JP3167452B2 - Vehicle air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle, and more particularly, to an air conditioner for a vehicle having an auxiliary heating heat source which is operated when the engine is warmed up.

[0002]

2. Description of the Related Art Generally, a vehicle air conditioner uses engine cooling water as a heat source for heating. The temperature of the engine cooling water is relatively low when the engine is started. Therefore, the engine cooling water having a low temperature must be used as a heating heat source until the temperature of the engine cooling water is sufficiently increased by the warm-up operation. As a result, the air conditioner cannot obtain sufficient heating heat from the engine cooling water immediately after the engine is started, and therefore cannot blow the conditioned air heated to a desired temperature into the vehicle compartment.

In connection with heating control during warm-up operation,
Japanese Patent Publication No. 0-29319 discloses an air conditioner configured to change the blowing mode according to the temperature of engine cooling water. Further, Japanese Patent Publication No. 1-2008-84 discloses an air conditioner configured to set a blowing mode to a differential mode when an engine cooling water temperature is low so as to prevent low-temperature conditioned air from directly hitting an occupant. Have been. This air conditioner sets the blow mode to the differential / heat mode when the engine coolant temperature rises to a certain degree, and sets the blow mode to the heat mode when the engine coolant temperature rises sufficiently. .

The vehicle air conditioner disclosed in Japanese Utility Model Laid-Open No. 74215/1990 is provided with a combustion-type power heater that transiently compensates for heating capacity. The power heater is operated or stopped based on the temperature of the engine cooling water and the combustion temperature of the power heater. In a vehicle air conditioner provided with such an auxiliary heating heat source, a required heating capacity can be secured by a heating heat source other than the engine cooling water before the engine cooling water sufficiently rises in temperature.

[0005]

However, the temperature of the engine cooling water and the room temperature in the vehicle compartment are not directly related, and therefore, the operation of the auxiliary heat source is controlled based on the temperature of the engine cooling water. In the configured air conditioner,
It is difficult to achieve automatic heating control during warm-up operation to ensure passenger comfort. For example, if the operation of the auxiliary heating heat source is suddenly stopped due to an increase in the temperature of the engine cooling water, the blowout temperature drops transiently, and the occupant feels the blowout of cool air due to the relative temperature drop. There will be. Further, if the operation of the auxiliary heating heat source is continued for an excessively long time in consideration of the fact that the temperature of the engine cooling water rises slowly, the room temperature in the vehicle interior will exceed the desired temperature.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to control the operation of the auxiliary heating heat source while ensuring the comfort of the occupant by automatic heating control during warm-up operation. An object of the present invention is to provide a vehicle air conditioner.

[0007]

The applicant has disclosed in Japanese Patent Application No. 4-115417, which was filed earlier, that the occupants feel comfortable during automatic heating control during warm-up operation of the engine. There has been proposed an air conditioner for a vehicle including a warm-up control unit for performing automatic heating control of the air conditioner based on the comfort index, based on the comfort index.

The present invention has been made in order to solve the above-mentioned problem by controlling the operation of the auxiliary heating heat source in connection with such warm-up control means. An air conditioner that heats the air in the passenger compartment by controlling the blowout temperature and the blowout amount, an auxiliary heating heat source that compensates for the heating capacity of the air conditioner when the engine is warmed up, and an operation of the auxiliary heating heat source. A control device for controlling the vehicle, wherein the control device performs the warm-up operation based on an air blowing temperature and a blowing amount of the air conditioning device, an output of the auxiliary heating device, and a vehicle interior temperature. The first showing the degree of comfort experienced by the occupant at times
First comfort index calculating means for calculating the comfort index of the vehicle, and second indicating the degree of comfort felt by an occupant after the completion of the warm-up operation based on the air blowing temperature, the blowing amount and the vehicle interior temperature of the air conditioner. A second comfort index calculating means for calculating the comfort index of the vehicle, wherein the second comfort index is calculated based on the air blowing temperature, the blowing amount, and the vehicle interior temperature of the air conditioner even during the warm-up operation. Second comfort index calculating means, and the first comfort index calculated by the first comfort index calculating means during the warm-up operation and the second comfort index calculated by the second comfort index calculating means. And an auxiliary heating heat source operation stopping means for stopping the operation of the auxiliary heating heat source when a difference from the comfort index of 2 becomes equal to or less than a predetermined value. .

