JP3610615B2 - Air conditioner for vehicles - Google Patents

Description

次にステップＳ１１０では、上述のステップＳ４０〜ステップＳ１１０にて決定または算出された空調制御状態となるように、上記各種空調機能部品に制御信号を出力する。
【００４７】
次にステップＳ１３０では、所定の制御周期時間τが経過したか否かの判定が行われる。この判定結果がＹＥＳの場合、つまり制御周期時間τが経過するとステップＳ２０にリターンされ、この判定結果がＮＯの場合は、制御周期時間τの経過を待つ。
次に、本発明の要部であるステップＳ８０の制御内容を詳しく説明する。
【００４８】
先ず、始めに上述した車両用空調装置において、第１の空調ユニット１ａから吹き出される空調風によって第２の空調ゾーン１０１の空調状態に悪影響を及ぼす原因を図３を用いて簡単に説明する。
第１の空調ユニット１ａおよび第２の空調ユニット１ｂが共に作動しており、第１の空調ユニット１ａが外気モード、第２の空調ユニット１ｂが内気循環モードであり、かつ共にフェイスモードであったとする。この際、第１の空調ユニット１ａから吹き出される空調風の吹出に伴って、車室内には図３中矢印Ａで示すように排出孔１０３に向かった空気流が発生する。また、第２の空調ユニット１ｂの空調風の吹出によって後席側には図３中矢印Ｂで示す空気流が発生する。
【００４９】
つまり、第１の空調ユニット１ａの空調風の吹出によって、第１の空調ゾーン１００の空気（第１の空調ユニット１ａから吹き出される空調風）が第２の空調ゾーン１０１に流れ込み、第２の空調ゾーン１０１の空調状態に悪影響を及ぼす。
ここで、本発明者が実際に実験検討してみた結果を図１０に示す。なお、実験条件は、外気温度１０度、湿度６０パーセント、車速４０Ｋｍ／ｈ一定の状態で、第１の空調ユニット１ａおよび第２の空調ユニット１ｂを共に自動制御で作動させ、第２の空調ユニット１ｂの第２の設定温度Ｔｓｅｔ（Ｒｒ）を２５度一定とし、第１の空調ユニット１ａの設定温度Ｔｓｅｔ（Ｆｒ）を序々に高くしていった。
【００５０】
これを見てわかるように、第２の空調ユニット１ｂの設定温度は一定にも係わらず、第１の空調ユニット１ａの第１の設定温度Ｔｓｅｔ（Ｆｒ）を高くするに伴って第２の空調ゾーン１０１の平均室温は２５度以上に高くなっていることが分かる。
一方、第１の空調ユニット１ａおよび第２の空調ユニット１ｂが共に内気モードである場合、車室内の空気流は、図３中矢印Ｂおよび矢印Ｃのようになる。つまり、ほぼ第１の空調ゾーン１００だけで循環する空気流（矢印Ｃ）と、ほぼ第２の空調ゾーン１０１だけで循環する空気流（矢印Ｂ）が発生する。したがって、上述の第１の空調ユニット１ａが外気モードである場合と比較して、第１の空調ユニット１ａから吹き出される空調風の吹出に伴って、第１の空調ゾーン１００の空気が第２の空調ゾーン１０１に流れ込みにくくなる。
【００５１】
この場合についても本発明者が実験検討した結果を図１１に示す。なお、実験条件は上記と同様である。
これを見て分かるように、第１の空調ユニット１ａの設定温度Ｔｓｅｔ（Ｆｒ）が高くなるにつれて、第２の空調ゾーン１０１の平均室温も２５度以上に高くなっていることが分かる。しかしながら、上述の第１の空調ユニット１ａが外気モードである場合と比較するとその上昇度合いは小さい。この理由は、上述のように第１の空調ゾーン１００の空気が第２の空調ゾーン１０１に流れにくいためである。
【００５２】
つまり、第１の空調ユニット１ａが外気導入モードである場合と、内気循環モードである場合とでは車室内の空気流が異なり、外気導入モードでは特に第２の空調ゾーン１０１を精度良く空調制御できなくなる。そこで、本ステップＳ８０では、第１の空調ユニット１ｂの内外気モードに応じて、第２の空調ユニット１ｂの空調制御状態を変更するように補正する。
また、以上の説明では、フェイスモードについて述べたが、本発明者は第１の空調ユニット１ａおよび第２の空調ユニット１ｂが共にフットモードである場合についても実験検討した。この実験結果を図１２および図１３に示す。なお、実験条件は、上述と同じである。
【００５３】
これを見ても分かるように、上述のフェイスモードと同様に第１の空調ユニット１ａの内外気モードによって第２の空調ゾーン１０１の平均室温が影響を受け、第１の空調ユニット１ａの背低温度ＴＡＯ（Ｆｒ）が高くなるにつれて、第２の空調ゾーン１０１の平均室温も高くなっていることが分かる。また、図１０〜図１４の実験結果を見て分かりにくいが、本発明者は第１の空調ユニット１ａがフェイスモードである場合と、フットモードである場合において、車室内の空気流が若干は異なるのでないかと考えた。
【００５４】
この理由としては、当然フェイスモードとフットモードとでは、吹出位置が異なり、この吹出位置と座席との関係、または車室内の形状などが挙げられる。そこで、本ステップＳ８０では、第１の空調ユニット１ａの吹出口モードによっても補正内容を異なるようにした。
以下、具体的なステップＳ８０の内容を図１に基づいて説明する。
【００５５】
なお、ステップＳ８０は、ステップＳ７０が終了すると同時に実行される。
先ず、ステップＳ８１では、第１の空調ユニット１ａの吹出口モードが、フェイスモード、バイレベルモード、フットモードのいずれかであるを判定する。そして、この判定結果がフェイスモードである場合はステップＳ８２に進み、バイレベルモードである場合はステップＳ８３に進み、フットモードである場合はステップＳ８４に進む。
【００５６】
ステップＳ８２〜ステップＳ８４では、それぞれ吹出口モードに応じて補正定数αを設定してやる。つまり、ステップＳ８２ではα＝Ａ、ステップＳ８３ではα＝Ｂ、ステップＳ８４ではα＝Ｃと設定し、これらＡ、Ｂ、Ｃの大小関係は、１≧Ａ＞Ｂ＞Ｃ≧０となっている。
この大小関係の設定理由としては、第１の空調ユニット１ａがフットモードである場合は、フット吹出口１５が車両のフロアと近い位置にあるため、このフット吹出口１５から吹き出された空調風は、車室内のフロア側を流れることになる。しかしながら、車室内のフロア側には座席などの障害物があり、第１の空調ゾーン１００の空気が第２の空調ゾーン１０１に流れ込みにくいからである。
【００５７】
また、第１の空調ユニット１ａがフェイスモードである場合は、フェイス吹出口１４がフット吹出口１５より車室内上方側に位置するため、座席などと干渉しにくく、このフェイス吹出口１４から吹き出される空調風の吹出に伴って、第１の空調ゾーン１００の空気が第２の空調ゾーン１０１に流れ込みやすいからである。なお、補正定数Ａ、Ｂ、Ｃの大小関係は、上述したように車種による車室内の形状などによって異なり、実験データに基づいて設定してやれば良い。
【００５８】
次に、ステップＳ８５では、上述のステップＳ２０、ステップＳ５０およびステップＳ８２〜ステップＳ８４にて設定または算出された空調情報に基づいてＴＡＯ（Ｒｒ）を以下の数式（４）から算出する。

なお、Ｋｓｅｔ（Ｒｒ）、Ｋｒ（Ｒｒ）、Ｋａｍ（Ｒｒ）、Ｋｓ（Ｒｒ） はそれぞれ設定温度Ｔｓｅｔ（Ｒｒ）、内気温度Ｔｒ（Ｒｒ）、外気温度Ｔａｍ、および日射量Ｔｓの補正ゲインであり、Ｃ（Ｆｒ）、β、α（Ａ、Ｂ、Ｃ）は補正定数である。また、補正定数βは、第１の空調ユニット１ａが外気導入モードである場合の第２の空調ゾーン１０１の影響度合いを示す定数である。
【００５９】
そして、上記数式（４）の最下項である─β・α・（（ＳＷＩ＋ｒ）／（１００＋ｒ））・（Ｔｒ（Ｆｒ）─ Ｔｒ（Ｒｒ））が、第１の空調ユニット１ａによる影響を打ち消すためのものであり、以下これについて説明する。
先ず、（ＳＷＩ＋ｒ）／（１００＋ｒ）は、第１の空調ユニット１ａに取り入れられる空気の内外気割合を表すものである。つまり、内外気切換ドア６の目標開度ＳＷＩが１００パーセントであれば、補正定数βを乗ずれば良いが、例えば目標開度ＳＷＩが５０パーセント（第１の空調ユニット１ａ内に内気と外気とが等量づつ取り入れられる状態）である場合は、１００パーセントに比べて車室内の空気流も変化する。
【００６０】
具体的には、図３にて説明すると第１の空調ユニット１ａが内気および外気の双方を取り入れる場合は、第１の空調ユニット１ａの空調風の吹出によって、排出孔１０３から排出される空気流矢印Ｂと、内気循環口４ａから第１の空調ユニット１ａ内い吸い込まれる空気流矢印Ｃとが発生することになる。したがって、内外気切換ドア６の目標開度ＳＷＩが１００パーセントである場合と比較して、第１の空調ゾーン１００から第２の空調ゾーン１０１に流れ込む空気量は減少し、第１の空調ユニット１ａによる第２の空調ゾーン１０１の影響度合いは小さくなる。
