JP3613847B2 - Air conditioning control device for vehicles - Google Patents

Description

設定される。この快適度指数Ｆ３は、空調制御条件及び環境条件の変化に応じ、０〜１１の範囲内で変動する。そして、低減して０に近づく程、乗員が寒さを体感するようになる一方、増大して１１に近づく程、乗員が暑さを体感するようになる。尚、上記式▲４▼において、Ｋ１０１ 〜Ｋ１０６ は乗員の上半身に関する係数及び定数、Ｋ１０７ 〜Ｋ１１５ は乗員の下半身に関する係数及び定数であり、それぞれ予め実験により求められて制御部２２に記憶されている。また、〔（Ｔａ−Ｋ１１３ ）・Ｋ１１４ ・Ｋ１１５ 〕の項は、Ｆ３＝５であるときに乗員が暑くも寒くもないと感じる快適点とするための補正項である。さらに、αは、外気導入時における車両熱負荷から車室内部品の熱容量を引いた安定制御部の車両熱負荷Ｑｓａｔ に応じて、図５に示すグラフから読み出される係数であり、上記車両熱負荷Ｑｓａｔ が−２００〜２００（ｋｃａｌ）の範囲内で変動する場合に、それに対応して０〜１の範囲内で直線的に変化するように設定されている。
【００４３】
さらに、上記制御部２２には、上記第２演算回路４１によって求められた快適度指数Ｆ３を、後述する目標快適度指数Ｆｔｓｅｔに最も近付けるように、上記空調用エアの吹出温度制御値ＴＯ 及び吹出風量制御値ＶＡ の最適な組合せを選択する選択回路４２と、この選択回路４２によって選択された空調用エアの吹出温度制御値ＴＯ 及び吹出風量制御値ＶＡ と吹出モードとに基づいて上記エアミックスダンパ１３の開度θ、送風機１１の送風量及びモード切換ダンパ８〜１０の開閉位置を制御する作動制御回路４３とが設けられている。
【００４４】
−制御動作−
次に、上記制御部２２の制御動作について説明する。本実施例では、空調装置Ａが非定常運転状態にある起動時に、空調装置Ａが定常運転状態のときに行う通常制御に移行する前に該通常制御とは異なる起動制御（クールダウン制御ないしウォームアップ制御）を行うようになされている。
【００４５】
具体的には、上記起動制御時には、予め設定された最低風量Ｖｍｉｎ から徐々に風量Ｖを増加させて上記通常制御による吹出風量Ｖｓに達した時点（Ｖ≧Ｖｓ）で通常制御に移行する起動制御が行われる。つまり、この起動制御により、十分に空調されていないエア（冷房時の温風や暖房時の冷風）の過大な吹き上がりに起因して乗員の快適性が損なわれるのを未然に防止できるようになされている。
【００４６】
すなわち、上記通常制御では、各センサ２４〜２９の検出信号と、操作部２３の車室内温設定スイッチ２３ｂにより設定された車室内温の設定データとに基づいて、車両にかかる熱負荷（車両熱負荷）及び乗員が体感する快適度指数をそれぞれ演算し、さらに、これらの演算値に基づいて、空調用エアの吹出風量Ｖ、吹出温度Ｔ、吹出口モード等を算出して決定し、送風機１１、エアミックスダンパ１３用のサーボモータ２１、モード切換ダンパ８〜１０用の電動モータ２０等の作動を制御するようになされる。そして、室温センサ２４による検出値Ｔｒと制御目標室温度Ｔｓｅｔ との差が大きい場合には、図６及び図７に示すように吹出風量Ｖはまず多くなされ、やがて車室内室温Ｔｒが制御目標室温度Ｔｓｅｔ に近付いて安定するにつれて減少するようになされる。
【００４７】
一方、上記起動制御は冷房時のクールダウン制御と、暖房時のウォームアップ制御とからなっている。上記クールダウン制御は、空調起動時の車両熱負荷値がかなり大きい状態での冷房運転時に選択される。このクールダウン制御においては、吹出風量Ｖｃは、まず、予め設定されている最低風量ＶＯ となされる。そして、各々、起動制御時の初回に検出された外気温度Ｔａ、日射量Ｔｓ、車室内温度Ｔｒ及び冷却用熱交換器１２のエア出口温度Ｔｅを基に吹出風量Ｖｃの増加勾配ΔＶを決定し、図７に示すように、上記最低風量ＶＯ から増加勾配ΔＶに応じて吹出風量Ｖｃが徐々に増加され、やがてＶｃ≧Ｖとなって上記通常制御に移行するように行われる。その際に、空調用エアの全てがベント吹出口５から車室内に導出されるように吹出口モードを制御する。
【００４８】
これに対し、上記ウォームアップ制御は、空調起動時の車両熱負荷値がかなり小さい状態での暖房運転時に選択される。このウォームアップ制御においては、各々、起動制御初回に検出された外気温度Ｔａ、日射量Ｔｓ、車室内温度Ｔａ及びエンジン冷却水温度Ｔｗを基に吹出風量Ｖｗの増加勾配ΔＶ′を決定する。そして、予め設定されている最低風量ＶＯ からΔＶ′の勾配で徐々に増加するように制御する。その際に、空調用エアの全てが加熱用熱交換器１４で加熱されるようにエアミックスダンパ１３の開度θを制御する。また、吹出口モードについては、空調用エアがフット吹出口６及びデフロスタ吹出口７から一定の割合で導出されるように制御する。
【００４９】
−基本制御動作−
ここで、上記制御部２２における基本制御動作を、図８のフローチャートに基づいて説明する。
【００５０】
この制御動作がスタートすると、まずステップＳ１において、初期設定を行った後、ステップＳ２において、乗員が車室内温度設定スイッチ２３ｂを操作することによって設定された車室内温度の設定データ及び上記各センサ２４〜２９の検出データを入力する。
【００５１】
次に、ステップＳ３において、後述するように車室内温度の目標室温度Ｔｓｅｔ に基づき、目標快適度指数Ｆｔｓｅｔを演算した後、ステップＳ４において、車室内温度Ｔｒの安定目標値、つまりターゲット温度Ｔｔｒｇ を演算するとともに、ステップＳ５において空調用エアの吹出温度Ｔ及び吹出風量Ｖの各制御値ＴＯ ，ＶＡ を演算してその最適な組合せを選択する。
【００５２】
また、ステップＳ６において、内外気切換ダンパ４の開閉位置を調節することにより、内外気の導入割合を制御する内外気制御を実行した後、ステップＳ７において上記各制御値ＴＯ ，ＶＡ に基づいてエアミックスダンパ１３の開度θ及び送風機１１の送風量を制御することにより、空調用エアの吹出温度Ｔ及び吹出風量Ｖを制御する。
【００５３】
また、ステップＳ８において、各モード切換ダンパ８〜１０の開閉位置を調節することにより、空調用エアの吹出モード制御を実行するとともに、ステップＳ９において、コンプレッサ１５の作動状態をＯＮ／ＯＦＦ制御するコンプレッサ制御を実行する。
【００５４】
−目標快適度指数Ｆｔｓｅｔの演算−
上記基本制御動作のうち、目標快適度指数Ｆｔｓｅｔの演算を行うステップＳ３での処理動作を、図９のフローチャートに基づいて詳しく説明する。
【００５５】
上記処理動作がスタートすると、まず、ステップＳ１１において、乗員によって設定された車室内温度の制御目標室温度Ｔｓｅｔ が最低温度１８℃であるか否かを判定し、ＹＥＳと判定された場合には、ステップＳ１２において、空調装置Ａの運転モードを最大冷房運転状態（ＭＡＸＣＯＯＬ）に設定する。これにより、夏季の車両起動時等において、車室内の温度を早期に低下させる必要がある場合には，快適性を考慮することなく、空調装置Ａは全冷房運転状態となる。すなわち、上記エアミックスダンパ１３が全閉位置（開度θ＝０）に設定され、冷却用熱交換器１２からの空調用エアの全てが加熱用熱交換器１４を迂回して供給される。また、コンプレッサ１５がフル稼働されるとともに、送風機１１の送風量が最大風量に設定される。
【００５６】
一方、上記ステップＳ１１でＮＯと判定された場合には、ステップＳ１３において、目標温度Ｔｓｅｔ が最高温度３２℃であるか否かを判定し、ＹＥＳと判定された場合には、ステップＳ１４において、空調装置Ａの運転モードを最大暖房運転状態（ＭＡＸＨＯＴ）に設定する。これにより、冬季の車両起動時等において、車室内の温度を早期に上昇させる必要がある場合には，快適性を考慮することなく、空調装置Ａは全暖房運転状態となる。すなわち、上記エアミックスダンパ１３が全開位置（開度θ＝１）に設定され、空調用エアの全てが加熱用熱交換器１４に供給されるとともに、この加熱用熱交換器１４に供給されるエンジン冷却水の流量は最大値に設定される。また、送風機１１の送風量は最大風量に設定される。
【００５７】
また、上記ステップＳ１１及びステップＳ１３でそれぞれＮＯと判定され、目標温度Ｔｓｅｔ が１８℃よりも大きくかつ３２℃未満の範囲内にあることが確認された場合には、該目標温度Ｔｓｅｔ に応じて目標快適度指数Ｆｔｓｅｔの設定基準値Ｆｔｓｅｔｏ が設定される。すなわち、ステップＳ１５において、目標温度Ｔｓｅｔ が２７℃よりも大きいか否かが判定される。この判定結果がＹＥＳとなり、目標温度Ｔｓｅｔ が２７℃よりも大きくかつ３２℃未満の範囲内にあることが確認された場合には、ステップＳ１６において、設定基準値Ｆｔｓｅｔｏ は（Ｔｓｅｔ −１３）／２に設定される。例えば目標温度Ｔｓｅｔ が２９℃である場合には、上記設定基準値Ｆｔｓｅｔｏ は８に設定されることになる。
【００５８】
次に、ステップＳ１７において、上記設定値Ｔｓｅｔ が２３℃よりも小さいか否かが判定される。上記ステップ１７でＹＥＳと判定され、車室内温度の設定値Ｔｓｅｔ が１８℃よりも大きくかつ２３℃未満の範囲内にあることが確認された場合には、ステップＳ１８において、設定基準値Ｆｔｓｅｔｏ は（Ｔｓｅｔ −１９）に設定される。例えば目標温度Ｔｓｅｔ が２２℃である場合には、設定基準値Ｆｔｓｅｔｏ は３に設定されることになる。
【００５９】
さらに、上記ステップＳ１５及びＳ１７でそれぞれＮＯと判定され、車室内温度の設定値Ｔｓｅｔ が２３℃〜２７℃の範囲内にあることが確認された場合には、ステップＳ１９において、設定基準値Ｆｔｓｅｔｏ は（Ｔｓｅｔ −１５）／２に設定される。例えば目標温度Ｔｓｅｔ が２５℃である場合には、設定基準値Ｆｔｓｅｔｏ は５に設定されることになる。
【００６０】
上記のようにして設定された設定基準値Ｆｔｓｅｔｏ は、図１０に示すようになり、目標温度Ｔｓｅｔ が１８℃〜３２℃の範囲内で上昇するのに応じ、０〜１１の範囲内で漸増するように設定される。
【００６１】
次いで、ステップＳ２０において、上記設定基準値Ｆｔｓｅｔｏ の前回値と今回値との平均値を求めることにより、上記目標快適度指数Ｆｔｓｅｔを演算する。
【００６２】
−ターゲット温度Ｔｔｒｇ の演算−
上記基本制御動作において吹出温度のターゲット温度Ｔｔｒｇ を演算するステップＳ４での処理動作を、図１１のフローチャートに基づいて詳しく説明する。
【００６３】
上記処理動作がスタートすると、まずステップＳ３１において、ターゲット温度Ｔｔｒｇ を車室内温度設定スイッチ２３ｂによって設定された設定温度Ｔｓｅｔ とした後、その値に応じて後述する熱負荷式に基づき、制御安定時における車両熱負荷Ｑｓａｔ を演算する。
【００６４】
次いで、ステップＳ３２において、上記基本制御動作のステップＳ５に相当する空調用エアの吹出温度及び吹出風量の演算制御を実行するとともに、この演算制御に必要な全身の快適度指数Ｆ３を求める。また、ステップＳ３３において、空調装置Ａが全暖房状態（ＦＵＬＬＨＥＡＴ）にあるか否かを判定し、ＮＯと判定された場合には、ステップＳ３４において、空調装置Ａが全冷房状態（ＦＵＬＬＣＯＯＬ）にあるか否かを判定する。
【００６５】
