JP3524175B2 - Vehicle air conditioning controller - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular air-conditioning control device for controlling the temperature and amount of air-conditioning air supplied from an air-conditioning device to a passenger compartment.

[0002]

2. Description of the Related Art Generally, a vehicle air-conditioning control device is based on a heat balance formula of a heat exchange capacity of an air-conditioning device and a heat load acting on a vehicle in order to maintain a passenger compartment temperature at a desired comfortable temperature. It is configured to maintain the vehicle interior temperature at an appropriate value by calculating the control values of the blowout temperature and the blown air volume and controlling the operating state of the air conditioner according to the control values.

However, since the heat balance equation includes two variables, that is, the blowout temperature of the air conditioning air and the blown air volume, as parameters for setting the heat exchange capacity of the air conditioner, the heat balance equation is used. It is not possible to uniquely determine the control values for both the blowing temperature and the blowing air amount of the working air.

Therefore, in the air conditioner disclosed in Japanese Examined Patent Publication No. 62-8327, the relationship between the environmental conditions such as the outside air temperature and the blowing amount of the air for the air conditioning is set in advance, and the environmental conditions detected by the detecting means. Based on the above, the control value of the blown air volume is determined, and the blowout temperature of the air conditioning air required to control the vehicle interior temperature to the set value is calculated based on the determined blown air volume, and these values are calculated as these values. Accordingly, the operating state of the air conditioner is controlled accordingly.

As described above, according to the configuration in which the blowout air volume of the air conditioner is preferentially determined and the control value of the blowout temperature of the air conditioning air is calculated based on this, the vehicle interior temperature can be quickly set to a comfortable temperature. Even if it can be controlled to, even if the above-mentioned outlet temperature greatly deviates from the comfortable temperature, excessively cold air or excessively warm air is blown to the occupant near the air conditioning air outlet. May cause discomfort.

Further, as shown in Japanese Patent Publication No. 57-77216, setting means for setting the blowing temperature of the air-conditioning air is provided, and the blowing temperature set by the occupant is substituted into the above heat balance formula for air conditioning. The control value of the amount of air blown out is calculated, and the operating state of the air conditioner is controlled according to these values.

However, in the air-conditioning control device having the above-mentioned configuration, when the temperature in the vehicle compartment changes, the air-blowing amount of the air-conditioning air changes remarkably in response to this, which changes the sensible temperature of the occupant. The setting means requires the occupant to frequently adjust the set value of the passenger compartment temperature, which complicates the work, resulting in an excessive burden on the occupant.

In order to eliminate the above inconvenience, the present applicant has
The characteristic temperature of the comfort index was set in advance with the blowing temperature and the amount of blown air of the air conditioning air supplied from the air conditioner into the passenger compartment, and the heat load acting on the vehicle as parameters, and it was calculated based on this characteristic equation. The control values of the blowout temperature and the blown air volume are respectively determined so that the comfort index becomes a preset target comfort index, and the operating state of the air conditioner is controlled based on these values. A vehicle air conditioner has been proposed (JP-A-5-116521).

[0009]

In the air conditioning control device having the above-mentioned structure, the blowing temperature and the blowing air amount of the air conditioning air are adjusted so that the comfort index calculated from the above characteristic equation matches the preset target comfort index. By setting each of the control values of the, it has the advantage that the sensible temperature and air volume of the air conditioning air blown to the occupant can be controlled to the optimum value, while the air conditioning air is blown from the air conditioner into the passenger compartment. The generated blowing noise is not taken into consideration, and there is a problem in that a large air blowing noise may be generated and the passenger may feel uncomfortable.

The present invention has been made in order to solve the above-mentioned problems, and while appropriately controlling the sensible temperature of the air-conditioning air blown to the occupant, a large blowing noise is generated and the occupant feels uncomfortable. It is an object of the present invention to provide an air conditioning control device for a vehicle, which can be effectively prevented from being given.

[0011]

The invention according to claim 1 is
An air conditioner that adjusts the blowout temperature and the blown air volume of the air conditioning air supplied to the passenger compartment, and the characteristic temperature preset with the blowout temperature and the blown air volume of the air conditioning air and the heat load acting on the vehicle as parameters. Based on the calculating means for calculating the comfort index that the occupant feels during air conditioning control, and the comfort index calculated by this calculating means ,
An error calculated based on the parameters related to the feeling of blowing.
Based on the comfort level of the blowing sound and the preset target blowing air volume
Based on the deviation from the calculated target comfort level, the correction means and the optimum control values for the air-conditioning air blowout temperature and airflow rate are adjusted so that the corrected comfort index approaches the target comfort index. A selection means for selecting a combination is provided.

The invention according to claim 2 is supplied to a passenger compartment.
Air-conditioning equipment that controls the blowing temperature and the blowing air volume of air conditioning air
And the temperature and amount of air blown out from the air conditioning air conditioner and the vehicle.
The heat load acting on the
The comfort finger that the occupant will experience during air conditioning control based on the characteristic formula
The calculation means for calculating the number and the air flow rate of the air conditioning air
And the value of the square of the blown air volume as a parameter
In addition to setting the comfortableness characteristics of the pitch, the above calculation means
Therefore, the calculated comfort index is the comfort level of the air blowing
And the comfort level finger after correction.
Blowing air for air conditioning to bring the number closer to the target comfort index
Select the optimal combination of temperature and blown air volume control values
The selection means is provided .

[0013]

[0014]

According to the first aspect of the invention, the air-conditioning air is used.
Comfort level of air blowing sound with parameters such as air flow rate
Is calculated, and the comfort level of this air blowing sound and the target comfort level
So that the
The comfort index calculated based on the sex formula is corrected, and the corrected comfort index can be brought closer to the target comfort index.The optimum combination of control values for the air-conditioning air blowout temperature and blown air volume is calculated. Then, the control of the blowing temperature and the blowing amount of the air-conditioning air is executed based on this control value.

[0015]

According to the second aspect of the present invention, the comfort characteristic of the air blowing sound is set with the blowing air amount of the air conditioning air and the square value of the blowing air amount as parameters, and the comfort degree of the air blowing sound is set. Depending on the characteristics, the calculated comfort index that the occupant will experience during air conditioning control will be corrected, and the corrected comfort index will be used to control the temperature and volume of air for air conditioning according to the target comfort index. Will be.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an overall configuration diagram of a vehicle air conditioning control device according to an embodiment of the present invention. An air conditioner for a vehicle has a ventilation duct 1 for guiding air for air conditioning into the vehicle interior, and an upstream side portion of the ventilation duct 1 has an outside air introduction port 2 for introducing outside air and an air inside the vehicle interior. Inside air inlet 3 for introduction
And a switching damper 4 for selectively opening and closing the outside air inlet 2 and the inside air inlet 3.

