JP2936707B2 - Air conditioning controller for vehicles - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an air conditioning control device for a vehicle.

(Conventional technology) Conventionally, in this type of air conditioning control apparatus, as shown in Japanese Patent Application Laid-Open No. 1-293215, when an actual temperature in a vehicle interior is maintained at a set temperature, a vehicle interior through an air duct is controlled. By using an outlet temperature sensor that detects the actual outlet temperature of the airflow to the air, the relationship between the target opening degree of the air mix damper and the target outlet temperature of the airflow into the cabin is related to the non-linear characteristics. In some cases, the actual blowout temperature is controlled to the target blowout temperature with sufficient responsiveness and stability in accordance with a control gain changed based on the detected blowout temperature.

(Problems to be Solved by the Invention) In such a configuration, the airflow from the air mix damper reaches the outlet of the air duct into the vehicle compartment while exchanging heat with the peripheral wall of the air duct. Therefore, if the location of the outlet temperature sensor with respect to the air duct is far from the outlet of the air duct, the longer the air flow path between the location of the outlet temperature sensor and the outlet of the air duct, the longer the air flow. The amount of heat exchange between the flow and the peripheral wall of the air duct increases, and the difference between the temperature detected by the blow-out temperature sensor and the blow-out temperature at the blow-out opening of the air duct increases. As a result, even if the above-described blow-out temperature control is performed using the temperature detected by such a blow-out temperature sensor, accurate control cannot be realized. Therefore, it is necessary to arrange the outlet temperature sensor near the outlet of the air duct, for example, near the outlet grill, so that the temperature detected by the outlet temperature sensor matches the outlet temperature of the outlet of the air duct.

However, since the air duct is provided with an air outlet into the vehicle compartment for each of these modes corresponding to the ventilation mode and the heat mode of the air conditioning control device, etc. Unless an outlet temperature sensor is provided for each outlet, the outlet temperature control for each outlet mode cannot be performed accurately. However, even if an outlet temperature sensor is provided at each outlet, the length of each air passage from the air mix damper to each outlet is different from each other. The replacement areas are also different from each other, and as a result, the detection responsiveness of each outlet temperature sensor to the change in the opening degree of the air mix damper is shifted from each other. Therefore, in spite of the deviation in the detection responsiveness of each of the outlet temperature sensors, the outlet temperature sensors having the same responsiveness are provided at the respective outlets and the respective control modes have the same control specifications in each of the outlet modes. When the blow-out temperature is controlled, the stability such as hunting and the responsiveness are deteriorated in one of the blow-out modes.

On the other hand, in order to make the distance between the position of each outlet temperature sensor and the position of the air mix damper the same, the length of each flow path of the air flow from the air mix damper of the air duct to each outlet is set. Can be considered the same, but such a situation is difficult due to restrictions on the space in which the air duct is provided for various vehicles. In particular, it is not possible to lengthen the flow path of the airflow from the air mix damper to the outlet for the heat mode in accordance with the length of the flow path from the air mix damper to the outlet for the ventilation mode. Impossible. It is also conceivable to change the responsiveness of each outlet temperature sensor for each outlet.However, multiple types of outlet temperature sensors are required, and tuning between each outlet temperature sensor requires complicated and long-term labor. Become.
Furthermore, there are some aspects that are difficult to manufacture in order to obtain an outlet temperature sensor having a desired response.

In view of the above, the present invention has been made to solve the above-described problem, and in the air conditioning control device for a vehicle, even when a plurality of general-purpose outlet temperature sensors are employed, the temperature in the passenger compartment can be reduced while maintaining a normal air duct specification. It is an object of the present invention to stably and accurately realize the blowout temperature control in each blowout mode necessary for maintaining the set temperature with uniform response.