上記ステップＳ３３，Ｓ３４でＹＥＳと判定され、車両熱負荷Ｑが空調能力枠外にあることが確認されたときには、それぞれステップＳ３７，Ｓ３９に進み、車両熱負荷Ｑを空調能力枠に近づけるためにターゲット温度Ｔｔｒｇ を予め設定された温度ΔＴだけ減少ないし増大させる補正を行う。
【００６６】
また、上記ステップＳ３５でＮＯと判定され、空調装置Ａが全暖房状態及び全冷房状態にないことが確認された場合には、ステップＳ３５，３６において、上記快適度指数Ｆ３の演算値と、ステップＳ３で求めた目標快適度指数Ｆｔｓｅｔとの偏差が微小範囲内であるか否かを判定する。すなわち、ステップＳ３５において、上記偏差が−０．１未満であるか否かを判定するとともに、上記ステップＳ３６において、上記偏差が０．１よりも大きいか否かを判定する。
【００６７】
上記ステップＳ３４でＹＥＳと判定され、全身の快適度指数Ｆ３と目標快適度指数Ｆｔｓｅｔとの偏差が−０．１よりも小さいことが確認された場合には、乗員が寒さを比較的強く感じていると想定されるので、ステップＳ３７において、ターゲット温度Ｔｔｒｇ が４０℃以上であるか否かを判定し、ＮＯと判定された場合には、ステップＳ３８において、上記ターゲット温度Ｔｔｒｇ を予め設定された温度ΔＴだけ増大させる補正を行なった後にリターンする。
【００６８】
また、上記ステップＳ３６でＹＥＳと判定され、全身の快適度指数Ｆ３と目標快適度指数Ｆｔｓｅｔとの偏差が０．１よりも大きいことが確認された場合には、乗員が暑さを比較的強く感じていると想定されるので、ステップＳ３９において、ターゲット温度Ｔｔｒｇ が１０℃以下であるか否かを判定し、ＮＯと判定された場合には、ステップＳ４０において、上記ターゲット温度Ｔｔｒｇ を予め設定された温度ΔＴだけ減少させる補正を行なった後にリターンする。
【００６９】
上記ステップＳ３５，３６でそれぞれＮＯと判定され、全身の快適度指数Ｆ３と目標快適度指数Ｆｔｓｅｔとの偏差が−０．１〜０．１の微小範囲内にあることが確認された場合には、ステップＳ４１において上記車両熱負荷Ｑが負の値であるか否かを判定することにより、空調用エアの吹出温度を低下させるべき制御状態にあるか、吹出温度を上昇させるべき制御状態にあるかを判定する。
【００７０】
上記ステップＳ４１でＮＯと判定され、暖房制御状態にあることが確認された場合には、ステップＳ４２において、ターゲット温度Ｔｔｒｇ が４０℃以上であるか否かを判定し、ＮＯと判定された場合には、ステップＳ４３において、上記ターゲット温度Ｔｔｒｇ を予め設定された温度ΔＴだけ増大させる補正を行う。
【００７１】
また、上記ステップＳ４１でＹＥＳと判定され、冷房制御状態にあることが確認された場合には、ステップＳ４４において、ターゲット温度Ｔｔｒｇ が１０℃以下であるか否かを判定し、ＮＯと判定された場合には、ステップＳ４５において、上記ターゲット温度Ｔｔｒｇ を予め設定された温度ΔＴだけ減少させる補正を行なう。
【００７２】
その後、ステップＳ４６において、車両熱負荷Ｑを演算した後、ステップＳ３２にリターンし、上記制御動作を繰り返すことにより、図１２のグラフに示すように、空調装置Ａの空調能力枠内において、車両熱負荷Ｑｓａｔ の値を示す曲線と、快適度指数Ｆ３＝目標快適度指数Ｆｔｓｅｔとなる直線とが交差するようにターゲット温度Ｔｔｒｇ が設定される。すなわち、空調装置Ａから吹き出される空調用エアによって乗員が快適であると体感しつつ、車室内温度Ｔｒを設定温度Ｔｓｅｔ に近づけることができるように上記ターゲット温度Ｔｔｒｇ の値が設定されることになる。
【００７３】
−車両熱負荷Ｑの計算−
ここで、上記ターゲット温度Ｔｔｒｇ を演算するための処理動作において車両熱負荷Ｑの計算を行なうステップＳ４６の処理動作を、図１３のフローチャートに基づいてさらに詳しく説明する。
【００７４】
この処理動作がスタートすると、ステップＳ４７において、外気導入制御状態における制御安定時の車両熱負荷Ｑｓａｔ を演算する。この安定時車両熱負荷Ｑｓａｔ は、外気温度センサ２５の検出値Ｔａ、上記ターゲット温度Ｔｔｒｇ 及び日射による熱負荷ＱＳ に応じ、下式に基づいて算出される予測値である。
【００７５】
Ｑｓａｔ ＝ＫＱＦ１ ・（Ｔａ−Ｔｔｒｇ ）＋ＫＱＦ２ ・ＱＳ ＋ＫＱＦ３
次いで、ステップＳ４８において、外気導入時の車両熱負荷ＱＦ を下式に基づいて演算する。
【００７６】
ＱＦ ＝Ｑｓａｔ ＋ＫＱＦ４ ・（ＱＴｒ−Ｔｔｒｇ ）
また、ステップＳ４９において、内気循環時の車両熱負荷ＱＲ を下式に基づいて演算する。
【００７７】
ＱＲ ＝ＫＱＦ１ ・（Ｔａ−Ｔｔｒｇ ）＋ＫＱＦ２ ・ＱＳ ＋ＫＱＦ３ ＋ＫＱＦ４ ・（ＱＴｒ−Ｔｔｒｇ ）
尚、上記各式において、ＫＱＦ１ 〜ＫＱＦ４ は、車体構造に基づいて予め実験によって求めた係数及び定数、ＱＴｒは、車両熱負荷計算時の車室内温度である。
【００７８】
−吹出温度Ｔ及び吹出風量Ｖの演算−
上記基本制御動作のステップＳ５において、空調用エアの吹出温度及び吹出風量の制御値ＴＯ ，ＶＡ を演算する処理動作を、図１４及び図１５のフローチャートに基づいて詳しく説明する。
【００７９】
上記処理動作がスタートすると、まず、ステップＳ５１において、空調用エアの吹出風量Ｖを送風機１１により設定可能な最低風量Ｖｍｉｎ に設定した後、ステップＳ５２において、各種のフラグＦＨ，ＦＣ，ＬＯＯＰをセットする。すなわち、上記フラグＦＨは、全暖房時において１に設定されることにより空調装置Ａが全暖房運転状態にあることを示し、フラグＦＣは、全冷房時において１に設定されることにより空調装置Ａが全冷房運転状態にあることを示すフラグである。また、ＬＯＯＰは、初回制御時にのみ１にセットされるフラグである。
【００８０】
そして、ステップＳ５３において、車両熱負荷Ｑ及び吹出風量Ｖに対応する空調用エアの吹出温度Ｔを下式▲５▼に基づき算出する。この式▲５▼において、０．２８は、２０℃の空気の比熱と比重量とを掛け合わせた数値である。
【００８１】
Ｔ＝−（Ｑ／０．２８Ｖ）＋Ｔｒ …▲５▼
次いでステップＳ５４において、演算された上記吹出温度Ｔが冷却用熱交換器１２によって冷却することのできる最低温度Ｔｅ１よりも小さいか否かを判定する。この判定結果がＮＯとなって、上記吹出温度Ｔが上記最低温度Ｔｅ１以上であることが確認された場合には、ステップＳ５５において、上記フラグＦＣを０に設定する。その後、ステップＳ５６において、加熱用熱交換器１４によって加熱することのできる最高温度Ｔｗｏを算出する。
【００８２】
そして、ステップＳ５７において、ステップＳ５３で算出された吹出温度Ｔが上記最高温度Ｔｗｏよりも大きいか否かが判定され、ＮＯと判定された場合には、ステップＳ５８において、上記フラグＦＨを０に設定した後、ステップＳ５９において、後述するように快適度指数Ｆ３の演算を行う。
【００８３】
尚、上記ステップＳ５４でＹＥＳと判定され、吹出温度Ｔが上記最低温度Ｔｅ１よりも低いことが確認された場合には、上記フラグＦＣが１にセットされ、全冷房制御モードが選択される。また、上記ステップＳ５７でＹＥＳと判定され、吹出温度Ｔが加熱用熱交換器１４に供給されるエンジン冷却水の温度に応じて設定された加熱可能な最高温度Ｔｗｏよりも高いことが確認された場合には、上記フラグＦＨが１にセットされ、全暖房制御モードが選択される。
【００８４】
次に、ステップＳ６０において、初回時制御であることを示す上記フラグＬＯＯＰが１に設定されているか否かを判定し、ＹＥＳと判定された場合には、ステップＳ６１において、上記快適度指数の演算値Ｆ３と、目標快適度指数Ｆｔｓｅｔとの偏差を演算してその値を記憶するとともに、上記フラグＬＯＯＰを０に設定する。また、ステップＳ６２において、上記吹出温度Ｔの演算値を吹出温度制御値ＴＯ として、また吹出風量Ｖの設定値つまり上記最低風量Ｖｍｉｎ を吹出風量制御値ＶＡ として記憶する。
【００８５】
また、上記ステップＳ６０でＮＯと判定され、初回制御でないことが確認された場合には、ステップＳ６３において、前回の制御時における快適度指数Ｆ３の演算値と目標快適度指数Ｆｔｓｅｔとの偏差｜Ｆ３−Ｆｔｓｅｔ｜ｎ−１ から、今回の制御時における快適度指数Ｆ３の演算値と目標快適度指数Ｆｔｓｅｔとの偏差｜Ｆ３−Ｆｔｓｅｔ｜ｎ を減算した値が正の値であるか否かを判定する。
【００８６】
そして、上記ステップＳ６３でＮＯと判定され、快適度指数Ｆ３の演算値と、目標快適度指数Ｆｔｓｅｔとの偏差が減少傾向にあることが確認された場合には、ステップＳ６４において上記偏差Ｆ３−Ｆｔｓｅｔの記憶値を更新するとともに、ステップＳ６５において、今回の制御時点における吹出温度Ｔの演算値及び吹出風量Ｖの設定値を、吹出温度制御値ＴＯ 及び吹出風量制御値ＶＡ として記憶する。
【００８７】
次いで、ステップＳ６６において、上記吹出風量Ｖの設定値に所定量ΔＶだけ増大させた後、ステップＳ６７において、増大後の吹出風量Ｖが、送風機１１の最大吹出風量Ｖｍａｘ よりも大きいか否かを判定する。この判定結果がＮＯである場合には、上記ステップＳ５３にリターンして上記制御を繰り返すことにより、空調装置Ａの空調能力の範囲内で、最適な吹出温度制御値ＴＯ 及び吹出風量制御値ＶＡ の組合せ、つまり上記快適度指数Ｆ３の演算値と目標快適度指数Ｆｔｓｅｔとの偏差を最小にする制御値ＴＯ ，ＶＡ の組合せが選択されることになる。
【００８８】
すなわち、車室内温度Ｔｒをターゲット温度Ｔｔｒｇ とするための車両熱負荷式曲線ＱＦ ，ＱＲ と、空調装置Ａの空調能力とがバランスしている場合に、上記曲線ＱＦ ，ＱＲ 上においてＦ３＝Ｆｔｓｅｔとなる空調用エアの吹出温度及び吹出風量の組合せが選択されることにより、乗員の快適度を適正状態に維持しつつ、車室内温度を最適値に維持する制御が実行されることになる。
【００８９】
尚、上記ステップＳ６７でＹＥＳと判定された場合には、ステップＳ６８において、上記フラグＦＣが１にセットされているか否かを判定し、ＹＥＳと判定されて全冷房制御モードが選択されていることが確認された場合には、ステップＳ６９において、吹出温度制御値ＴＯ が空調装置Ａによって設定し得る最低温度Ｔｅ１に設定されるとともに、吹出風量制御値ＶＡ が送風機１１によって送風可能な最大風量Ｖｍａｘ に設定される。これによって空調装置Ａは、冷房能力を最大限に発揮する全冷房運転状態となる。
【００９０】
また、上記ステップＳ６８でＮＯと判定された場合には、ステップＳ７０で上記フラグＦＨが１にセットされているか否かを判定し、ＹＥＳと判定されて全暖房制御モードが選択されていることが確認された場合には、ステップＳ７１において、吹出温度制御値ＴＯ が空調装置Ａによって設定し得る最高温度Ｔｗｏに設定されるとともに、吹出風量制御値ＶＡ が送風機１１によって送風可能な最大風量Ｖｍａｘ に設定される。これによって空調装置Ａは、暖房能力を最大限に発揮する全暖房運転状態となる。
【００９１】
−快適度指数Ｆ３の演算−
上記吹出温度及び吹出風量の制御値を演算する処理動作において、快適度指数Ｆ３を演算するステップＳ５９の処理動作を、図１６のフローチャートに基づいてさらに詳しく説明する。
【００９２】
上記制御動作がスタートすると、まずステップＳ８１において、上記外気導入時における安定熱負荷状態の車両熱負荷Ｑｓａｔ が２００ｋｃａｌよりも大きいか否かを判定し、ＹＥＳと判定された場合には、ステップＳ８２において、係数αの値を１に設定する。
【００９３】