A vent outlet 5 is provided in the ventilation duct 1.
The foot outlet 6 and the defroster outlet 7 are provided on the downstream side, and the mode switching dampers 8, 9, 1 are provided.
0 is provided at a predetermined position. The mode switching dampers 8, 9 and 10 selectively open and close the duct portions communicating with the air outlets 5, 6 and 7 to open the air outlets 5 and 5.
It is configured to adjust the blowout amount of the air-conditioning air that is derived from 6 and 7.

In the air conditioner, the variable air volume type blower 11 is arranged on the upstream side of the ventilation duct 1, the cooling heat exchanger 12 is arranged on the downstream side, and the cooling heat exchanger 12 is arranged on the downstream side. It has the air mix damper 13 and the heat exchanger 14 for heating which were arrange | positioned.

The blower 11 is constructed so as to blow out the air taken into the ventilation duct 1 from the outside air introduction port 2 or the inside air introduction port 3 into the vehicle compartment through the blowout ports 5, 6 and 7. There is. In addition, the cooling heat exchanger 12
Has a function as an evaporator, and the compressor 1
5, connected to a refrigerant circulation circuit X having a condenser 16 and a receiver 17. The compressor 15
Is selectively engaged or disengaged with the rotating element of the engine 18 by ON / OFF control of the electromagnetic clutch.

The heating heat exchanger 14 is constructed as a heater core and is connected to the cooling water circulation passage of the engine 18. The flow rate of the engine cooling water flowing through the heating heat exchanger 14 is controlled by an open / close control valve (not shown) that is controlled in association with the air mix damper 13.

The air flow rate of the heating heat exchanger 14 is controlled according to the opening degree of the air mix damper 13 arranged between the cooling heat exchanger 12 and the heating heat exchanger 14. It is like this. This air mix damper 13
The air conditioning air that has passed through the cooling heat exchanger 12 is selectively guided to the heating heat exchanger 14, and this air mix damper 1
It is configured to adjust the mixing ratio of the air heated by the heating heat exchanger 14 and the air bypassing the heating heat exchanger 14 according to the position control of No. 3.

That is, the above air mix damper 13
Is a fully closed position indicated by a solid line in which all of the air for air conditioning is sent to each of the outlets 5, 6 and 7 without passing through the heat exchanger 14 for heating,
All of the air for air conditioning can be selectively set to the fully open position indicated by the phantom line to be sent to each of the outlets 5, 6 and 7 via the heat exchanger 14 for heating, and a part of the air for air conditioning is heated. It can be set to an intermediate position where the air is sent to each of the outlets 5, 6 and 7 via the heat exchanger 14 for heat.

The air mix damper 13 is
Fully closed position (θ = 1) in which all of the air conditioning air is supplied to the heating heat exchanger 14, and fully open position (θ = 0) in which all of the air conditioning air bypasses the heating heat exchanger 14 And the opening degree θ are adjusted steplessly, the blowout temperature T of the air-conditioning air can be the maximum temperature obtained at the opening degree θ = 1 and the minimum temperature obtained at the opening degree θ = 0. It is configured to adjust steplessly within the range of temperature according to the mixing ratio of the air conditioning air.

The opening θ of the air mix damper 13 is
It is given by

Θ = (T−TE) / (KW · TW−TE) In the above equation, TE is the outlet temperature of the cooling heat exchanger 12, TW is the temperature of the engine cooling water, and KW is the engine cooling water. Is a coefficient for converting the temperature TW of the above into the outlet temperature of the heating heat exchanger 14.

Further, the vehicle air-conditioning control device includes an electric motor 19 for driving the inside / outside air switching damper 4, an electric motor 20 for driving the mode switching dampers 8, 9, 10 and a servo motor for driving the air mix damper 13. 21 for driving various dampers and the motors 19 and 2 described above.
A control unit 22 that controls the operating states of 0 and 21 and the amount of air blown by the blower 11 and an operation unit 23 that manually sets the air conditioning conditions are provided.

In the operation section 23, various switches operated by the occupant, for example, an auto switch 23a for selecting automatic control or manual control of air conditioning, and a set value TSET of the passenger compartment temperature required by the occupant are manually set. A vehicle interior temperature setting switch 23b, an inside / outside air changeover switch 23c for manually setting the introduction ratio of inside / outside air, and an outlet mode changeover switch 23d for selecting an outlet mode,
A defroster switch 23e for manually setting the opening of the defroster outlet 7 is provided. The vehicle interior temperature setting switch 23b is used to set the vehicle interior temperature TSE.
It is configured to input T in the range of 18 ° C to 32 ° C.

As shown in FIG. 2, the control unit 22 has a CPU (microprocessor) 30 which is connected to a stabilized power supply 32 and outputs display data to the operation unit 23. The CPU 30 drives the motors 19, 20, 21 through the drivers 35 to 37, and
The power clutch 31 of the compressor 15 is engaged or disengaged via the driver 38. That is, the control unit 22 controls the drive motor 1
9 and 20 are operated to switch the air conditioning mode, and the servo motor 21 is operated to adjust the opening degree θ of the air mix damper 13.

The control unit 22 has a D / A converter 33 and a driver 34 for driving the blower motor 11a of the blower 11, controls the operation and stop of the blower motor 11a, and controls the voltage applied to the blower motor 11a. By controlling, the air flow rate of the blower 11 is adjusted to control the air flow rate of the air conditioning control device.

Further, the air conditioning control device includes various sensors for detecting environmental conditions, such as a room temperature sensor 24 for detecting the passenger compartment temperature TR based on the inside air temperature introduced into the ventilation duct 1 and the outside air temperature TA. Ambient temperature sensor 25 for detecting the temperature, the solar radiation sensor 26 for detecting the solar radiation amount TS, the duct sensor 27 for detecting the outlet temperature TE of the cooling heat exchanger 12, and the water temperature sensor 28 for detecting the temperature TW of the engine cooling water. And a potentiometer 29 for detecting the opening degree θ of the air mix damper 13, and the like.
The detection signals of 29 are input to the CPU 30.

In the control unit 22, as shown in FIG. 3, the heat balance between the heat exchange capacity of the air conditioning control unit and the heat load acting on the vehicle body is controlled according to the detection signals from the sensors 24 to 29. Then, the basic condition for maintaining the vehicle compartment temperature TR at the set value TSET, that is, the blowout temperature T of the air conditioning controller
And a first calculation means 40 for obtaining a correlation between the blowout air volume V and the blown air volume of the blower 11.

