JP3438277B2 - Vehicle air conditioner - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention processes a plurality of physical quantities relating to a heat load necessary for air conditioning such as an outside air temperature and an amount of solar radiation by a system control theory (modern control theory), and air-conditions an interior of a vehicle to a target temperature. For air conditioners.

[0002]

2. Description of the Prior Art Set value of vehicle interior temperature, actual vehicle interior temperature,
There is known a vehicle air conditioner that controls the blowout temperature and the blown air amount based on the outside air temperature and the amount of solar radiation to air-condition the interior of the vehicle to a target temperature (for example, Nissan Motor Co., Ltd.).
See the new model manual (Y32-1) June 1991).
In this type of device, as shown in FIG. 15, the vehicle interior temperature set value Tptc, the vehicle interior temperature Tinc, the amount of solar radiation Qsun, and the outside air temperature Tamb are input to the controller 1 to set the set temperature Tptc and the actual vehicle interior temperature Tinc. Difference, insolation Qsun, outside air temperature Tamb and set temperature Tptc
In addition, experimentally obtained control constants K10 to K13, respectively.
The control command value is calculated by multiplying by, and the control amount of the air conditioning unit 2, that is, the air mix door opening X and the blower drive voltage Vf are determined by the computing units 1a and 1b, and the heater core, the evaporator, the air mix door, the blower, A well-known air conditioning unit 2 including a blowout door is controlled to air-condition the passenger compartment 3 at a target blowout temperature To and a target blowout air amount Ga.

[0003]

By the way, since the conditioned air is blown out from many outlets such as the foot outlet, the ventilator and the defroster, the target outlet temperature To
And, the target value of the blown air volume Ga is set to the average value of the blown air temperature and the blown air volume blown out from each outlet,
Optimal target outlet temperature To according to the selection conditions of outlet
Also, the target blowout air amount Ga is preset and stored in the memory, and when the blowout port is selected, the target blowout temperature To and the target blowout air amount Ga corresponding to the selection conditions are read out and set. Further, when the outlet is switched midway, the target outlet temperature To is changed according to the switching condition.
And the target blown air volume Ga is corrected.

However, in addition to the above-mentioned outlets, there are many outlets such as a side ventilator, a lower ventilator, a rear ventilator, a rear foot outlet, and a side defroster, and the switching conditions for them are various. There is a problem that adjustment man-hours are required for correcting the To and the target blown air amount Ga.

An object of the present invention is to provide an air conditioning system for a vehicle capable of supplying optimum conditioned air according to the switching of the outlet.

[0006]

[Means for Solving the Problems] FIGS.
The present invention will be described in association with
The present invention is applied to a vehicle air conditioner provided with a temperature control unit 19, which controls the temperature, flow rate, and blowing direction of conditioned air blown into the passenger compartment, an air flow rate control unit 14, and blowout port control units 23 to 25. Then, the vehicle interior temperature detecting means for detecting the vehicle interior temperature Tinc, the temperature adjusting means 19, and the air volume adjusting means 1
4 is a mathematical model of a control target that is identified in advance as a control target that inputs the control command values X and Vf of 4 and outputs the vehicle interior temperature Tinc, and the output of this mathematical model and the vehicle interior temperature detection value Tinc It has a mathematical model for feeding back the deviation, and uses this mathematical model to estimate the skin temperature of the occupant, and the skin temperature estimating means 42 and the outlet adjusting means 23-2.
A target skin temperature generation means 41 for generating target values Tfu ^* , Tff ^* of the skin temperature of the occupant for each time when the vehicle interior temperature set value Tptc changes according to the blowing direction of the conditioned air adjusted by 5. , The target value of the occupant's skin temperature Tfu
^* , Tff ^* , the temperature adjusting means 19 and the calculating means 43, 44 for calculating the control command values X and Vf of the air volume adjusting means 14, and the temperature adjusting means 19 and the air volume adjusting according to the control command values X and Vf. Control means 4 for controlling the means 14
3, 44, and the outlet adjusting means 23 to 25,
The ventilator is equipped with a swing mechanism capable of changing the wind direction, and the target skin temperature generating means 41 is not when the blowing direction of the conditioned air by the outlet adjusting means 23 to 25 is toward the occupant's face. The target value of skin temperature is changed with time. The vehicle air conditioner according to claim 2 is
By the target skin temperature generating means 41, the outlet adjusting means 2
When the blowing direction of the conditioned air by 3 to 25 is set to the occupant's head, the head target skin temperature is generated, and when it is set to the occupant's foot, the foot target skin temperature is generated. It is the one.