上記ステップＳ８１でＮＯと判定された場合には、ステップＳ８３において、上記安定熱負荷状態の車両熱負荷Ｑｓａｔ が−２００ｋｃａｌよりも小さいか否かを判定し、ＹＥＳと判定された場合には、ステップＳ８４において、上記係数αの値を０に設定する。また、上記ステップＳ８１，８３でＮＯと判定され、安定熱負荷状態の車両熱負荷Ｑｓａｔ が−２００〜２００ｋｃａｌの範囲内にあることが確認された場合には、ステップＳ８５において、図５のグラフから係数αの値を読み出す。
【００９４】
その後、ステップＳ８６において、快適度指数Ｆ３を演算する。すなわち、上記特性式▲４▼に現在の空調制御状態における空調用エアの吹出風量Ｖ、吹出温度Ｔ、車室内温度Ｔｒ、外気温度Ｔａ、目標快適度指数Ｆｔｓｅｔ及び上記係数αの値を代入することにより、上記快適度指数Ｆ３を算出する。
【００９５】
−内外気の制御−
上記基本制御ルーチンのステップＳ６において実行される内外気制御動作を、図１７及び図１８のフローチャートに基づいて詳しく説明する。
【００９６】
上記制御動作がスタートすると、まずステップＳ９１において、オートスイッチ２３ａが自動制御モード（ＡＵＴＯ）にセットされているか否かを判定し、ＮＯと判定された場合には、ステップＳ９２において、吹出モード切換スイッチ２３ｄが外気導入モード（ＦＲＥ）にセットされているか否かを判定する。
【００９７】
上記ステップＳ９２でＹＥＳと判定された場合には、ステップＳ９３において、切換ダンパ４によって内気導入口３を全閉状態とするとともに、外気導入口２を全開状態とした外気導入制御状態（ＦＲＥ）とする。また、ステップＳ９２でＮＯと判定された場合には、ステップＳ９４において、切換ダンパ４によって外気導入口２を全閉状態とするとともに、内気導入口３を全開状態とした内気導入制御状態（ＲＥＣ）とする。
【００９８】
また、上記ステップＳ９１でＹＥＳと判定された場合には、ステップＳ９５において、空調制御モードが最大冷房状態（ＭＡＸＣＯＯＬ）にセットされているか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ９４に移行して内気導入制御状態（ＲＥＣ）とする。
【００９９】
また、上記ステップＳ９５でＮＯと判定された場合には、ステップＳ９６において、外気導入時の車両熱負荷ＱＦ が正であるか否かを判定する。この判定結果がＮＯとなって車両が暖房状態にあることが確認された場合には、窓の曇り防止のため、上記ステップＳ９３に移行して外気導入制御状態（ＦＲＥ）とする。
【０１００】
上記ステップＳ９６でＹＥＳと判定されて車両が冷房状態にあることが確認された場合には、ステップＳ９７において、初回制御の実行時であるか否かを判定し、ＹＥＳと判定された場合には、ステップＳ９８において、冷却用熱交換器１２の出口温度Ｔｅを上記最低温度Ｔｅ１に設定した後、ステップＳ９９において、上記車両熱負荷ＱＦ が内外気導入制御状態（ＭＩＸ）における冷房能力枠外にあるか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ９４に移行して内気導入制御状態（ＲＥＣ）とする。
【０１０１】
また、上記ステップＳ９９においてＮＯと判定され、上記車両熱負荷ＱＦ が内外気導入制御状態（ＭＩＸ）における冷房能力枠内にあることが確認された場合には、ステップＳ１００において、内外気導入制御状態（ＭＩＸ）とする。
【０１０２】
また、上記ステップＳ９７でＮＯと判定され、初回制御の実行時でないことが確認された場合には、ステップＳ１０１において、前回の制御状態が内気導入制御状態（ＲＥＣ）にあったか否かを判定する。この判定結果がＹＥＳである場合には、ステップＳ１０２において、内外気導入制御状態（ＭＩＸ）における最大冷房能力時の吹出温度予測値Ｔｍｉｘｍａｘを演算した後、ステップＳ１０３において、上記最大冷房能力時の吹出温度予測値Ｔｍｉｘｍａｘを冷却用熱交換器１２の出口温度Ｔｅとして設定する。
【０１０３】
次いで、ステップＳ１０４において、上記車両熱負荷ＱＦ が内外気導入制御状態（ＭＩＸ）における冷房能力枠外にあるか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ９４に移行して内気導入制御状態（ＲＥＣ）とする。また、上記ステップＳ１０４でＮＯと判定された場合には、ステップＳ１０５において、空調用エアの吹出温度制御値ＴＯ が上記最大冷房能力（ＭＩＸＭＡＸ）時の吹出温度予測値Ｔｍｉｘｍａｘから３℃だけ高い温度よりも大きいか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ１００に移行する。また、上記ステップＳ１０５でＮＯと判定された場合には、上記ステップＳ９４に移行する。
【０１０４】
上記ステップＳ１０１でＮＯと判定され、前回の制御状態が内気導入制御状態（ＲＥＣ）にないことが確認された場合には、ステップＳ１０６において、前回の制御状態が内外気導入制御状態（ＭＩＸ）であったか否かが判定される。この判定結果がＮＯである場合には、ステップＳ１０７において、外気導入制御状態（ＦＲＥ）における最大冷房能力時の吹出温度予測値Ｔｆｒｅｍａｘを下式に基づいて演算した後、
Ｔｆｒｅｍａｘ＝ＫＦＭ１ ・（Ｔａ＋ＫＦＭ３ ）＋ＫＦＭ２
ステップＳ１０８において、上記吹出温度予測値Ｔｆｒｅｍａｘを冷却用熱交換器１２の出口温度Ｔｅとして設定する。尚、上記式においてＫＦＭ１ 〜ＫＦＭ３ は、予め実験によって求めた係数及び定数である。
【０１０５】
そして、ステップＳ１０９において、上記車両熱負荷ＱＦ が外気導入制御状態（ＦＲＥ）における冷房能力枠外にあるか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ１００に移行して内外気導入制御状態（ＭＩＸ）とする。また、上記ステップＳ１０９でＮＯと判定された場合には、ステップＳ９３に移行して外気導入制御状態（ＦＲＥ）とする。
【０１０６】
また、上記ステップＳ１０６でＹＥＳと判定され、前回の制御状態が内外気導入制御状態（ＭＩＸ）であることが確認された場合には、ステップＳ１１０において、上記内外気導入制御状態（ＭＩＸ）における最大冷房能力時の吹出温度予測値Ｔｍｉｘｍａｘを演算した後、ステップＳ１１１において、この吹出温度予測値Ｔｍｉｘｍａｘを冷却用熱交換器１２の出口温度Ｔｅとして設定する。
【０１０７】
そして、ステップＳ１１２において、上記車両熱負荷ＱＦ が内外気導入制御状態（ＭＩＸ）における冷房能力枠外にあるか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ９４に移行して内気導入制御状態（ＲＥＣ）とする。また、上記ステップＳ１１２でＮＯと判定された場合には、ステップＳ１００に移行して内外気導入制御状態（ＭＩＸ）とする。
【０１０８】
また、ステップＳ１１２でＮＯと判定され、上記車両熱負荷ＱＦ が内外気導入制御状態（ＭＩＸ）における冷房能力枠内にあることが確認された場合には、ステップＳ１１３において、外気導入制御状態（ＦＲＥ）における最大冷房能力時の吹出温度予測値Ｔｆｒｅｍａｘを演算した後、ステップＳ１１４において、上記空調用エアの吹出温度制御値ＴＯ が上記吹出温度予測値Ｔｆｒｅｍａｘよりも大きいか否かを判定する。この判定結果がＹＥＳである場合には、上記ステップＳ９３に移行して外気導入制御状態（ＦＲＥ）とする。また、上記ステップＳ１１４でＮＯと判定された場合には、ステップＳ１００に移行して内外気導入制御状態（ＭＩＸ）とする。
【０１０９】
このようにして上記オートスイッチ２３ａのセット状態及び吹出モード切換スイッチ２３ｄの切換状態に適合した内外気制御が行われ、空調装置Ａの冷房能力に適合した空調制御が実行されることになる。すなわち、上記空調用エアの吹出温度制御値ＴＯ が外気導入制御状態または内外気導入制御状態において達成可能な温度となったことが確認された時点で、内気導入制御状態から外気が導入される内外気導入制御状態を経て外気導入制御状態に自動的に移行し、乗員の快適性を損なうことなく、車室内の換気が十分に行われることになる。
【０１１０】
−吹出温度及び風量の制御−
上記基本制御ルーチンのステップＳ７で実行される吹出温度Ｔ及び吹出風量Ｖの制御動作を、図１９のフローチャートに基づいて詳しく説明する。
【０１１１】
上記制御動作がスタートすると、まずステップＳ１２１において、上記吹出温度制御値ＴＯ 及び吹出風量制御値ＶＡ が入力された後、ステップＳ１２２において、車両が起動時にあることを示すＳＴＡＲＴフラグが１にセットされているか否かを判定する。
【０１１２】
上記ステップＳ１２２でＹＥＳと判定された場合には、ステップＳ１２３において、車両熱負荷Ｑが負であるか否かを判定する。この判定結果がＹＥＳとなって車両が暖房運転状態にあることが確認された場合には、ステップＳ１２４において、ウォームアップフラグを１にセットした後、ステップＳ１２５において、ウォームアップ時の快適度指数Ｆ５，ＦＷＵＰ に基づいて空調用エアの吹出温度及び吹出風量を制御し、寒冷時等における乗車時に車室内を迅速に暖かくするウォームアップ制御を実行する。
【０１１３】
また、上記ステップＳ１２３でＮＯと判定され、車両が冷房運転状態にあることが確認された場合には、ステップＳ１２６において、クールダウンフラグを１にセットした後、ステップＳ１２７において、クールダウン制御時の快適度指数Ｆ１，Ｆ２Ｓに基づいて空調用エアの吹出温度及び吹出風量を制御し、炎天下等における乗車時に車室内を迅速に冷却するクールダウン制御を実行する。
【０１１４】
また、上記ステップＳ１２２でＮＯと判定され、車両が起動状態にないことが確認された場合には、ステップＳ１２８において、ウォームアップフラグが１にセットされているか否かを判定し、ＹＥＳと判定された場合には、上記ステップＳ１２５に移行する。上記ステップＳ１２８でＮＯと判定された場合には、ステップＳ１２９において、クールダウンフラグが１にセットされているか否かが判定され、ＹＥＳと判定された場合には、上記ステップＳ１２７に移行する。
【０１１５】
上記ステップＳ１２９でＮＯと判定され、現在の制御状態がウォームアップ制御状態及びクールダウン制御状態の何れでもないことが確認された場合には、ステップＳ１３０において、上記快適度指数Ｆ３に基づいて空調用エアの吹出温度及び吹出風量を制御する通常の制御を実行する。
【０１１６】
−クールダウン制御−
上記吹出温度及び風量制御の処理動作においてステップＳ１２７で実行されるクールダウン制御の動作を、起動制御の一例として、図２０のフローチャートに基づいて説明する。
【０１１７】
上記制御動作がスタートすると、まずステップＳ１３１において、車両が起動時にあることを示すＳＴＡＲＴフラグが１にセットされているか否かが判定され、ＹＥＳと判定された場合には、ステップＳ１３２において、乗車時点における上半身の快適度指数、つまり冷房制御実行前の快適度指数Ｆ２Ｓを下式に基づいて演算する。
【０１１８】
Ｆ２Ｓ＝Ｋ２Ｓ１ ・Ｖ＋Ｋ１０２ ・ＴＯ ＋Ｋ１０３ ・Ｔｒ＋Ｋ１０４ ・Ｔａ＋Ｋ１０５ ・Ｔｓ＋Ｋ１０６
上記Ｋ２Ｓ１ 〜Ｋ１０６ は、乗員の上半身に関する係数及び定数であり、Ｋ２Ｓ１ は、上記特性式▲４▼の係数Ｋ１０１ の符号を逆にしたものであり、他の係数Ｋ１０２ 〜Ｋ１０６ は、上記特性式▲４▼の係数及び定数と同じものである。尚、上記冷房制御開始前の快適度指数Ｆ２Ｓを演算する際には、上記吹出風量Ｖの値を０に設定し、かつ吹出温度ＴＯ の値として冷房用熱交換器１４の出口温度Ｔｅを代入する。