For example, if the heat exchange capacity of the air conditioning control device is QA,
The heat transfer load due to the temperature difference between the outside air temperature TA and the passenger compartment temperature TR is QU, the heat load due to insolation is QS, the heat load due to the heat generated by the occupant is QM, and the heat load generated from vehicle equipment such as an engine is QE. Then, the heat balance during the cooling operation is defined by the following heat balance equation (1).

QA = QU-QS-QM-QE (1) here, QA = CP ・ γ ・ V (T-TR) QU = K ・ A (TR-TA) QS = KS · TS.

In the above equation, CP is the specific heat of air constant pressure, γ
Is the specific gravity of air, K is the heat transmission rate, A is the heat transfer area, KS is the solar radiation-heat transfer conversion coefficient, and TS is the temperature conversion value of the amount of solar radiation.
Further, in the above formula (1), the heat load QM due to the heat generation of the human body of the occupant and the heat load QE generated from the vehicle equipment such as the engine are regarded as approximately constant, and this is regarded as a constant C
When replaced with, the above equation (1) can be expressed by the following heat balance equation (2).

CP · γ · V (T−TR) = K · A (TR−
TA) −KS · TS−C (2) In the above equation (2), assuming that the vehicle interior temperature TR and the manually set vehicle interior temperature set value TSET are substantially equal to each other, the above equation ( 2) can be expressed by the following heat balance equation (3).

CP ・ γ ・ V (T-TSET) = K ・ A (TSE
Therefore, the correlation between the blowing temperature T of the air conditioning air and the blowing air amount V can be obtained based on the above equation (3).

Further, the control unit 22 calculates the comfort index F which is an index of the comfort felt by the occupant, that is, an index showing the satisfaction of the occupant for the air conditioning control.
have. The comfort index F is an environmental condition when the vehicle is running (outside air temperature TA, vehicle interior temperature TR and solar radiation amount T).
In S), the comfort level of the occupant corresponding to the air conditioning control condition consisting of the blowout temperature T and the blown air volume V of the air conditioning air is shown.

The comfort index F3 is a comfort index F3 indicating the overall comfort level of the upper body side centered on the head and the lower body side centered on the legs.
Comfort index F6 indicating the comfort level of the upper body in a windless state
And a comfort index F7 indicating the comfort level of the lower body in a windless state, a comfort index F8 indicating the comfort level of the upper body during the blowing mode control, and a comfort index F9 indicating the comfort level of the lower body during the blowing mode control. , A comfort index F that indicates the comfort level of the upper body during Magic Cool control described below
1, a comfort index F2S indicating the comfort level of the upper body during Magic Cool control at the time of riding, and a comfort index F indicating the comfort level of the lower body during warm-up control, which will be described later.
5 and a comfort index FWUP indicating the comfort level of the lower half of the body during warm-up control at the time of boarding.

The whole body comfort index F3 is set as shown in the following characteristic equation (4).

F3 = (α · K101 + (1-α) K107) V
+ (Α · K102 + (1-α) K108) T + (α · K103 +
(1-α) K109) TR + (α ・ K104 + (1-α) K11
0) TA + (α ・ K105 + (1-α) K111) TS + (α ・
K105 + (1-α) K112) + {(TA-K113) ・ K114
・ K115} (4) In the above formula (4), α is determined from the graph shown in FIG. 4 according to the vehicle heat load Qsat during stable control in which the heat capacity of the vehicle interior component is subtracted from the vehicle heat load when introducing outside air. It is a coefficient to be read, and the vehicle heat load Qsat is -200 to 2
Corresponding to the fluctuation within the range of 00 (kcal), 0
It is set so as to change linearly within the range of ~ 1.

Further, K101 to K106 are coefficients and constants relating to the upper half of the occupant, and K107 to K115 are coefficients and constants relating to the lower half of the occupant, which are preliminarily obtained by experiments and stored in the control unit 22. In addition, the above {(T
The terms A-K113), K114, K115} are correction terms for making F3 = 5 a comfortable point at which the occupant feels neither hot nor cold.

The whole body comfort index F3 is set so as to fluctuate within a range of 0 to 11 in accordance with changes in air conditioning control conditions and environmental conditions. As the value of the comfort index F3 decreases and approaches 0, the occupant feels cold, and as the value of the comfort index F3 increases and approaches 11,
The occupants are set to experience the heat.

Further, in the control section 22, the comfort index F3 obtained by the second computing means 41 is set as a parameter with the factor relating to the blowing noise of the air-conditioning air as a parameter, and the comfort of air blowing feeling is set. The correction means 42 for correcting according to the degree index and the corrected comfort degree index F3K corrected by the correction element 42 are controlled so as to be closest to a target comfort degree index FTSET which will be described later. Based on the selection means 43 for selecting the optimum combination of the value TO and the blown air volume control value VA, and the blown air temperature control value VA and the blown air volume control value VA and the blowout mode of the air conditioning air selected by this selecting means 43, An operation control means 44 for controlling the opening degree θ of the air mix damper 13, the air flow rate of the blower 11, and the open / close positions of the mode switching dampers 8, 9, 10 are provided. There.

The correcting means 42 corrects the comfort index F3K obtained by the second calculating means 41 based on the following characteristic equations (5) and (6) to obtain the corrected comfort index F3K. Is configured to calculate.
The above equation (5) shows a characteristic equation during cooling, and the equation (6) is
The characteristic formula at the time of heating is shown.

F3K = F3− (FN−FNO) (5) F3K = F3 + (FN−FNO) (6) In the above equations (5) and (6), FN is the blown air volume V on the vehicle heat load curve. Shows the comfort level of the air blowing sound for
FNO represents the target comfort level of the air blowing sound feeling, and is calculated based on the following equations (7) and (8), respectively.

FN = KN01 ・ F3 + KN02 ・ (DBA + DB
K) + KN03 ... (7) FNO = KN01.FTSET + KN02.DBO + KN03 ... (8) In the above formulas (7) and (8), DBA and DBO represent the specific noise level of the blower, and this specific noise level is the noise of the blower. Pressure level L (dB), function of air flow rate Q (m ³ / s) and blower total pressure Pa (kgf / m ² ) ₁₀ log ₁₀
It is set based on what is indicated by the difference between Q · Pa ² and this is approximately expressed as the following equation. Also,
The above-mentioned DBK is a correction value at the time of transition, and is calculated by the following formula.