(Means for Solving the Problems) In solving the above problems, the features of the configuration of the present invention include:
As exemplified in FIG. 1, an air duct having at least two air outlets and introducing an air flow to be blown into the vehicle compartment from at least one of the air outlets, and the air flow from at least one of the air outlets Mode adjusting means 1 for adjusting the blowing mode so as to blow air, temperature setting means 2 for setting a desired temperature in the vehicle interior, and internal temperature detecting means 3 for detecting the actual temperature in the vehicle interior as the internal temperature. A blowout temperature control means 4 for controlling an actual blowout temperature of an airflow from at least one of the two blowout outlets in accordance with a blowout control amount so as to reduce a difference between the set temperature and the detected inside air temperature, In an air conditioning control device in which the flow distances of the air flows from the outlet temperature means 4 to the outlets are made different, the actual outlet temperatures of the air flows from the outlets are respectively detected. First and second outlet temperature detection means 5.6
A blow-out temperature control means 4 for calculating a required blow-out temperature of the airflow into the vehicle compartment according to the set temperature and the detected inside air temperature, and the adjustment based on the detected blow-out temperatures. Outlet temperature setting means 4b for setting an outlet temperature that matches the outlet mode, and in accordance with the adjusted outlet mode so as to equalize the temperature change accompanying the flow of the outlet air flow in relation to each of the flow distances. A control gain changing means 4c for changing a control gain required for PID control of the blow-out temperature control amount; and a PID for controlling the blow-out temperature control amount according to a deviation between the necessary blow-out temperature and the set blow-out temperature and the change control gain. PID calculation means 4d for performing calculation, and the control is performed in accordance with the PID calculation result.

(Operation) With the above configuration of the present invention, the blow-out temperature calculating means 4a of the blow-out temperature control means 4 allows the air to enter the vehicle cabin in accordance with the set temperature of the temperature setting means 2 and the detected inside air temperature of the inside air temperature detecting means 3. Calculates the required outlet temperature of the flow and sets the outlet temperature
4b sets an outlet temperature that matches the adjusted outlet mode of the outlet mode adjuster 1 based on the detected outlet temperatures of the first and second outlet temperature detectors 5 and 6, and the control gain changing unit 4c
The control gain is changed according to the adjusted blowing mode so that the blowing air flow in relation to the respective flow distances is made uniform to the temperature accompanying the flow, and the PID calculating means 4d sets the required blowing temperature and the setting. The blowout temperature control amount of the blowout temperature control means 4 is PID-calculated according to the deviation from the blowout temperature and the conversion control gain, and the blowout temperature control means 4 performs the control in accordance with the PID calculation result.

(Results) As described above, even when the blowout temperature control means 4 has different flow distances of the air flow to the respective outlets, the PID calculation of the PID control means 4d with respect to the blowout temperature control amount is based on the flow distances. The control gain is changed according to the control gain, the set temperature outlet of the outlet temperature setting means 4b, and the required outlet temperature.
Thus, the responsiveness of the blowout temperature control in each adjustment blowout mode is made uniform. Therefore, even if the adjustment mode changes, the blowing temperature control is stabilized. Further, since the response of the blow-out temperature control is made uniform by changing the control gain, the blow-out detecting means 5 and 6 adopt general-purpose blow-out means even when the specification of the normal air duct is used. It is only necessary to detect the outlet temperature of the airflow from the outlet.

(Embodiment) Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 shows an example of a vehicle air conditioning control apparatus according to the present invention. This air conditioning control device has an air duct 10 mounted on the vehicle. Inside and outside of the air duct 10, from the upstream to the downstream, an internal / external air switching damper 20, a blower 30, an evaporator 40, an air mixing damper. 50 and a heater core 60 are provided. The inside / outside air switching damper 20 is driven first by the servomotor 20a.
It is switched to the switching position (the position shown by the solid line in FIG. 2) to allow the outside air to flow into the air duct 10 from the inlet port 11, while the second switching position (shown by the two-dot chain line in FIG. 2) Position), and the inside air in the vehicle compartment of the vehicle flows into the air duct 10 through the inlet 12.