[0007]

[Function] The target value of the skin temperature is generated according to the blowing direction of the conditioned air. For example, the head target skin temperature may be generated when the blowing direction is set to the occupant's head, and the foot target skin temperature may be generated when the blowing direction is set to the occupant. The target value of the skin temperature may be changed depending on whether the direction is toward the passenger's face or not. Next, the skin temperature of the occupant is estimated using a mathematical model of the control target that has been previously identified as the control target, and the temperature control means and the air volume control means for matching the estimated value of the skin temperature of the occupant with the target value are controlled. Calculate the command value. Then, the temperature adjusting means and the air volume adjusting means are controlled according to the control command value. Blowing
The outlet adjustment means is a switch that can change the wind direction.
The occupant's face is equipped with
Target value of skin temperature when facing the surface and when not facing
Change. This allows the selected outlet and wind direction.
In addition to being able to supply the optimum conditioned air depending on the situation, it is possible to change the temperature and air volume of the conditioned air while satisfying the passenger's comfort even during a transition immediately after switching the outlet.

Incidentally, in the section of means and action for solving the above problems for explaining the constitution of the present invention, the drawings of the embodiments are used for the purpose of making the present invention easy to understand. It is not limited to.

[0009]

1 is a functional block diagram showing the structure of an embodiment, and FIG. 2 is a sectional view of an air conditioning unit of the embodiment. In FIG. 2, an outside air inlet 11 and an inside air inlet 12 are provided upstream of the air conditioning unit 10, and the intake door 1
The ratio of the outside air to the inside air of the intake air is adjusted by 3. The air sucked from both the suction ports 11 and 12 is blown to the downstream of the air conditioning unit 10 by the blower fan 14, and heat is first exchanged by the evaporator 15 to become cold air. Downstream of the evaporator 15, the air-conditioned air flow path is divided into two. One is a flow path 17 that passes through the heater core 16.
And the air passing through this flow path 17 is the heater core 1
Heat is exchanged by 6 to become warm air. The other is a flow path 18 that bypasses the heater core 16.
The air passing through 8 is cold air that has passed through the evaporator 15. An air mix door 19 is provided at the branch point of these two flow paths 17 and 18, and the opening of the air mix door 19 is controlled to adjust the proportion of air passing through both flow paths 17 and 18.

The air-conditioning air whose temperature is adjusted by the air mix door 19 is sent to the ventilator 20 and the defroster 2.
1 and the foot outlet 22 are blown into the passenger compartment. A vent door 23, a differential door 24, and a foot door 25 are provided at these outlets 20, 21, and 22, respectively, and the blowing direction of the conditioned air is selected. The ventilator 20 includes a center vent 20a and a rear vent 20.
b, the side vent 20c, the lower vent 20d and the like are branched. The defroster 21 is branched into outlets such as the front defroster 21a and the side defroster 21b. The foot outlet 22 is branched into a front foot outlet 22a and a rear foot outlet 22b.

In FIG. 1, an instrument panel 31 of a vehicle is provided with an operation unit 31 of an air conditioner. The operation unit 31 is provided with an air conditioner switch, a fan switch, an outlet switch, a defrost switch, an inside / outside air changeover switch, a display device, and the like. The room temperature setting device 32 is a setting device for setting the vehicle interior setting temperature Tptc. Sensors for detecting the air temperature of each part are installed in the vehicle,
The outside air temperature sensor 33 detects the outside air temperature Tamb, and the inside air temperature sensor 34 detects the vehicle interior temperature Tinc. Further, the solar radiation sensor 35 detects the solar radiation amount Qsun, and the suction temperature sensor 36 detects the air temperature Tout passing through the evaporator 15. Further, the refrigerant temperature sensor 37 detects the inlet refrigerant temperature Teva of the evaporator 15,
The water temperature sensor 38 detects the engine cooling water temperature Tw.