[0048] ^{DBA = KN04 · V 2 + KN05} · V + KN06 DBO = KN04 · VTRG 2 + KN05 · VTRG + KN06 DBK = KN07 · (FTSET-F3) In the above respective formulas, KN01～KN07 the coefficients determined by preliminary experiments And a constant, for example KN0
1 is 0.0903517, KN02 is -0.17738, K
N03 is 13.105, KN04 is -0.0001714, K
N05 is set to a value of 0.18148, KN06 is set to a value of 2.8130, and KN07 is set to a value of about 2.1.

VTRG is a target blown air volume preset to a value that does not impair the air blowing sound. From the above equation, the comfort level FN of air blowing sound and the target comfort level FNO are
It is calculated based on the blown air volume of the air conditioning air and its squared value.

The basic control operation of the air conditioning controller will be described with reference to the flow chart shown in FIG. When the control operation starts, first, in step S1, initial setting is performed, and then in step S2, the passenger compartment temperature setting data set by the passenger operating the passenger compartment temperature setting switch 23b and the sensors 24. ~ 2
Input the detection data of 9.

Next, in step S3, the target comfort index FTSET is calculated based on the set value TSET of the vehicle interior temperature as described later, and then in step S4, the stable target value of the vehicle interior temperature TR, that is, the target temperature. TTRG is calculated, and at the same time, in step S5, the control values of the air-conditioning air blowing temperature and the blowing air amount are calculated to select the optimum combination.

Further, in step S6, the inside / outside air control for controlling the introduction ratio of the inside / outside air is executed by adjusting the opening / closing position of the mode switching damper 4, and then in step S6.
7, the opening θ of the air mix damper 13 and the blower 11 based on the control values of the blowout temperature and the blown air amount.
By controlling the blowing amount of the air conditioning air, the blowing temperature and the blowing amount of the air conditioning air are controlled.

In step S8, the air-conditioning air blowing mode control is executed by adjusting the open / close positions of the mode switching dampers 8, 9 and 10.
In step S9, the operation state of the compressor is set to 0.
The compressor control for N / OFF control is executed.

The control operation for calculating the target comfort index FTSET in step S3 of the basic control operation will be described with reference to the flowchart shown in FIG. When the control operation is started, first, in step S11, it is determined whether or not the set value TSET of the passenger compartment temperature set by the occupant is the minimum temperature of 18 ° C. If YES is determined, the step is determined. In S12, the operation mode of the air conditioner is set to the maximum cooling operation state (MAXCOOL).

As a result, when it is necessary to reduce the temperature in the passenger compartment early at the time of start-up in the summer, the air conditioner is put into the cooling only operation state without taking comfort into consideration. That is, the air mix damper 13 is set to the fully closed position (opening θ = 0), and all the air for air conditioning is supplied only to the heat exchanger 12 for cooling. Further, the compressor 15 is fully operated, and the air flow rate of the blower 11 is set to the maximum air flow rate.

If NO in step S11, the set value TSET is set in step S13.
Is the maximum temperature of 32 ° C, and if YES is determined, the operation mode of the air conditioner is set to the maximum heating operation state (MAXHOT) in step S14.

As a result, when it is necessary to raise the temperature in the passenger compartment early at the time of start-up in winter, the air conditioner is brought into the full heating operation state without taking comfort into consideration. That is, the air mix damper 13 is set to the fully open position (opening θ = 1), and all of the air for air conditioning is supplied to the heating heat exchanger 14 and is also supplied to the heating heat exchanger 14. The flow rate of engine cooling water is set to the maximum value. Further, the air flow rate of the blower 11 is set to the maximum air flow rate.

Further, when it is determined to be NO in each of the steps S11 and S13, and it is confirmed that the set value TSET of the vehicle compartment temperature is within the range of more than 18 ° C and less than 32 ° C, The set reference value FTSETO of the target comfort index is set according to the set value TSET.

That is, in step S14, it is determined whether or not the set value TSET of the vehicle compartment temperature is larger than 27 ° C. When this determination result is YES and it is confirmed that the set value TSETO is within the range of more than 27 ° C and less than 32 ° C, in step S15, the set reference value FTSETO of the target comfort index is set. (TSET
-13) / 2 is set. For example, when the set value TSET of the vehicle interior temperature is 29 ° C., the set reference value FTSETO of the target comfort index is set to 8.

In step S16, it is determined whether the set value TSET is smaller than 23 ° C.
If YES is determined in the above step S16 and it is confirmed that the set value TSET of the vehicle interior temperature is within the range of more than 18 ° C and less than 23 ° C, the step S17 is performed.
, The set reference value FTSETO of the target comfort index is (TS
ET-19). For example, the set value T of the vehicle interior temperature
When SET is 22 ° C., the setting reference value FTSETO of the target comfort index is set to 3.

Further, when it is determined NO in steps S14 and S16, and it is confirmed that the set value TSET of the passenger compartment temperature is within the range of 23 ° C to 27 ° C, in step S18. , The comfort index setting reference value FTSETO is set to (TSET-15) / 2. For example, when the set value TSET of the passenger compartment temperature is 25 ° C, the set reference value FTSETO of the comfort index is set to 5.

The set reference value FTSETO of the target comfort index set as described above is as shown in FIG. 7, and the set value TSET of the vehicle interior temperature is within the range of 18 ° C to 32 ° C. It is set to gradually increase within the range of 0 to 11 as it rises.

Then, in step S19, the target comfort index FTSET is calculated by obtaining the average value of the previous value and the current value of the setting reference value FTSETO.

The control operation for calculating the target temperature TTRG of the blowout temperature in step S4 of the basic control operation shown in FIG. 5 will be described with reference to the flow chart shown in FIG. When the above control operation starts, first, in step S31, the target temperature TTRG is set to the set temperature TSET set by the vehicle interior temperature setting switch 23b.
After that, based on the heat load formula described later according to the value,
The vehicle heat load Qsat when the control is stable is calculated.

Next, in step S32, the arithmetic control of the blowing temperature and the blowing air amount of the air-conditioning air corresponding to step S5 of the basic control operation is executed and the whole body comfort index F3 necessary for this arithmetic control is obtained. . In step S33, it is determined whether or not the air conditioner is in the full heating state (FULLHEAT), and if NO is determined, in step S34, it is determined whether or not the air conditioner is in the full cooling state (FULLCOOL). To determine.

When it is determined YES in steps S33 and S34 and it is confirmed that the vehicle heat load Q is outside the air conditioning capacity frame, the process proceeds to steps S37 and S39, respectively, where the vehicle heat load Q is set to the air conditioning capacity frame. In order to bring them closer to each other, correction is performed to increase or decrease the target temperature TTRG by a preset temperature ΔT.