【００６１】
つまり、（（ＳＷＩ＋ｒ）／（１００＋ｒ））は、補正定数βの変数といえ、この補正定数βと（（ＳＷＩ＋ｒ）／（１００＋ｒ））とで、第１の空調ゾーン１００から第２の空調ゾーン１０１に流れ込む影響度合いを表している。
また、内外気切換ドア６の目標開度ＳＷＩによって、この影響度合いが分かるが、実際には第１の空調ゾーン１００から第２の空調ゾーン１０１に流れ込む空気の温度が大きく関係してくる。そして、この影響度合いと空気の温度とを考慮するということは、言い換えると上記最下項は、第１の空調ゾーン１００から第２の空調ゾーン１０１に移動する熱量と考えることができる。
【００６２】
そこで第２の空調ゾーンに流れ込む空気の温度は、第１の空調ゾーン１００の第１の車室内温度であるＴｒ（Ｆｒ）を用いれば良く、上記最下項中にはこのＴｒ（Ｆｒ）が含まれている。また、上述の補正定数α、βおよび内外気割合（（ＳＷＩ＋ｒ）／（１００＋ｒ））と乗じられる項は、（Ｔｒ（Ｆｒ）─ Ｔｒ（Ｒｒ））となっており、Ｔｒ（Ｆｒ）だけでなく、Ｔｒ（Ｆｒ）とＴｒ（Ｒｒ）との差となっている。このようにするのは、Ｔｒ（Ｆｒ）とＴｒ（Ｒｒ）との差が大きくなるほど、第１の空調ゾーン１００の空気が第２の空調ゾーン１０１に流れこんだ場合、第２の空調ゾーン１０１の空気温度が第２の設定温度Ｔｓｅｔ（Ｒｒ）とかけ離れるため、この差が大きいほど補正量を大きくする必要があるからである。
【００６３】
そして、Ｔｒ（Ｆｒ）がＴｒ（Ｒｒ）より高い場合は、第１の空調ゾーン１００から第２の空調ゾーン１０１に向かって、第２の空調ゾーン１０１に乗車する乗員にとって温かく感じる空調風が流れ込み、第２の空調ゾーン１０１が暖められることになる。この暖められる度合いは、上述の補正定数α、β、内外気割合（（ＳＷＩ＋ｒ）／（１００＋ｒ）、および（Ｔｒ（Ｆｒ）─ Ｔｒ（Ｒｒ））にて表せられ、この場合、このステップＳ８０では上記最下項は負となり、ＴＡＯ（Ｒｒ）が小さくなるように補正される。
【００６４】
一方、Ｔｒ（Ｒｒ）がＴｒ（Ｆｒ）より高い場合は、第１の空調ゾーン１００から第２の空調ゾーン１０１に向かって、第２の空調ゾーン１０１に乗車する乗員によって冷たく感じる空調風が流れ込み、第２の空調ゾーンが冷却されることになる。そして、この冷却度合いは、上述の補正定数α、β、内外気割合（（ＳＷＩ＋ｒ）／（１００＋ｒ）、および（Ｔｒ（Ｆｒ）─ Ｔｒ（Ｒｒ））にて表せられ、この場合ステップＳ８０では上記最下項は正となり、ＴＡＯ（Ｒｒ）が大きくなるように補正される。
【００６５】
以上、纏めると、第１の空調ユニット１ａの内外気モードによる第２の空調ゾーン１０１への影響を、内外気割合と、第１の空調ゾーン１００の第１の車室内温度Ｔｒ（Ｆｒ）と考慮することで、第２の空調ゾーン１０１のバランスをくずすことなく、第２の空調ゾーン１０１の精度良い空調制御が可能となる。さらに第１の空調ユニット１ａの吹出口モードも考慮することでさらに精度良い第２の空調ゾーン１０１を空調制御することが可能となる。
【００６６】
以上、本発明の実施例について説明したが、本発明は以下に述べるような実施例についても適用できる。
上記実施例では、第２の空調ユニット１ｂは、常に内気循環モードでしか作動しなかったが、外気導入モードと内気循環モードの双方を有している構成としても良い。
【００６７】
また、上記実施例では、第１の空調ユニット１ａと第２の空調ユニット１ｂとを空調制御するために、共通の日射センサ２３を使用したが、第１の空調ゾーン１００と第２の空調ゾーン１０１のそれぞれに日射センサを配置し、これら日射センサの各出力値に基づいて、第１の空調ユニット１ａと第２の空調ユニット１ｂのそれぞれを空調制御しても良い。
【００６８】
また、上記実施例では、内外気切換ドア６の目標開度ＳＷＩと、第１の空調ゾーン１００の内気温度Ｔｒ（Ｆｒ）と、第２の空調ゾーン１０１の内気温度Ｔｒ（Ｆｒ）とに基づいて第１の空調ユニット１ａから吹出す空調風の影響を打ち消すようにしたが、第１の空調ユニット１ａから吹き出される空調風の風量が大きければ、大きいほど第１の空調ゾーン１００から第２の空調ゾーン１０１に流れ込む空気量が大きくなり、第２の空調ゾーン１０１が精度良く空調制御できないため、第１の空調ユニット１ａから吹出される空調風の風量に基づいて、第２の空調ユニット１ｂを補正制御しても良い。
【００６９】
具体的には、上記最下頁に補正乗数Ｘを追加し、第１の空調ユニット１ａから吹き出される空調風の風量が大きくなるほど、この補正乗数Ｘが大きくなるようにすれば良い。
また、上記実施例では、内外気割合を示す項（ＳＷＩ＋ｒ）／（１００＋ｒ）を線形式と近似したが、実験結果により非線形式あるいはマップとしてもよい。
【００７０】
また、第１の空調ユニット１ａ、第２の空調ユニット１ｂおよび各吹出口は、上述した設置位置に限らす、要旨を逸脱いない範囲にて変更可能であることは勿論である。
【図面の簡単な説明】
【図１】本発明の実施例におけるＴＡＯ（Ｒｒ）の補正内容を示すフローチャートである。
【図２】上記実施例における車両用空調装置の概略全体構成図である。
【図３】上記第１実施例における車両用空調装置の概略車両搭載図を示すものである。
【図４】上記車両用空調装置の制御内容を示すフローチャートである。
【図５】ＴＡＯ（Ｆｒ）と内外気モードとの関係を表す特性図である。
【図６】ＴＡＯ（Ｆｒ）と吹出口モードとの関係を表す特性図である。
【図７】ＴＡＯ（Ｆｒ）とブロア電圧との関係を表す特性図である。
【図８】ＴＡＯ（Ｒｒ）と吹出口モードとの関係を表す特性図である。
【図９】ＴＡＯ（Ｒｒ）とブロア電圧との関係を表す特性図である。
【図１０】第１の空調ゾーンと第２の空調ゾーンとの車室内温度の関係図である。
【図１１】第１の空調ゾーンと第２の空調ゾーンとの車室内温度の関係図である。
【図１２】第１の空調ゾーンと第２の空調ゾーンとの車室内温度の関係図である。
【図１３】第１の空調ゾーンと第２の空調ゾーンとの車室内温度の関係図である。
【符号の説明】
１ａ 第１の空調ユニット
１ｂ 第２の空調ユニット
２ 制御装置
４ａ 内気循環口（内外気決定手段）
５ 外気循環口（内外気決定手段）
６ 内外気切換ドア（内外気決定手段）
１０ａ ヒータコア（第１の温度調節手段）
１０ｂ ヒータコア（第２の温度調節手段）
１１ａ バイパス通路（第１の温度調節手段）
１１ｂ バイパス通路（第２の温度調節手段）
１２ａ エアミックスドア（第１の温度調節手段）
１２ｂ エアミックスドア（第２の温度調節手段）
２４ 内気センサ（第１の車室内温度検出手段）
２５ 内気センサ（第２の車室内温度検出手段）
２８ 温度設定器（第１の温度設定手段）
２９ 温度設定器（第２の温度設定手段）[0001]
[Industrial application fields]
The present invention relates to an air conditioner for a vehicle, and more particularly to a device that adjusts the temperature of a front seat side and a rear seat side independently in a vehicle interior.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there is a type in which the temperature of the front seat side of the vehicle and the rear seat side of the vehicle are independently adjusted. For example, an air conditioning unit installed in front of the vehicle blows conditioned air from the air outlet provided at the forefront of the passenger compartment to the front seat side of the vehicle, and benefits from this conditioned air to the rear seat side of the vehicle. Therefore, there is a type that blows conditioned air from an outlet provided on the rear seat side of the vehicle through a duct.