The blower 30 blows the outside air from the inlet 11 or the inside air from the inlet 12 as an airflow to the evaporator 40 according to the rotation speed of the blower motor M driven by the drive circuit 30a. The evaporator 40 cools the airflow from the blower 30 with a refrigerant that is energized in accordance with the operation of the refrigeration cycle of the air conditioning controller. The air mix damper 50 is driven by the servo motor 50a, and according to its opening, allows the cooling air flow from the evaporator 40 to flow into the heater core 60 and heats the remaining cooling air flow into the downstream part of the air duct 10. It flows directly into the ventilation duct 10a formed together with the duct 10b. As shown in FIG. 2, the heater core 60 is disposed so as to be inclined from the center of the inner end opening of the ventilation duct 10a to the entire inner end opening of the heat duct 10b from the center of the inner end opening of the heat duct 10b. The heater core 60 heats the inflow cooling air flow according to the cooling water from the engine cooling system of the vehicle to perform the ventilation duct 10a and the heat duct 1
Flow to 0b. As shown in FIG. 2, the outlet switching damper 70 is switchably disposed in the downstream opening of the boundary wall 13, and the outlet switching damper 70 includes a servo motor 70a.
When the air conditioning controller is in the bi-level mode, the position is switched to the position shown by the solid line in FIG. 2 and the air flow is blown out from both the ventilation duct 10a and the heat duct 10b into the vehicle interior. Also, at the time of the heat mode or the ventilation mode of the air conditioning controller,
The outlet switching damper 70 is driven by a servomotor 70a to switch to a position shown by a two-dot chain line or a one-dot chain line in FIG. 2, and blows out an air flow from the heat duct 10b or the ventilation duct 10a.

The operation switch SW is operated when the air conditioning control device is operated to generate an operation signal. The temperature setting device 80 is operated when the temperature in the vehicle interior is set to a desired temperature, and generates the desired temperature as a set temperature signal. Internal temperature sensor 90
Detects the actual temperature in the vehicle compartment and generates it as an internal temperature detection signal. The outside air temperature sensor 100 detects the actual temperature of the outside air of the vehicle and generates it as an outside air temperature detection signal. The solar radiation sensor 110 detects the amount of incident light into the vehicle interior and generates a solar radiation detection signal. The water temperature sensor 120 detects a cooling water temperature of an engine cooling system of the vehicle and generates a cooling water temperature detection signal.
Further, the outlet temperature sensor 130 detects the temperature of the cooling airflow at the outlet of the evaporator 40 and generates the detected temperature as an outlet temperature detection signal. The outlet temperature sensor 140 is provided at the outlet 14 of the ventilation duct 10a (see FIGS. 2 and 3). The outlet temperature sensor 140 is connected to the outlet 14 of the ventilation duct 10a. The actual temperature of the blown air flow is detected and generated as a blown temperature detection signal. The outlet temperature sensor 150 is provided at the outlet 15 of the heat duct 10b (see FIGS. 2 and 3), and the outlet temperature sensor 150 is connected to the outlet 15 of the heat duct 10b. The actual temperature of the blown air flow is detected and generated as a blown temperature detection signal. However, in this embodiment, the flow path of the blown air flow between the position of the blowout temperature sensor 140 and the position of the air mix damper 50 in the air duct 10 is understood from FIG. It is longer than the flow path of the blown air flow between the position where the blowout temperature sensor 150 is provided and the position where the air mix damper 50 is provided.

The A / D converter 160 includes a set temperature signal from the temperature setter 80, an inside air temperature detection signal from the inside air temperature sensor 90, an outside air temperature detection signal from the outside air temperature sensor 100, a sunshine detection signal from the sunshine sensor 110, and a water temperature. The water temperature detection signal from the sensor 120, the exit temperature detection signal from the exit temperature sensor 130, and both outlet temperature sensors 14
The respective outlet temperature detection signals from 0,150 are digitally converted into first to eighth digital signals, respectively. The microcomputer 170 transmits the computer program to the A / D converter 160 according to the flowcharts shown in FIGS.
And the driving circuit during this execution.
The arithmetic processing required for the drive control of the servo motor 30a and the servomotors 20a, 50a, 70a is performed. However, the above-described computer program is stored in the ROM of the microcomputer 170 in advance. In addition, the microcomputer 170 is supplied with power from the battery B in response to the closing of the ignition switch ID of the vehicle to be activated, and starts executing the computer program in response to an operation signal from the operation switch SW.