If it is determined NO in step S34 and it is confirmed that the air conditioner is not in the heating only state or the cooling only state, in steps S35 and S36, the calculated value of the comfort index F3 is calculated. , It is determined whether the deviation from the target comfort index FTSET obtained in step S3 is within a minute range. That is, in step S35, it is determined whether or not the deviation is less than −0.1, and in step S36, the deviation is 0.
It is determined whether it is greater than 1.

It is determined YES in step S34,
If it is confirmed that the deviation between the whole-body comfort index F3 and the target comfort index FTSET is smaller than -0.1, it is assumed that the occupant feels the cold relatively strongly, so step S37. The target temperature TTRG is 40 °
It is determined whether or not the temperature is equal to or higher than C, and if NO is determined, the target temperature TTR is determined in step S38.
After performing a correction to increase G by a preset temperature ΔT, the process returns.

If YES is determined in step S36, and it is confirmed that the deviation between the whole body comfort index F3 and the target comfort index FTSET is larger than 0.1, the occupant feels heat. Since it is assumed that the target temperature TTRG is relatively strong, it is determined in step S39 whether or not the target temperature TTRG is 10 ° C. or lower, and if NO is determined, the target temperature TTRG is determined in step S40. Is corrected by decreasing the temperature ΔT set in advance, and then the process returns.

NO in steps S35 and S36, respectively.
It is determined that the whole body comfort index F3 and the target comfort index F
When it is confirmed that the deviation from TSET is within the minute range of -0.1 to 0.1, it is determined in step S41 whether or not the vehicle heat load Q is larger than 0. It is determined whether the air conditioner is in the cooling control state.

If it is determined to be NO in step S41 and it is confirmed that the heating operation is being performed, it is determined in step S42 whether the target temperature TTRG is 40 ° C. or higher, and it is determined to be NO. If so, in step S43, correction is performed to increase the target temperature TTRG by a preset temperature ΔT.

If it is determined YES in step S41 and it is confirmed that the air conditioner is in the cooling operation state,
In step S44, the target temperature TTRG is 10
If it is determined to be NO, the target temperature T is determined in step S45.
Correction is performed to reduce TRG by a preset temperature ΔT.

After that, in step S46, the vehicle heat load Q is calculated, and then the process returns to step S32 to repeat the above-mentioned control operation, so that, as shown in the graph of FIG. The target temperature TTRG is set so that the curve showing the value of the vehicle heat load Qsat and the straight line satisfying the comfort index F3 = the target comfort index FTSET intersect. That is, the value of the target temperature TTRG is set so that the passenger compartment temperature TR can be brought close to the set temperature TSET while the passenger feels comfortable due to the air conditioning air blown out from the air conditioner. .

The control operation for calculating the vehicle heat load Q in step S46 of the control operation will be described with reference to the flowchart shown in FIG. When this control operation starts, in step S47, the vehicle heat load Qsat during stable control in the outside air introduction control state is calculated. The stable vehicle heat load Qsat is a predicted value calculated based on the following equation according to the detected value TA of the outside air temperature sensor 25, the target temperature TTRG, and the heat load QS due to solar radiation.

Qsat = KQF1 · (TA−TTRG) + KQF2 · QS + KQF3 Next, in step S48, the vehicle heat load QF at the time of introducing the outside air is calculated based on the following equation.

QF = Qsat + KQF4 (QTR-TTRG) Further, in step S49, the vehicle heat load QR during internal air circulation is calculated based on the following equation.

QR = KQR1 · (TA-TTRG) + KQR2 · QS
+ KQR3 + KQR4 · (QTR-TTRG) In the above equations, KQF1 to KQF4 and KQR1 to
KQR4 is a coefficient and a constant previously obtained by an experiment based on the vehicle body structure, and QTR is a vehicle interior temperature at the time of calculating a vehicle heat load.

Next, in step S5 of the basic control operation shown in FIG. 5, the control operation for calculating the control values of the blowing temperature of the air conditioning air and the blowing air amount will be described with reference to the flowcharts shown in FIGS. When the above control operation starts, first, in step S51, the blowing air volume V of the air conditioning air is set to the minimum air volume VMIN that can be set by the blower 11, and then in step S52, various flags FH, FC, and LOOP are set.

The flag FH is set to 1 during heating to indicate that the air conditioner is in the heating only operation mode, and the flag FC is set to 1 during cooling to control the air conditioning. It is a flag indicating that the device is in a cooling only operation state. LOOP is a flag that is set to 1 only during the initial control.

Then, in step S53, the blowing temperature T of the air conditioning air corresponding to the vehicle heat load Q and the blowing air amount V is calculated based on the following equation (9). In this formula (9), 0.28 is a numerical value obtained by multiplying the specific heat of air at 20 ° C. and the specific weight.

T =-(Q / 0.28V) + TR (9) Next, in step S54, is the calculated outlet temperature T lower than the minimum temperature TE1 at which the heat exchanger 12 for cooling can cool? Determine whether or not. If this determination result is NO and it is confirmed that the blowout temperature T is equal to or higher than the minimum temperature TE1, step S
At 55, the flag FC is set to 0. Then, in step S56, the maximum temperature TWO that can be heated by the heating heat exchanger 14 is calculated.

Then, in step S57, it is determined whether or not the blowout temperature T calculated in step S53 is higher than the maximum temperature TWO, and if NO is determined, the flag FH is set to 0 in step S58. After that, in step S59, the comfort index F3 is calculated and corrected as described later to obtain the corrected comfort index F3K.

If it is determined YES in step S54 and it is confirmed that the blowout temperature T is lower than the minimum temperature TE1, the flag FC is set to 1 and the cooling only control mode is selected. It Further, it is determined to be YES in the above step S57, and it has been confirmed that the blowout temperature T is higher than the maximum heating temperature TWO set according to the temperature of the engine cooling water supplied to the heating heat exchanger 14. In this case, the flag FH is set to 1 and the heating only control mode is selected.

Next, in step S60, it is determined whether or not the flag LOOP indicating the first-time control is set to 1, and if YES is determined,
In step S61, the comfort index F3K after the above correction
Then, the deviation from the target comfort index FTSET is calculated, the value is stored, and the flag LOOP is set to 0. Further, in step S62, the calculated value of the blowout temperature T and the set value of the blowout air volume V, that is, the minimum airflow VMIN are stored as the blowout temperature control value TO and the blowout air volume control value VA.