【０１１９】
次いで、ステップＳ１３３において、上記快適度指数Ｆ２Ｓの演算値が予め設定された判定値、例えば７以上であるか否かを判定し、ＹＥＳと判定された場合に、乗車時点における空調用エアの吹出温度がかなり高い状態にあると考えられるため、ステップＳ１３４において、空調用エアの吹出風量ＶＭＣを最低風量Ｖｍｉｎ に抑制する。
【０１２０】
また、上記ステップＳ１３１でＮＯと判定され、ＳＴＡＲＴフラグが０となったことが確認された場合には、ステップＳ１３５において、現在が風量立ち上げ中であるか否か、つまり上記最低風量Ｖｍｉｎ に抑制した状態から空調用エアの吹出風量Ｖを徐々に通常状態まで増大させる風量の立ち上げ制御を実行中であるか否かをフラグに基づいて判定する。
【０１２１】
そして、上記ステップＳ１３５でＮＯと判定された場合には、ステップＳ１３６において、起動時点から予め設定された基準時間（例えば１０秒）が経過したことを示すフラグ１０Ｓが１にセットされているか否かを判定する。そして、上記ステップＳ１３６でＮＯと判定された場合には、ステップＳ１３７において、クールダウン制御時における上半身の快適度指数、つまり冷房制御実行後における快適度指数Ｆ１を下式に基づいて算出する。
【０１２２】
Ｆ１＝Ｋ１０１ ・Ｖ＋Ｋ１０２ ・ＴＯ ＋Ｋ１０３ ・ＦＴＲ＋Ｋ１０４ ・ＴＡ ＋Ｋ１０５ ・ＴＳ ＋Ｋ１０６
次に、ステップＳ１３８において、上記ステップＳ１３５で求めた冷房制御実行後における快適度指数Ｆ１の演算値が、上記ステップＳ１３２で求めた冷房制御実行前における快適度指数Ｆ２Ｓの演算値よりも小さいか否かが判定され、ＮＯと判定された場合には、上記ステップＳ１３４に移行して空調用エアの吹出風量Ｖを最低風量Ｖｍｉｎ に維持する。
【０１２３】
また、上記ステップＳ１３８でＹＥＳと判定され、冷房制御実行後における快適度指数Ｆ１の演算値が冷房制御実行前における快適度指数Ｆ２Ｓの演算値よりも小さくなったことが確認された時点で、ステップＳ１３９において、風量立上げ制御を開始して風量立上げ制御の実行中であることを示すフラグを１にセットした後、ステップＳ１４０において風量立上げ速度ΔＶを下式に基づいて算出する。
【０１２４】
ΔＶ（Ｖ／ｓ）＝１／（ＫＶＤ２ −ＫＶＤ１ ・｜Ｆ２Ｓ−Ｆｔｓｅｔ｜）
上記ＫＶＤ２ 及びＫＶＤ１ は、予め設定された係数及び定数であり、例えば係数ＫＶＤ１ は１１．２程度の値に設定され、また定数ＫＶＤ２ は１．３程度の値に設定されている。そして、上記式に基づいて風量立上げ速度ΔＶが上記冷房制御実行前における快適度指数Ｆ２Ｓの演算値と、目標快適度指数Ｆｔｓｅｔとの偏差｜Ｆ２Ｓ−Ｆｔｓｅｔ｜に基づいて演算され、上記偏差｜Ｆ２Ｓ−Ｆｔｓｅｔ｜が大きい程、上記風量立上げ速度ΔＶの値が大きな値に設定されることになる。
【０１２５】
次いで、ステップＳ１４１において、上記風量立上げ速度ΔＶが予め設定された基準値βよりも大きいか否かが判定され、ＹＥＳと判定された場合には、ステップＳ１４２において、上記風量立上げ速度ΔＶの値を基準値βに書き替えた後に、上記ステップＳ１３４に移行する。また、上記ステップＳ１４１でＮＯと判定された場合には、上記風量立上げ速度ΔＶの書き替えを行うことなく、上記ステップＳ１３４に移行した後にリターンする。
【０１２６】
上記風量立上げが開始されると、上記ステップＳ１３５でＹＥＳと判定され、ステップＳ１４３において、クールダウン制御時の吹出風量Ｖを予め設定された増大量ΔＶだけ増大させる。その後、ステップＳ１４４において、上記増大後の吹出風量Ｖが通常制御時の吹出風量、つまり上記ステップＳ５の吹出温度及び吹出風量の演算制御において演算された吹出風量の制御値ＶＡ よりも大きいか否かが判定される。
【０１２７】
そして、上記ステップＳ１４４の判定結果がＹＥＳとなるまで、上記吹出風量Ｖを徐々に増大させる制御が繰り返して行われ、上記判定結果がＹＥＳとなった時点で、ステップＳ１４５において、クールダウンフラグを０に設定してクールダウン制御を終了する。
【０１２８】
尚、上記ステップＳ１３２でＮＯと判定され、上記快適度指数Ｆ２Ｓの演算値が７未満であることが確認された場合には、乗車時点における空調用エアの吹出温度が比較的低い状態にあると考えられるため、上記吹出風量Ｖを最低風量Ｖｍｉｎ に維持する抑制制御を実行することなく、上記ステップＳ１３９に移行して風量の立上げ制御を開始する。
【０１２９】
また、風量立上げ制御の実行前にステップＳ１３６でＹＥＳと判定され、予め設定された基準時間が経過したことが確認された場合には、上記ステップＳ１３７における快適度指数Ｆ１の演算及び上記ステップＳ１３８における快適度指数Ｆ１と快適度指数Ｆ２Ｓとの比較を行うことなく、上記ステップＳ１３９に移行して風量の立上げ制御を開始する。
【０１３０】
−本発明の制御−
ここで、図２１のフローチャートに基づき、室温センサ２４の故障に対応する制御動作について説明する。
【０１３１】
上記制御動作がスタートすると、まずステップＳ２０１において各センサ２４〜２９からのデータ（検出値）を入力した後、ステップＳ２０２で空調装置Ａの起動初回の制御動作であるか否かを判定する。そして、判定がＹＥＳであるときにはステップＳ２０３に移る一方、判定がＮＯのときにはステップＳ２１２に移る。
【０１３２】
上記ステップＳ２０３では、室温センサ２４が故障しているか否かを判定する。具体的には、室温センサ２４の出力値の電圧が０Ｖ又は５Ｖであれば故障していると判定する。そして、判定がＹＥＳのときにはステップＳ２０５に移る一方、判定がＮＯのときにはステップＳ２０４に移り、このステップＳ２０４で、室温センサ２４の検出値Ｔｒを、Ｔｒ＝２５℃の固定値とした後に、上記ステップＳ２０５に移り、車両熱負荷Ｑを演算してステップＳ２０６に移る。
【０１３３】
上記ステップＳ２０６では、演算された車両熱負荷Ｑが所定値Ｑｒｅｆ よりも大きいか否かを判定（Ｑ＞Ｑｒｅｆ ）する。そして、判定がＹＥＳのときにはステップＳ２０７に移ってクールダウン制御の初期設定を行う。一方、判定がＮＯのときにはステップＳ２０８に移り、ウォームアップ制御の初期設定を行う。
【０１３４】
一方、上記ステップＳ２１２では、ステップＳ２０３と同様に、室温センサ２４が故障しているか否かを判定する。そして、判定がＹＥＳのときにはステップＳ２１３に移る。一方、判定がＮＯのときには、ステップＳ２１５に移る。
【０１３５】
上記ステップＳ２１３では、通常制御中であるか否かを判定する。そして、判定がＹＥＳのときには、ステップＳ２１４に移り、ここで、室温センサ２４の故障直前の検出値を該室温センサ２４の検出値Ｔｒとする。一方、判定がＮＯのときには、ステップＳ２１６に移り、上記ステップＳ２０４の場合と同様に、室温センサ２４の検出値Ｔｒを、Ｔｒ＝２５℃の固定値とする。そして、上記ステップＳ２１５では、各検出値Ｔｒに基づいて、通常制御による吹出温度Ｔ及び吹出風量Ｖｓを演算する。その後、次のステップＳ２０９に移る。
【０１３６】
上記ステップＳ２０９では、現在の吹出風量Ｖが通常制御による吹出風量Ｖｓ以上であるか否か（Ｖ≧Ｖｓ）を判定する。そして、判定がＹＥＳのときには、ステップＳ２１０に移り、ここで、通常制御を開始する。一方、判定がＮＯのときには、ステップＳ２１１に移ってウォームアップ制御又はクールダウン制御を行う。
【０１３７】
以上の制御動作において、ステップＳ２０３及びＳ２１２は、本発明における故障判定手段４４を構成している。また、ステップＳ２１４は、本発明における第１検出値代用手段４５を構成している。さらに、ステップＳ２０４及びＳ２１６は、本発明における第２検出値代用手段４６を構成している。
【０１３８】
したがって、本実施例によれば、空調装置Ａの通常制御時に室温センサ２４が故障したと判定されたとき（例えば図６のｔ１の時点で故障が発生したとき）には、上記室温センサ２４の故障直前の検出値が該室温センサ２４の検出値Ｔｒとされる。このとき、上記空調装置Ａは定常運転状態にあって、車室内の環境状態及び空調装置Ａの作動状態は安定しており、大きく変化することはない。よって、上記故障直前の検出値に基づくことで、故障後も実際の状態に即しかつ安定した空調制御が可能となり、上記室温センサ２４の故障に伴う空調性の悪化を回避することができる。
【０１３９】
一方、空調装置Ａの起動制御時に、室温センサ２４が故障したと判定されたとき（例えば図７のｔ３の時点で故障が発生したとき）には、通常制御の場合と異なり、予め設定された固定値（本実施例では２５℃）を室温センサ２４の検出値Ｔｒとし、この固定値に基づいて通常制御における吹出風量Ｖを算出するようにしている。これにより、通常制御における吹出風量Ｖの挙動は、図７に破線で示すように、同図に実線で示す正常時よりも早めに風量安定状態に集束するため、移行条件となるＶｃ≧Ｖｓとなる点（同図にｔ４で示す点）にも同図にｔ２で示す正常時の点よりも早めに到達し、早めに通常制御に移行して空調制御を行うことができる。もしも、起動制御中においても、通常制御の場合と同様に故障判定直前値に基づいて制御を継続するようにした場合には、図３に破線で示すように、クールダウン制御での吹出風量Ｖｃは増加し続け、通常制御による吹出風量Ｖも高いままで維持されるという不具合を生じる。
【０１４０】
尚、上記実施例１では、クールダウン制御のときとウォームアップ制御のときとで同じ固定値をとるようにしているが、各制御毎に互いに異なった固定値を設定しておくようにしてもよい。特に、通常制御における室温センサ故障判定の場合にも固定値（例えば２５℃）に基づいて制御を行うようにする場合等では、クールダウン制御中に室温センサが故障した際には、通常制御における上記固定値よりも低い値の固定値（例えば２０℃）を用いて制御を行うようにする一方、ウォームアップ制御中に室温センサ故障判定したときには、通常制御における上記固定値よりも高い値の固定値（例えば３０℃）を用いて制御を行うように構成することで、より早く通常制御に移行するようにさせることができる。
【０１４１】
また、上記実施例１では、起動制御を、空調用エアの吹出風量によるクールダウン制御及びウォームアップ制御として行なっているが、吹出温度の制御や、吹出口の選択制御等として行うものであってもよい。
【０１４２】
さらに、上記実施例１では、室温センサ２４の故障対策として説明したが、ダクトセンサ２７や水温センサ２８等の別の検出手段の場合にも適用することができる。
【０１４３】
（実施例２）
本発明の実施例２に係る車両用空調制御装置について説明する。尚、本実施例の車両用空調制御装置の基本構成は上記実施例１の場合と同じであるので、同じ部分には同じ符号を付して示し、その説明は省略する。
【０１４４】
上記実施例１では、吹出風量Ｖに基づいて制御を移行させるようにしているが、これに代わって本実施例では、クールダウン制御のときには、ダクトセンサ２７により冷却用熱交換器１２のエア出口温度Ｔｅを検出し、この検出値が所定値（例えば５℃）よりも小さくなった時点で制御を通常制御に移行させる一方、ウォームアップ制御のときには、水温センサ２８により加熱用熱交換器１４に通水されるエンジン冷却水の温度Ｔｗを検出し、その検出値が所定値（例えば７０℃）よりも大きくなった時点で制御を通常制御に移行させるようになされている。