In this embodiment configured as above, it is assumed that the vehicle is running under the operation of the engine based on the closing of the ignition switch ID. Also, the operation switch SW
Microcomputer based on the generation of operation signals from
It is assumed that 170 executes a computer program according to the flowcharts of FIGS. Then
After initialization of each of the internal elements in step 210 accompanying the start of execution of the computer program in step 200,
At step 220, the microcomputer 170
The first to eighth digital signals from converter 160 are input, and "NO" is determined in step 220a. However, the symbol θ in step 220a is the control cycle (for example, 2
Seconds).

After determining “YES” in step 220a, the microcomputer 170 determines in step 230a the value of the first digital signal (hereinafter, referred to as the set temperature Tset) in step 220 based on the following relational expression (1), Depending on the value of the digital signal (hereinafter, referred to as the inside temperature Tr), the value of the third digital signal (hereinafter, referred to as the outside temperature Tam), and the value of the fourth digital signal (hereinafter, referred to as the solar radiation TS), it is necessary to enter the vehicle interior. Calculate the outlet temperature Taoo.

Taoo = Kset ・ Tset−Kr ・ Tr−Kam ・ Tam−Ks ・ TS + C ・
(1) In the relational expression (1), Kset, Kr, Kam and Ks represent coefficients, and C represents a constant. The relational expression (1) is described in the ROM of the microcomputer 170 in advance.

Then, the microcomputer 170 controls the blowing mode and the blowing temperature Taoo in the blowing mode determination routine 130b.
In accordance with the required blowing temperature Taoo in step 230a based on the mode pattern (see the stepped curve shown by the solid line in FIG. 6) indicating the relationship with the venting mode, any one of the ventilation mode, bi-level mode, and heat mode Is determined as a blow mode output signal.

Thereafter, in step 240, the microcomputer 170 determines the blowing mode based on the determined blowing mode.
If it is determined in step 240 that the operation mode is the ventilation mode, the microcomputer 170 advances the computer program to step 250, and the value of the seventh digital signal in step 220 (hereinafter referred to as ventilation outlet temperature Tav). ) Is set to the outlet temperature Tao, and in step 250a, the integration time Ti used for the PID control calculation of the target opening SWn of the air mix damper 50 described later is set to Ti = 10 (seconds).

If the determination in step 240 is the heat mode, the microcomputer 170 advances the computer program to step 260, and outputs the value of the eighth digital signal in step 220 (hereinafter referred to as the heat outlet temperature Tah) to the outlet temperature. Set with Tao and step 260a
, Set the integration time Ti to Ti = 40 (seconds). Also,
If the determination in step 240 is the bi-level mode, the microcomputer 170 advances the computer program to step 270, and sets the outlet temperature Tao to Tao = Tao.
(Tav + Tah) / 2 is set, and in step 270a, the integration time Ti is set to Ti = 20 (seconds).

Here, in each step 250a, 260a, 270a, Ti = 1
The grounds set to 0, 40, and 20 will be described. As described above, the flow path of the blown air flow from the air mix damper 50 to the outlet port 14 in the air duct 10 is longer than the flow path of the blow air flow from the air mix damper 50 to the blow port 15. Therefore, when the blowout mode is the ventilation mode, when the integration time Ti for ensuring good stability and response of the blowout temperature control is selected, in the heat mode, the detection response of the blowout temperature sensor is compared with that in the ventilation mode. It is necessary to make the response time and stability of the blow-out control in the heat mode equal to those in the ventilation mode by increasing the integration time Ti in order to make the response of the blow-out temperature control slower apparently. is there. Therefore,
The integration time in the ventilation mode was selected as Ti = 10 (seconds), and the integration time in the heat mode was set as Ti = 40.
(Seconds). In the bi-level mode, since each detection result of the two outlet temperature sensors 140 and 150 is used, an intermediate value between Ti = 10 and Ti = 40, Ti = 20 (second) is adopted.

When the arithmetic processing in step 250a, 260a or 270a is completed, the microcomputer 170 sets the target opening degree SWn of the air mix damper 50 to SWn-1 in step 280c, and sets each deviation En, En-1 to En. -1, En-2 and the target opening based on the following relational expressions (2) to (4)
Calculate SWn.