According to the present invention having the above-described configuration, the auxiliary heating heat source is stopped in consideration of the comfort of the occupant after the completion of the warm-up operation. A transition can be made to the automatic heating control without giving the occupant a sense of discomfort.

[0010] In another preferred embodiment of the present invention, the first comfort index calculating means obtains the first comfort index as an output function of the auxiliary heating heat source, and the control device controls the first comfort index. An auxiliary heating heat source output changing means for changing the output of the auxiliary heating heat source based on a change in the value of the comfort index is provided.

[0011]

According to the air conditioner having such a configuration, the heating assistance by the auxiliary heating heat source can be performed stepwise or linearly, and delicate or precise control for ensuring the comfort of the occupant during the warm-up operation is performed. be able to.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail. FIG. 1 is an overall configuration diagram showing a first embodiment of a vehicle air conditioner according to the present invention. As shown in FIG.
An air conditioner for a vehicle (hereinafter, referred to as an air conditioner) includes a ventilation duct 1, and an outside air introduction port 2 for introducing outside air, and an inside air introduction port 3 for introducing air in a vehicle compartment, at an upstream portion of the ventilation duct 1. And an inside / outside air switching damper 4 for selectively opening and closing these introduction ports 2 and 3. In the downstream portion of the ventilation duct 1, a vent outlet 5, a foot outlet 6, a defroster outlet 7, and these outlets 5, 6,
7 are provided with three mode switching dampers 8, 9 and 10 for selectively guiding the blown air.

The vent outlet 5 opens toward the upper body of the occupant, and blows out conditioned air mainly during cooling operation. The foot outlet 6 opens near the feet of the occupant, and blows out conditioned air mainly during a heating operation. In addition, the defroster outlet 7 opens toward the interior surface of the windshield or the door glass, and forms an air-conditioned airflow along the surface of the glass.

A variable air flow type blower 11 is disposed on the upstream side of the ventilation duct 1.
By the operation described above, the intake air taken in from the inside air introduction port 2 or the outside air introduction port 3 is blown out into the vehicle cabin through the ventilation duct 1 and the above-mentioned air outlets 5, 6, 7. The air conditioner includes a cooling heat exchanger 12 provided in the ventilation duct 1.
And a heat exchanger 14 for heating, and a heat exchanger 12 for cooling.
Is disposed on the downstream side of the blower 11, and the heating heat exchanger 1
4 is disposed downstream of the cooling heat exchanger 12.
The cooling heat exchanger 12 is connected to the refrigerant circuit X including the compressor 15, the condenser 16, and the receiver 17, and functions as an evaporator. The compressor 15 is selectively connected to a rotating element of the engine 18 by turning on / off an electromagnetic clutch. In addition, the heating heat exchanger 14
Is configured as a heater core through which the cooling water of the engine 18 flows, and the flow rate of the engine cooling water passing through the heating heat exchanger 14 is controlled by an opening / closing control valve ( (Not shown).

An air mix damper 13 is disposed upstream of the heating heat exchanger 14, and the open / close position of the air mix damper 13 is determined by a heating position at which the entire air flow is passed through the heating heat exchanger 14, a heating position, It is variably set to a desired position between the cooling position where the entire amount of air is blown by bypassing the exchanger 14. When the air mix damper 13 is located at the heating position, the entire air volume is passed through the heating heat exchanger 14, so that the highest blowing temperature is obtained. When the air mix damper 13 is located at the cooling position, the total air volume is reduced. Since only the cooling heat exchanger 12 is passed, the lowest blowing temperature is obtained and the air mix damper 1
When 3 is located at an intermediate position between the heating position and the cooling position, the air heated by the heating heat exchanger 14 bypasses the heat exchanger 14 due to the ventilation ratio of each heat exchanger 12, 14. The mixing ratio with the air to be blown is adjusted, and the blowing temperature is controlled to a desired temperature.