【０１４５】
そして、上記各熱交換器１２，１４が十分に機能を発揮できる通常制御状態で、ダクトセンサ２７又は水温センサ２８が故障判定されたときには、上記実施例１における室温センサ２４の故障判定の場合と同様に、故障判定直前値に基づいて制御を行うが、クールダウン制御中にダクトセンサ２７が故障判定されたときには、冷却用熱交換器１２が十分な能力を発揮していると判断される固定値（例えば０℃）に基づいて制御を行うように設定し、通常制御に移行させる。一方、ウォームアップ制御中に水温センサ２８が故障判定されたときには、加熱用熱交換器１４が十分な能力を発揮していると判断される固定値（例えば９０℃）に基づいて制御を行うように設定し、通常制御に移行させる。
【０１４６】
したがって、本実施例によれば、ダクトセンサ２７又は水温センサ２８の故障によりクールダウン制御又はウォームアップ制御がいつまでも継続されて過剰な風量の空調用エアが吹き出されるという事態を回避することができる。
【０１４７】
【発明の効果】
以上説明したように、請求項１の発明によれば、エアを冷却するための冷却部と、エアを加熱するための加熱部とを有し、冷却部からの冷気及び加熱部からの暖気が混合されてなる空調用エアを複数の吹出口のうちの選択された吹出口から車室内に吹き出す空調手段と、車室内の環境状態及び上記空調手段の作動状態のうちの少なくとも一方を検出する検出手段と、この検出手段の検出値に基づき、車室内の温度が目標温度に近付くように上記空調手段を制御する制御手段とを備え、上記空調手段が非定常運転状態にある起動時に、空調手段が定常運転状態のときに行う通常制御に移行する前に該通常制御とは異なる起動制御を行う車両用空調制御装置に対し、上記制御手段に、上記検出手段の故障を判定する故障判定手段と、上記通常制御時に検出手段が故障したと判定されたときに、故障直前の検出値を検出手段の検出値とする第１検出値代用手段と、上記起動制御時に検出手段が故障したと判定されたときに、予め設定された固定値を検出手段の検出値とする第２検出値代用手段とを設けるようにしたので、車室内の環境状態及び空調手段の作動状態が共に安定している通常制御時には故障直前の検出値に基づくことで、実際の状態に即した空調制御が可能となり、上記検出手段の故障に伴う空調性の悪化を回避することができる一方、上記各状態の共に不安定な起動制御時には固定値に基づくことで、状態の変化に左右されない空調制御が可能となり、上記検出手段の故障にも拘らず、空調性の悪化を回避しつつ起動制御から通常制御への移行を行うことができる。
【０１４８】
請求項２の発明によれば、起動制御時の制御手段を、空調用エアの吹出風量の制御、空調用エアの吹出温度の制御、及び空調用エアの吹き出される吹出口を選択する制御のうちの少なくとも１つの制御において通常制御時と異なるように構成したので、上記請求項１の発明による効果を具体的に得ることができる。
【０１４９】
請求項３の発明では、上記起動制御時の制御手段について、吹出風量の経時的な変化率が通常制御時よりも大きくなるように制御する構成とし、また請求項４の発明では、冷暖気の混合割合が固定されるように制御する構成とし、そして、請求項５の発明では、所定位置にある吹出口からのみ空調用エアが吹き出されるように制御する構成としたので、これら請求項３〜５の何れの発明によっても、上記請求項２の発明による効果を具体的に得ることができる。
【０１５０】
請求項６の発明によれば、上記起動制御時の制御手段を、検出手段により検出された検出値に基づいて吹出風量の増加勾配を決定し、予め設定された最低風量から上記増加勾配に応じて徐々に風量を増加させ、通常制御時の吹出風量に達したときに通常制御に移行するように構成したので、空調の不十分なエアが吹出口から多量に吹き出すことに起因する乗員の不快感を抑えつつ車室内温度を目標値に近付けることができ、よって、上記請求項２の発明による効果を具体的にかつ効果的に得ることができる。
【０１５１】
請求項７の発明によれば、エアを冷却するための冷却部と、エアを加熱するための加熱部とを有し、冷却部からの冷気及び加熱部からの暖気が混合されてなる空調用エアを複数の吹出口のうちの選択された吹出口から車室内に吹き出す空調手段と、車室内の環境状態及び上記空調手段の作動状態のうちの少なくとも一方を検出する検出手段と、この検出手段の検出値に基づき、車室内の温度が目標温度に近付くように上記空調手段を制御する制御手段とを備え、上記空調手段が非定常運転状態にある起動時に、上記空調手段が定常運転状態のときに行う通常制御に移行する前に該通常制御とは異なる起動制御を行う車両用空調制御装置に対し、上記制御手段に、上記検出手段の故障を判定する故障判定手段と、上記通常制御時に検出手段が故障したと判定されたときに、予め設定された第１の固定値を検出手段の検出値とする第１検出値代用手段と、上記起動制御時に検出手段が故障したと判定されたときに、上記第１の固定値よりも早く起動制御を通常制御に移行させる値に予め設定された第２の固定値を検出手段の検出値とする第２検出値代用手段とを設けるようにしたので、上記第１の固定値を適正に設定することで、冷房及び暖房の何れの場合においても乗員に大きな不快感を与えない通常制御が可能となり、検出手段の故障に伴う空調性の大幅な悪化を回避することができる一方、起動制御時には、検出手段の故障にも拘らず通常制御への移行を比較的早期に行わせることができる。
【０１５２】
請求項８の発明によれば、上記第１検出値代用手段を、通常制御時に検出手段が故障したと判定されたときに第１の固定値を検出手段の検出値とすることに加え、制御手段が起動制御から通常制御に移行したときに第１の固定値を第２の固定値と置き換えるように構成したので、起動制御時に検出手段が故障した後に通常制御に移行したときに、第１の固定値に基づくことで、実際に近い状態に即した通常制御が可能となり、検出手段の故障に伴う空調性の大幅な悪化を回避することができる。
【０１５３】
請求項９の発明では、上記検出手段が車室内温度を検出するものである場合に、上記第２の固定値を、車室内温度に対し第１の固定値と同じ側にありかつ第１の固定値よりも車室内温度から離れた値に設定するように、また請求項１０の発明では、上記検出手段が空調手段の冷却部のエア出口温度を検出するものである場合に、第１の固定値よりも低い値に設定するように、そして、請求項１１の発明では、上記検出手段が空調手段の加熱部の熱源温度を検出するものである場合に、第１の固定値よりも高い値に設定するようにそれぞれしたので、これら請求項９〜１１の何れの発明によっても、上記請求項７の発明による効果を具体的に得ることができる。
【０１５４】
請求項１２の発明によれば、車室外の環境状態を検出する室外状態検出手段を備えていて、制御手段が、検出手段の検出値及び上記室外状態検出手段の検出値に基づいて空調手段を制御するものである場合に、上記制御手段に、上記室外状態検出手段の故障を判定する室外用故障判定手段と、上記室外状態検出手段が故障したと判定されたときに、予め設定された室外用固定値を室外状態検出手段の検出値とする室外用検出値代用手段とを設けるようにしたので、室外状態検出手段の故障に拘らず、該検出手段の故障に起因する空調性の悪化を回避することができる。
【０１５５】
請求項１３の発明によれば、上記室外状態検出手段を、車室外温度を検出するもの又は日射量を検出するものの少なくとも一方であるとしたので、上記請求項１２の発明による効果を具体的に得ることができる。
【図面の簡単な説明】
【図１】本発明に係る車両用空調制御装置を示すブロック図である。
【図２】本発明の実施例１に係る車両用空調制御装置を示す全体構成図である。
【図３】車両用空調制御装置を示す電気回路図である。
【図４】車両用空調制御装置の制御系を示すブロック図である。
【図５】快適度指数演算用の係数αと車両熱負荷Ｑｓｅｔ との対応関係を示す特性図である。
【図６】通常制御における吹出風量Ｖの変化を車室内温度Ｔｒとの関係で示すタイムングチャート図である。
【図７】通常制御及び起動制御における吹出風量Ｖの変化を室温センサ故障判定に対応させて示すタイムチャート図である。
【図８】制御部における基本制御動作を示すフローチャート図である。
【図９】基本制御動作のうちの目標快適度指数Ｆｔｓｅｔの演算処理動作を示すフローチャート図である。
【図１０】制御目標室温度Ｔｓｅｔ 快適度指数Ｆｔｓｅｔとの対応関係を示す特性図である。
【図１１】基本制御動作のうちのターゲット温度Ｔｔｒｇ の演算処理動作を示すフローチャート図である。
【図１２】車両熱負荷Ｑｓｅｔ 及び快適度指数Ｆｔｓｅｔと空調用エアの吹出温度Ｔ及び吹出風量Ｖとの関係を示す特性図である。
【図１３】ターゲット温度Ｔｔｒｇ の演算処理動作のうちの車両熱負荷Ｑ計算動作を示すフローチャート図である。
【図１４】基本制御動作のうちの吹出温度及び吹出風量の演算処理動作の前半部を示すフローチャート図である。
【図１５】吹出温度及び吹出風量の演算処理動作の後半部を示すフローチャート図である。
【図１６】吹出温度及び吹出風量の演算処理動作のうちの快適度指数Ｆ３の演算処理動作を示すフローチャート図である。
【図１７】基本制御動作のうちの内外気制御の処理動作の前半部を示すフローチャート図である。
【図１８】内外気制御の処理動作の後半部を示すフローチャート図である。
【図１９】基本制御動作のうちの吹出温度及び吹出風量制御の処理動作を示すフローチャート図である。
【図２０】吹出温度及び吹出風量制御の処理動作のうちのクールダウン制御の処理動作を示すフローチャート図である。
【図２１】室温センサの故障対策の制御動作を示すフローチャート図である。
【符号の説明】
５ ベント吹出口（吹出口）
６ フット吹出口（吹出口）
７ デフロスタ吹出口（吹出口）
１２ 冷却用熱交換器（冷却部）
１４ 加熱用熱交換器（加熱部）
２２ 制御部（制御手段）
２４ 室温センサ（検出手段）
２５ 外気温センサ（室外状態検出手段）
２６ 日射センサ（室外状態検出手段）
２７ ダクトセンサ（検出手段）
２８ 水温センサ（検出手段）
４４ 故障判定手段
４５ 第１検出値代用手段
４６ 第２検出値代用手段
４７ 室外用故障判定手段
４８ 室外用検出値代用手段
Ａ 空調装置（空調手段）
Ｔｒ 車室内温度
Ｔｓｅｔ 制御目標室温度
Ｖ 吹出風量
Ｔ 吹出温度[0001]
BACKGROUND OF THE INVENTION
The present invention is based on the environmental condition of the passenger compartment detected by a detection means such as a room temperature sensor, the operating condition of the air conditioner, etc. The present invention relates to a vehicle air-conditioning control device to be controlled, and more particularly, to countermeasures in the event of a failure of detection means.
