JP2897370B2 - Vehicle air conditioning controller - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air-conditioning control device that fluctuates a vehicle compartment temperature, particularly a sensible temperature of an occupant.

[Prior Art] In a conventional vehicle air conditioner, there is a known problem that the temperature of air blown to an occupant is constant, and the occupant loses comfort as the occupant gets used to the temperature.

The device disclosed in Japanese Patent Application Laid-Open No. 1-212615 increases or decreases the temperature of the air blown toward the upper body of the occupant during a steady state in which the cabin temperature is close to the set temperature, so that the comfort of the occupant's upper body is constantly increased. Disclose to give.

Further, the apparatus disclosed in Japanese Patent Application Laid-Open No. 61-40568 has a plurality of air mix dampers for biasing the temperature distribution in the vehicle compartment, and these dampers are controlled in opposite directions to supply them to the vehicle compartment. It discloses that the total amount of heat is kept constant.

[Problems to be Solved by the Invention] When the temperature of the air blown to the upper body, especially the face portion where the skin is exposed is increased or decreased, that is, waved, to prevent the occupant from getting used to the air conditioning temperature, other parts of the vehicle interior (for example, the occupant) It is desirable that the temperature of the air blown to the temperature-sensitive face be waved while the total amount of heat supplied to the vehicle interior is kept constant by increasing or decreasing the temperature of the air blown to the feet of the user.

However, when simultaneously controlling the temperature changes in a plurality of parts in the vehicle interior in the opposite direction in this way, the airflow to both may interfere with each other, or the undesired stimulation of the lower body of the occupant due to the temperature change opposite to the upper body. May be given.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle air conditioning control device that does not apply unnecessary stimulation to the lower body of an occupant while keeping the total amount of heat supplied to the vehicle interior constant. I have.

[Means for Solving the Problems] As shown in the claim correspondence diagram of FIG. 8, a vehicle air conditioning control device of the present invention provides an upper supply for controlling an upper supply heat amount supplied from a vehicle air conditioner to an upper part of a vehicle compartment. Heat quantity control means,
A lower supply heat quantity control means for controlling a lower supply heat quantity supplied to the lower part of the passenger compartment from the vehicle air conditioner; an upper supply heat quantity wave means for instructing the upper supply heat quantity control means to wave the upper supply heat quantity; A lower supply calorie wave means for instructing the supply calorie control means to wave the lower supply calorie more slowly than the wave of the upper calorie supply in a direction to cancel the wave of the upper calorie supply.

[Functions and Effects of the Invention] In the present invention, the upper heat supply amount supplied to the upper part of the vehicle compartment and the lower heat supply amount supplied to the lower part of the vehicle interior are changed in the opposite direction, so that the total supplied heat amount is constant.

Furthermore, the rate of change of the lower heat supply is made slower, so that unnecessary stimuli given to the lower body of the occupant are reduced, and the comfortable feeling of air conditioning comfort for a sensitive face (upper body) is prevented.

Therefore, according to the present invention, a change in the amount of heat supplied to the upper body of the occupant is provided while maintaining a comfortable air-conditioning feeling while the change in the average temperature of the vehicle compartment itself is suppressed, and the change in the amount of heat supplied to the lower portion of the vehicle compartment is slowed down. By doing so, unnecessary stimulation of the lower body can be suppressed.

[Embodiment] An embodiment of a vehicle air-conditioning control device according to the present invention will be described with reference to the block diagram of FIG.

The vehicle air conditioner used in this vehicle air conditioner control device includes:
VENT outlet 6 that blows out to the upper part of the cabin and blows out to the lower part of the cabin
This is a type in which the temperature of the FOOT outlet 5 is independently controlled, and a blower 1 for generating an air flow and an evaporator 2 for cooling the air of a refrigerating device are provided in order from the suction side of the duct 20. Duct 20 bifurcates downstream of evaporator 2 and VENT
A duct 21 and a FOOT duct 22 are provided, and a heater 3 for heating air is provided near each entrance of the VENT duct 21 and the FOOT duct 22.
Is provided. Also, VENT duct 21 and FOOT duct
Each of the inlets 22 is provided with a temperature control damper 7, 9 which is usually called an air mix damper. Each of the dampers 7, 9 controls the proportion of the air diverted by heating through the heater 3. I do. The damper 7 constitutes the upper supply heat quantity wave means in the present invention, and the damper 9 constitutes the lower supply heat quantity wave means in the present invention.