The air conditioner is an electric motor 1 for driving the inside / outside air switching damper 4 as a driving device for various dampers.
9, an electric motor 20 for driving the mode switching dampers 8, 9, and 10, and a servomotor 21 for driving the air mix damper 13. The motor 19 serves as control means for these driving devices. , 20, 21 and a control device 22 for controlling the amount of air blown by the blower 11, and an operation panel 2 for manually setting air-conditioning conditions.
3 is provided. Operation panel 23, an occupant can operate various switches, for example, automatic switch 23a for selecting an automatic control or manual control of the air conditioning, the vehicle interior temperature for manually setting the passenger compartment temperature T _SET desired setting switch 23b, an inside / outside air changeover switch 23c for manually setting the introduction ratio of the inside and outside air, a blowout mode changeover switch 23d for selecting a blowout mode, and
A defroster switch 23e for manually setting the opening of the defroster outlet is provided.

The air conditioner of this embodiment further includes a spot heater 50 as a heating auxiliary heat source. The spot heater 50 is disposed between the foot outlet 6 and the mode switching damper 9 and is configured to supplementarily heat the conditioned air blown out from the foot outlet 6. Spot heater 5
Reference numeral 0 denotes, for example, a ceramic heater or an electric heater that heats the conditioned air by heat exchange with the blast air in the ventilation duct 1, and the control device 22 controls the operation and stop of the spot heater 50.

FIG. 2 is a schematic configuration diagram showing the entire configuration of the control device 22. The control device 22 of the present example includes a stabilized power supply 3
2, a microprocessor (hereinafter referred to as CPU) 30 for outputting display data to the operation panel 23, and a RAM and a ROM (not shown) for storing predetermined data. The control device 22 controls the motor 1 via drivers 35 to 37 based on an output signal from the CPU 30.
9, 20, 21 and the compressor 15
The engagement or release of the electromagnetic clutch 31 provided between the engine and the engine 18 is controlled via a driver 38. The control of the motors 19 and 20 switches the air conditioning mode of the air conditioner, and the control of the servomotor 21 controls the opening degree of the air mix damper 13, that is, the open / close position.

The control device 22 drives the blower motor 11a via the D / A converter 33 and the driver 34, and controls the applied voltage to the blower motor 11a so that the blower amount of the blower 11 substantially corresponding to the blown air amount Va is controlled. Control. The control device 22 further applies the spot heater 50 via the driver 39 to heat the conditioned air blown out from the foot outlet 6.

Various sensors for detecting various environmental conditions are connected to the control device 22. The sensors include a room temperature sensor 24 for detecting the temperature of the inside air sucked into the ventilation duct 1 as a vehicle interior temperature Tr, and an outside air temperature Ta. Temperature sensor 25 for detecting the temperature of sunlight, solar radiation sensor 26 for detecting the amount of solar radiation, duct sensor 27 for detecting the outlet air temperature Te of the cooling heat exchanger 12, and water temperature sensor 2 for detecting the temperature of the engine cooling water.
8 and a potentiometer 29 for detecting the opening of the air mix damper 13.

The control device 22 configured as described above can automatically control the operation of the air conditioner throughout the summer, winter, and intermediate periods. The automatic control of the heating operation performed by the control device 22 includes a so-called warm-up control that is transiently performed during the warm-up operation immediately after the engine is started.
Hereinafter, the warm-up control will be described. The warm-up control, based on the comfort index F ₅ which an occupant during a warm-up operation is indicative of felt comfort, airflow volume, the air temperature and the air outlet mode is controlled.

The comfort index F ₅ is defined by the following equation. _{F 5 = -K 1 · Va +} K 2 · T o + K 3 · T r + K 4 ·
Ta + C ₁ here, Va: airflow volume To: outlet air temperature Tr: vehicle interior temperature Ta: C ₁ is a constant in the ambient temperature above equation, K ₁ ~K ₄ is a weighting coefficient, these constants C ₁ and the coefficient K ₁ ＫK ₄ is a value determined by experiment. Comfort Index F ₅ is a comfort index obtained by indexing the occupant felt comfortable under heating operation during warm-up operation, the constants C ₁ and the coefficient K ₁ ~K ₄ is Under the air-conditioning conditions under which the occupant feels the most comfortable atmosphere, the calculation of the above equation is set to result in F ₅ = numerical value “5”. Therefore, the calculation result F of the above equation
_{As 5} increases or decreases from the numerical value “5”, the occupant strongly experiences discomfort. For example, assuming that the blowing temperature T ₀ is constant, if the blowing air volume Va increases, an atmosphere in which the occupant feels the cold due to the airflow is formed in the passenger compartment. At this time, the operation result F ₅ of the above equation is reduced, finally, results in greatly reduced than the value "5" (e.g., "2").