That is, in step 280, based on the relational expression (2), the required blowing temperature Taoo in step 230a and the step 22
The value of the fifth and sixth digital signals at 0 (hereinafter referred to as
Based on the cooling water temperature Tw and the outlet temperature Te), the air mix damper 50 and the target opening degree are initially calculated as SWo, and the required blowing temperature Ta in step 230a is calculated based on the relational expression (3).
oo, the outlet temperature Tao and the deviation En in steps 250, 260 or 270 are calculated, and the target opening is calculated based on the relational expression (4).
The target opening degree SWn is calculated according to SWo, SWn-1 and En, En-1, En-2. However, the relational expression (4) represents a PID control calculation expression, and in this relational expression (4), Kp represents a proportionality coefficient (for example, 0.1). Further, Td represents a differentiation time (for example, 2 seconds), and θ and Ti represent the above-mentioned control end and integration time. The relational expressions (2) to (4) are stored in the ROM of the microcomputer 170 in advance.

When the arithmetic processing in step 280 is completed, the microcomputer 170 generates the target opening degree SWn in step 280 as an opening degree output signal in step 290, and in the air flow control routine 300, the air blown into the vehicle interior. Based on the Q-Taoo characteristic representing the relationship between the flow rate Q and the required blow-out temperature Taoo, the blow-off air flow rate Q is determined according to the necessary blow-out temperature Taoo in step 130a, and is generated as a flow rate output signal. The air flow in mode 10 is determined as the inside air introduction mode or the outside air introduction mode, and an introduction mode output signal is generated. The mode pattern shown in FIG.
Is stored in advance.

As described above, when the blow mode output signal, the opening degree output signal, the flow rate output signal, and the introduction mode output signal are generated from the microcomputer 170, the servo motor 70a responds to the blow mode output signal from the microcomputer 170, and The switching damper 70 is switched to a switching position shown by a solid line, a one-dot chain line or a two-dot chain line in FIG. Further, the servo motor 50a drives the air mix damper 50 toward the target opening degree SWn according to the opening degree output signal from the microcomputer 170. The mode M is driven by the drive circuit 30a in accordance with the flow rate output signal from the microcomputer 170 to drive the blower 30, and the servomotor 20a switches between the inside and outside air in response to the introduction mode output signal from the microcomputer 170. The damper 20 is switched to the first or second switching position.

Then, the inside air or the outside air is introduced into the air duct 10 as the air flow with the air flow rate Q by the blower 30 via the inside / outside air switching damper 20, cooled by the evaporator 40, and flows toward the air mix damper 50. . Then
A part of the cooling air flow from the evaporator 40 flows directly into the ventilation duct 10a in accordance with the target opening degree SWn of the air mix damper 50, and the remaining cooling air flow is heated by the heater core 60 so that the ventilation duct 10a and It flows into the heat duct 10b.

At this time, if the determined blowing mode in step 230b is the ventilation mode, the outlet switching damper 70 switches to the switching position indicated by the dashed line in FIG. 2 as described above. Accordingly, each of the inflow air flows into the ventilation duct 10a and the heat duct 10b blows out from the outlet 14 into the vehicle interior as a mixed air flow. When the determined blow mode in step 230b is the heat mode, the blower outlet switching damper 70 is switched to the switching position shown by the two-dot chain line in FIG. 2 as described above. Accordingly, each of the inflow air flows into the ventilation duct 10a and the heat duct 10b blows out from the outlet 15 into the vehicle interior as a mixed air flow. Also, as described in step 23
When the determined blow mode in 0b is the bi-level mode, the blower outlet switching damper 70 switches to the switching position shown by the solid line in FIG. 2 as described above. Therefore, the inflow air flow into the ventilation duct 10a is
Of the heat duct 10b, and the airflow flowing into the heat duct 10b is blown out of the air outlet 15 into the vehicle interior.

In such a case, in the ventilation mode, the target opening degree SWn is calculated based on the relational expressions (3) and (4) in each step 230a,
Calculation is performed according to Taoo, Tao = Tav and Ti = 10 in 250 and 250a, and in the heat mode, the target opening degree SWn is calculated based on the relational expressions (3) and (4) in the steps 230a, 260 and 260a. = Tah and Ti = 40. In the valley mode, the target opening degree SWn is Taoo, Tao = (Tav + Tah) in each of the steps 230a, 270 and 270a based on the relational expressions (3) and (4). / 2 and Ti = 20.

