air volume introduced into the cabin by the first blower can be efficiently discharged to the outside of the vehicle by the second blower, and the control according to the running state is satisfactorily performed. As a result, the entry and exit of air in the cabin is suppressed, highly accurate temperature control is reliably performed, and heat exchange is efficiently performed.

  In the present invention, the range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower and the air volume of the second blower are set is set as a map. is doing. When the vehicle speed and the air volume of the first blower are input during actual traveling of the vehicle, the range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value is read from the map, and the cabin pressure is within this range. The second blower is controlled so as to be maintained within. This eliminates the need for a relatively expensive pressure detector and is economical.

1 is a schematic block diagram of a heat pump air conditioning system for a vehicle according to a first embodiment of the present invention. It is a schematic explanatory drawing of the said air conditioning system. It is an explanatory view of the relationship between the air volume of the first blower and the cabin internal pressure in the outside air introduction mode. It is explanatory drawing of the range from the cabin corrected minimum pressure value to the cabin corrected maximum pressure value when the cabin pressure is increased as the vehicle speed increases. It is explanatory drawing of the range from the cabin correction minimum pressure value to the cabin correction maximum pressure value when the cabin pressure is reduced as the vehicle speed increases. It is explanatory drawing of the range from the correction | amendment minimum pressure value in a cabin according to the change of a vehicle speed and a blower air volume to the correction | amendment maximum pressure value in a cabin. It is a flowchart explaining control of the said air conditioning system. It is a schematic explanatory drawing of the heat pump type air conditioning system for vehicles which concerns on the 2nd Embodiment of this invention. It is a flowchart explaining control of the said air conditioning system. It is a schematic explanatory drawing of the heat pump type air conditioning system for vehicles which concerns on the 3rd Embodiment of this invention. It is a flowchart explaining control of the said air conditioning system. It is a flowchart explaining opening determination driving | operation. It is explanatory drawing of the vehicle air conditioner currently disclosed by patent document 1. FIG.

  As shown in FIGS. 1 and 2, a vehicle heat pump air conditioning system (vehicle air conditioning system) 10 according to a first embodiment of the present invention is mounted on an automobile (vehicle) 12, and is a passenger cabin. (Vehicle compartment) 14 is air-conditioned. The vehicle 12 may be any of an engine vehicle, a hybrid vehicle using an engine and a secondary battery (or a secondary battery and a fuel cell, etc.), an electric vehicle, or a fuel cell vehicle.

  The air conditioning system 10 includes a heat pump circulation path 18 that circulates a refrigerant through a compressor 16. In the heat pump circuit 18, a condenser 20 that exchanges heat between the refrigerant body and the outside air, an expansion valve 22 that depressurizes the refrigerant body sent from the condenser 20, the refrigerant body that has passed through the expansion valve 22, and air conditioning. A first evaporator 24a that exchanges heat with the working air, and a heater (condenser) 26 that exchanges heat between the refrigerant sent from the compressor 16 and the air-conditioning air that has passed through the first evaporator 24a. Be placed.

  A branch path 28 is branched from the heat pump circuit 18, and a heat medium obtained from inside and outside the automobile 12, for example, a heat medium discharged from the cabin 14 to the outside of the automobile 12 (embodiment) The second evaporator 24b for exchanging heat with the refrigerant body) is disposed.

  Since the heat medium exchanged here is exhaust heat gas from the cabin 14, it can be effectively used without being wasted by absorbing the heat of the cabin 14 at the time of discharge. In addition, when the air conditioning system 10 is warmed up, the heat provided for the warming of the cabin 14 can be recovered and re-introduced, so that there is an advantage that quick start-up is performed.

  A first blower 30a is disposed adjacent to the first evaporator 24a, and a second blower 30b is disposed adjacent to the second evaporator 24b. The first blower 30a takes outside air into the automobile 12, while the second blower 30b discharges the inside air of the automobile 12 to the outside.