[0003]
In some cases, an evaporator dedicated to the rear seat side is provided in order to cool the rear seat side well when the outside air temperature is high, such as in summer.
Furthermore, in recent years, there has been a strong demand to emphasize the comfort of the rear seat side, and in order to independently control the temperature of the front seat side of the vehicle and the rear seat side of the vehicle, It has also been devised that a separate air conditioning unit is provided to freely adjust the temperature of the front seat side and the rear seat side throughout the year.
[0004]
[Problems to be solved by the invention]
However, in a general air conditioning unit in which the air outlet is provided only in the forefront of the passenger compartment, an inside air circulation mode (mode in which air in the passenger compartment is circulated through the air conditioning unit) and an outside air introduction mode (air outside the passenger compartment are In the mode in which the temperature is adjusted by the air conditioning unit and blown into the passenger compartment), the air flow in the passenger compartment changes depending on the position of the inside air inlet and the air outlet provided in the passenger compartment, and a desired air conditioning balance can be obtained. There was no problem.
[0005]
This is not an exception for the above-described ones that adjust the temperature of the front seat side of the vehicle and the rear seat side of the vehicle, respectively. As a result of the inventor's experiments, the air conditioning unit on the front seat side of the vehicle Alternatively, depending on whether the mode is the outside air introduction mode, the air conditioning balance on the rear seat side of the vehicle is remarkably broken, and the desired air conditioning state cannot be obtained.
[0006]
Therefore, the present invention is a vehicle air conditioner in which the temperature of the front seat side of the vehicle and the rear seat side of the vehicle can be independently adjusted, and the air conditioning balance on the rear seat side is not disturbed by the inside / outside air mode on the front seat side. An object is to provide a vehicle air conditioner.
[0007]
[Means for Solving the Problems]
According to the configuration of the invention described above,
In invention of Claim 1,
A first air conditioner capable of blowing conditioned air whose temperature is adjusted toward an air conditioning zone on the front seat side of the vehicleUnit and, Predetermined air conditioning on the rear seat side of the vehicleIn the zoneThe second air conditioner that can blow air-conditioning air that is temperature-controlled towardUnit andThis first air conditioningTo unitWhen the air taken in is outside the passenger compartment, this first air conditioningFrom the unitThe outside air of the passenger compartment was blown out, and was installed on the rear seat side with this blowout.From the discharge holeA vehicle air conditioner capable of discharging the air in the passenger compartment to the outside of the passenger compartment,
This first air conditioningTo unitDetermining the inside / outside air ratio of whether the intake air is inside air or outside airInside / outside air determination means,
The first inside air temperature for detecting the first passenger compartment temperature in the air conditioning zone on the front seat sideDetection means;
A first temperature for setting a first set temperature of the air conditioning zone on the front seat sideSetting means and,
The first air conditioning unit based on at least the first vehicle interior temperature detected by the first inside air temperature detecting means, which is an air conditioning environment factor, and the first set temperature set by the first temperature setting means. Adjusting the temperature of the air-conditioning air blown fromTemperature control means and,
Second inside air temperature detection for detecting a second passenger compartment temperature in the predetermined air conditioning zoneMeans,
A second temperature setting for setting a second set temperature of the predetermined air conditioning zoneMeans and,
At least a second vehicle interior detected by the second room temperature detectorTemperature andThe second setting set by the second temperature setting meansTemperature andTemperature adjustment for adjusting the temperature of the air-conditioning air blown from the second air-conditioning unit based onMeans and,
Inside / outside air determined by at least the inside / outside air determining meansRate andThe first vehicle interior detected by the first inside air temperature detecting meansWith temperatureBased on this, the temperature adjustment state of the second temperature adjustment means is corrected.Correction means, and the correction means performs correction so that the correction amount increases as the outside air ratio increases at the inside / outside air ratio determined by the inside / outside air determination means.Adopt as a technical means.
[0008]
In the invention according to claim 2,
The first temperature adjusting means includes
Based on at least the first set temperature set in the first temperature setting means and the first vehicle interior temperature detected by the first vehicle interior temperature detection means, the air is blown out from the first air conditioning unit. First target blowing temperature calculating means for calculating the first target blowing temperature,
The second temperature adjusting means includes
A second target air temperature is calculated based on at least the second vehicle interior temperature detected by the second vehicle interior temperature detection means and the second set temperature of the second temperature setting means; Target blowing temperature calculation meansIt is preferable to have a configuration.
[0009]
AlsoClaim 3In the invention of
When the first vehicle interior temperature is higher than the second vehicle interior temperature, the correction means corrects the second target blowing temperature to be small, and the second vehicle interior temperature is the first vehicle interior temperature. When the temperature is higher than the vehicle interior temperature, the second target blowing temperature may be corrected so as to increase.
[0010]
Also,Claim 4In the invention of
The correction means may correct so that the correction amount increases as the difference between the first vehicle interior temperature and the second vehicle interior temperature increases.
Also,Claim 5In the invention of
The first air conditioning unit includes a vent mode that is an outlet mode for blowing conditioned air toward at least the passenger's upper body, and a foot mode that is an outlet mode for blowing the conditioned air toward the lower body of the occupant. The bi-level mode, which is an outlet mode for blowing air-conditioned air to both the upper body of the occupant and the lower body of the occupant, can be switched.
The correction means may have a different correction amount for each outlet mode.
.
[0011]
Also,Claim 6In the invention of
Air conditioning on the front seat side of the vehicleIn the zoneThe first air conditioner that can blow air-conditioned air that is temperature-controlled towardUnit and, Predetermined air conditioning on the rear seat side of the vehicleIn the zoneThe second air conditioner that can blow air-conditioning air that is temperature-controlled towardUnit andThis first air conditioningTo unitWhen the air taken in is outside the passenger compartment, this first air conditioningFrom the unitThe outside air of the passenger compartment was blown out, and was installed on the rear seat side with this blowout.From the discharge holeA vehicle air conditioner capable of discharging the air in the passenger compartment to the outside of the passenger compartment,
This first air conditioningTo unitInside / outside air that determines the rate of inside / outside air whether the intake air is inside or outsideWith decision means,
The first vehicle interior temperature for detecting the first vehicle interior temperature in the air conditioning zone on the front seat side of the vehicleWith detection means,
At least the inside / outside air ratio determined by the inside / outside air adjusting means and the first vehicle interior detected by the first vehicle interior temperature detecting meansWith temperatureBased on the conditioned air blown from the first air conditioning unit, a physical quantity corresponding to the amount of heat that moves to the predetermined air conditioning zone is set.Calorie setting means,
A second room temperature for detecting a second passenger compartment temperature in the predetermined air-conditioning zoneDetection means;
A second temperature setting for setting the second set temperature of the predetermined air-conditioning zoneMeans and,
At least a second vehicle interior detected by the second room temperature detectorTemperature andThe second temperature setting means sets the secondSet temperature and,The heat quantity setting meansAdjusting the temperature of the conditioned air blown from the second air conditioning unit based on the physical quantity corresponding to the amount of heat determined byWith temperature control meansTo prepare as a technical means.