[0002]
[Prior art]
In this type of air conditioning control device, in general, control values of the air flow rate and the air temperature of the air conditioning device are calculated based on the heat balance equation of the heat exchange capacity of the air conditioning device and the heat load acting on the vehicle, respectively, and the control is performed. By controlling the operation of the air conditioner based on the value, the passenger compartment is maintained at a desired comfortable temperature.
[0003]
By the way, since the heat balance formula includes two variables, that is, the blowout temperature of the air-conditioning air and the blowout air volume, as parameters for setting the heat exchange capacity of the air conditioner, the blowout temperature and It is not possible to uniquely determine both control values of the blown air volume.
[0004]
On the other hand, in the air conditioner described in Japanese Examined Patent Publication No. 62-8327, the relationship between the environmental conditions such as the outside air temperature and the amount of air blown out of the air conditioning air is set in advance and detected by the detecting means. The air flow is determined based on the environmental conditions, the air temperature for controlling the vehicle interior temperature to be a target value under the air flow is calculated, and the operation of the air conditioner is performed based on these values. However, according to this configuration, if the temperature in the passenger compartment can be quickly controlled to a comfortable temperature, but the temperature of the blowout is greatly deviated from the comfortable temperature, the air conditioning An unpleasant feeling may be given to a passenger boarding a position close to an air outlet by being blown with excessively cold or warm air.
[0005]
Further, as described in Japanese Patent Publication No. 57-77216, setting means for setting the air-conditioning air blowing temperature is provided, and the blowing temperature set by the occupant is substituted into the heat balance equation. Thus, the control value of the blown air volume is calculated, and the operation of the air conditioner is controlled based on these values. However, in this case, when the temperature in the passenger compartment changes, the blown air volume changes accordingly, and the sensible temperature of the occupant changes, so the setting value is frequently adjusted using the above setting means. Such a complicated work is required, and an excessive burden is imposed on the passenger.
[0006]
Therefore, in order to eliminate the inconvenience described above, the present applicant parameters in the previous application (see Japanese Patent Application Laid-Open No. 5-116521), the blowing temperature and blowing volume of the air-conditioning air and the heat load acting on the vehicle. The characteristic formula of the comfort index is set in advance, and the control values of the blowing temperature and the blowing air volume are set so that the comfort index calculated by the characteristic formula becomes a preset target comfort index. A vehicle air conditioner configured to determine and control the operation of the air conditioner based on these values is proposed.
[0007]
[Problems to be solved by the invention]
However, in the above proposal example, by setting the blowout temperature and the blown air volume so that the comfort index matches the target comfort index, the sensible temperature and the blown air volume of the air-conditioning air blown to the occupant can be controlled to the optimum values. On the other hand, for example, when riding in hot weather, high-temperature air-conditioning air is blown out from the air-conditioning device immediately after startup that has not yet reached a steady operation state, which impairs passenger comfort This is not considered sufficiently, and there is a drawback that it is difficult to execute proper air conditioning control.
[0008]
As for this, when the air conditioner is in a steady operation state, normal control is performed to increase and gradually decrease the blown air volume, while at the start-up when the air conditioner is in an unsteady operation state, for example, a preset minimum air volume It is conceivable to perform start-up control that shifts to normal control when the air volume is gradually increased from when the air volume reaches the blown air volume by the normal control.
[0009]
By the way, as described above, appropriate control values for the blowout temperature and the blowout air volume are determined based on the environmental state of the passenger compartment detected by the detection means and the operating state of the air conditioner. Therefore, when such a detection means fails, control itself becomes difficult.
[0010]
As an example of the countermeasure against such a failure of the detection means, the detection value immediately before the failure is used. However, considering the case where the room temperature sensor fails during heating operation, for example, the detected value is still low when the air conditioner is in an unsteady operation state. Therefore, the start control is performed by substituting such a low detected value. If it does, inconvenience that it cannot transfer to normal control indefinitely arises, For this reason, air-conditioning property will deteriorate.
[0011]
On the other hand, as another countermeasure, for example, as known in Japanese Examined Patent Publication No. 62-28005, a fixed value is set in advance and the fixed value is used at the time of failure. However, with such a fixed value, if the room temperature sensor breaks down during normal control, there will be a difference between the actual interior temperature and the air conditioner. Absent. .
[0012]
The present invention has been made in view of the above points, and its main object is to perform normal control when the air conditioner is in a steady operation state, and before shifting to the normal control when it is in an unsteady operation state. When performing start-up control different from the normal control, the countermeasure from the start-up control to the normal control is performed at an early stage with respect to the failure of the detecting means by taking a countermeasure against the failure according to each control. In addition, the deterioration of air-conditioning performance can be avoided in both normal control and start-up control.
[0013]
[Means for Solving the Problems]
In order to achieve the above object, the invention according to claim 1 uses the detection value immediately before the failure when the detection means breaks down during normal control in which the environmental condition of the passenger compartment and the operating state of the air conditioner are stable. On the other hand, when a failure occurs during start-up control where each state is unstable, a fixed value set in advance is used.
[0014]
Specifically, as shown in FIG. 1, the present invention includes a cooling unit 12 for cooling air and a heating unit 14 for heating air. Air-conditioning means A that blows air-conditioning air mixed with warm air from the heating unit 14 from the selected outlets 5-7 of the plurality of outlets 5, 6, and 7, and the environmental condition of the passenger compartment And a detecting means 24 (27, 28) for detecting at least one of the operating states of the air-conditioning means A, and the temperature in the vehicle compartment is controlled based on the detected value of the detecting means 24 (27, 28). Control means 22 for controlling the air-conditioning means A so that the air-conditioning means A is in a non-steady operation state before starting the normal control performed when the air-conditioning means A is in a steady-state operation state. For vehicles that perform start-up control different from the normal control Tone control device is a prerequisite.
[0015]
The control means 22 has a failure determination means 44 for determining a failure of the detection means 24 (27, 28), and when it is determined that the detection means 24 (27, 28) has failed during the normal control. When it is determined that the detection means 24 (27, 28) has failed during the start-up control, the first detection value substitution means 45 that uses the detection value immediately before the failure as the detection value of the detection means 24 (27, 28). It is assumed that there is a second detection value substitution means 46 that uses a preset fixed value as a detection value of the detection means 24 (27, 28).
[0016]
In the above configuration, when the failure determination unit 44 determines that the detection unit 24 (27, 28) has failed during normal control of the air-conditioning unit A, the first detection value substitution unit 45 causes the detection unit 24 (27 28) is the detection value of the detection means 24 (27, 28) immediately before the failure. At this time, the air-conditioning means A is in a steady operation state, the environmental condition in the passenger compartment and the operating state of the air-conditioning means A are stable and do not change significantly. Therefore, based on the detection value immediately before the failure, the air conditioning control according to the actual state is possible, and the deterioration of the air conditioning performance due to the failure of the detection means 24 (27, 28) is avoided.
[0017]
On the other hand, when the failure determination means 44 determines that the detection means 24 (27, 28) has failed during the start-up control of the air conditioning means A, the second detection value substitute means 46 detects the preset fixed value. The detection value of the means 24 (27, 28) is used. At this time, the air-conditioning means A is in an unsteady operation state, and the environmental condition in the passenger compartment and the operating state of the air-conditioning means A are unstable and are changing greatly. Therefore, based on the fixed value, air-conditioning control that is not affected by the current change is possible, and the transition from the start control to the normal control is performed regardless of the failure of the detection means 24 (27, 28). Become.
[0018]
According to a second aspect of the present invention, in the first aspect of the invention, the control means 22 at the time of start-up control controls the amount of air-conditioning air blown out, control of the air-conditioning air blowing temperature, and air-conditioning air blown out. It is assumed that at least one of the controls for selecting the outlets 5 to 7 is configured to be different from that during normal control. Thus, the operation of the invention of claim 1 is specifically performed.
[0019]
In the second aspect of the invention, in the third aspect of the invention, the control means 22 at the start-up control is configured to control the rate of change with time of the blown-out air volume to be larger than that during the normal control. And In the invention of claim 4, the control means 22 at the start-up control is configured to control so that the mixing ratio of the cooling / heating air is fixed. In the invention of claim 5, the control means 22 at the time of start-up control is configured to control the air-conditioning air to be blown out only from the outlets 5, 6, and 7 at the predetermined positions. . Therefore, in any of the inventions of the third to fifth aspects, the action of the invention of the second aspect is specifically performed.
[0020]
In the invention of claim 6, in the invention of claim 2, the control means 22 at the time of starting control determines an increasing gradient of the blown air volume based on the detected value detected by the detecting means 24 (27, 28), It is assumed that the air volume is gradually increased from the preset minimum air volume in accordance with the increasing gradient, and the control is shifted to the normal control when the blown air volume during the normal control is reached.
[0021]
In the above configuration, the air flow for the air-conditioning air is set to the minimum air volume by the activation control of the control means 22. As a result, the cooling unit 12 and the heating unit 14 of the air-conditioning means A have insufficient capacities, so that a large amount of warm air is blown out from the air outlet in the case of cooling and a large amount of cold air is blown out from the outlet in the case of heating. The situation of giving unpleasant feelings to people is avoided. Further, the blown air volume gradually increases from the minimum air volume in accordance with the increasing gradient determined based on the detection value of the detecting means 24 (27, 28). As a result, the amount of blown air increases as the capacity of the cooling unit 12 or the heating unit 14 increases, so that the vehicle interior temperature is brought close to the target temperature while suppressing the unpleasant feeling. When the blown air volume reaches the blown air volume during normal control, that is, when the blown air volume coincides with the change in the blown air volume in the normal control, the start control shifts to normal control.
[0022]
In the invention of claim 7, based on the same premise as that of the invention of claim 1, the control means 22 includes a failure determination means 44 for determining a failure of the detection means 24 (27, 28) and a detection means 24 ( 27, 28), when it is determined that a failure has occurred, a first detection value substitution means 45 that uses a preset first fixed value as a detection value of the detection means 24 (27, 28), and detection during start-up control When it is determined that the means 24 (27, 28) has failed, the detection means 24 (the second fixed value preset to a value that causes the start control to shift to the normal control earlier than the first fixed value is detected. 27, 28) second detection value substitution means 46 as detection values.
[0023]
In the above configuration, when the failure determination unit 44 determines that the detection unit 24 (27, 28) has failed during normal control of the air conditioning unit A, the first detection value substitution unit 45 sets the first preset value. Is a detection value of the detection means 24 (27, 28). At this time, the air-conditioning means A is in a steady operation state, the environmental condition in the passenger compartment and the operating state of the air-conditioning means A are stable and do not change significantly. Therefore, by appropriately setting the first fixed value, it is possible to perform air-conditioning control that does not cause great discomfort to the occupant in both cases of cooling and heating, and the detection means 24 (27, 28). A significant deterioration in air-conditioning due to a failure is avoided.
[0024]
On the other hand, when the failure determination means 44 determines that the detection means 24 (27, 28) has failed during the start-up control of the air conditioning means A, the second fixed value is detected by the second detection value substitute means 46. The detected value is (27, 28). At this time, since the second fixed value is a value that shifts to the normal control earlier than the first fixed value, the normal control is started from the start control regardless of the failure of the detecting means 24 (27, 28). The transition to control is performed relatively early.
[0025]
In the invention of claim 8, in the invention of claim 7, the first detection value substitute means 45 sets the first fixed value when it is determined that the detection means 24 (27, 28) has failed during normal control. In addition to the detection value of the detection means 24 (27, 28), the first fixed value is replaced with the second fixed value when the control means 22 shifts from the start control to the normal control. Shall.
[0026]
In the above configuration, it is determined that the detection unit 24 (27, 28) has failed during the startup control, and the detected value is set to the second fixed value, so that the control unit 22 has shifted from the startup control to the normal control. At this time, the second fixed value is replaced with the first fixed value by the first detection value substitute means 45. Therefore, based on this first fixed value, it is possible to perform normal control of the air-conditioning means A that is close to the actual state, and the air-conditioning performance is greatly deteriorated due to the failure of the detection means 24 (27, 28). Avoided.