FIGS. 3 to 6 are flowcharts showing the warm-up control executed by the control device 22. FIG. In each of the drawings, the step numbers are indicated by reference symbols “S”. First, the control device 22 determines whether or not the warm-up control has been executed for the first time (FIG. 3, S
1). In the first routine, a heat mode in which 75% of the total air volume Va is blown out of the foot air outlet 6 and 25% of the total air volume Va is blown out of the defroster air outlet 7 is assumed, and the foot mode is set based on the preset minimum air volume VaL. The amount of air blown out of the outlet 6 is calculated by the equation 0.75 × VaL, and the blowout temperature To is set to the engine coolant temperature Tw (S2,
3).

The blown air volume Va thus obtained (= 0.75)
Based on × VaL) and outlet temperature the To (= Tw), the comfort index F ₅ is calculated (S4), if the value of the comfort index F ₅ is smaller than "3", the coolant temperature Tw is fairly low temperatures It is assumed that there is, and the flag “00” is set (S
6) If the comfort value of the exponent F ₅ is smaller than "3" or more and "4", it is assumed and the coolant temperature Tw is moderate temperatures, the flag "01" is set (S8), comfortable If the value in degrees exponent F ₅ is "4" or more, the cooling water temperature Tw is as relatively high temperatures, the flag "10" is set (S9).

The routine shown in FIG.
a and the blowing temperature T _O are selected, and the blowing air volume Va is set to the minimum air volume VaL (S1).
0), the outlet temperature To is set to the engine coolant temperature Tw (S12). The controller 22 gradually increases the minimum air volume VaL to the maximum air volume VaH for each predetermined additional air volume ΔVa (S17), and, based on each air volume Va set at each stage, changes the air volume Va to the foot air outlet 6. Is set stepwise to the amount of air blown out from the air (0.75 × Va) (S13),
The comfort index F ₅ in the warm-up operation is calculated based on each of the airflow rates of the foot outlet 6 calculated in this manner.
And the second comfort index F ₄ are calculated (S14,
15).

The second comfort index F ₄ is an index indicating the comfort of the occupant during the steady heating operation after the completion of the warm-up operation, and is defined by the following equation. _{F 4 = K 5 · Va -K} 6 · T O + K 7 · T r + K 8 · T
a + C ₂ Here, Va: airflow volume T _O: outlet air temperature T _r: vehicle interior temperature Ta: outside air temperature also, C ₂ is a constant in the above formula, K ₅ ~K ₈ denote weighting coefficients, these constants constants C ₂ and the coefficient K ₅ ~K
₈ is a value determined by experiment. Comfort index F ₄
Is an index obtained by indexing the comfort felt by the passenger in the heating operation after the warm-up operation completion, the constant C ₂ and the coefficient K ₅ ~K ₈ is the most pleasant atmosphere occupant The calculation of the above equation is set so as to result in F ₄ = numerical value “5” under the air-conditioning conditions to be experienced. Therefore, as the calculation result F ₄ of the above equation increases or decreases from the numerical value “5”, the occupant experiences a strong discomfort.

The second comfort index F_FourThe warm-up operation
It is an indicator of comfort during steady heating operation after completion.
Therefore, the comfort index during warm-up control
F_FourIs calculated from warm-up control to steady warm-up.
The occupant comfort that is assumed when shifting to
It is only an assumed calculation. Thus, the comfort index F
_FourIs only a virtual indicator and indicates actual comfort.
This is not an index, but the warm-up control can be terminated.
During the period, the comfort index F_FourIs an indicator of real comfort
Can be considered. Therefore, in the warm-up control of this example,
Second comfort index F _FourCan end warm-up control
It is used as an element to determine the effective time.