[0012]
Also,Claim 7In the invention of
The heat quantity setting meansIs preferably set so that the physical quantity corresponding to the amount of heat increases as the outside air ratio increases in the inside / outside air ratio of the inside / outside air ratio detecting means.
Also,Claim 8In the invention of
The first temperature adjusting means includes
Based on at least the first set temperature set in the first temperature setting means and the first vehicle interior temperature detected by the first vehicle interior temperature detection means, the air is blown out from the first air conditioning unit. FirstTarget blowout temperatureA first target outlet temperature calculating means for calculating,
The second temperature adjusting means includes
A second target air temperature is calculated based on at least the second vehicle interior temperature detected by the second vehicle interior temperature detection means and the second set temperature of the second temperature setting means;Target blowing temperature calculation meansIt is preferable to have a configuration.
[0013]
Also,Claim 9In the invention of
When the first passenger compartment temperature is higher than the second passenger compartment temperature, the heat quantity setting means isThe target blowing temperature isWhen the second vehicle interior temperature is higher than the first vehicle interior temperature, the second vehicle interior temperature is set to be smaller.The target blowing temperature isIt is better to set it to be larger.
[0014]
Also,Claim 10In the invention of
Heat quantity settingMeansThe larger the difference between the first vehicle interior temperature and the second vehicle interior temperature, the greater the physical quantity to be determined may be set.
Also,Claim 11In the invention of
SaidThe first air conditioning unit includes at least a vent mode that blows conditioned air toward the passenger's upper body, a foot mode that is an air outlet mode that blows the conditioned air toward the passenger's lower body, and It is possible to switch between the bi-level mode, which is an outlet mode for blowing air-conditioned air to both the upper body of the occupant and the lower body of the occupant,
The heat quantity setting meansIs preferably set so that the physical quantity corresponding to the amount of heat differs for each outlet mode.
[0015]
[Operation and effect of the invention]
According to the configuration of the invention described above,
In invention of Claim 1,
When the first air conditioning unit that regulates the temperature of the air conditioning zone on the front seat side of the vehicle air-conditions the air outside the passenger compartment and blows out this conditioned air, the air in the passenger compartment is discharged from the exhaust hole provided in the rear seat Arranged outdoors. That is, in the air conditioned by the first air conditioning unit, as the proportion of the air outside the passenger compartment increases, the air in the passenger compartment on the front seat side flows into the rear seat side, and the air flow in the passenger compartment changes. Become.
[0016]
Therefore, it can be understood from the inside / outside air ratio determined by the inside / outside air determining means that the air flows from the front seat side of the vehicle to the rear seat side of the vehicle. At this time, the influence on the rear seat side of the vehicle also changes depending on the temperature state of the flowing air. Therefore, this air temperature state is determined from the first passenger compartment temperature in the first air conditioning zone.
The second temperature adjusting means for adjusting the temperature of the conditioned air blown from the second air conditioning unit for adjusting the temperature of the rear seat side of the vehicle is conditioned air from the second set temperature and the second vehicle interior temperature. Adjust the temperature. Then, the correcting means corrects the temperature adjustment state of the second temperature adjusting means based on the inside / outside air ratio and the first passenger compartment temperature based on the influence of the first air conditioning unit on the rear seat side. .
[0017]
Further, this correction is performed so that the amount of correction increases as the outside air ratio increases at the inside / outside air ratio determined by the inside / outside air determining means.
As a result, the air taken in by the first air conditioning unit can be eliminated from the influence on the rear seat side of the vehicle caused by the flow of air in the vehicle interior depending on the air in the vehicle interior or the air outside the vehicle interior. Thus, the air conditioning balance on the rear seat side is not lost, and the rear seat side can be in a comfortable air conditioning state.
Also,Claim 6In the invention of
When the first air conditioning unit that adjusts the temperature of the air conditioning zone on the front seat side of the vehicle air-conditions the air outside the passenger compartment and blows out this air conditioning air, the air inside the passenger compartment is discharged from the exhaust hole provided on the rear seat side. It is arranged. That is, the air in the passenger compartment on the front seat side of the vehicle flows into the rear seat side as the proportion of the air outside the passenger compartment increases in the air conditioned by the first air conditioning unit.
[0018]
Therefore, if the amount of heat that moves from the front seat side of the vehicle to the rear seat side of the vehicle due to this airflow is known, the second temperature adjusting means may adjust the temperature in consideration of this.
Thus, first, the influence of the inside / outside air ratio determined by the inside / outside air determining means flows from the front seat side of the vehicle to the rear seat side of the vehicle. At this time, the influence on the air-conditioning state on the rear seat side of the vehicle also varies depending on the temperature state of the flowing air. This can be seen by the first cabin temperature in the first air conditioning zone. Then, based on the inside / outside air ratio and the first passenger compartment temperature, the calorific value setting means uses the conditioned air blown out from the first air conditioning unit.Move from the front seatThe physical quantity corresponding to the heat quantity is determined.
[0019]
Then, the second temperature adjusting means adjusts the temperature of the conditioned air blown from the second air conditioning unit from the physical quantity corresponding to the amount of heat, the second passenger compartment temperature, and the second set temperature.
As a result, the air taken in by the first air conditioning unit can be eliminated from the influence on the rear seat side of the vehicle caused by the flow of air in the vehicle interior depending on the air in the vehicle interior or the air outside the vehicle interior. Thus, the air conditioning balance on the rear seat side is not lost, and the rear seat side can be in a comfortable air conditioning state.
[0020]
【Example】
A first embodiment of the present invention will be described below with reference to the drawings.
FIG. 2 shows a schematic overall configuration diagram of the vehicle air conditioner of the present embodiment.
FIG. 3 shows a schematic mounting diagram in which the vehicle air conditioner is mounted on a vehicle.
This vehicle air conditioner is roughly composed of an air conditioning system 1 and a control device 2 that controls the air conditioning system 1.
[0021]
[Description of air conditioning system 1]
The air conditioning system 1 mainly adjusts the temperature of the first air conditioning unit 1a for adjusting the temperature of the first air conditioning zone 100 on the front seat side of the vehicle and the temperature of the second air conditioning zone 101 on the rear seat side of the vehicle. It consists of the 2nd air conditioning unit 1b.
The first air conditioning unit 1a is disposed in the forefront of the vehicle interior and has a duct 3a for guiding air into the vehicle interior. The second air conditioning unit 1b has a duct 3b that is installed, for example, at the rear of the vehicle and guides air into the passenger compartment.
[0022]
On the most upstream side of the duct 3a, an inside air circulation port 4a that opens into the vehicle interior, an outside air introduction port 5 that communicates with the outside of the vehicle interior, and an inside / outside switch between the inside air circulation port 4a and the outside air introduction port 5 are switched. An air switching door 6 is provided. The inside / outside air switching door 6 is driven by a servo motor 7 as driving means. As a result, the first air conditioning unit 1a can be switched between an inside air circulation mode in which the air taken into the first air conditioning unit 1a is 100% inside air and an outside air introduction mode in which the outside air is 100%.
[0023]
An air circulation port 4b that opens into the passenger compartment is provided on the most upstream side of the air in the duct 3b. Unlike the duct 3a described above, the air taken into the duct 3b is only the air in the passenger compartment. It becomes.
And when the above-mentioned 1st air conditioning unit 1b is an external air introduction mode, when an air conditioning wind blows off from the 1st air conditioning unit 100 as shown in FIG. 3, with the blowing of this air conditioning wind Thus, for example, air in the vehicle interior is discharged from a discharge hole 103 that opens to a rear package tray (not shown) located at the rear end of the vehicle interior and communicates with the outside of the vehicle interior.
[0024]
The temperature of the air passing therethrough is adjusted inside the duct 3a and the duct 3b, but the internal configuration is substantially the same.
Blowers 7a and 7b, which are air flow generating means for generating an air flow in the ducts 3a and 3b, are disposed in the air downstream side portions of the inside air circulation ports 4a and 4b of the ducts 3a and 3b. The blowers 7a and 7b are driven by electric motors 8a and 8b as driving means, respectively.
[0025]
In the ducts 3a and 3b, evaporators 9a and 9b, which are cooling means for cooling the passing air, are disposed on the air downstream side of the blowers 7a and 7b. The evaporators 9a and 9b are a constituent part of a refrigeration cycle (not shown) mounted on the vehicle.