In other words, in the relational expression (4), which is a PID control calculation expression, the deviation En is used as a value considering the outlet temperature Tao that matches each step blowing mode, and the integration time Ti
However, since it is specified by a value that matches each blowing mode, even if the length of each flow path of the air flow from the air mix damper 50 to each of the blowing ports 14 and 15 is different from each other, The responsiveness of the blowing temperature control becomes uniform. Therefore, even if the blowing mode changes, the blowing temperature control can be stably realized without causing hunting or the like. In such a case, the response of the blow-out temperature control is made uniform by changing the integration time Ti in the relational expression (4).
It is only necessary to adopt a general-purpose device and dispose it at each of the outlets 14 and 15.

In practicing the present invention, the determination of the blowing mode in the blowing mode determination routine 230 may be performed not depending on the mode pattern of FIG. 6 but depending on a setting mechanism for manually operating the blowing mode. .

Further, in the above-described embodiment, the example in which the integration time Ti in the relational expression (4) is changed has been described. Instead, the proportionality coefficient Kp or the differential time Td in the relational expression (4) is used instead.
May be changed. In such a case, in the heat mode, reduce the proportional coefficient Kp or set the derivative time
Td is shortened, and in the ventilation mode, the proportional coefficient Kp is increased or the derivative time Td is increased, and in the bilevel, the proportional coefficient Kp or the derivative time Td is set to the value in the heat mode and the value in the ventilation mode. What is necessary is just to make the average of the values.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to the description of the claims, FIG. 2 is a block diagram showing an embodiment of the present invention, and FIG. 3 is a diagram showing the arrangement of the air temperature sensors in FIG. FIGS. 4 and 5 are flowcharts showing the operation of the microcomputer of FIG. 2, and FIG.
FIG. 4 is a blow mode pattern diagram showing a relationship between a blow mode of an air flow into a vehicle compartment and a required blow temperature of the air flow. EXPLANATION OF SYMBOLS 10 …… Air duct, 10a …… Ventilation duct, 14,15 …… Outlet, 10b …… Heat duct, 30 …… Blower, 40 …… Evaporator, 50 …… Air mix damper, 60 …… Heater core , 70 …… Outlet switching damper, 80…
… Temperature setting device, 90… Internal air temperature sensor, 140,150 …… Outlet temperature sensor, 170 …… Microcomputer.

Claims (1)

(57) [Claims] An air duct having at least two air outlets for introducing an air flow to be blown into a vehicle interior from at least one of the two air outlets, and the air flow is blown from at least one of the two air outlets. Blow mode adjusting means for adjusting the blow mode, temperature setting means for setting a desired temperature in the cabin, inside temperature detecting means for detecting the actual temperature in the cabin as the inside temperature, the set temperature and the detection Air temperature control means for controlling the actual air temperature of the airflow from at least one of the air outlets in accordance with the air temperature control amount so as to reduce the difference from the internal air temperature. In the air conditioning control device, wherein the respective flow distances of the air flow to the respective outlets are made different, first and second detecting means for detecting respective actual outlet temperatures of the air flows from the both outlets respectively. Blow-out temperature detection means, wherein the blow-out temperature control means calculates the required blow-out temperature of the airflow into the vehicle compartment according to the set temperature and the detected inside air temperature, and each of the detected blow-out temperatures Outlet temperature setting means for setting an outlet temperature that matches the adjusted outlet mode based on the adjusted outlet mode, and the adjusted outlet mode so as to equalize the temperature change of the outlet airflow associated with the respective flow distances due to the flow. Control gain changing means for changing a control gain necessary for the PID control of the blow-out temperature control amount in accordance with the difference between the required blow-out temperature and the set outlet temperature and the blow-out temperature control in accordance with the change control gain PID to calculate the amount by PID
An air conditioning control device for a vehicle, comprising: a calculation unit, wherein the control is performed in accordance with a result of the PID calculation.