Further, in this routine, the absolute value of the deviation between comfort index F ₅ with a predetermined value alpha _o during the warm-up operation is calculated (S16). Here, α _o is set to “2” as an initial value. Such a series of iterations, after assuming the engine coolant temperature T _w the outlet temperature T _o, and the airflow volume Va which is increased stepwise from the minimum air volume VaL up air volume VaH, corresponding to each airflow volume Va absolute value and is determined in (comfort index F ₅ over alpha _o), (comfort index F ₅ over alpha _o) computable blowing temperature the absolute value to the minimum value of T _o and airflow volume Va is, the target It is selected as the blowing air volume “Vao” and the target blowing temperature “Too” (S18).

FIG. 5 is a flowchart showing a routine for determining air conditioning conditions such as a blowing mode under warm-up control. When the flag is “00”, that is, when the cooling water temperature Tw is extremely low and the blown air volume Vao is smaller than the predetermined air volume VaML (S19,
S20) The air-conditioning conditions are set to the blowing air volume Vao, the blowing temperature Too, and the differential mode. In order to achieve these air-conditioning conditions, the air blowing amount of the blower 11 and the opening and closing of the air mix damper 13 and the mode switching dampers 8, 9, and 10 are set. The position is adjusted (S21). The air volume VaML is set to a so-called “medium small” (middle low) air volume in the manual operation of the air conditioner, and the differential mode is a blowing mode in which the entire air volume is blown out from the defroster outlet 7. .

Furthermore, if the comfort index F ₅ "0.5" or more larger than the comfort index F ₄ (S22), the spot heater 50 is operated (S50), heating capacity is enhanced by spot heater 50. With increasing cooling water temperature Tw of the engine, the comfort index F ₅ relatively rapidly increased, while with the increase or an increase in environmental conditions or the air conditioning condition, such as vehicle interior temperature T _r, comfort index F ₄ grows relatively slowly. In the initial stage of heating operation under warm-up control,
In general, comfort because index F ₅ tend to be much larger set than comfort index F _4, comfort index F ₅ is greater "0.5" or more than comfort index F _4, spot heaters 50 It works reliably.

Generally, as the warm-up operation progresses, the engine cooling water temperature _Tw and the vehicle interior temperature _Tr increase, and the values of the comfort indices F ₅ and F ₄ and the selected target air flow rate Vao are increased. Gradually increases. Blowing mode, by increasing the comfort index F ₅ values and the target blowing air volume Vao, when comfort index F ₅ exceeds a 3 is changed from the defrost mode to differential / heat mode, comfort index F ₅ 4 And the target blowing air volume V
When ao exceeds a predetermined airflow VaMH, that is, a so-called “medium large” (a so-called “medium large” (middle high) blowout air amount in manual operation of the air conditioner), the mode is changed from the differential / heat mode to the heat mode. Is changed (S25 to S3
3). Further, the value of the predetermined value α _o is gradually increased to “3” and “4” in association with the change of the blowing mode.
Such a stepwise change of the blowing mode and the like is described in detail in the specification of Japanese Patent Application No. 4-115417 filed by the present applicant, so that further detailed description will be omitted.

The value of the comfort index F ₄ is determined by the comfort index F
₅ to increase to follow, because they tend to approach progressively comfort value of the exponent F _5, cabin temperature with the warm-up operation T _r
As like increases, and approaches the comfort index F ₄ values comfort index F _5, finally, the difference between the comfort index F ₅ comfort index F ₄ is shortened to less than "0.5" ( F ₅ -F ₄ <
5) (S22). At this time, the control device 22 ends the warm-up control (S23), resets the value of the flag to an initial value (S24), and further stops the operation of the spot heater 50 (S51).

FIG. 6 shows that the flag is "01" or "1".
It is a flowchart which shows the routine of the warm-up control when it is set to "0" (S8, S9). As described above, when the fairly high engine coolant temperature T _w at the start of the warm-up control, the comfort index F ₅ already approximated to 5 (S9), the flag is set to "10", Heat Mode is set, and the target blowing air volume Vao
And automatic heating control based on the target outlet temperature Too is executed (S41). Also it is assumed that the engine coolant temperature T _w at the start of the warm-up control is of moderate temperature, if the flag "01" is set (S8),
The differential / heat mode and the heat mode are set stepwise in accordance with the target blow air volume Vao, and the automatic heating control based on the target blow air volume Vao and the target blow temperature Too or the predetermined air flow VaMH and the blow temperature ToMH is executed. (S35
To S40).