On the downstream side of the VENT duct 21, a DEF outlet 4 for blowing air to the windshield is provided.
The rear end of the duct 21 is provided with a VENT outlet 6 for blowing air to the upper body of the occupant. Further, a damper 8 for switching the air flow in the VENT duct 21 between the DEF outlet 4 and the VENT outlet 6 is provided directly behind the DEF outlet 4.

On the other hand, at the rear end of the FOOT duct 22, a FOOT outlet 5 for blowing air to the feet of the occupant is provided. Ten are provided.

Each of the dampers is driven by a built-in servo motor, and the blower 1 is also driven by a built-in motor. The blower drive motor adopts a DC type whose rotation speed changes in proportion to the applied voltage.

On the other hand, the VENT outlet 6 has a VENT
A temperature sensor 11 is provided, and a vehicle room temperature sensor 12 for detecting a vehicle interior air temperature is provided in the vehicle interior. Furthermore, FO
The OT outlet 5 has a FOOT temperature sensor that detects the FOOT outlet temperature
An output signal detected by each of the sensors 11, 12, and 13 is sent to a control device (upper and lower heat supply control means in the present invention) 14 built in the microcomputer, and the control device 14
Controls the blower 1 and the dampers 7, 8, 9, 10.

Next, the temperature wave subroutine related to the present invention will be described with reference to the flowchart of FIG. In addition,
This subroutine is executed by the controller 14 every 10 msec.

First, at step 100, it is checked whether or not the damper 8 is open on the VENT side. If it is not open on the VENT side (if it is open on the DEF side), the process returns to the main routine.

In step 101, after the loop circulation number N is reset to 0, the sensor 12 detects the vehicle interior temperature TR, the sensor 11 detects the VENT outlet temperature TV, and the sensor 13 detects the FOOT outlet temperature TF. Also,
A voltage applied to the blower 1 (hereinafter, referred to as a blower voltage) VB and a voltage VM applied to a servo motor having a built-in damper 10 are detected (step 102).

Next, it is checked whether or not the difference between the previously stored cabin set temperature TRSET and the cabin temperature TR has become equal to or smaller than a fixed value ΔTa (step 103). If not, it is determined that the cabin temperature TR is not in a steady state. Returning to the main routine, if it is below, it is checked whether or not the loop circulation number N has reached a predetermined circulation expiration number Na (step 104). If the loop circulation number N has not reached Na, 1 is added to N (step 105), and the process returns to step 102, where steps 102, 103, 10
Repeat 4. If the number N of loop circulations reaches Na, it is determined that the vehicle compartment temperature TR is in a sufficiently steady state, and the following temperature wave (fluctuation) control is executed in steps 106 to 114.

First, in step 106, the supply heat amount Q1 of the VENT blowout, FOOT
Search the supply heat quantity Q2 from the table in the ROM,
From the searched Q1 and Q2, the sum of the two, that is, the total amount of heat supplied to the passenger compartment TQ = Q1 + Q2 is calculated, and these heat amounts are set as target heat amounts as parameters used for wave control. Note that the supply heat amounts Q1 and Q2 are first determined by the VEN detected from the opening of the damper 10.
The VENT air volume and the FOOT air volume are obtained from the air flow rate to T and FOOT and the total air volume detected from the blower voltage VB, and then the VENT air temperature TV and the FOOT air temperature TF detected by the temperature sensors 11 and 13 are used for these VENT air volumes. It is calculated by multiplying the air volume and the FOOT air volume individually.

Next, after the loop circulation number I is reset to 0 in step 107, 1 is added to the loop circulation number I (step 10).
8) In step 109, the current value of the VENT target temperature TV (I) = Δ
TV (I) + TV and current value of FOOT target temperature TF (I) = Δ
Find TF (I) + TF.

Here, TV and TF are the values obtained in step 102 for the first time.

ΔTV (I) and ΔTF (I) are current values of the VENT target temperature change amount and the FOOT target change amount at that time, respectively,
M Read from the built-in map.

The ROM internal map contains the VENT target outlet temperature change amount T
The reference change waveforms of V (I) and the FOOT target outlet temperature change amount TF (I) are stored over one cycle period T (see FIG. 3). That is, one cycle period T is divided into L unit periods ΔT, and ΔTV for each unit period ΔT
By storing (I) and ΔTF (I) in order, the change waveforms of the VENT outlet temperature TV and the FOOT outlet temperature TF for this one cycle are stored.

Note that the change in TF (I) is longer than the change in TV (I) by the time Td.
(Set to 30 sec in this embodiment).

Next, a timer built in the microcomputer is started (step 110). This timer counts the elapse of the unit period ΔT.