  The capacitor 20 is disposed on the front side of the automobile 12, and an electromagnetic valve 32 a and a check valve 34 are disposed on both sides of the capacitor 20. In the heat pump circulation path 18, a first bypass path 36 a is provided in parallel with the capacitor 20, and an electromagnetic valve 32 b is disposed in the first bypass path 36 a.

  The expansion valve 22 has means (not shown) for detecting the temperature of the refrigerant sent from the first evaporator 24a that cools the air-conditioning air. The expansion valve 22 is configured to be able to change the flow rate of the refrigerant body by automatically changing the opening degree according to the temperature of the refrigerant body sent from the first evaporator 24a.

  In the heat pump circulation path 18, a three-way valve 38 a is disposed corresponding to a connection part between the part close to the expansion valve 22 and the inlet side of the branch path 28. In the heat pump circuit 18, a three-way valve 38 b is arranged corresponding to the connection part between the outlet of the second bypass path 36 b that bypasses the first evaporator 24 a and the heat pump circuit 18. The second evaporator 24b is disposed on the rear side of the automobile 12 (see FIG. 2).

  Between the first evaporator 24a and the heater 26, an air mix damper 40 is provided for sending the air-conditioning air cooled by the first evaporator 24a to the cabin 14 by bypassing the heater 26.

  The automobile 12 is formed with an outside air intake 46 for taking outside air as air for air conditioning. A first blower 30a, a first evaporator 24a, and a heater 26 are arranged in this order downstream of the outside air intake 46.

  As will be described later, the air conditioning system 10 includes a control unit (ECU) 48 in order to perform drive control of the entire air conditioning system 10. The controller 48 receives the cabin internal pressure from the pressure detection sensor 50 that detects the pressure in the cabin 14, and the vehicle speed sensor 52 receives the traveling speed of the automobile 12. As the pressure detection sensor 50, for example, a differential pressure gauge can be used, and this differential pressure gauge detects a differential pressure between a static pressure outside the vehicle and an in-vehicle pressure.

  The operation of the air conditioning system 10 configured as described above will be described below in relation to the control program (control method) according to the first embodiment.

  First, in the control program according to the first embodiment, the interior of the cabin corresponding to the maximum air volume generated by driving only the first blower 30a from the minimum air volume when the first blower 30a is stopped in a state where the automobile 12 is stopped. A first step of detecting a pressure value and a second pressure change value in the cabin in which the cabin pressure value changes due to a change in the air volume of the first blower 30a for each vehicle speed when the automobile 12 is running. And when the vehicle speed, the air volume of the first blower 30a, and the cabin internal pressure are input during the actual running of the automobile 12, the cabin internal correction minimum pressure value is calculated based on the cabin internal pressure change value. A third step of setting a range of the maximum cabin correction pressure value, and the cabin pressure is changed from the cabin minimum correction pressure value to the cabin correction maximum pressure value. As it is maintained within the range of pressure values, thereby executing a fourth step of controlling the second blower 30b.

  In the control method according to the first embodiment, the interior of the cabin corresponding to the maximum air volume generated by driving only the first blower 30a from the minimum air volume when the first blower 30a is stopped in a state where the automobile 12 is stopped. A first step of detecting a pressure value and a second pressure change value in the cabin in which the cabin pressure value changes due to a change in the air volume of the first blower 30a for each vehicle speed during travel of the vehicle. When the vehicle speed, the air volume of the first blower 30a, and the cabin internal pressure are input during the actual running of the automobile 12 and the process, the cabin is calculated from the cabin corrected minimum pressure value based on the cabin internal pressure change value. A third step of setting a range of an internal correction maximum pressure value, and the cabin internal pressure is maintained within a range of the cabin internal correction maximum pressure value from the cabin internal correction minimum pressure value. In so that, and a fourth step of controlling the second blower 30b.