If NO in step S60 and it is confirmed that the control is not the initial control, the corrected comfort index F3K and the target comfort index FTSET in the previous control are compared in step S63. Deviation | F3K-F
Deviation between TSET | n-1 and the corrected comfort index F3K and target comfort index FTSET during this control | F3K-FTSET
It is determined whether the difference from | n is a positive value.

Then, in step S63, it is determined to be NO, the corrected comfort index F3K and the target comfort index FTS.
When it is confirmed that the deviation from ET tends to decrease, the stored value of the deviation F3K-FTSET is updated in step S64, and the calculated value of the blowout temperature T at the current control point and the calculated value of the deviation F3K-FTSET are updated in step S65. The set value of the blown air volume V is stored as the blown air temperature control value TO and the blown air volume control value VA.

Next, in step S66, the set value of the blown air volume V is increased by a predetermined amount ΔV, and in step S67, the increased blown air volume V is changed to the blower 1
It is determined whether or not it is larger than the maximum blown air volume VMAX of 1. If the result of this determination is NO, by returning to step S53 and repeating the above control,
Within the range of the air-conditioning capacity of the air-conditioning controller, a control that minimizes the deviation between the corrected comfort index F3K and the target comfort index FTSET, that is, the combination of the optimum blow temperature control value TO and the blow air volume control value VA. A combination of values TO and VA will be selected.

That is, as shown in FIG. 13, when the vehicle heat load type curves QF and QR for setting the vehicle compartment temperature TR to the target temperature TTRG and the air conditioning capacity of the air conditioner are balanced, the above curve is obtained. F3K = FTSET on QF and QR
By selecting the combination of the blowing temperature and the blowing air amount of the air-conditioning air, the control for keeping the passenger compartment temperature at the optimum value is executed while keeping the comfort level of the occupant in an appropriate state.

If the determination in step S67 is YES, it is determined in step S68 whether the flag FC is set to 1, and it is determined to be YES and the cooling only control mode is selected. If it is confirmed that the blowout temperature control value T0 is the minimum temperature TE1 that can be set by the air conditioner in step S69.
And the blown air volume control value VA is set to
The maximum air volume VMAX that can be sent is set to 1.
As a result, the air conditioning control device enters the cooling only operation state in which the cooling capacity is maximized.

If NO in step S68, it is determined in step S70 whether the flag FH is set to 1. If YES, the heating only control mode is selected. If it is confirmed that there is a blowout temperature control value T0 in step S71.
Is set to the maximum temperature TWO that can be set by the air conditioner, and the blown air volume control value VA is set to the maximum air volume VMAX that can be blown by the blower 11. As a result, the air conditioning control device is in the heating only operation state in which the heating capacity is maximized.

The comfort index F3 is calculated in step S59 of the flowchart for calculating the control values for the blowout temperature and the blown air volume, and the control operation for correcting the calculated value will be described with reference to the flowchart shown in FIG. When the above control operation starts, first, step S8
In 1, it is determined whether or not the vehicle heat load Qsat in the stable heat load state at the time of introducing the outside air is larger than 200 kcal, and if YES is determined, step S8
In 2, the value of the coefficient α is set to 1.

If NO in step S81, it is determined in step S83 whether the vehicle heat load Qsat in the stable heat load state is smaller than -200 kcal, and if YES is determined. Sets the value of the coefficient α to 0 in step S84. Further, it is determined as NO in steps S81 and S83, and the vehicle heat load Qsat in the stable heat load state is -200 to 200.
If it is confirmed that it is within the range of kcal, the value of the coefficient α is read from the graph shown in FIG. 4 in step S85.

Then, in step S86, the comfort index F3 is calculated. That is, the value V of the air-conditioning air in the current air-conditioning control state, the temperature T, the temperature TR of the passenger compartment, the temperature TA of the outside air, the temperature TA of the outside air, the target comfort index FTSET, and the coefficient α are substituted into the characteristic equation (4). By
The comfort index F3 is calculated.

[0094] Then, in step S87, the comfort index F3, and comfort FN air blowing sense of pitch, the expression target comfort FNO of air-blowing sense of sound (5), by substituting (6), corrected The subsequent comfort index F3K is calculated.
As a result, the comfort level F of the air blowing sound is felt during the cooling operation.
The comfort index F3 is corrected according to the deviation between N and the target comfort level FNO of the air blowing sound, and the comfort index F3 of the air blowing sound and the target comfort level of the air blowing sound are corrected during heating operation. The above comfort index F3 according to the deviation from FNO
Will be corrected.

Further, the inside / outside air control operation executed in step S6 of the basic control routine shown in FIG.
And it demonstrates based on the flowchart shown in FIG. When the above control operation starts, first, step S9
1, it is determined whether or not the auto switch 23a is set to the automatic control mode (AUTO), and NO.
If it is determined that the inside air / outside air selector switch 23c is set to the outside air introduction mode (FRE) in step S92.

If YES is determined in step S92, in step S93, the switching damper 4 fully closes the inside air inlet port 3 and the outside air inlet port 2 is fully opened. FRE). Further, if NO in step S92, in step S94, the inside air introduction port 2 is fully closed by the switching damper 4 and the inside air introduction port 3 is fully opened, and the inside air introduction control state (REC) is performed. And

If it is determined to be YES in step S91, it is determined in step S95 whether the air conditioning control mode is set to the maximum cooling state (MAXCOOL), and if it is determined to be YES. Moves to step S94 and the inside air introduction control state (RE
C).

If NO in step S95, it is determined in step S96 whether the vehicle heat load QF when introducing the outside air is positive. When the result of this determination is NO and it is confirmed that the air conditioner is in the heating state, the process proceeds to step S93 and the outside air introduction control state (FRE) is set in order to prevent fogging of the window.

If it is determined YES in step S96 and it is confirmed that the air conditioner is in the cooling state,
In step S97, it is determined whether or not the first control is being executed, and if YES is determined, step S97
In step 98, the outlet temperature TE of the cooling heat exchanger 12 is set to the minimum temperature TE1, and then in step S99, the vehicle heat load QF is changed to the inside / outside air introduction control state (MI
X), it is determined whether or not it is outside the cooling capacity frame, and YE
If it is determined to be S, the process proceeds to step S94 and the inside air introduction control state (REC) is set.

When it is determined NO in step S99 and it is confirmed that the vehicle heat load QF is within the cooling capacity frame in the inside / outside air introduction control state (MIX), the inside / outside air is determined in step S100. It is set to the introduction control state (MIX).