Next, VENT wind temperature TV and FOOT wind temperature TF
(I) The correction amount ΔAM1 of the opening degree AM1 of the damper 7 for adjusting the VENT outlet temperature and the opening degree AM2 of the damper 9 for adjusting the FOOT outlet temperature, which are necessary to change only by ΔTF (I). The amount ΔAM2 is obtained from a table in the ROM (step 111).

This ROM contains the VENT target temperature change amount for each time ΔTV
(I), a table showing the relationship between VM, VB and the correction amount ΔAM1, and a table showing the relationship between each time ΔTF (I) of the FOOT target temperature change amount, VM, VB and the correction amount ΔAM2. .
When the dampers 7 and 9 are closed, for example, the cool air from the evaporator 2 becomes stronger due to the warm air from the heater 3 and the vent
The wind and the FOOT wind become low temperature, and conversely, when the dampers 7 and 9 are opened, the warm air from the heater 3 becomes strong and the VENT wind and the FOOT wind become high temperature.

Next, the opening degree AM1 = ΔAM1 + AM0 of the damper 7 and the opening degree AM2 = ΔAM2 + AM0 ′ of the damper 9 are obtained (step 112). Here, AM0 is the basic opening of the damper 7 when the temperature wave control of this embodiment is not performed, and AM0 'is the basic opening of the damper 9 when the temperature wave control is not performed.
Although these damper opening degrees AM0 and AM0 'are determined by the air conditioning control main routine incorporated in the control device 14, they are not related to the gist of the present invention, and therefore description thereof is omitted.

Next, the servo motors with built-in dampers 7 and 8 are driven to the opening degrees AM1 and AM2 determined in step 112 (step 11).
3). As a result, the VENT wind temperature TV and the FOOT wind temperature TF are determined.

After that, the current value T of VENT wind temperature TV and FOOT wind temperature TF
V ₀ and TF ₀ are obtained (step 114). Whether the absolute value of the difference between the obtained TV ₀ and the current target value TV (I) is equal to or smaller than a predetermined small value ε1, and the obtained TF and TF (I ) the absolute value of the difference between the checked whether a predetermined small value ε2 below with returns to step 114 if less TV, detects TF again, after all, is TV ₀
Wait until TF ₀ converges near TF (I) near TV (I) (step 115). If TV ₀ converges on TV (I) and TF ₀ converges on TF (I), It waits until the timer expires (step 116). If the unit period ΔT has elapsed, it is checked whether or not the loop circulation number I has reached a predetermined maximum loop circulation number L. If not, the flow returns to step 108. The temperature change control in the next unit period is executed.

If L has been reached, this subroutine ends and the process returns to the main routine.

As described at the beginning of this flowchart, this subroutine is executed periodically, so if the vehicle interior temperature TR
Is a steady state, the one-cycle temperature change waveform shown in FIG. 3 is periodically repeated.

As described above, according to this embodiment, it is possible to make the VENT wind temperature to the upper body of the occupant waveform while keeping the amount of heat supplied to the passenger compartment constant, and to slowly change the amount of heat of the FOOT wind (that is, VENT). Because it changes over a longer period of time than the wind), it does not give unnecessary stimulation to the lower body.

Further, in this embodiment, the temperature change TF of the FOOT wind is changed prior to the temperature change TV of the VENT wind, but this change is set in a range in which the lower body of the occupant is insensitive.

In this way, the occupant can be given the change in the thermal sensation shown in FIG. In FIG. 4,
TV0 and TF0 are the stabilized temperatures of the VENT wind and the FOOT wind. Of course, the temperature change waveform stored in the ROM is not limited to that shown in FIG. 3. For example, the temperature of the VENT wind may first rise and then fall.

Further, in this embodiment, as shown in FIG. 4, when the change of the VENT wind rises, the ascending speed is set to be faster than the descending speed immediately thereafter, and when it descends, the descending speed is set to be faster than the immediately following descending speed.

This has the advantage that the occupant can more sensitively recognize the temperature change.

Conversely, as shown in FIG. 4, the change in the FOOT wind is such that the ascending speed is set lower than the immediately following descending speed when ascending, and the descending speed is set lower than the immediately following descending speed when descending.
In this case, there is an advantage that the temperature change of the FOOT wind is less likely to be recognized by the occupant.

In FIG. 4, the temperature change time integral area S1 of the VENT wind indicated by the shaded area is the temperature change time integral area S2 of the FOOT wind.
And different. However, since the ratio between the air volume A1 of the VENT wind and the air volume A2 of the FOOT wind is opposite to the ratio of S1 and S2, A1,
Assuming that A2 is constant, the change in the amount of heat supplied by the VENT wind Q1
= S1 × A1 is set to be equal to the change in the amount of heat supplied to the FOOT wind, Q2 = S1 × A1.