The controller 30 is composed of a microcomputer and its peripheral parts, and has various operation information from the operation section 31, the vehicle interior temperature Tptc set by the room temperature setting device 32, and the outside air temperature Tamb detected by the sensors 33 to 38. , Vehicle interior temperature Tinc, solar radiation Q
Based on sun, air temperature Tout, refrigerant temperature Teva, cooling water temperature Tw, etc., the compressor 39, the intake door actuator 13m, the air mix door actuator 19m, the vent door actuator 23.
m, the differential door actuator 24m, the foot door actuator 25m, the blower fan drive circuit 14d, and the motor 14m.

FIG. 3 is a control block diagram of one embodiment.
The controller 30 is a reference model 41, an observer 4
2. Comprised of a linear compensator 43 and an optimum regulator 44, which is a control amount based on the amount of solar radiation Qsun, the outside air temperature Tamb, the vehicle interior temperature set value Tptc, the vehicle interior temperature Tinc, that is, the air mix door opening X and the blower drive voltage. Vf etc. are calculated and the above-mentioned air conditioning unit 10 is controlled.

In the normative model 41, the change over time and the environment of the blowout air amount Ga and the blowout temperature To, which suits the comfort of human beings, is converted into a mathematical expression as follows, and when the vehicle interior temperature set value Tptc is changed: Target skin temperature Tf
^{* And the} target vehicle interior temperature Tinc ^* are calculated. The target skin temperature Tf ^* and the target vehicle interior temperature Tinc ^* are
In addition to determining a comfortable air-conditioning temperature at regular times, it also determines the degree of temperature change that suits the occupant's comfort even during a transition until the target temperature is reached.

[Number 1] ^{dTinc * / dt = Ar · Tinc} * + Br · Tptc here, Ar, Br is the coefficient matrix.

[Number 2] ^{dTf * / dt = Af · Tf} * + Bf · Tptc here, Af, Bf is the coefficient matrix.

FIG. 4 is a time chart showing an air conditioning result (solid line) by the vehicle air conditioner according to the present invention and an air conditioning result (dashed line) by the conventional device, where (a) is time t1.
Shows the time when the set temperature Tptc is lowered, and (b) shows the time t.
2 shows the time when the set temperature Tptc is raised. In the conventional air conditioner, the transient change of the passenger compartment temperature Tinc when the set temperature Tptc is changed is determined by the control amount of the controller 30, and does not always satisfy the comfort of the occupant in the transient state. In the air conditioner of the present invention, the target skin temperature Tf ^* and the target vehicle interior temperature Tinc ^* are determined in the reference model 41 according to the time change and the environmental change. The air conditioning temperature is set according to the feeling.

Further, in the reference model 41, the mathematical model of the skin temperature for calculating the target skin temperature Tf ^* is changed according to the selected outlet. Ventilator 2
When 0 is selected, the target head skin temperature Tfu ^* is calculated by the following formula.

## EQU00003 ## dTfu ^* / dt = Ak.Tfu ^* + Bk.Tptc where Ak and Bk are coefficient matrices. When the so-called head cold foot thermal bi-level mode is selected,
The target skin temperature Tfu ^{* of the} cool air blown from the ventilator 20 to the passenger's head and the target foot skin temperature T of the warm air blown from the foot outlet 22 to the passenger's feet.
ff ^* is calculated by the following formula.

## EQU00004 ## dTfu ^* / dt = A1.Tfu ^* + B1.Tptc where A1 and B1 are coefficient matrices.

## EQU00005 ## dTff ^* / dt = A2.Tff ^* + B2.Tptc Here, B1 and B2 are coefficient matrices. further,
When the foot outlet 22 is selected, the target foot skin temperature Tff ^* is calculated by the following formula.