This refrigeration cycle is composed of a compressor that converts the refrigerant that has become a high-temperature and high-pressure gas phase into a high-temperature and high-pressure gas phase by receiving the driving force of the vehicle engine, a condenser that condenses and liquefies the refrigerant that has become a gas phase in the compressor, It is a well-known device comprising expansion means for decompressing and expanding the liquefied refrigerant, and the above-described evaporators 9a and 9b which are refrigerant evaporators for evaporating the refrigerant decompressed and expanded by the expansion means.
[0026]
In the refrigeration cycle of this embodiment, evaporators 9a and 9b are arranged in parallel between the condenser and the expansion means, and the refrigerant flow is intermittently connected to the upstream side of each evaporator 9a and 9b. An electromagnetic valve (not shown) is provided, and whether or not refrigerant is supplied to the evaporators 9a and 9b is determined by the open / close state of the electromagnetic valve. On the other hand, the expansion means described above is disposed on the refrigerant downstream side of each of the evaporators 9a and 9b. ,
Further, heating amount adjusting means 102a and 102b for adjusting the heating amount of the air that has passed through the evaporators 8a and 8b are disposed on the downstream side of the evaporators 8a and 8b in the ducts 3a and 3b. The heating amount adjusting means 102a and 102b are heater cores 10a and 10b which are heating means, bypass passages 11a and 11b which bypass the heater cores 10a and 10b, and airflows which pass through the bypass passages 11a and 11b and the heater cores 10a and 10b. It consists of bypass doors 12a and 12b that adjust the ratio.
[0027]
The heater cores 10a and 10b can use engine cooling water as a heat source, and can obtain a heating capacity corresponding to the cooling water temperature of the engine cooling water. The bypass doors 12a and 12b are driven by servo motors 13a and 13b as driving means, respectively.
An air outlet for blowing the conditioned air, the temperature of which is adjusted by the above-described air-conditioning functional parts, into the passenger compartment is provided on the air downstream side of the ducts 3a and 3b. This air outlet is divided into two parts because the installation position differs between the first air conditioning unit 1a and the second air conditioning unit 1b.
[0028]
First, on the most downstream side of the air of the duct 3a, an air outlet for blowing the conditioned air toward different positions in the vehicle interior is provided in the foremost instrument panel in the vehicle interior. Specifically, a face outlet 14 for blowing air-conditioned air toward the upper body of the passenger on the front seat side of the vehicle, and a foot outlet for blowing air-conditioned air toward the lower body of the passenger on the front seat side of the vehicle 15 is an example.
[0029]
Moreover, although not shown in figure, the defroster blower outlet for blowing an air-conditioning wind toward the inner surface of the windshield of a vehicle, the side face blower outlet arrange | positioned at the extreme end side of the width direction of a vehicle, etc. are installed.
The opening state of the face air outlet 14 and the foot air outlet 15 is adjusted by an air outlet switching door 16 as an opening / closing means. And this blower outlet switching door 16 is driven by the servomotor 17a as a drive means.
[0030]
As a result, the first air conditioning unit 1a has a face mode (FACE) that mainly blows conditioned air from the face outlet 14, a foot mode (FOOT) that mainly blows conditioned air from the foot outlet 15, and the face outlet 14 The bi-level mode (B / L) outlet mode for blowing the conditioned air from both the foot outlets 15 can be switched.
[0031]
On the other hand, at the air downstream side of the duct 3b, a face outlet 18 for blowing air-conditioned air toward the upper body of the passenger on the front seat side of the vehicle, and air-conditioning air toward the lower body of the passenger on the front seat side of the vehicle A foot outlet 19 is provided for blowing out the air.
The face air outlets 18 are provided on both sides of the rear seat side in the vehicle width direction, for example, at the ceiling portion on the rear seat side of the vehicle. The foot air outlet 19 is provided, for example, between the front seat side and the rear seat side of the vehicle so as to be opened in the vicinity of the floor of the vehicle. Is provided.
[0032]
The opening state of the face air outlet 14 and the foot air outlet 15 is adjusted by an air outlet switching door 20 as an opening / closing means. And this blower outlet switching door 20 is driven by the servomotor 17b as a drive means. As a result, the second air conditioning unit 1b has a face mode (FACE) that mainly blows conditioned air from the face outlet 14, a foot mode (FOOT) that mainly blows conditioned air from the foot outlet 15, and the face outlet 14 The bi-level mode (B / L) outlet mode for blowing the conditioned air from both the foot outlets 15 can be switched.
[0033]
[Description of Control Device 2]
The control device 2 is configured by a well-known microcomputer or the like, and has a RAM (not shown) that reads and temporarily stores air conditioning environment information, which will be described later, and programs and arithmetic expressions necessary for air conditioning control. It has a ROM that performs arithmetic processing based on the stored air conditioning information, an analog-digital (A / D) converter that converts an analog signal into a digital signal, and the like. Then, the control device 2 is powered on from a battery mounted on the vehicle while an ignition switch or an accessory switch of the vehicle is turned on, and can perform arithmetic processing.
[0034]
Hereinafter, the input terminal and the output terminal of the control device 2 will be described.
The input terminal of the control device 2 is necessary for air conditioning control of the first air conditioning unit 1a and the second air conditioning unit 1b, and affects the air conditioning state of the first air conditioning zone 100 and the second air conditioning zone 101. Various sensors for detecting air-conditioning environmental factors are electrically connected.
[0035]
Specifically, an outside air temperature sensor 21 that detects the air temperature outside the passenger compartment, a cooling water temperature sensor 22 that detects the temperature of engine cooling water, and a solar radiation sensor 23 that mainly detects the amount of solar radiation entering the first air conditioning zone 100. The inside air sensor 24 for detecting the first vehicle interior temperature in the first air conditioning zone, the inside air sensor 25 for detecting the second vehicle interior temperature in the second air conditioning zone 101, and the air directly downstream of the evaporators 8a and 8b. The post-evaporation sensors 26 and 27 for detecting the temperature immediately after passing through the evaporators 8a and 8b (post-evaporation temperature), and the first and second of the first air conditioning zone 100 and the second air conditioning zone 101, respectively. The temperature setting devices 28 and 29 for setting the set temperature are electrically connected.
[0036]
The temperature setter 28 is installed on the above-described instrument panel. In addition to this, a blower outlet switching switch for switching the outlet mode, an inside / outside air switching switch for switching the inside / outside air mode, and the first air conditioning are provided on this panel. An AUTO switch for automatically adjusting the temperature of the zone 100 and an off switch for stopping the operation of the first air conditioning unit 1a are installed.
[0037]
The temperature setter 29 is installed on the rear seat side of the vehicle, for example, in an operation panel (not shown) disposed on the ceiling, for example. A switch, an AUTO switch that automatically adjusts the temperature of the second air conditioning zone 101, an off switch that stops the operation of the second air conditioning unit 1b, and the like are installed.
[0038]
On the other hand, the servo motors 6, 12 a, 12 b, 13 a, 13 b, 17 a, and 17 b are electrically connected to output terminals of the control device 2.
That is, the control device 2 performs arithmetic processing based on the air conditioning information taken in from the input terminal described above, outputs a control signal from the output terminal so as to be in a desired air conditioning state, and controls each air conditioning functional component. . Thus, the vehicle air conditioner has an automatic control function for automatically adjusting the interior of the vehicle to a constant temperature.
[0039]
Next, the control content of this control apparatus 2 is demonstrated based on the flowchart of FIG. In addition, the air-conditioning information demonstrated in this is converted into the digital signal by the above-mentioned A / D converter. First, in step S10, initialization (reset) of data and flags is performed.
Next, in step S20, the first set temperature Tset (Fr) and the second set temperature Tset of the first air-conditioning zone 100 and the second air-conditioning zone 101, respectively, as the air-conditioning information from the temperature setting devices 28 and 29. (Rr) is read and temporarily stored in the RAM.
[0040]
Next, in step S30, from the various sensors described above, the outside air temperature Tam, the inside air temperature Tr (Fr), the solar radiation amount Ts, the post-evaporation temperature Te (Fr), and the cooling water temperature that are necessary for the air conditioning processing of the first air conditioning zone 100. Tw, the inside air temperature Tr (Rr) necessary for the air conditioning process in the second air conditioning zone 101, and the post-evaporation temperature Te (Rr) are read and temporarily stored in the RAM.