If it is determined NO in step S97 and it is confirmed that the initial control is not being executed, it is determined in step S101 whether the previous control state was the inside air introduction control state (REC). judge. If the determination result is YES, step S102.
In the inside / outside air introduction control state (MIX), the outlet temperature predicted value TMIXMAX at the maximum cooling capacity is calculated, and then the outlet temperature predicted value TMIXMAX at the maximum cooling capacity is calculated at the outlet of the cooling heat exchanger 12 in step S103. Temperature TE
Set as.

Next, in step S104, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If the determination is YES, the process proceeds to step S94. Then, the inside air introduction control state (REC) is set. In addition, the above step S10
When it is determined to be NO in step 4, in step S105, the outlet temperature control value To of the air conditioning air is higher than the temperature higher by 3 ° C than the outlet temperature predicted value TMIXMAX at the time of the maximum cooling capacity (MIXMAX). Judge whether or not, Y
If it is determined to be ES, the process proceeds to step S100. If NO in step S105, the process proceeds to step S94.

It is determined to be NO in the above step S101,
When it is confirmed that the previous control state is not the inside air introduction control state (REC), in step S106,
It is determined whether or not the previous control state was the inside / outside air introduction control state (MIX). If the result of this determination is NO, in step S107, the outlet temperature predicted value T at the maximum cooling capacity in the outside air introduction control state (FRE) is reached.
After calculating FREMAX based on the following equation, step S108
In the above, the outlet temperature predicted value TFREMAX is set as the outlet temperature TE of the cooling heat exchanger 12.

TFEMAX = KFM1 (TA + KFM3) + KFM2 In the above equation, KFM1 to KFM3 are coefficients and constants previously obtained by experiments.

Then, in step S109, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the outside air introduction control state (FRE). If YES is determined, the process proceeds to step S100. To the inside / outside air introduction control state (MIX). In addition, the above step S1
If NO is determined in 09, the process proceeds to step S93 and the outside air introduction control state (FRE) is set.

Further, if YES is determined in the above step S106, the previous control state is the inside / outside air introduction control state (MI
X) is confirmed, step S11
At 0, the blowout temperature predicted value TMIXMAX at the maximum cooling capacity in the inside / outside air introduction control state (MIX) is calculated, and then at step S111, the blowout temperature predicted value T
MIXMAX is set as the outlet temperature TE of the cooling heat exchanger 12.

Then, in step S112, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If the determination is YES, the process proceeds to step S94. Then, the inside air introduction control state (REC) is set.

Further, in step S112, it is determined to be NO, and the vehicle heat load QF is the inside / outside air introduction control state (MI
When it is confirmed that it is within the cooling capacity frame in X), in step S113, the outlet temperature prediction value T at the maximum cooling capacity in the outside air introduction control state (FRE) is obtained.
After calculating FREMAX, it is determined in step S114 whether or not the blowout temperature control value To of the air conditioning air is larger than the blowout temperature predicted value TFREMAX. If the result of this determination is YES, the process moves to step S93 and the outside air introduction control state (FRE) is entered. If NO in step S114, step S114
The process proceeds to 100 and the inside / outside air introduction control state (MIX) is set.

In this way, the auto switch 23a is
The inside / outside air is switched in accordance with the set state and the inside / outside air selector switch 23c, and the air conditioning control suitable for the capacity of the air conditioner is executed during the automatic air conditioning control. That is, the blow-out temperature control value T of the air conditioning air
When it is confirmed that O has reached a temperature that can be achieved in the outside air introduction control state or the inside / outside air introduction control state, the outside air is introduced from the inside air introduction control state to the outside air introduction control state via the inside / outside air introduction control state. The transition is made automatically, and the passenger compartment is sufficiently ventilated without impairing passenger comfort.

Further, the control operation of the blowing temperature T and the blowing air amount V executed in step S7 of the basic control routine shown in FIG. 5 will be described based on the flowchart shown in FIG. When the control operation starts, first in step S121, the blowout temperature control value TO and the blowout air volume control value VA are input, and then step S122.
At the STA indicating that the air conditioner is in the activated state
It is determined whether the RT flag is set to 1.

If it is determined YES in step S122, the vehicle heat load Q is determined in step S123.
Is negative. When this determination result is YES and it is confirmed that the air conditioner is in the heating operation state, the warm-up flag is set to 1 in step S124, and then the comfort index during warm-up is set in step S125. Based on F5 and FWUP, the blowing temperature and the blowing amount of the air for air conditioning are controlled, and warm-up control is executed to quickly warm the passenger compartment when riding in cold weather.

If NO in step S123 and it is confirmed that the air conditioner is in the cooling operation state, the magic cool flag is set to 1 in step S126, and the magic cool flag is set in step S127. Based on the comfort indexes F1 and F2S during cooling, the blowout temperature and the blown air amount of the air-conditioning air are controlled, and magic cool control is performed to quickly cool the passenger compartment when riding in hot weather.

If it is determined NO in step S122 and it is confirmed that the air conditioner is not in the activated state, it is determined in step S128 whether or not the warm-up flag is set to 1. If YES is determined, the process proceeds to step S125.
If NO in step S128, it is determined in step S129 whether or not the magic cool flag is set to 1. If YES is determined, the process proceeds to step S127. .

In step S129, it is determined as NO,
When it is confirmed that the current control state is neither the warm-up control state nor the magic cool control state, the comfort index F is determined in step S130.
3, the normal control for controlling the blowing temperature and the blowing air amount of the air conditioning air is executed based on F3K.

The comfort index F3 calculated by the first calculating means 40 as described above is set in accordance with the characteristic expression (FN-FNO) of the air blowing sound which is set with the factor relating to the blowing sound of the air conditioning air as a parameter. Is corrected by the correction means 42, and the corrected comfort index F3K is set as the target comfort index FTS.
The selecting means 44 selects an optimum combination of the air temperature control value TO of the air conditioning air and the air flow rate control value VA so as to approach ET.
Since it is configured so that the blowing air volume control value VA is set to a large value and a large blowing noise is generated, the comfort level given to the occupant by blowing the air-conditioning air is appropriate. You can control the value.

That is, during cooling, the calculated value of the comfort index F3 is subtracted according to the difference (FN-FNO) between the comfort level FN of the air blowing sound and the target comfort level FNO, based on the above equation (5). The corrected comfort index F3K is required. Then, since the optimum combination of the outlet temperature control value TO of the air conditioning air and the outlet air volume control value VA is selected based on the corrected comfort index F3K, the outlet temperature control value TO is selected.
Is somewhat higher than the optimum temperature, and the cooling capacity is somewhat reduced, but the blow-off air amount control value VA is also a small value, so that a large blow-out noise can be effectively prevented.