## EQU00006 ## dTff ^* / dt = A3.Tff ^* + B3.Tptc where A3 and B3 are coefficient matrices.

When the ventilator is provided with a swing mechanism and is equipped with an air conditioning unit capable of changing the wind direction, the skin temperature varies depending on whether or not the conditioned wind hits the occupant's face. You may make it change the mathematical expression model of. FIG. 5 shows the vehicle interior set temperature Tptc.
It is a figure which shows the change of head target skin temperature Tfu ^* when is lowered. A shows a model when the air-conditioning air is hitting the face, and B shows a model when the air-conditioning air is not hitting the face. Switch between these two models depending on the wind direction.

FIG. 6 is a control block diagram showing the structure of the observer 42. In the following, symbols and the like in the control block diagram will be displayed according to a general notation of system control (modern control), and description thereof will be omitted. In the figure, 42a is an actual system to be controlled, and the fixed coefficient matrices Ao, Bo, C are determined by the experimental results of the air conditioner.
It is assumed to be a linear time-invariant system with o (fixed coefficient system). The observer 42 has a pre-identified estimation model of the controlled system 42a, and a deviation (Yo) between the measurable vehicle interior temperature Yo (= Tinc) and the vehicle interior temperature estimated value Yo ^S output from the pre-identified estimation model. -Yo ^S )
A vehicle body temperature Tm shown in FIG.
The blowout air amount Ga, the air mix door opening X, and the like are estimated, and the current skin temperature Tf is estimated based on these estimated values.

The state equation and output equation of the controlled system 42a are expressed as follows.

[Formula 7] dXo / dt = Ao · Xo + Bo · U

## EQU00008 ## Yo = Tinc = Co.Xo where Xo is a state variable vector, and Xo = [T
m, Tinc, Ga, X] ^T , and U is a control command value vector. Let Xo ^{S be} the estimated value of the state variable Xo of the vehicle body temperature Tm, the blown air amount Ga, and the air mix door opening X estimated by the previously identified estimation model.
The estimation model is expressed by the following equation.

[Formula 9] dXo ^S / dt = Ao · Xo ^S + Bo · U

[Equation 10] Yo = Tinc ^S = Co · Xo ^S where Xo ^S = [Tm ^S , Tinc ^S , Ga ^S , X ^S ] ^T ,
Tm ^S is the estimated value of the vehicle body temperature Tm, Tinc ^S is the estimated value of the vehicle interior temperature Tinc, Ga ^S is the estimated value of the blowing air amount Ga,
X ^S is an estimated value of the opening A of the mixed door. In order to converge the estimation error eo (= Xo ^S −Xo) of each state variable caused by the fluctuations of the coefficient matrices Ao and Bo and the disturbance to 0, feedback is added to the estimation model as shown in FIG. Is represented as follows.

[Formula 11] dXo ^S / dt = Ao · Xo ^S + Bo · U + F
· (Yo-Yo ^S) Here, F is a feedback coefficient Matorisukusu.

By the way, since the system to be controlled in the air conditioner is non-linear and it is difficult to make the optimum regulator 44, which will be described later, operate in a non-linear manner, the linear compensator 43 performs linearization compensation. The linear compensator 43 is shown in FIG.
As shown in (a), it is composed of nonlinear state feedback and nonlinear state feedforward. That is,

U = f (X, t) + g (X, t) · U where U = [u1, u2] ^T , where u1 is the control command value for determining the blower voltage, and u2 is the blowout temperature. This is the control command value to be determined. Further, f (X, t) is a nonlinear feedback function, and g (X, t) is a nonlinear feedforward function. U to Y are linearized by Expression 12 and converted as in the following expression (FIG. 8B).

[Expression 13] dY / dt = A1 · Y + B1 · U Here, A1 and B1 are coefficient matrices.

The optimum regulator 44 is the reference model 41.
In order to follow the target value of, the optimum value of the control constant that achieves both responsiveness and stability is calculated using the evaluation function J, and the control amount is determined. The evaluation function J is expressed by the following equation.