[0041]
Next, in step S40, the first target blowing temperature TAO (Fr) of the conditioned air blown out from the first air conditioning unit 1a is calculated by the following mathematical formula (1). TAO (Fr) = Kset (Fr) .Tset (Fr) -Kr (Fr) .Tr (Fr) -Kam (Fr) .Tam-Ks (Fr) .Ts + C (Fr) (1)
Here, Kset (Fr), Kr (Fr), Kam (Fr), Ks (Fr)
Are correction gains for the first set temperature Tset (Fr), the inside air temperature Tr (Fr), the outside air temperature Tam, and the solar radiation amount Ts, respectively, and C (Fr) is a correction constant.
[0042]
Next, in step S50, the inside / outside air mode of the first air conditioning unit 1a is determined. Specifically, the inside / outside air mode is determined from the characteristic diagram of FIG. 5 based on the TAO (Fr) calculated in step S30 described above. 5, SWI is the target opening degree of the inside / outside air switching door 6. In this embodiment, when the outside air introduction port 5 is fully opened and the inside air circulation port 4a is fully closed, the target opening degree is 100%, the inside air circulation port. When 4a is fully opened and the outside air inlet 5 is fully closed, the target opening degree is set to 0%.
[0043]
Next, in step S60, the air outlet mode of the first air conditioning unit 1a is determined. Specifically, the air outlet mode is determined from the characteristic diagram of FIG. 6 based on the TAO (Fr) calculated in step S30 described above.
Next, in step S70, the air volume of the blower 7a of the first air conditioning unit 1a is determined. Here, the blower voltage is referred to, but the blower voltage applied to the electric motor 8a is actually determined. Specifically, it is determined from the characteristic diagram of FIG. 7 based on the TAO (Fr) calculated in step S30.
[0044]
Next, in step S80, the second target blowing temperature TAO (Rr) of the second air conditioning unit 1b is calculated from the various air conditioning information stored in the above steps S20 and S30. Step S80 will be described later in detail.
Next, in step S90, the blower outlet mode of the 2nd air conditioning unit 1b is determined. Specifically, the air outlet mode is determined from the characteristic diagram of FIG. 8 based on the TAO (Rr) calculated in step S60 described above.
[0045]
Next, in step S100, the blower amount of the blower 7b of the second air conditioning unit 1b is determined. Here, the blower voltage is referred to, but the blower voltage applied to the electric motor 8b is actually determined. Specifically, it is determined from the characteristic diagram of FIG. 9 based on TAO (Rr) calculated in step S60 described above.
Next, in step S110, the target openings θ (Fr) and θ (Rr) of the air mix doors 12a and 12b are set based on the TAO (Fr) and TAO (Rr) calculated in the steps S40 and S80. It calculates from the following numerical formulas (2) and (3).
[0046]

Next, in step S110, a control signal is output to the various air conditioning functional components so that the air conditioning control state determined or calculated in steps S40 to S110 described above is obtained.
[0047]
Next, in step S130, it is determined whether or not a predetermined control cycle time τ has elapsed. If the determination result is YES, that is, if the control cycle time τ has elapsed, the process returns to step S20. If the determination result is NO, the control cycle time τ is awaited.
Next, the details of the control in step S80, which is the main part of the present invention, will be described in detail.
[0048]
First, in the vehicle air conditioner described above, the cause of adversely affecting the air conditioning state of the second air conditioning zone 101 by the conditioned air blown from the first air conditioning unit 1a will be briefly described with reference to FIG.
The first air conditioning unit 1a and the second air conditioning unit 1b are both operating, the first air conditioning unit 1a is in the outside air mode, the second air conditioning unit 1b is in the inside air circulation mode, and both are in the face mode. To do. At this time, with the blowing of the conditioned air blown from the first air conditioning unit 1a, an air flow toward the discharge hole 103 is generated in the passenger compartment as indicated by an arrow A in FIG. Moreover, the airflow shown by the arrow B in FIG. 3 generate | occur | produces in the backseat side by blowing of the air-conditioning wind of the 2nd air conditioning unit 1b.
[0049]
That is, the air in the first air-conditioning zone 100 (air-conditioned air blown out from the first air-conditioning unit 1a) flows into the second air-conditioning zone 101 by blowing out the air-conditioning air from the first air-conditioning unit 1a. The air conditioning state of the air conditioning zone 101 is adversely affected.
Here, FIG. 10 shows the result of actual experimentation by the inventor. The experimental conditions are that the first air conditioning unit 1a and the second air conditioning unit 1b are both automatically controlled to operate in a state in which the outside air temperature is 10 degrees, the humidity is 60%, and the vehicle speed is constant at 40 km / h. The second set temperature Tset (Rr) of 1b was kept constant at 25 degrees, and the set temperature Tset (Fr) of the first air conditioning unit 1a was gradually increased.
[0050]
As can be seen from this, the second air conditioning unit 2a increases as the first set temperature Tset (Fr) of the first air conditioning unit 1a increases, although the set temperature of the second air conditioning unit 1b is constant. It can be seen that the average room temperature of the zone 101 is higher than 25 degrees.
On the other hand, when both the first air conditioning unit 1a and the second air conditioning unit 1b are in the inside air mode, the air flow in the passenger compartment is as indicated by arrows B and C in FIG. That is, an air flow that circulates only in the first air-conditioning zone 100 (arrow C) and an air flow that circulates only in the second air-conditioning zone 101 (arrow B) are generated. Therefore, compared with the case where the above-mentioned first air conditioning unit 1a is in the outside air mode, the air in the first air conditioning zone 100 is second in accordance with the blowing of the conditioned air blown from the first air conditioning unit 1a. It becomes difficult to flow into the air conditioning zone 101.
[0051]
Also in this case, FIG. 11 shows the result of the experimental study by the present inventor. The experimental conditions are the same as above.
As can be seen, it can be seen that as the set temperature Tset (Fr) of the first air conditioning unit 1a increases, the average room temperature of the second air conditioning zone 101 also increases to 25 degrees or more. However, the degree of increase is small compared to the case where the first air conditioning unit 1a is in the outside air mode. This is because the air in the first air-conditioning zone 100 hardly flows into the second air-conditioning zone 101 as described above.
[0052]
That is, the air flow in the vehicle compartment differs between when the first air conditioning unit 1a is in the outside air introduction mode and when it is in the inside air circulation mode, and in the outside air introduction mode, the second air conditioning zone 101 can be air-conditioned particularly accurately. Disappear. Therefore, in step S80, correction is performed so as to change the air conditioning control state of the second air conditioning unit 1b in accordance with the inside / outside air mode of the first air conditioning unit 1b.
In the above description, the face mode has been described. However, the present inventor has also examined the case where both the first air conditioning unit 1a and the second air conditioning unit 1b are in the foot mode. The experimental results are shown in FIGS. The experimental conditions are the same as described above.
[0053]
As can be seen, the average room temperature of the second air conditioning zone 101 is affected by the inside / outside air mode of the first air conditioning unit 1a as in the face mode described above, and the height of the first air conditioning unit 1a is low. It can be seen that the average room temperature of the second air-conditioning zone 101 increases as the temperature TAO (Fr) increases. Although it is difficult to understand by looking at the experimental results of FIGS. 10 to 14, the present inventor has a slight air flow in the vehicle compartment when the first air conditioning unit 1 a is in the face mode and in the foot mode. I thought it might be different.
[0054]
As a reason for this, naturally, the blowing position is different between the face mode and the foot mode, and the relationship between the blowing position and the seat, the shape of the passenger compartment, and the like can be mentioned. Therefore, in this step S80, the correction contents are made different depending on the air outlet mode of the first air conditioning unit 1a.
Hereinafter, specific contents of step S80 will be described with reference to FIG.
[0055]
Note that step S80 is executed simultaneously with the end of step S70.
First, in step S81, it is determined whether the air outlet mode of the first air conditioning unit 1a is any one of the face mode, the bi-level mode, and the foot mode. If the determination result is the face mode, the process proceeds to step S82. If the determination result is the bi-level mode, the process proceeds to step S83. If the determination result is the foot mode, the process proceeds to step S84.