  Specifically, first, in various automobiles 12, since the airtightness is not uniform, a difference is generated in the cabin pressure when the air volume of the first blower 30a is increased. For example, as shown in FIG. 3, in the automobiles 12a, 12b and 12c, the cabin internal pressure corresponding to the maximum air volume by driving only the first blower 30a differs from the minimum air volume (0) when the first blower 30a is stopped. .

  In the automobile 12a, the maximum air volume of the first blower 30a is 120 Pa, and the control range of the cabin internal pressure is 0 Pa to 120 Pa. Similarly, in the automobile 12b and the automobile 12c, 0 Pa to 80 Pa and 0 Pa to 20 Pa are set as the control ranges of the cabin internal pressure, respectively.

  Furthermore, in each automobile 12, the cabin pressure may vary depending on the vehicle speed during travel. For example, the automobile 12 shown in FIG. 4 has a cabin internal pressure of 80 Pa when the air volume of the first blower 30a is maximized when stopped, and the cabin internal pressure of 0 Pa when the first blower 30a stops. It is.

  As the vehicle speed of the automobile 12 increases, the increase in pressure at the outside air intake 46 on the first blower 30a side exceeds the pressure drop due to leakage from the cabin 14, so that the interior of the cabin 14 changes to the positive pressure side. It has the characteristic to do. At that time, the lower limit pressure setting value of the cabin internal pressure increases from 0 Pa to the positive pressure side as the vehicle speed increases, and the upper limit pressure setting value also increases from 80 Pa to the positive pressure side.

  On the other hand, there is an automobile 12 in which the relationship between the cabin pressure and the vehicle speed has the characteristics shown in FIG. In the automobile 12, as the vehicle speed increases, the increase in pressure at the outside air intake 46 on the first blower 30 a side is inferior to the pressure drop due to leakage from the cabin 14, so the inside of the cabin 14 changes to the negative pressure side. At that time, the lower limit pressure set value moves from 0 Pa to the negative pressure side, and the upper limit pressure set value also moves from 80 Pa to the negative pressure side.

  Therefore, in the first embodiment, in the automobile 12 in which the cabin internal pressure fluctuates with an increase in the vehicle speed, a cabin internal pressure change value that is a correction value of the cabin internal pressure corresponding to the vehicle speed is set, and this cabin internal pressure change value is set. The second blower 30b is controlled based on the above.

  Specifically, as shown in FIG. 6, an automobile 12 is used in which the cabin pressure is set to 120 Pa when the first blower 30 a has the maximum air flow and changes to the negative pressure side as the vehicle speed increases. This will be described below with reference to the flowchart shown in FIG.

  When the ignition of the air conditioning system 10 is turned on (YES in step S1), the process proceeds to step S2 to determine whether or not the first blower 30a is turned on. When the first blower 30a is turned on (YES in step S2), the process proceeds to step S3 to determine whether the air conditioning mode is the heating mode (HEAT) or the heating dehumidification mode (H / D). .

  When the first blower 30a is turned off (NO in step S2), the process proceeds to step S4, and the second blower 30b is turned off. If it is determined that the air conditioning mode is neither the heating mode nor the heating dehumidification mode (NO in step S3), the process proceeds to step S4.

  On the other hand, if it is determined that the air conditioning mode is the heating mode (HEAT) or the heating / dehumidification mode (H / D) (YES in step S3), the process proceeds to step S5. For example, in the heating mode, the compressor 16 is driven as shown in FIG. The refrigerant sent from the compressor 16 to the heat pump circulation path 18 is supplied to the heater 26, and the heater 26 exchanges heat (radiates heat) with the air-conditioning air to raise the temperature of the air-conditioning air.