[Equation 14] J = ∫ {W1 · (ΔTinc) ² + W2 ·
(ΔTf) ² + W3 · (du1 / dt) ² + W4 · (du
2 / dt) ² } dt where ΔTinc is the deviation between the passenger compartment temperature Tinc and its target value Tinc ^* , ΔTf is the deviation between the occupant's skin temperature Tf and its target value Tf ^*, and du1 / dt is the blower drive voltage. Vf is a time differential value indicating a rapid change in the control command value, du2 / dt is a time differential value indicating a rapid change in the control command value determining the blowout temperature To, W1, W2,
W3 and W4 are weighting factors. Further, ∫ indicates an integral calculation from 0 to ∞. In the above equation, ΔTf represents the local thermal sensation of the portion exposed to the solar radiation or the blowing air, and du1 / dt and du2 / dt represent the noise of the blower, the blowing air amount, and the feeling of change in the blowing temperature. These ΔTinc, ΔTf, du1
/ Dt and du2 / dt are the main parameters that affect the occupant's comfort, and in order to comprehensively evaluate the feeling of comfort, the weighting factors W1, W2, W3 of each parameter are first calculated.
Determine W4.

An expansion system as shown in the following formula is constructed from the above-mentioned formulas 1, 2, and 13.

[Equation 15] dE / dt = AeE + BedU / dt where E = [dY / dt, e, dXr / dt] ^T , Ae and Be are coefficient matrices, and e is a deviation vector (e = Yr -Y). In Expression 15, the control law that minimizes the evaluation function J is represented by the following expression.

[Expression 16] dU / dt = K1 · dY / dt + K2 · e +
K3 · dXr / dt Here, K1, K2, and K3 are control constant matrices. Time differential value dU / of the control command value vector of Expression 16
In order to make dt as small as possible and follow the target value, the control constants K1, K2, K3 are determined by the following equation.

(K1, K2, K3) = − R ⁻¹ Be ^T P Here, R is a weight coefficient matrix, and P is a matrix solution of the following Riccati equation.

[Equation 18] Ae ^T / P + P / Ae + Q-P / Be / R ^-1
· Be ^T · P = 0 here, Q is a weighting coefficient matrix. in this way,
By setting the weighting coefficient matrices Q and R, the control constants K1, K2 and K3 are determined according to a predetermined algorithm. The control constants K1, K2 determined by the above equation,
The optimum control command value vector U, that is, the control amount of the air conditioning unit 10 is determined by substituting K3 into Expression 15 and integrating.

[Formula 19] U = K1 · Y + K2 · ∫edt + K3 · Xr
+ {U (0) -K1.Y (0) -K3.Xr (0)} where U (0), Y (0), and Xr (0) are control command values, outputs, and state variables, respectively. This is the initial value.

FIG. 9 is a control block diagram showing the configuration of the optimum regulator 44 designed in this way. Further, FIG. 10 is a time chart showing the process of calculating the control command value of the optimum regulator 44. Optimal regulator 4
4 is the reference model 41 as shown at time t3 in FIG.
The area of the difference between the target vehicle interior temperature Tinc ^* , the head target skin temperature Tfu ^*, and the foot target skin temperature Tff ^* calculated by the above, and the actual vehicle interior temperature Tinc and the estimated value Tf ^S of the skin temperature is the minimum. The control amount of the air conditioning unit 10 is determined so that That is, based on the evaluation function J for evaluating the comfort of the occupant, the air conditioning unit 10 is controlled so that the responsiveness and the stability are ensured under all conditions and the temperature target value of the reference model 41 matches the comfort of the occupant. To control. In addition,
The control amount calculated by the optimum regulator 44 as described above is linearized by the linear compensator 43.

FIG. 11 is a flowchart showing a control program executed by the microcomputer of the controller 30. The microcomputer starts executing this control program when a main switch (not shown) of the air conditioner is turned on. The operation of the controller 30 will be described with reference to this flowchart. In step S1, the vehicle interior temperature setting value Tptc set by the room temperature setting device 32 is input, and the target model skin temperature Tfu ^* and the foot target skin temperature Tf that match the occupant's comfort with the reference model 41 are input.
f ^* and the target vehicle interior temperature Tinc ^* are calculated and output to the optimum regulator 44.