[0027]
In the seventh aspect of the invention, in the ninth aspect of the invention, when the detection means 24 detects the vehicle compartment temperature, the second fixed value is the first fixed value ( For example, 25 ° C.) and set to a value farther from the vehicle interior temperature than the first fixed value (for example, 20 ° C. for cooling operation and 30 ° C. for heating operation). To do. In the invention of claim 10, when the detection means 27 detects the air outlet temperature of the cooling section 12 of the air conditioning means A, the second fixed value is the first fixed value (for example, 5 ° C.). )) (For example, 0 ° C.). And in invention of Claim 11, when the detection means 28 is what detects the heat source temperature of the heating part 14 of the air-conditioning means A, a 2nd fixed value is a 1st fixed value (for example, 70 degreeC). It is assumed that a higher value (for example, 90 ° C.) is set. Therefore, in any of these inventions of claims 9 to 11, the action of the invention of claim 7 is specifically performed.
[0028]
According to a twelfth aspect of the present invention, in the first or seventh aspect of the invention, an outdoor state detecting means 25 (26) for detecting an environmental condition outside the vehicle compartment is provided, and the control means 22 is provided with the detecting means 24 (27, 28). ) And the detection value of the outdoor state detection means 25 (26), the control means 22 is used to control the air conditioning means A so that the vehicle interior temperature approaches the control target room temperature. In addition to the failure determination means 44 and the first and second detection value substitution means 45 and 46, the outdoor failure determination means 47 for determining the failure of the outdoor state detection means 25 (26), and the outdoor state detection When it is determined that the means 25 (26) is out of order, it has an outdoor detection value substitution means 48 that uses a preset outdoor value as a detection value of the outdoor state detection means 25 (26). .
[0029]
In the above configuration, when the outdoor failure determination means 47 determines that the outdoor state detection means 25 (26) has failed, a preset outdoor fixed value is detected by the outdoor detection value substitute means 48. The detection value of the means 25 (26) is used. Therefore, when the control of the air conditioning means A is also performed based on the state outside the passenger compartment, the air conditioning caused by the failure of the outdoor state detection means 25 (26) regardless of the failure of the outdoor state detection means 25 (26). Sexual deterioration is avoided.
[0030]
In the invention of claim 13, in the invention of claim 12, the outdoor state detection means 25 (26) is assumed to be at least one of detecting the temperature outside the vehicle and detecting the amount of solar radiation. Thus, the operation of the above invention of claim 12 is specifically performed.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Example 1
FIG. 2 shows the overall configuration of the vehicle air-conditioning control apparatus according to the first embodiment of the present invention. The vehicle air-conditioning apparatus A provided in the air-conditioning control apparatus is a ventilation duct 1 that guides air-conditioning air into the vehicle interior. Have
[0032]
On the upstream side of the ventilation duct 1, an outside air introduction port 2 for introducing outside air, an inside air introduction port 3 for introducing air in the vehicle interior, and the outside air introduction port 2 and the inside air introduction port 3 are selectively used. An inside / outside air switching damper 4 that opens and closes is disposed. On the other hand, a vent air outlet 5, a foot air outlet 6, and a defroster air outlet 7 are provided on the downstream side of the ventilation duct 1, and mode switching dampers 8, 9, and 10 are arranged at predetermined positions. Yes. The mode switching dampers 8 to 10 selectively open and close the duct portions communicating with the air outlets 5 to 7, thereby reducing the amount of air-conditioning air discharged from the air outlets 5 to 7 into the vehicle interior. It is made to adjust.
[0033]
The air conditioner A includes a variable air volume type blower 11 disposed on the upstream side of the ventilation duct 1, a cooling heat exchanger 12 serving as a cooling unit disposed on the downstream side thereof, and a downstream side thereof. And an air mix damper 13 and a heating heat exchanger 14 as a heating unit. The blower 11 takes air from the outside air inlet 2 or the inside air inlet 3 into the ventilation duct 1 and blows it out from the outlets 5 to 7 into the vehicle interior. The cooling heat exchanger 12 functions as an evaporator, and is connected to a refrigerant circulation circuit X having a compressor 15, a condenser 16 and a receiver 17. The compressor 15 is selectively engaged and disengaged with respect to the rotating element of the engine 18 by ON / OFF control of an electromagnetic clutch described later. The heating heat exchanger 14 is configured as a heater core and is connected to a cooling water circulation path of the engine 18. The flow rate of engine cooling water as a heat source that is passed 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.
[0034]
The air flow rate of the heating heat exchanger 14 is controlled in accordance with the opening degree of the air mix damper 13 disposed between the cooling heat exchanger 12 and the heating heat exchanger 14. ing. The air mix damper 13 selectively guides the air-conditioning air that has passed through the cooling heat exchanger 12 to the heating heat exchanger 14, and the heating heat exchanger 14 according to the position control of the air mix damper 13. The mixing ratio between the air heated by the air and the air bypassing the heating heat exchanger 14 is adjusted. That is, the air mix damper 13 sends all of the air-conditioning air to the air outlets 5-7 without passing through the heat exchanger 14 for heating, and the fully-closed position shown by a solid line in FIG. Can be selectively set to the fully open position indicated by the phantom line in the drawing, and a part of the air-conditioning air is passed through the heating heat exchanger 14. It can be set to an intermediate position to be sent to each of the outlets 5-7. The air mix damper 13 includes a fully closed position (θ = 1) where all of the air conditioning air is supplied to the heating heat exchanger 14, and all of the air conditioning air passes through the heating heat exchanger 14. The degree of opening θ is adjusted steplessly between the fully open position (θ = 0) to be detoured, and this allows the air-conditioning air blowing temperature T to be the maximum temperature obtained at the degree of opening θ = 1. The air-conditioning air is continuously adjusted in accordance with the mixing ratio of the air-conditioning air within the range of the minimum temperature obtained at the opening θ = 0. The opening θ of the air mix damper 13 is given by the following equation:
θ = (T−Te) / (Kw · Tw−Te)
Given. In the above formula, Te is the air outlet temperature of the cooling heat exchanger 12, Tw is the temperature of the engine cooling water, and Kw is for converting the cooling water temperature Tw into the air outlet temperature of the heating heat exchanger 14. It is a coefficient.
[0035]
The vehicle air-conditioning control apparatus includes an electric motor 19 that drives the inside / outside air switching damper 4, an electric motor 20 that drives the mode switching dampers 8 to 10, and a servo motor 21 that drives the air mix damper 13. In order to manually set air conditioning conditions such as various damper driving means, a control unit 22 as a control means for controlling the operating states of the motors 19 to 21 and the air flow rate of the blower 11, and the control target temperature Tset in the passenger compartment. The operation unit 23 is provided.
[0036]
The operation unit 23 includes various switches operated by the occupant, for example, an auto switch 23a for selecting automatic control and manual control of air conditioning, and a set value of the vehicle interior temperature required by the occupant, that is, the control target room temperature Tset. A vehicle interior temperature setting switch 23b for manually setting the air-fuel ratio, an inside / outside air switching switch 23c for manually setting the introduction ratio of the inside and outside air, a blowing mode switching switch 23d for selecting the blowing mode, and the defroster outlet 7 And a defroster switch 23e for manually setting the opening degree. The vehicle interior temperature setting switch 23b inputs the control target room temperature Tset within a range of 18 ° C to 32 ° C.
[0037]
As shown in FIG. 3, the control unit 22 has a CPU 30 (microprocessor) that is connected to a stabilized power source 32 and outputs display data to the operation unit 23. The CPU 30 drives the motors 19 to 21 through drivers 35 to 37 and fastens and releases the electromagnetic clutch 31 of the compressor 15 through a driver 38. That is, the controller 22 switches the air-conditioning mode by operating the drive motors 19 and 20 and adjusts the opening θ of the air mix damper 13 by operating the servo motor 21. The control unit 22 includes a D / A converter 33 and a driver 34 for driving the blower motor 11a of the blower 11. The control unit 22 controls the operation and stop of the blower motor 11a and controls the voltage applied to the blower motor 11a. The amount of air blown from the air conditioner A is controlled by adjusting the amount of air blown from the blower 11.
[0038]
Further, the air conditioning control device includes various sensors for detecting environmental conditions, for example, a room temperature sensor 24 as a detecting means for detecting a passenger compartment temperature Tr based on an inside air temperature or the like introduced into the ventilation duct 1, an outside air, and the like. An outside air temperature sensor 25 that detects the temperature Ta, a solar radiation sensor 26 that detects the amount of solar radiation Ts, a duct sensor 27 that detects the air outlet temperature Te of the cooling heat exchanger 12, and a temperature Tw of the engine cooling water are detected. A water temperature sensor 28 and a potentiometer 29 for detecting the opening degree θ of the air mix damper 13 are provided, and detection signals from these sensors 24 to 29 are input to the CPU 30. The detection signals from the sensors 24 to 29 are input to the control unit 22 as voltage signals in the range of 0.5 to 4.5 V in each practical detection area. When the input value to the control unit 22 is 0 V or 5 V, the control unit 22 determines that the sensors 24 to 29 are out of order.
[0039]
As shown in FIG. 4, the control unit 22 controls the heat balance between the heat exchange capability of the air conditioner A and the heat load acting on the vehicle body according to the detection signals of the sensors 24 to 29. There is provided a first arithmetic circuit 40 for obtaining a correlation between the basic condition for maintaining the vehicle interior temperature Tr at the target room temperature Tset, that is, the blowout temperature T of the air conditioner A and the blowout air volume V, that is, the blower volume of the blower 11. It has been. For example, the heat exchange capacity of the air conditioner A is QA, the heat transfer load due to the temperature difference between the outside air temperature Ta and the passenger compartment temperature Tr is QUA, the heat load due to solar radiation is QS, the heat load due to the human body heat generation is QM, the engine, etc. If the heat load generated from the vehicle equipment is QE, the heat balance during cooling operation is as follows:
QA = QU-QS-QM-QE (1)
However, QA = Cp · γ · V (T-Tr)
QU = KA (Tr-Ta)
QS = Ks · Ts
Defined. In the above formula (1), Cp is the constant air specific heat, γ is the specific gravity of air, K is the heat transfer rate, A is the heat transfer area, Ks is the solar radiation-heat transfer conversion coefficient, and Ts is the temperature converted value of the solar radiation amount. It is.
[0040]
Further, in the above formula (1), it is assumed that the thermal load QM caused by the passenger's body heat generation and the thermal load QE generated from the vehicle equipment such as the engine are approximately constant, and when this is replaced with a constant C, Formula (1) is converted into the following heat balance formula (2):
Cp. [Gamma] .V (T-Tr) = K.A (Tr-Ta) -Ks.Ts-C (2)
Can be expressed. Assuming that the vehicle interior temperature Tr is substantially equal to the manually set control target room temperature Tset in the above formula (2), the above formula (2) is expressed by the following heat balance formula (3). ,
Cp * [gamma] * V (T-Tset) = KA * (Tset-Ta) -Ks * Ts-C (3)
Can be expressed. Therefore, the correlation between the blowout temperature T of the air-conditioning air and the blowout air volume V can be obtained based on the above formula (3).
[0041]
In addition, the control unit 22 includes a second calculation circuit 41 that calculates a comfort index felt by the occupant, that is, a comfort index F serving as an index indicating occupant satisfaction with the air conditioning control. The comfort index F is an occupant corresponding to an air-conditioning control condition consisting of the air-conditioning air blowing temperature T and the air-blowing air volume V in the environmental conditions (outside air temperature Ta, vehicle interior temperature Tr, and solar radiation amount Ts) during travel of the vehicle. The degree of comfort is shown. This comfort index F includes a comfort index F3 indicating the comfort of the whole body, which combines the comfort of the upper body centered on the head and the comfort of the lower body centered on the legs, and the upper body in a windless state. Comfort index F6 indicating comfort level, comfort index F7 indicating comfort level of the lower body in the windless state, comfort index F8 indicating comfort level of the upper body during the blowing mode control, and lower body level during the blowing mode control Comfort index F9 indicating comfort level, comfort index F1 indicating comfort level of the upper body during cool-down control as one of start-up controls, and comfort level indicating comfort level of the upper body during cool-down control when riding Index F2S, comfort index F5 indicating the comfort level of the lower body during warm-up control as one of the start-up controls, and comfort of the lower body during warm-up control when riding There is a comfort index FWUP indicating the degree.