  Since the solenoid valve 32a is closed while the solenoid valve 32b is opened, the refrigerant discharged from the heater 26 bypasses the condenser 20 that is a radiator and passes through the first bypass path 36a to the expansion valve 22. Sent. The refrigerant body depressurized by the expansion valve 22 is branched into the branch path 28 via the three-way valve 38a and introduced into the second evaporator 24b. In the second evaporator 24b, the refrigerant body exchanges heat (absorbs heat) with the heat source in the cabin 14, and then bypasses the first evaporator 24a, passes through the expansion valve 22 from the second bypass path 36b, and again enters the compressor 16 Sent to.

  Next, in step S5, the vehicle speed of the automobile 12 is input from the vehicle speed sensor 52 to the control unit 48 during actual travel of the automobile 12, and the air volume (blower voltage) and pressure detection sensor of the first blower 30a. The cabin pressure by 50 is input. For this reason, as shown in FIG. 6, the control unit 48 calculates the cabin internal pressure from the cabin corrected minimum pressure value based on the cabin pressure change value (see the solid line and the broken line) at which the cabin internal pressure decreases as the vehicle speed increases. A range of the corrected maximum pressure value is set (step S6).

  For example, when it is detected that the vehicle speed of the automobile 12 is 80 km / h, if the air volume of the first blower 30a is maximum, the cabin maximum corrected pressure value becomes 80 Pa and the cabin minimum corrected pressure value. Is set to −50 Pa. Accordingly, when the second blower 30b is stopped, the cabin internal pressure can vary within a range of −50 Pa to 80 Pa. When the second blower 30b is driven, the cabin internal pressure control range is −50 Pa at the maximum and the minimum. Can be controlled to -80 Pa.

  On the other hand, when the air volume of the first blower 30a is reduced and set to, for example, an intermediate air volume (see the one-dot chain line in FIG. 6), the corrected maximum pressure value in the cabin decreases and the vehicle speed becomes 0 Pa at 80 km / h. . For this reason, the control range of the second blower 30b can be set to -50 Pa at the maximum and 0 Pa at the minimum.

  Next, the process proceeds to step S7, where it is determined whether or not the cabin pressure detected by the pressure detection sensor 50 is equal to or greater than the cabin corrected minimum pressure value (lower limit value). If it is determined that the cabin internal pressure is less than the lower limit (NO in step S7), the process proceeds to step S8, the output of the second blower 30b is reduced, and the amount of air discharged from the cabin 14 is reduced. .

  When it is determined that the cabin internal pressure is equal to or higher than the lower limit (YES in step S7), the process proceeds to step S9, where the cabin internal pressure is equal to or smaller than the cabin maximum corrected pressure value (upper limit). It is determined whether or not. If it is determined that the cabin pressure exceeds the upper limit (NO in step S9), the process proceeds to step S10, the output of the second blower 30b is increased, and the air in the cabin 14 is forcibly discharged. Let

  On the other hand, if it is determined that the cabin pressure is equal to or lower than the upper limit value (YES in step S9), the process proceeds to step S11 to determine whether the air conditioning system 10 has the air conditioning capability. If the air conditioning capacity is insufficient for the request (NO in step S11), the process proceeds to step S10, and the output of the second blower 30b is increased.

  On the other hand, if it is determined that the air conditioning capability satisfies the request (YES in step S11), the process proceeds to step S12. In step S12, for example, if it is determined that the switch of the air conditioner has been turned off (YES in step S12), the process proceeds to step S13, and a measure for changing to the air conditioner off mode (corresponding measure) is performed.

  If it is determined in step S12 that there is no switch operation (NO in step S12), the process proceeds to step S14 and the operation of the air conditioning system 10 is continued. Then, when the ignition is turned off (YES in step S15), the control process ends.

  In this case, in the first embodiment, as shown in FIG. 6, a cabin pressure change value corresponding to a change in the vehicle speed and the air volume of the first blower 30 a is set. Next, the vehicle speed and the air volume of the first blower 30a detected during actual traveling of the automobile 12 are input to the control unit 48, whereby the cabin corrected minimum pressure corresponding to the vehicle speed and the air volume of the first blower 30a is input. The range of the corrected maximum pressure value in the cabin is set from the value.