Embodiment 2 Another embodiment of the present invention is shown in FIG. However, the same reference numerals are given to the common functional elements as in the first embodiment.

In this embodiment, the duct 20 branches to a heater duct section 20d and a cool air bypass duct section 20c on the downstream side of the evaporator 2, and further downstream of the heater duct section 20d is a FOOT duct section 20a.
And a VENT duct portion 20b. The exit of the cool air bypass duct portion 20c is open to the upper part of the passenger compartment together with the VENT duct portion 20b.

At the entrance of the heater duct portion 20d, a damper 31 for temperature adjustment, a heater 3, and a damper 32 for air volume ratio adjustment are provided in order from the entrance. On the other hand, the cold air bypass duct 20
At the inlet of c, a bypass damper 33 for controlling the air volume is provided.

Here, the damper 31 is an air mix damper that controls the amount of air passing through the heater 3 to determine the temperature of the air passing through the heater duct 20d, and the damper 32 is a FOOT duct 20a and V
The bypass damper 33 is a damper for determining the air volume ratio of the ENT duct portion 20b, and the bypass damper 33 is a damper for determining the air volume of the cool air bypass duct portion 20c.

The operation of the apparatus of this embodiment will be described with reference to the temperature-time diagrams of FIGS. 6 and 7.

First, a mode in which cool air is emitted from the VENT side will be described with reference to FIG.

In this case, the damper 31 is gradually opened continuously to increase the FOOT wind from the time t1 to the warm wind (the amount of air passing through the heater is increased). In this case, the damper 32 remains at the neutral position (both open positions). As a result, on the VENT side, the temperature of the VENT wind from the damper 32 rises, so that the bypass damper 33 is opened to lower the VENT blowing temperature.

At the time point t2, the opening degree of the bypass damper 33 is further increased in order to lower the VENT blowing temperature and generate cool air.

Next, a mode in which warm air is emitted from the VENT side will be described with reference to FIG.

In this case, the damper 32 gradually moves to the FOOT side to gradually cool the FOOT wind in advance of the time point t1, and
The OT air volume (especially the FOOT air volume passing through the heater 3) is reduced. This reduces the FOOT airflow passing through the heater 3,
FOOT wind temperature is continuously decreasing.

On the other hand, the air volume of the VENT duct portion 20b increases as the damper 32 gradually moves to the FOOT side, and the VENT air volume (especially the VENT air volume passing through the heater 3) increases.
The temperature of the air passing through 20b (VENT duct wind temperature) continuously increases.

In order to prevent the VENT blowout temperature from rising from time t1 to time t2 due to the rise of the VENT tact wind temperature, the opening degree of the bypass damper 33 is gradually widened continuously.
Thereby, the temperature of the bypass wind is continuously reduced. This stabilizes the VENT blowing temperature. And at time t2
By returning the bypass damper 33 to the original degree (at time t1), the bypass air temperature is increased. As a result, VE
NT blowing temperature can be increased from time t2,
A temperature change waveform similar to that of the embodiment can be obtained.

In addition, in order for the occupant to feel the temperature change as a stimulus to the VENT wind, it was found that the temperature change speed is preferably 1 ° C./15 sec or more.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an embodiment of a vehicle air-conditioning control device according to the present invention, FIG. 2 is a flowchart showing its operation,
FIG. 3 is a temperature-time diagram showing an example of a temperature change, FIG. 4 is a warm-sense time diagram showing a warm-sense change obtainable by this embodiment, and FIG. 5 is a second embodiment of the present invention. FIG. 6 and 7 are temperature-time diagrams showing the effect of the second embodiment, and FIG. 8 is a diagram corresponding to the claims of the present invention. 7 Damper (upper heat supply control means) 9 Damper (lower supply heat control means) 14 Controller (upper supply heat waver, lower supply heat waver)

Claims (1)

(57) [Claims] An upper supply heat amount control means for controlling an upper supply heat amount supplied from an air conditioner for a vehicle to an upper part of a vehicle compartment, and a lower supply heat amount for controlling a lower supply heat amount supplied to a lower part of the vehicle room from the air conditioner for a vehicle. Control means; upper supply heat quantity wave means for instructing the upper supply heat quantity control means to wave the upper supply heat quantity; and instructing the lower supply heat quantity control means to cancel the wave of the upper supply heat quantity so as to cancel the upper supply heat quantity wave. An air conditioning control device for a vehicle, comprising: a lower supply calorie wave means for oscillating the lower supply calorie more slowly than the wave of the supplied calorie.