As described above, when the engine cooling water temperature _Tw is relatively high at the start of the warm-up control, the spot heater 50 is not operated, and ordinary warm-up control is performed without an auxiliary heat source. It should be noted that the stepwise change of the blowing mode and the like shown in FIG.
As described in detail in -115417 specification,
Further detailed description is omitted.

As described above, the air conditioner includes the spot heater 50 for compensating the heating capacity of the air conditioner during the warm-up operation of the engine, and the control device 22 for controlling the operation of the spot heater 50. , Control device 22
Serves to index the comfort felt by the comfort index F ₅ occupant during the heating operation under the warm-up control executed at the time of warming up of the engine, the steady heating operation after the warm-up operation completion occupant with comfort index F ₄ assuming comfort felt, exponentially by comfort index F ₄ comfort felt by the passenger during the heating operation under the warm-up control. The control device 22 further comprises a comfort index F
_{When 5} is larger than the comfort index F ₄ by 0.5 or more,
Actuates the spot heater 50, when the difference between the該快moderate index F ₄ is reduced to less than 0.5, the spot heater 50
To stop. Therefore, according to the above configuration, the control device 2
2, the spot heater 5 based on comfort index F ₅ was indexed comfort heating operation in the warm-up operation of the engine
Since the activation or the stop of zero is determined, the air conditioner can ensure the comfort of the occupant during the warm-up operation under the warm-up control. The control device 22 also provides a comfort index F ₄ indicating the comfort of the heating operation during the steady operation of the engine.
Is calculated, and in connection with this, the operation or stop of the spot heater 50 is controlled, so that the air conditioner can shift to the automatic heating control at the time of general steady operation without the occupant feeling uncomfortable. .

Next, the second embodiment of the vehicle air conditioner according to the present invention will be described.
An example will be described. The overall structure of the vehicle air conditioner of this embodiment and the structure of the control device are substantially the same as those of the first embodiment, and will be described with reference to FIGS. Is omitted. 7 and 9 are flowcharts showing warm-up control executed by the control device of the present example. In each drawing, steps substantially equivalent to or similar to the steps in the first embodiment are denoted by corresponding step numbers in the hundreds (S).

Referring to FIG. 7, control device 22 determines whether or not warm-up control has been executed for the first time (S101). As in the first embodiment, in the first routine, the heat mode is assumed and the foot outlet 6
Is calculated by the equation 0.75 × VaL, and the blowing temperature To is set to the engine cooling water temperature Tw (S102, 103).

[0039] However, the control device 22 of this embodiment, instead of calculating the comfort index F ₅ as in the first embodiment,
Calculate the comfort index F _SPOT defined by the following equation (S
104─1). _{F SPOT = -K 11 · Va +} K 12 · T o + K 13 · T r + K 14
_{· Ta + C 3 + K 15} · T SPOT here, Va: airflow volume To: outlet air temperature Tr: vehicle interior temperature Ta: outside air temperature T _SPOT: Like the temperature conversion value comfort index F ₅ spot heater output, the above equation C ₃ at a constant, K
₁₁ ~K ₁₅ are weighting coefficients, these constants C ₃ and the coefficient K ₁₁ ~K ₁₅ is a value determined by experimentation. The comfort index F _SPOT is an index that expresses the comfort experienced by the occupant when the spot heater 50 operates, and the above-mentioned constant C ₃
And the coefficients K _{11 to} K ₁₅ are obtained by calculating the above equation as F _SPOT = numerical value “5” under air-conditioning conditions under which the occupant experiences the most comfortable atmosphere.
Is set to result in Therefore, as the calculation result F _SPOT of the above equation increases or decreases from the numerical value “5”, the occupant strongly experiences discomfort. For example, when the comfort index F _{SP OT} falls significantly _{below the} numerical value “5” (for example,
"2"), it is assumed that an atmosphere in which the occupant feels the cold is formed in the passenger compartment.

T _SPOT is a value obtained by converting the output of the spot heater 50 into a temperature using a predetermined map or a conversion formula. When the output of the spot heater 50 is 100 W, 200 W, and 300 W, the temperature conversion values T _SPOT100 , T _SPOT200, and T _SPOT300 converted based on each output are substituted for T _SPOT of this example, and the output corresponds to each output. Three types of comfort indexes F _SPOT100 , F _SPOT200 and F _SPOT300 are calculated respectively.