  At that time, the pressure in the cabin 14 (cabin pressure) is input to the control unit 48 via the pressure detection sensor 50. For this reason, the control unit 48 outputs a voltage to the second blower 30b so that the detected cabin internal pressure is maintained within the range of the set cabin corrected minimum pressure value to the cabin corrected maximum pressure value. Thus, the second blower 30b is controlled.

  Accordingly, the air volume introduced into the cabin 14 by the first blower 30a can be efficiently discharged to the outside of the automobile 12 via the second blower 30b, and the cabin internal pressure corresponding to the running state of the automobile 12 can be discharged. The control is performed well. Thereby, the entrance and exit of air in the cabin 14 is suppressed, highly accurate temperature control is reliably performed, and the effect that heat exchange is efficiently performed is obtained.

  FIG. 8 is a schematic explanatory diagram of a vehicle heat pump type air conditioning system (vehicle air conditioning system) 60 according to the second embodiment of the present invention.

  In addition, the same reference number is attached | subjected to the component same as the air conditioning system 10 which concerns on 1st Embodiment, and the detailed description is abbreviate | omitted. Similarly, in the third embodiment described below, detailed description thereof is omitted.

  In the air conditioning system 60, the control unit 48 has a map 62 without using a pressure detection sensor. In this map 62, the cabin corrected maximum pressure value is calculated from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed of the automobile 12, the air volume of the first blower 30a and the air volume of the second blower 30b are set. A range is set.

  The operation of the air conditioning system 60 will be described below in relation to the control program (control method) according to the second embodiment.

  First, in the control program according to the second embodiment, in the state in which the automobile 12 is stopped, the interior of the cabin corresponding to the maximum airflow generated by driving only the first blower 30a from the minimum airflow when the first blower 30a is stopped. A first step of detecting a pressure value and a second pressure change value in the cabin in which the cabin pressure value changes due to a change in the air volume of the first blower 30a for each vehicle speed when the automobile 12 is running. Map the range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower 30a and the air volume of the second blower 30b are set. When the vehicle speed and the air volume of the first blower 30a are input during the third step set as 62 and the actual running of the automobile 12, the cavity And a fourth step of controlling the second blower 30b so that the internal pressure is maintained within the range of the cabin corrected minimum pressure value read from the map 62 to the cabin corrected maximum pressure value. ing.

  In the control method according to the second embodiment, the interior of the cabin corresponding to the maximum air volume generated by driving only the first blower 30a from the minimum air volume when the first blower 30a is stopped in a state where the automobile 12 is stopped. A first step of detecting a pressure value and a second pressure change value in the cabin in which the cabin pressure value changes due to a change in the air volume of the first blower 30a for each vehicle speed when the automobile 12 is running. And the range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower 30a and the air volume of the second blower 30b are set. In the third step of setting as the map 62, and when the vehicle 12 actually travels, the cabin internal pressure is read from the map 62, and the cabin corrected minimum pressure is read out. As it is maintained within the range of the cabin in the correction maximum pressure value from, and a fourth step of controlling the second blower 30b.

  Specifically, the description will be made along the flowchart shown in FIG.

  First, after steps S21 to S24 are performed in the same manner as steps S1 to S4 described above, in step S25, the necessary air conditioning capability by the air conditioning system 60 is calculated. And it progresses to step S26 and the vehicle speed of the said motor vehicle 12 and the air volume of the 1st blower 30a are input at the time of the actual driving | running | working of the motor vehicle 12.

  In the control unit 48, the air volume (blower voltage) of the second blower 30 b corresponding to the vehicle speed and the air volume of the first blower 30 a is read from the map 62. Further, the supply voltage of the second blower 30b is controlled so that the cabin internal pressure is maintained within the range from the cabin corrected minimum pressure value to the cabin corrected maximum pressure value (step S28). Further, step S29 and subsequent steps are performed in the same manner as step S12 and subsequent steps.