Further, at the time of heating, the calculated value of the comfort index F3 is added according to the difference (FN-FNO) between the comfort level FN of the air blowing sound and the target comfort level FNO based on the above equation (6). The corrected comfort index F3K is obtained. Since a combination of the air-conditioning air outlet temperature control value TO and the outlet air volume control value VA is selected based on the corrected comfort index F3K, the outlet temperature control value TO is lower than the optimum temperature. Although the heating capacity is lowered to some extent and the heating capacity is lowered to some extent, the blowing air volume control value VA is also a small value, so that the generation of a large blowing noise can be effectively prevented.

When the comfort level FN of the air blowing sound of the comfort characteristic equation becomes equal to the target comfort level FNO and the deviation (FN-FNO) becomes zero, the corrected comfort index F3K and comfort index are obtained. Since F3 is equal and the combination of the air temperature control value TO of the air conditioning air and the air flow rate control value VA is selected based on the comfort characteristic F3, the comfort that the occupant feels with the air conditioning air is selected. Finally, it is controlled so as to converge to the optimum value.

That is, since the target temperature TTRG calculated based on the flowchart shown in FIG. 8 is configured to be calculated based on the whole body comfort index F3, the air conditioning is performed based on the target temperature TTRG. Blown air temperature control value TO and blown air volume control value VA
By selecting the combination of
The control of the blowing temperature and the blowing air amount of the air-conditioning air is executed so that the temperature becomes the set temperature TSET.

[0120] In the above embodiment, since that is configured to set the square of airflow volume and the airflow volume of the air for each air-conditioning comfort degree FN and target Comfort FNO air blowing sense of pitch as a parameter, the ratio It is possible to quickly and accurately calculate the comfort level characteristic of the air blowing sound on the basis of the approximate expression corresponding to the noise level, and to appropriately correct the comfort level index F3 based on this.

[0121]

[0122]

As described above, according to the first aspect of the present invention, the blowing temperature and the blowing temperature of the air conditioning air supplied to the passenger compartment are set.
An air conditioner that adjusts the amount of air blown out and the temperature at which the air for air conditioning blows out
Parameter and the heat load on the vehicle.
Based on the characteristic equation preset as
The calculation means for calculating the comfort index experienced by the occupant, and
The comfort index calculated by the calculator is used for the air conditioning
It is calculated based on the parameters related to the feeling of air blowing.
Of comfortable air blowing sound and preset target blowing air
Correcting means for correcting in accordance with the deviation from the target comfort level calculated based on the amount, and of the control values for the air-conditioning air blowout temperature and airflow rate so that the corrected comfort index approaches the target comfort index. since provided with a selection means for selecting an optimal combination, while preventing the large outlet sound the airflow volume control value is set to a large value is generated, the sensible temperature and air volume of the air blown to the passenger quickly And it can be controlled appropriately .

[0123]

Further, according to the second aspect of the present invention, since the blowing air amount of the air conditioning air and the square value of the blowing air amount are set as parameters, the air blowing is performed based on the approximate expression corresponding to the specific noise level. Quickly and accurately calculate the comfort level characteristics of the pitch and correct the comfort level index appropriately based on this, and properly control the blowout temperature and blown air volume of the air conditioning air according to the corrected comfort level index. can do.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an air conditioner having an air conditioning control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a schematic configuration of an air conditioning control device.

FIG. 3 is a block diagram functionally showing a configuration of an air conditioning control device.

FIG. 4 is a characteristic diagram showing a correspondence relationship between a coefficient α for comfort index calculation and a vehicle heat load.

FIG. 5 is a flowchart showing a basic control operation of air conditioning control.

FIG. 6 is a flowchart showing a control operation for calculating a target comfort index.

FIG. 7 is a characteristic diagram showing a correspondence relationship between a set temperature of a vehicle interior temperature and a target comfort index.

FIG. 8 is a flowchart showing a control operation for calculating a target temperature.

FIG. 9 is a graph showing a relationship between a vehicle heat load and a comfort index, and a blowing temperature and a blowing air volume of air conditioning air.

FIG. 10 is a flowchart showing a first half of a control operation for calculating a vehicle heat load.

FIG. 11 is a flowchart showing the first half of the calculation control operation of the blowing temperature and the blowing air amount of the air conditioning air.

FIG. 12 is a flowchart showing the latter half of the calculation control operation of the blowing temperature and the blowing air amount of the air conditioning air.

FIG. 13 is a graph showing the relationship between the vehicle heat load and the corrected comfort index, and the blowing temperature and blowing amount of air for air conditioning.

FIG. 14 is a flowchart showing a control operation for calculating and correcting a comfort index.

FIG. 15 is a flowchart showing the first half of the control operation of inside / outside air control.

FIG. 16 is a flowchart showing the latter half of the control operation of inside / outside air control.

FIG. 17 is a flowchart showing a control operation of a blowout temperature and a blown air amount of air conditioning air.

[Explanation of symbols] 40 First computing means 41 Second computing means 42 Correction means 43 means of selection

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Hiroshi Aso, No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) No. 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Narudec Within the corporation (56) Reference JP-A-6-191256 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60H 1/00-3/06

Claims (2)

(57) [Claims] 1. An air conditioner for adjusting a blowout temperature and a blown air volume of air conditioning air supplied to a passenger compartment, and a blowout temperature and a blown air volume of the air conditioning air and a heat load acting on a vehicle are preset as parameters. calculating means for been occupant when the air-conditioning control based on the characteristic equation for calculating the felt comfort index, the comfort index, which is calculated by the calculating means, the upper
Based on parameters related to the feeling of blowing air
The comfort level of the air blowing sound calculated by
Correction means for correcting in accordance with the deviation from the target comfort level calculated based on the target airflow rate, and control of the air-conditioning air blowout temperature and airflow rate so that the corrected comfort level index approaches the target comfort level index. An air conditioning control device for a vehicle, comprising: a selecting means for selecting an optimum combination of values. 2. A blowout temperature of air conditioning air supplied to a vehicle compartment.
And an air conditioner for adjusting the amount of blown air, and the air conditioning air
The blowout temperature and blown air volume of the
Air conditioning based on the characteristic formula preset as a parameter
A computing means for computing a comfort index that the occupant will experience during control
Of the above-mentioned air-conditioning air and the two
The comfort characteristic of the air blowing sound is set with the multiplier value as a parameter.
Comfort calculated by the above calculation means
The degree index is corrected according to the comfort level characteristics of the above air blowing sound.
And the corrected comfort index as the target comfort index
Set the air-conditioning air blowout temperature and blowout air volume
A selection means for selecting an optimum combination of control values is provided.
And an air conditioning control device for a vehicle.