In the first routine, the comfort index F
_SPOT is set to the comfort index F _SPOT300 corresponding to the spot heater output of 300 W (S104─2). When the comfort index F _{SPOT 300} is less than 3, the atmosphere in the vehicle interior that is quite cold is assumed and the flag “ 00 ”is set (S
106) When the comfort index F _SPOT300 is _equal to or more than “3” and less than “4”, a vehicle interior atmosphere of moderate cold is assumed, a flag “01” is set (S108), and the comfort index F _SPOT300 is set. Is greater than or equal to "4", a relatively comfortable vehicle interior atmosphere is assumed, and the flag "10" is set (S109).

The control device 22 further proceeds to the routine shown in FIG. 8, selects an optimal combination of the blown air amount Va and the blown temperature T _O , and determines the target blown air amount “Vao” and the target blown temperature “Too”. (S118). Target blow air volume “Va
The process for determining “o” and the target outlet temperature “Too” is substantially the same as that of the first embodiment (FIG. 4),
In this embodiment, instead of the comfort index F _5, the comfort index F
Based on the _SPOT , the target blow air volume “Vao” and the target blow temperature “Too” are determined (S114 to S118).

Next, the control device 22 proceeds to a routine (FIG. 9) for determining the blowing mode and the determination of the warm-up control in the warm-up control. The determination of the blow-out mode and the warm-up control is performed based on a concept substantially similar to that of the first embodiment (FIG. 5). However, in this example, a series of processing is executed based on the comfort index F _SPOT .

When the condition generally observed in the early stage of the warm-up operation is satisfied, that is, when the flag is "00" and the target blow air volume Vao is smaller than the predetermined air flow VaML (S1).
19, S120), the amount of air blown by the blower 11 and the open / close positions of the air mix damper 13 and the mode switching dampers 8, 9, and 10 are adjusted to achieve the blown air amount Vao, the blown temperature Too, and the air conditioning conditions in the differential mode. (S121).

Further, when the comfort index F _SPOT200 has not reached 5 (S122), the spot heater 50 outputs 3
While being operated at 00W (S150), comfort index F _{SP OT} is reset to comfort index F _SPOT300 corresponding to the spot heater output of 300 W (S152). Comfort index F _SPOT200 is 5 or more and comfort index F
_{When SPOT100} has not reached 5 (S122, S15
4) The spot heater 50 is operated at an output of 200 W (S155), and the comfort index F _SPOT is 200 W
Comfort index F _SPOT200 corresponding to the spot heater output of
Is set to (S156).

Comfort index F _SPOT200 and comfort index F
_When both _SPOT100 are 5 or more (S122, S15
4) The difference between the comfort index F _SPOT100 and the comfort index F ₄ (FIG. 8, S115) indicating the comfort after the completion of the warm-up operation is determined. Note that the comfort index F ₄ are identical substantially to the first embodiment, is determined by the calculation method described in the first embodiment.

The value of the comfort index F _SPOT100 is the comfort index F
If it is larger than “0.5” by ₄ or more (S22), it is determined that the time to switch to the heating operation by the steady automatic control has not been reached, and that the environmental condition that still requires the air conditioning under the warm-up control is satisfied. Is done. Therefore, the spot heater 50 is operated at a low output, that is, at an output of 100 W (S158). The comfort index F _SPOT is 100W
Index F _SPOT100 related to the spot heater output of the _vehicle
Is set to (S159).

It should be noted that the stepwise control of the blowout air volume, blowout temperature and blowout mode (S125 to S133) performed together with the operation control of the spot heater 50 is the same as that of the first control.
Since the operation is substantially the same as that of the embodiment (FIG. 5), the description is omitted. The interior temperature T _r or the like increases or increases with the warm-up operation, and the comfort index F _SPOT and the comfort index F _SPOT100
The difference between the comfort index F ₄ to increase following the shrinks to less than "0.5". At this time, the controller 22 ends the warm-up control (S157, S123), resets the flag value to the initial value (S124), and stops the operation of the spot heater 50 (S151).