12 and 13 show a routine for calculating the target skin temperature. In step S11, the ventilator 2
It is determined whether or not the vent mode for blowing out the conditioned air is selected from 0, and if it is the vent mode, step S12
Otherwise, to step S14. When the vent mode is selected, the control value so far is set to the initial value so that the target skin temperature Tff ^* when the outlet is switched in step S12 changes smoothly as shown in FIG. To do. In the subsequent step S13, the target head skin temperature Tfu ^* is calculated by the above-described mathematical expression 3 and the result shown in FIG.
Return to 1 main program.

When the vent mode is not selected, the ventilator 20 and the foot outlet 2 are selected in step S14.
It is determined whether or not the bilevel mode for blowing out the conditioned air from 2 is selected, and if the bilevel mode is selected, the process proceeds to step S15, and if not, the step S15.
Proceed to 17. When bi-level mode is selected,
In step S15, the control values up to that point are set to initial values so that the target skin temperatures Tfu ^* and Tff ^* when the outlet is switched do not change stepwise. Continuing step S1
6, the target head skin temperature Tfu is calculated by the formula 4 and the formula 5.
^* , Calculate target foot skin temperature Tff ^* and return to the main program.

When the vent mode and the bi-level mode are not selected, it is determined that the foot mode is the foot mode in which the conditioned air is blown from the foot outlet 22 and step S17 is performed.
, And the target skin temperature Tf when the outlet is switched
The control value up to that point is set to an initial value so that f ^* does not change stepwise. In the following step S18, the target foot skin temperature Tff ^* is calculated by Expression 6, and the process returns to the main program. The air-conditioning modes such as the vent mode, the bi-level mode, and the foot blowing mode are automatically set by the controller 30 according to the vehicle interior set temperature Tptc when the auto mode is set,
When the manual mode is set, it is set according to the operating states of various switches of the operation unit 31.

In step S2 of FIG. 11, the observer 4
The body temperature Tm that cannot be measured or is difficult to measure due to 2.
The blowout air amount Ga, the air mix door opening X, etc. are estimated, and the current skin temperature Tf is predicted based on these estimated values and output to the optimum regulator 44. Step S3
Then, based on the target value of the reference model 41, the skin temperature estimated value Tf ^S estimated by the observer 42, and the measured vehicle interior temperature Tinc by the optimum regulator 44, the deviation from the target value and the variation of the control amount. Is calculated, an optimum control constant for following the target value is calculated by the evaluation function J, the control amount is determined and output to the linear compensator 43. In step S4, the linear compensator 43 linearizes the control amount from the optimum regulator 44. Then, in step S5, the linearized control amount is output to the air conditioning unit 10. The air conditioning unit 10 drives the air mix door 19 and the actuators of each outlet door according to this control amount, and also drives the blower fan 14 to air-condition the passenger compartment 45.

In the structure of the above embodiment, the air mix door 19 serves as a temperature adjusting means, the blower fan 14 serves as an air volume adjusting means, the vent door 23, the differential door 24 and the foot door 25 serve as an outlet adjusting means, and the inside air temperature sensor 3
4 is the vehicle interior temperature detecting means, the observer 42 is the skin temperature estimating means, and the reference model 41 is the target skin temperature generating means.
The optimum regulator 44 and the linear compensator 43 form a calculation means and a control means, respectively.

[0030]

According to the present invention as described above, according to the present invention, spray
The outlet adjustment means is a switch that can change the wind direction.
It is equipped with an air conditioning mechanism, and the direction of the conditioned air is
Goal of skin temperature when facing the face and when not
Since so as to change the value, selected air outlet and
In addition to being able to supply the optimum conditioned air according to the wind direction , it is possible to change the temperature and air volume of the conditioned air while satisfying the occupant's comfort even during a transition immediately after switching the outlets.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing the configuration of an embodiment.