  Thus, in the second embodiment, from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed of the automobile 12, the air volume of the first blower 30a, and the air volume of the second blower 30b are set in advance. The range of the cabin maximum corrected pressure value is set as a map 62. When the vehicle speed and the air volume of the first blower 30a are input during actual traveling of the automobile 12, the air volume of the second blower 30b corresponding to the range from the cabin corrected minimum pressure value to the cabin corrected maximum pressure value is mapped. The second blower 30b is controlled so that the pressure in the cabin is read from 62 and the cabin internal pressure is maintained within this range.

  Therefore, in addition to the same effects as those of the first embodiment described above, there is an advantage that a relatively expensive pressure detector is unnecessary and economical.

  FIG. 10 is a schematic explanatory diagram of a vehicle heat pump type air conditioning system (vehicle air conditioning system) 70 according to a third embodiment of the present invention.

  In addition, in 3rd Embodiment, although the air conditioning system 10 which concerns on 1st Embodiment is fundamentally used, it is not limited to this, The air conditioning system 60 which concerns on 2nd Embodiment is used. It can also be applied.

  The air conditioning system 70 includes an opening detection sensor 72, and an opening signal from the opening detection sensor 72 is input to the control unit 48. The opening detection sensor 72 detects opening of the door of the automobile 12, opening of a window, etc., and this opening information is sent to the control unit 48.

  The control according to the third embodiment configured as described above is performed according to the flowchart shown in FIG. In 3rd Embodiment, after step S41-step S51 are performed similarly to step S1-step S11 in 1st Embodiment, it progresses to step S52.

  In this step S52, it is determined whether or not the door or window of the automobile 12 is opened by the occupant's intention, and if it is determined that there is an opening (NO in step S52), the opening determination operation in step S53 is performed. Transition. In the opening determination operation, as shown in FIG. 12, the supply voltage of the second blower 30b is set to the maximum, for example. Since the interior of the cabin 14 is opened to the outside, the effect of setting the cabin corrected minimum pressure value to the cabin corrected maximum pressure value is not exhibited, and the air volume by the second blower 30b is set to the maximum.

  If it is determined that there is an opening in this state (YES in step S102), the process proceeds to step S103, and the maximum voltage of the second blower 30b is continued. On the other hand, if it is determined that there is no opening (NO in step S102), the process proceeds to step S104 to return to normal operation. And as shown in FIG. 11, step S54-step S57 are performed similarly to step S12-step S15 of 1st Embodiment.

  Thereby, in 3rd Embodiment, when the door and window of the motor vehicle 12 are open | released, the effect that more reliable and highly accurate temperature control is performed by performing opening determination driving | operation process is acquired. .

  Moreover, when the opening state of the door, window, etc. of the automobile 12 is slight, the power supplied to the second blower 30b may be adjusted and set according to the opening state. As a result, it is possible to manage the entry and exit of air in the cabin 14 and realize more reliable and highly accurate temperature control.

DESCRIPTION OF SYMBOLS 10, 60, 70 ... Air conditioning system 12 ... Automobile 14 ... Cabin 16 ... Compressor 18 ... Heat pump circuit 20 ... Condenser 22 ... Expansion valve 24a, 24b ... Evaporator 26 ... Heater 28 ... Branch 48 ... Control part 50 ... Pressure detection sensor 52 ... Vehicle speed sensor 62 ... Map 72 ... Opening detection sensor

Claims (12)