[0056]
In steps S82 to S84, the correction constant α is set according to the outlet mode. That is, α = A is set in step S82, α = B is set in step S83, and α = C is set in step S84, and the magnitude relationship between these A, B, and C is 1 ≧ A> B> C ≧ 0. .
The reason for setting the magnitude relationship is that when the first air conditioning unit 1a is in the foot mode, the foot outlet 15 is located near the floor of the vehicle, so the conditioned air blown from the foot outlet 15 is It will flow on the floor side in the passenger compartment. However, there are obstacles such as seats on the floor side in the passenger compartment, and the air in the first air conditioning zone 100 is difficult to flow into the second air conditioning zone 101.
[0057]
Further, when the first air conditioning unit 1a is in the face mode, the face outlet 14 is located above the foot outlet 15 in the vehicle interior, so that it does not easily interfere with a seat or the like and is blown out from the face outlet 14. This is because the air in the first air-conditioning zone 100 easily flows into the second air-conditioning zone 101 as the air-conditioning air blows out. Note that the magnitude relationship between the correction constants A, B, and C varies depending on the shape of the vehicle interior depending on the vehicle type as described above, and may be set based on experimental data.
[0058]
Next, in step S85, TAO (Rr) is calculated from the following mathematical formula (4) based on the air conditioning information set or calculated in steps S20, S50 and S82 to S84 described above.

Kset (Rr), Kr (Rr), Kam (Rr), and Ks (Rr) are correction gains for the set temperature Tset (Rr), the inside air temperature Tr (Rr), the outside air temperature Tam, and the solar radiation amount Ts, respectively. , C (Fr), β, α (A, B, C) are correction constants. The correction constant β is a constant indicating the degree of influence of the second air conditioning zone 101 when the first air conditioning unit 1a is in the outside air introduction mode.
[0059]
And, the lowest term of the above formula (4), −β · α · ((SWI + r) / (100 + r)) · (Tr (Fr) −Tr (Rr)), is influenced by the first air conditioning unit 1a. This is for cancellation, and this will be described below.
First, (SWI + r) / (100 + r) represents the ratio of the inside and outside air of the air taken into the first air conditioning unit 1a. That is, if the target opening degree SWI of the inside / outside air switching door 6 is 100%, it may be multiplied by the correction constant β. For example, the target opening degree SWI is 50% (the inside air and the outside air in the first air conditioning unit 1a). Is in a state in which an equal amount is taken in), the air flow in the passenger compartment also changes compared to 100%.
[0060]
Specifically, referring to FIG. 3, when the first air conditioning unit 1a takes in both the inside air and the outside air, the air flow discharged from the discharge hole 103 by the blowing of the conditioned air from the first air conditioning unit 1a. An arrow B and an air flow arrow C sucked into the first air conditioning unit 1a from the inside air circulation port 4a are generated. Therefore, compared with the case where the target opening degree SWI of the inside / outside air switching door 6 is 100%, the amount of air flowing from the first air conditioning zone 100 to the second air conditioning zone 101 is reduced, and the first air conditioning unit 1a. The degree of influence of the second air-conditioning zone 101 due to is reduced.
[0061]
That is, ((SWI + r) / (100 + r)) can be said to be a variable of the correction constant β, and the correction constant β and ((SWI + r) / (100 + r)) are used to change from the first air conditioning zone 100 to the second air conditioning zone. 101 represents the degree of influence flowing into 101.
Further, the degree of influence can be determined by the target opening degree SWI of the inside / outside air switching door 6, but actually the temperature of the air flowing from the first air conditioning zone 100 into the second air conditioning zone 101 is greatly related. Considering this degree of influence and the temperature of the air, in other words, the lowermost term can be considered as the amount of heat moving from the first air conditioning zone 100 to the second air conditioning zone 101.
[0062]
Therefore, the temperature of the air flowing into the second air-conditioning zone may be Tr (Fr), which is the first vehicle interior temperature of the first air-conditioning zone 100, and this Tr (Fr) is included in the lowermost term. include. The term multiplied by the above-mentioned correction constants α and β and the inside / outside air ratio ((SWI + r) / (100 + r)) is (Tr (Fr) −Tr (Rr)), and only Tr (Fr) is used. There is no difference between Tr (Fr) and Tr (Rr). This is because when the difference between Tr (Fr) and Tr (Rr) increases, the air in the first air-conditioning zone 100 flows into the second air-conditioning zone 101. This is because the air temperature is far from the second set temperature Tset (Rr), so that the larger this difference is, the larger the correction amount needs to be.
[0063]
When Tr (Fr) is higher than Tr (Rr), the conditioned air that feels warm for the passengers who ride in the second air conditioning zone 101 flows from the first air conditioning zone 100 toward the second air conditioning zone 101. The second air conditioning zone 101 will be warmed. The degree of warming is expressed by the above-described correction constants α and β, the ratio of inside / outside air ((SWI + r) / (100 + r), and (Tr (Fr) −Tr (Rr)). In this case, in this step S80 The lowermost term is negative and corrected so that TAO (Rr) becomes smaller.
[0064]
On the other hand, when Tr (Rr) is higher than Tr (Fr), the conditioned air that feels cool by the passengers in the second air conditioning zone 101 flows from the first air conditioning zone 100 toward the second air conditioning zone 101. The second air conditioning zone will be cooled. The degree of cooling is expressed by the above-described correction constants α and β, the internal / external air ratio ((SWI + r) / (100 + r), and (Tr (Fr) −Tr (Rr)). The lowest term is corrected so that TAO (Rr) is increased.
[0065]
In summary, the influence of the inside / outside air mode of the first air conditioning unit 1a on the second air conditioning zone 101 is expressed as the inside / outside air ratio and the first vehicle interior temperature Tr (Fr) in the first air conditioning zone 100. By considering this, the air conditioning control of the second air conditioning zone 101 can be performed accurately without losing the balance of the second air conditioning zone 101. Furthermore, the air conditioning control of the second air conditioning zone 101 can be performed with higher accuracy by considering the air outlet mode of the first air conditioning unit 1a.
[0066]
Although the embodiments of the present invention have been described above, the present invention can also be applied to the embodiments described below.
In the said Example, although the 2nd air conditioning unit 1b always act | operated only in the inside air circulation mode, it is good also as a structure which has both an external air introduction mode and an inside air circulation mode.
[0067]
Moreover, in the said Example, although the common solar radiation sensor 23 was used in order to air-condition-control the 1st air conditioning unit 1a and the 2nd air conditioning unit 1b, the 1st air conditioning zone 100 and the 2nd air conditioning zone A solar radiation sensor may be arranged in each of the 101, and the air conditioning control of each of the first air conditioning unit 1a and the second air conditioning unit 1b may be performed based on the output values of these solar radiation sensors.
[0068]
Further, in the above embodiment, based on the target opening degree SWI of the inside / outside air switching door 6, the inside air temperature Tr (Fr) of the first air conditioning zone 100, and the inside air temperature Tr (Fr) of the second air conditioning zone 101. Although the influence of the conditioned air blown out from the first air conditioning unit 1a is canceled out, the larger the amount of the conditioned air blown out from the first air conditioning unit 1a is, the larger the second from the first air conditioning zone 100 becomes. The amount of air flowing into the air-conditioning zone 101 increases, and the second air-conditioning zone 101 cannot perform air-conditioning control with high accuracy. May be controlled to be corrected.
[0069]
Specifically, the correction multiplier X may be added to the bottom page, and the correction multiplier X may be increased as the amount of the conditioned air blown from the first air conditioning unit 1a increases.
In the above embodiment, the term (SWI + r) / (100 + r) indicating the inside / outside air ratio is approximated to a linear form, but may be a non-linear expression or a map depending on the experimental result.
[0070]
Of course, the first air conditioning unit 1a, the second air conditioning unit 1b, and the air outlets are not limited to the above-described installation positions, and can be changed without departing from the scope of the invention.
[Brief description of the drawings]
FIG. 1 is a flowchart showing details of correction of TAO (Rr) in an embodiment of the present invention.
FIG. 2 is a schematic overall configuration diagram of a vehicle air conditioner in the embodiment.
FIG. 3 is a schematic vehicle mounting diagram of the vehicle air conditioner in the first embodiment.
FIG. 4 is a flowchart showing control contents of the vehicle air conditioner.
FIG. 5 is a characteristic diagram showing the relationship between TAO (Fr) and the inside / outside air mode.
FIG. 6 is a characteristic diagram showing the relationship between TAO (Fr) and the outlet mode.