FIG. 2 is a cross-sectional view of an air conditioning unit according to an embodiment.

FIG. 3 is a control block diagram of an embodiment.

FIG. 4 is a time chart showing changes in the vehicle interior temperature when the set value of the vehicle interior temperature is changed.

FIG. 5 is a diagram showing a change in target head skin temperature Tfu ^* when the vehicle interior set temperature Tptc is lowered.

FIG. 6 is a control block diagram showing a configuration of an observer.

FIG. 7 is a diagram showing a physical quantity related to a heat load necessary for air conditioning control.

FIG. 8 is a control block diagram showing a linear compensator.

FIG. 9 is a control block diagram showing an optimum regulator.

FIG. 10 is a diagram illustrating a method of calculating a control amount in the optimum regulator.

FIG. 11 is a flowchart showing an example of a control program executed by the microcomputer of the controller.

FIG. 12 is a flowchart showing a target skin temperature calculation routine.

FIG. 13 is a flowchart showing a target skin temperature calculation routine continued from FIG. 12;

FIG. 14 is a diagram showing a change in target skin temperature when the outlet is switched.

FIG. 15 is a control block diagram showing a conventional vehicle air conditioner.

[Explanation of symbols]

10 Air conditioning unit 11 Outside air inlet 12 Outside air inlet 13 intake door 13m intake door actuator 14 Blower Fan 14d drive circuit 14m motor 15 Evaporator 16 heater core 17, 18 flow path 19 air mix door 19m air mix door actuator 20 Ventilator 20a center vent 20b rear vent 20c side vent 20d lower vent 21 Defroster 21a Front defroster 21b Side defroster 22 Foot outlet 22a Front foot outlet 22b Rear foot outlet 23 Bent door 23m vent door actuator 24 differential door 24m differential door actuator 25 foot door 25m foot door actuator 30 controller 31 Operation part 32 Room temperature setting device 33 Outside temperature sensor 34 Air temperature sensor 35 solar radiation sensor 36 Suction temperature sensor 37 Refrigerant temperature sensor 38 Water temperature sensor 39 Compressor 41 Normative model 42 Observer 43 Linear compensator 44 Optimal regulator 45 cabin

─────────────────────────────────────────────────── ─── Continuation of front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60H 1/00 101

Claims (2)

(57) [Claims] 1. A vehicle air conditioner equipped with temperature control means, air volume control means, and outlet control means for controlling the temperature, air volume, and blowing direction of the conditioned air blown into the vehicle compartment, and detecting the vehicle compartment temperature. A mathematical expression model of a control object previously identified as a control object that inputs a control command value of the temperature adjusting means and the air volume adjusting means and outputs a vehicle interior temperature, the output of the mathematical expression model And a mathematical expression model for feeding back the deviation between the detected temperature inside the vehicle and the vehicle interior temperature, and a skin temperature estimating means for estimating the skin temperature of an occupant using the mathematical expression model, and an air conditioner adjusted by the outlet adjusting means. A target skin temperature generating unit that generates a target value for the skin temperature of the occupant over time when the set temperature in the passenger compartment changes according to the direction of the wind, and the skin temperature of the occupant Calculating means for calculating control command values for the temperature adjusting means and the air volume adjusting means for matching the estimated value with the target value; and control for controlling the temperature adjusting means and the air volume adjusting means in accordance with the control instruction values. and means, the outlet adjustment means, is possible to change the wind direction
The ventilator is provided with a possible swing mechanism, and the target skin temperature generating means is the outlet adjusting means.
When the blowing direction of the conditioned air is toward the passenger's face,
An air conditioning system for vehicles, which changes the target value of the skin temperature depending on whether or not it is not . 2. The vehicle air conditioner according to claim 1, wherein the target skin temperature generating means is the head when the blowing direction of the conditioned air by the outlet adjusting means is set to the head of the occupant. An air conditioner for a vehicle, which generates a target skin temperature, and generates a foot target skin temperature when the target skin temperature is set on a foot of an occupant.