A vehicle air conditioning system control program for controlling a vehicle air conditioning system, which includes a first blower for taking outside air into a vehicle and a second blower for discharging the inside air of the vehicle, and performs air conditioning of a passenger cabin by a computer. There,
A first step of detecting a cabin pressure value corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped;
A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle;
When the vehicle speed, the air volume of the first blower, and the cabin pressure are input during actual travel of the vehicle, the cabin corrected minimum pressure value is changed from the cabin corrected minimum pressure value based on the cabin pressure change value. A third step of setting the range of
A fourth step of controlling the second blower so that the cabin internal pressure is maintained within a range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value;
A control program for an air conditioning system for a vehicle, characterized in that   The control program according to claim 1, wherein when the opening that opens the cabin to the outside is opened, in the fourth step, the power supplied to the second blower is set according to the opening state. A control program for a vehicle air conditioning system.   The control program according to claim 1 or 2, wherein the second blower is used in a heat pump heat exchanger that absorbs exhaust heat from the cabin. A vehicle air conditioning system control program for controlling a vehicle air conditioning system, which includes a first blower for taking outside air into a vehicle and a second blower for discharging the inside air of the vehicle, and performs air conditioning of a passenger cabin by a computer. There,
A first step of detecting a cabin pressure value corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped;
A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle;
A range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower and the air volume of the second blower are set is set as a map. 3 steps,
When the vehicle speed and the air volume of the first blower are input during actual traveling of the vehicle, the cabin pressure is changed from the cabin corrected minimum pressure value read from the map to the cabin corrected maximum pressure value. A fourth step of controlling the second blower to be maintained within a range;
A control program for an air conditioning system for a vehicle, characterized in that   5. The control program according to claim 4, wherein when the opening that opens the cabin to the outside is opened, the power supplied to the second blower is set according to the opening state in the fourth step. A control program for a vehicle air conditioning system.   6. The control program according to claim 4 or 5, wherein the second blower is used in a heat pump heat exchanger that absorbs heat exhausted from the cabin. A control method for a vehicle air-conditioning system that includes a first blower that takes outside air into a vehicle and a second blower that discharges the inside air of the vehicle, and that air-conditions a passenger cabin,
A first step of detecting a cabin pressure value corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped;
A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle;
When the vehicle speed, the air volume of the first blower, and the cabin pressure are input during actual travel of the vehicle, the cabin corrected minimum pressure value is changed from the cabin corrected minimum pressure value based on the cabin pressure change value. A third step of setting a range of
A fourth step of controlling the second blower so that the cabin internal pressure is maintained within a range of the cabin corrected minimum pressure value to the cabin corrected maximum pressure value;
A control method for a vehicle air-conditioning system.   8. The control method according to claim 7, wherein when the opening that opens the cabin to the outside is opened, the power supplied to the second blower is set according to the opening state in the fourth step. A control method for an air conditioning system for a vehicle.   9. The control method according to claim 7, wherein the second blower is used in a heat pump heat exchanger that absorbs heat exhausted from the cabin. A control method for a vehicle air-conditioning system that includes a first blower that takes outside air into a vehicle and a second blower that discharges the inside air of the vehicle, and that air-conditions a passenger cabin,
A first step of detecting a cabin pressure value corresponding to a maximum air volume generated by driving only the first blower from a minimum air volume when the first blower is stopped in a state where the vehicle is stopped;
A second step of setting a cabin pressure change value in which the cabin pressure value changes due to a change in the air volume of the first blower for each vehicle speed during travel of the vehicle;
A range of the cabin corrected maximum pressure value from the cabin corrected minimum pressure value of the cabin pressure change value when the vehicle speed, the air volume of the first blower and the air volume of the second blower are set is set as a map. 3 steps,
The second blower is controlled so that the cabin internal pressure is maintained within the range of the cabin corrected minimum pressure value read from the map to the cabin corrected maximum pressure value during actual traveling of the vehicle. A fourth step of
A control method for a vehicle air-conditioning system.   The control method according to claim 10, wherein when the opening that opens the cabin to the outside is opened, the power supplied to the second blower is set according to the opening state in the fourth step. A control method for an air conditioning system for a vehicle.   The control method according to claim 10 or 11, wherein the second blower is used in a heat pump heat exchanger that absorbs heat exhausted from the cabin.

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