FIG. 7 is a characteristic diagram showing a relationship between TAO (Fr) and a blower voltage.
FIG. 8 is a characteristic diagram showing the relationship between TAO (Rr) and the outlet mode.
FIG. 9 is a characteristic diagram showing a relationship between TAO (Rr) and a blower voltage.
FIG. 10 is a relationship diagram of vehicle interior temperatures between the first air-conditioning zone and the second air-conditioning zone.
FIG. 11 is a relationship diagram of the cabin temperature between the first air-conditioning zone and the second air-conditioning zone.
FIG. 12 is a relationship diagram of the cabin temperature between the first air-conditioning zone and the second air-conditioning zone.
FIG. 13 is a relationship diagram of the cabin temperature between the first air-conditioning zone and the second air-conditioning zone.
[Explanation of symbols]
1a First air conditioning unit
1b Second air conditioning unit
2 Control device
4a Inside air circulation port (inside and outside air determining means)
5 Outside air circulation port (inside and outside air determining means)
6 Inside / outside air switching door (inside / outside air determining means)
10a Heater core (first temperature adjusting means)
10b Heater core (second temperature adjusting means)
11a Bypass passage (first temperature adjusting means)
11b Bypass passage (second temperature adjusting means)
12a Air mix door (first temperature control means)
12b Air mix door (second temperature control means)
24 Inside air sensor (first vehicle interior temperature detecting means)
25 Inside air sensor (second vehicle interior temperature detecting means)
28 Temperature setter (first temperature setting means)
29 Temperature setter (second temperature setting means)

Claims (11)

A first air conditioning unit that can blow air-conditioned air that is temperature-controlled toward the air-conditioning zone on the front seat side of the vehicle, and air-conditioning air that is temperature-controlled toward a predetermined air-conditioning zone on the rear seat side of the vehicle A second air conditioning unit, and the air taken into the first air conditioning unit is air outside the passenger compartment, the air outside the passenger compartment is blown out from the first air conditioning unit, and the air is blown out. A vehicle air conditioner capable of discharging the air in the passenger compartment out of the passenger compartment through a discharge hole provided on the rear seat side,
Inside / outside air determining means for determining the inside / outside air ratio of whether the air taken into the first air conditioning unit is inside air or outside air;
First inside air temperature detecting means for detecting a first passenger compartment temperature in the air conditioning zone on the front seat side;
First temperature setting means for setting a first set temperature of the air conditioning zone on the front seat side;
The first air conditioning unit based on at least the first vehicle interior temperature detected by the first inside air temperature detecting means, which is an air conditioning environment factor, and the first set temperature set by the first temperature setting means. First temperature adjusting means for adjusting the temperature of the conditioned air blown from
Second inside air temperature detecting means for detecting a second passenger compartment temperature in the predetermined air-conditioning zone;
Second temperature setting means for setting a second set temperature of the predetermined air-conditioning zone;
Air conditioning blown from the second air conditioning unit based on at least the second vehicle interior temperature detected by the second inside air temperature detecting means and the second set temperature set by the second temperature setting means. A second temperature adjusting means for adjusting the wind temperature;
Based on at least the inside / outside air ratio determined by the inside / outside air determining means and the first interior temperature detected by the first inside air temperature detecting means, the temperature adjustment state of the second temperature adjusting means is corrected. A vehicle air conditioner comprising: a correction unit, wherein the correction unit corrects the correction amount to increase as the outside air ratio increases at the inside / outside air ratio determined by the inside / outside air determination unit . The first temperature adjusting means includes
Based on at least the first set temperature set in the first temperature setting means and the first vehicle interior temperature detected by the first vehicle interior temperature detection means, the air is blown out from the first air conditioning unit. First target blowing temperature calculating means for calculating the first target blowing temperature,
The second temperature adjusting means includes
A second target air temperature is calculated based on at least the second vehicle interior temperature detected by the second vehicle interior temperature detection means and the second set temperature of the second temperature setting means; The vehicle air conditioner according to claim 1, further comprising a target blowing temperature calculation unit. When the first vehicle interior temperature is higher than the second vehicle interior temperature, the correction means corrects the second target blowout temperature to be small, and the second vehicle interior temperature is the first vehicle interior temperature. The vehicle air conditioner according to claim 2, wherein when the temperature is higher than the vehicle interior temperature, the second target blowing temperature is corrected so as to increase. Said correction means according to claim 2 or claim 3, wherein the correcting so that the correction amount as the difference between the first cabin temperature and said second cabin temperature is greater increases Vehicle air conditioner. The first air conditioning unit includes at least a vent mode that blows conditioned air toward the upper body of the occupant and a foot mode that is an air outlet mode for blowing the conditioned air toward the lower body of the occupant. The bi-level mode, which is an outlet mode for blowing air-conditioned air to both the upper body of the occupant and the lower body of the occupant, can be switched.
The vehicular air conditioner according to any one of claims 1 to 4, wherein the correction means has a different correction amount for each outlet mode. A first air conditioning unit that can blow air-conditioned air that is temperature-controlled toward the air-conditioning zone on the front seat side of the vehicle, and air-conditioning air that is temperature-controlled toward a predetermined air-conditioning zone on the rear seat side of the vehicle A second air conditioning unit, and the air taken into the first air conditioning unit is air outside the passenger compartment, the air outside the passenger compartment is blown out from the first air conditioning unit, and the air is blown out. A vehicle air conditioner capable of discharging the air in the passenger compartment out of the passenger compartment through a discharge hole provided on the rear seat side,
Inside / outside air determining means for determining the inside / outside air ratio of whether the air taken into the first air conditioning unit is inside air or outside air;
First vehicle interior temperature detection means for detecting a first vehicle interior temperature of the air conditioning zone on the front seat side of the vehicle;
By the conditioned air blown from the first air conditioning unit based on at least the inside / outside air ratio determined by the inside / outside air adjusting means and the first vehicle interior temperature detected by the first vehicle interior temperature detecting means A heat quantity setting means for setting a physical quantity corresponding to the heat quantity moving to the predetermined air-conditioning zone;
Second inside air temperature detecting means for detecting a second passenger compartment temperature in the predetermined air conditioning zone;
Second temperature setting means for setting a second set temperature of the predetermined air-conditioning zone;
This corresponds to at least the second vehicle interior temperature detected by the second inside air temperature detecting means, the second set temperature set by the second temperature setting means, and the heat quantity determined by the heat quantity setting means. A vehicle air conditioner comprising: a second temperature adjusting unit that adjusts the temperature of the conditioned air blown from the second air conditioning unit based on the physical quantity. The vehicle air conditioner according to claim 6 , wherein the heat quantity setting means sets the physical quantity corresponding to the heat quantity to be larger as the outside air ratio becomes larger in the inside / outside air ratio of the inside / outside air ratio detecting means. The first temperature adjusting means includes
Based on at least the first set temperature set in the first temperature setting means and the first vehicle interior temperature detected by the first vehicle interior temperature detection means, the air is blown out from the first air conditioning unit. First target blowing temperature calculating means for calculating the first target blowing temperature,
The second temperature adjusting means includes
A second target air temperature is calculated based on at least the second vehicle interior temperature detected by the second vehicle interior temperature detection means and the second set temperature of the second temperature setting means; The vehicle air conditioner according to claim 6 , further comprising a target blowing temperature calculation unit. When the first vehicle interior temperature is higher than the second vehicle interior temperature, the heat quantity setting means is set so that the second target blowout temperature is decreased, and the second vehicle interior temperature is set to the first vehicle interior temperature. 9. The vehicle air conditioner according to claim 8 , wherein the second target blowing temperature is set to be higher when the temperature is higher than one vehicle interior temperature. The heat setting means, the first cabin temperature and said second difference is too large claim 8 or claim 9 wherein the setting to be larger a physical quantity that determines the vehicle interior temperature Vehicle air conditioner. The first air conditioning unit includes at least a vent mode that blows conditioned air toward the upper body of the occupant and a foot mode that is an air outlet mode for blowing the conditioned air toward the lower body of the occupant. The bi-level mode, which is an outlet mode for blowing air-conditioned air to both the upper body of the occupant and the lower body of the occupant, can be switched.
The vehicle air conditioner according to any one of claims 6 to 10, wherein the heat quantity setting means sets the physical quantity corresponding to the heat quantity to be different for each outlet mode.

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