Note that the flag is "01" or "10".
(S108, S109, S119),
A routine (not shown) substantially the same as the routine shown in FIG. 6 of the first embodiment is executed. However, comfort index F ₅ in FIG. 6 is replaced with the comfort index F _{SP OT.} According to the air conditioner having such a configuration, the spot heater 5 is controlled based on the comfort index F _SPOT related to the output of the spot heater 50.
0 is variably controlled stepwise, and as the engine shifts from warm-up operation to steady operation, the spot heater 50
, The heating assist ability is gradually reduced. Therefore, the air conditioner can smoothly shift from warm-up control during warm-up operation to general automatic heating control during steady-state operation, and thus delicate or precise for ensuring occupant comfort during warm-up operation. Automatic heating control can be achieved.

[0050]

As described above, according to the present invention,
The vehicle air conditioner determines the operation time or the stop time of the auxiliary heating heat source in relation to the comfort of the occupant during the warm-up operation, and controls the operation of the auxiliary heating heat source that can secure the occupant comfort during the warm-up operation. Can be executed. Therefore, the vehicle air conditioner of the present invention can control the operation of the auxiliary heating heat source while ensuring the comfort of the occupant by the automatic heating control during the warm-up operation.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing the structure of a vehicle air conditioner according to an embodiment of the present invention.

FIG. 2 is a schematic overall configuration diagram of a control device of the air conditioner.

FIG. 3 is a flowchart partially showing warm-up control of the control device according to the first embodiment of the present invention.

FIG. 4 is a flowchart partially showing warm-up control of the control device according to the first embodiment of the present invention.

FIG. 5 is a flowchart partially showing warm-up control of the control device according to the first embodiment of the present invention.

FIG. 6 is a flowchart partially showing warm-up control of the control device according to the first embodiment of the present invention.

FIG. 7 is a flowchart partially showing warm-up control of a control device according to a second embodiment of the present invention.

FIG. 8 is a flowchart partially showing warm-up control of a control device according to a second embodiment of the present invention.

FIG. 9 is a flowchart partially showing warm-up control of a control device according to a second embodiment of the present invention.

[Explanation of symbols]

1 ventilation duct 6 foot air outlet 7 defroster air outlet 11 blower 12 cooling heat exchanger 13 the air mixing damper 14 heating heat exchanger 22 the controller 50 spot heater F _4, F _5, F _SPOT comfort index

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yasuhiro Tono 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Corporation (72) Inventor Takashi Tsuchida 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Toshikazu Ishikawa 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Naldec Co., Ltd. (56) References JP-A 1-2229713 (JP, A) JP 4-103426 (JP) , A) Japanese Utility Model Application Hei 2-25314 (JP, U) Japanese Utility Model Application Hei 4-39105 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60H 1/03 B60H 1/22 611

Claims (2)

(57) [Claims] 1. An air conditioner for heating air in a vehicle cabin by controlling at least an air blowing temperature and a blowing amount, and an auxiliary heating heat source for compensating a heating capacity of the air conditioner during a warm-up operation of an engine. A control device for controlling operation of the auxiliary heating heat source, the control device comprising: an air blowing temperature and a blowing amount of the air conditioning device; an output of the auxiliary heating device; a vehicle interior temperature; A first comfort index calculating means for calculating a first comfort index indicating a degree of comfort experienced by an occupant during the warm-up operation based on the air temperature, an air blowing temperature, a blowing amount, and a vehicle interior temperature of the air conditioner. A second comfort index calculating means for calculating a second comfort index indicating a degree of comfort felt by the occupant after the warm-up operation is completed, based on the air blowing of the air conditioner even during the warm-up operation. A second comfort index calculating means for calculating a second comfort index based on the temperature, the blowing amount, and the vehicle interior temperature; and a second comfort index calculating means for calculating the first comfort index during the warm-up operation. Stopping the operation of the auxiliary heating heat source when the difference between the first comfort index and the second comfort index calculated by the second comfort index calculating means is equal to or less than a predetermined value. Means, and a vehicle air conditioner. 2. The first comfort index calculating means obtains the first comfort index as an output function of the auxiliary heating heat source, and the control device determines a first comfort index based on a change in the value of the first comfort index. The vehicle air conditioner according to claim 1, further comprising an auxiliary heating heat source output changing unit that changes an output of the auxiliary heating heat source.