[0042]
For example, the whole body comfort index F3 is expressed by the following characteristic formula (4):

Is set. The comfort index F3 varies within a range of 0 to 11 according to changes in the air conditioning control condition and the environmental condition. And, as the value decreases and approaches 0, the occupant feels cold, while as the value increases and approaches 11, the occupant feels the heat. In the above equation (4), K101 to K106 are coefficients and constants relating to the upper body of the occupant, and K107 to K115 are coefficients and constants relating to the lower body of the occupant, which are obtained in advance through experiments and stored in the control unit 22. . Further, the term [(Ta−K113) · K114 · K115] is a correction term for making the occupant feel comfortable and hot when F3 = 5. Further, α is a coefficient read from the graph shown in FIG. 5 according to the vehicle thermal load Qsat of the stability control unit obtained by subtracting the heat capacity of the vehicle interior components from the vehicle thermal load at the time of introduction of outside air, and the vehicle thermal load Qsat Is set so as to change linearly within a range of 0 to 1 corresponding to the variation in the range of −200 to 200 (kcal).
[0043]
Further, the control unit 22 supplies the air conditioning air blowing temperature control value TO and the air blowing air so that the comfort index F3 obtained by the second arithmetic circuit 41 is closest to a target comfort index Ftset described later. A selection circuit 42 for selecting an optimal combination of the air volume control values VA, and the air mix damper based on the blowout air temperature control value TO and the blown air volume control value VA selected by the selection circuit 42 and the blowout mode. 13 and an operation control circuit 43 for controlling the opening / closing positions of the mode switching dampers 8 to 10 are provided.
[0044]
-Control action-
Next, the control operation of the control unit 22 will be described. In the present embodiment, when the air conditioner A is in a non-steady operation state, the start control (cool down control or warm-up control) differs from the normal control before shifting to the normal control performed when the air conditioner A is in a steady operation state. Up control).
[0045]
Specifically, during the start-up control, start-up control that gradually increases the air volume V from a preset minimum air volume Vmin and shifts to normal control when the blow-out air volume Vs by the normal control is reached (V ≧ Vs). Is done. In other words, this activation control can prevent the passenger's comfort from being impaired due to excessive blowing of air that is not sufficiently air-conditioned (warm air during cooling or cold air during heating). Has been made.
[0046]
That is, in the normal control described above, based on the detection signals of the sensors 24 to 29 and the vehicle interior temperature setting data set by the vehicle interior temperature setting switch 23b of the operation unit 23, the heat load applied to the vehicle (vehicle heat) Load) and the comfort index experienced by the occupant are calculated, and based on these calculated values, the blowout air volume V, the blowout temperature T, the blowout outlet mode, etc. of the air-conditioning air are calculated and determined. The operation of the servo motor 21 for the air mix damper 13 and the electric motor 20 for the mode switching dampers 8 to 10 is controlled. When the difference between the detection value Tr detected by the room temperature sensor 24 and the control target room temperature Tset is large, as shown in FIGS. 6 and 7, the blown air volume V is first increased, and the vehicle interior room temperature Tr eventually becomes the control target room. As the temperature approaches Tset and stabilizes, it decreases.
[0047]
On the other hand, the activation control includes a cool-down control during cooling and a warm-up control during heating. The cool-down control is selected at the time of cooling operation in a state where the vehicle thermal load value at the time of air conditioning activation is considerably large. In this cool-down control, the blown air volume Vc is first set to a preset minimum air volume VO 2. Then, the increasing gradient ΔV of the blown air volume Vc is determined based on the outside air temperature Ta, the solar radiation amount Ts, the vehicle interior temperature Tr, and the air outlet temperature Te of the cooling heat exchanger 12 detected at the first time at the start control. As shown in FIG. 7, the blown air volume Vc is gradually increased from the minimum air volume VO 2 according to the increasing gradient ΔV, and eventually Vc ≧ V and the normal control is performed. At that time, the air outlet mode is controlled so that all of the air-conditioning air is led out from the vent air outlet 5 into the vehicle compartment.
[0048]
On the other hand, the warm-up control is selected at the time of heating operation in a state where the vehicle thermal load value at the time of air conditioning activation is considerably small. In this warm-up control, the increasing gradient ΔV ′ of the blown air volume Vw is determined based on the outside air temperature Ta, the solar radiation amount Ts, the vehicle interior temperature Ta, and the engine coolant temperature Tw detected at the first start control. Then, control is performed so as to gradually increase with a gradient of ΔV ′ from the preset minimum air volume VO 2. At that time, the opening degree θ of the air mix damper 13 is controlled so that all of the air-conditioning air is heated by the heating heat exchanger 14. Moreover, about the blower outlet mode, it controls so that air for an air conditioning is derived | led-out from the foot blower outlet 6 and the defroster blower outlet 7 at a fixed ratio.
[0049]
-Basic control operation-
Here, the basic control operation in the control unit 22 will be described based on the flowchart of FIG.
[0050]
When this control operation starts, first, in step S1, initial setting is performed, and then in step S2, vehicle interior temperature setting data set by the passenger operating the vehicle interior temperature setting switch 23b and each of the sensors 24 described above. Input the detection data of ~ 29.
[0051]
Next, in step S3, the target comfort index Ftset is calculated based on the target room temperature Tset of the vehicle interior temperature as will be described later, and in step S4, the stable target value of the vehicle interior temperature Tr, that is, the target temperature Ttrg is calculated. In addition to the calculation, in step S5, the control values TO and VA of the air-conditioning air blowing temperature T and the blowing air volume V are calculated and the optimum combination is selected.
[0052]
In step S6, the inside / outside air control for controlling the introduction ratio of the inside / outside air is performed by adjusting the opening / closing position of the inside / outside air switching damper 4, and then in step S7, the air is controlled based on the control values TO and VA. By controlling the opening θ of the mix damper 13 and the amount of air blown from the blower 11, the air-conditioning air blowing temperature T and the air blowing amount V are controlled.
[0053]
In step S8, the air-conditioning air blowing mode control is executed by adjusting the open / close positions of the mode switching dampers 8 to 10, and in step S9, the compressor 15 performs ON / OFF control of the operating state of the compressor 15. Execute control.
[0054]
-Calculation of the target comfort index Ftset-
Of the basic control operations, the processing operation in step S3 for calculating the target comfort index Ftset will be described in detail with reference to the flowchart of FIG.
[0055]
When the processing operation starts, first, in step S11, it is determined whether or not the control target room temperature Tset of the vehicle interior temperature set by the occupant is the minimum temperature 18 ° C. If YES is determined, In step S12, the operation mode of the air conditioner A is set to the maximum cooling operation state (MAXCOOL). As a result, when the temperature of the passenger compartment needs to be lowered early, such as when the vehicle is started in summer, the air conditioner A is in a fully-cooled operation state without considering comfort. That is, the air mix damper 13 is set to the fully closed position (opening angle θ = 0), and all the air-conditioning air from the cooling heat exchanger 12 is supplied bypassing the heating heat exchanger 14. Further, the compressor 15 is fully operated, and the air volume of the blower 11 is set to the maximum air volume.
[0056]
On the other hand, if NO is determined in step S11, it is determined in step S13 whether or not the target temperature Tset is the maximum temperature 32 ° C. If YES is determined, air conditioning is performed in step S14. The operation mode of apparatus A is set to the maximum heating operation state (MAXHOT). As a result, when the temperature in the passenger compartment needs to be raised at an early stage, for example, when the vehicle is started in winter, the air conditioner A is in a fully heated operation state without considering comfort. That is, the air mix damper 13 is set to the fully open position (opening angle θ = 1), and all of the air conditioning air is supplied to the heating heat exchanger 14 and is also supplied to the heating heat exchanger 14. The engine coolant flow rate is set to the maximum value. Moreover, the air volume of the blower 11 is set to the maximum air volume.
[0057]
Further, when it is determined NO in each of the above steps S11 and S13 and it is confirmed that the target temperature Tset is in the range of more than 18 ° C. and less than 32 ° C., the target temperature Tset is set according to the target temperature Tset. A setting reference value Ftseto for the comfort index Ftset is set. That is, in step S15, it is determined whether or not the target temperature Tset is higher than 27 ° C. If this determination result is YES and it is confirmed that the target temperature Tset is in the range of greater than 27 ° C. and less than 32 ° C., the set reference value Ftseto is (Tset −13) / 2 in step S16. Set to For example, when the target temperature Tset is 29 ° C., the set reference value Ftseto is set to 8.
[0058]
Next, in step S17, it is determined whether or not the set value Tset is smaller than 23 ° C. When it is determined YES in step 17 and it is confirmed that the set value Tset of the passenger compartment temperature is in the range of more than 18 ° C. and less than 23 ° C., in step S 18, the set reference value Ftseto is ( Tset-19). For example, when the target temperature Tset is 22 ° C., the set reference value Ftseto is set to 3.
[0059]
Furthermore, when it is determined NO in each of the above steps S15 and S17 and it is confirmed that the set value Tset of the vehicle interior temperature is within the range of 23 ° C. to 27 ° C., the set reference value Ftseto is set in step S19. It is set to (Tset-15) / 2. For example, when the target temperature Tset is 25 ° C., the set reference value Ftseto is set to 5.
[0060]
The set reference value Ftstoto set as described above is as shown in FIG. 10, and gradually increases within the range of 0 to 11 as the target temperature Tset rises within the range of 18 ° C. to 32 ° C. Is set as follows.
[0061]
Next, in step S20, the target comfort index Ftset is calculated by obtaining an average value of the previous value and the current value of the set reference value Ftseto.
[0062]
-Calculation of target temperature Ttrg-
The processing operation in step S4 for calculating the target temperature Ttrg of the blowing temperature in the basic control operation will be described in detail based on the flowchart of FIG.
[0063]
When the above processing 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, and then, based on the thermal load equation described later according to the value, The vehicle thermal load Qsat is calculated.
[0064]
Next, in step S32, calculation control of the air-conditioning air blowing temperature and blowing air volume corresponding to step S5 of the basic control operation is executed, and a whole-body comfort index F3 required for this calculation control is obtained. Further, in step S33, it is determined whether or not the air conditioner A is in the fully heated state (FULLHEAT). If NO is determined, the air conditioner A is in the fully cooled state (FULLCOOL) in step S34. It is determined whether or not.
[0065]
When YES is determined in steps S33 and S34 and it is confirmed that the vehicle thermal load Q is outside the air conditioning capacity frame, the process proceeds to steps S37 and S39, respectively, in order to bring the vehicle thermal load Q closer to the air conditioning capacity frame. Correction is performed to decrease or increase Ttrg by a preset temperature ΔT.
[0066]
When it is determined NO in step S35 and it is confirmed that the air conditioner A is not in the fully heated state or the completely cooled state, in step S35 or 36, the calculated value of the comfort index F3 and the step It is determined whether or not the deviation from the target comfort index Ftset obtained in 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, it is determined whether or not the deviation is greater than 0.1.
[0067]
If it is determined YES in step S34 and the deviation between the whole body comfort index F3 and the target comfort index Ftset is smaller than -0.1, the occupant feels the cold relatively strongly. In step S37, it is determined whether or not the target temperature Ttrg is 40 ° C. or higher. If it is determined NO, the target temperature Ttrg is set to a preset temperature in step S38. Return is made after correction to increase by ΔT.
[0068]
If it is determined YES in step S36 and it is confirmed that the deviation between the whole body comfort index F3 and the target comfort index Ftset is greater than 0.1, the occupant increases the heat relatively strongly. In step S39, it is determined whether or not the target temperature Ttrg is 10 ° C. or lower. If NO is determined, the target temperature Ttrg is set in advance in step S40. After the correction for reducing the temperature ΔT, the process returns.
[0069]
When it is determined NO in steps S35 and S36, respectively, and it is confirmed that the deviation between the whole body comfort index F3 and the target comfort index Ftset is within a minute range of −0.1 to 0.1. In step S41, it is determined whether or not the vehicle thermal load Q is a negative value, so that it is in a control state in which the blowing temperature of the air-conditioning air is to be lowered or in a control state in which the blowing temperature is to be raised. Determine whether.
[0070]
When it is determined NO in step S41 and it is confirmed that the heating control state is established, it is determined in step S42 whether or not the target temperature Ttrg is 40 ° C. or higher. In step S43, the target temperature Ttrg is corrected to be increased by a preset temperature ΔT.
[0071]
If it is determined YES in step S41 and the cooling control state is confirmed, it is determined in step S44 whether or not the target temperature Ttrg is 10 ° C. or less, and NO is determined. In this case, in step S45, the target temperature Ttrg is corrected to be decreased by a preset temperature ΔT.
[0072]
Thereafter, in step S46, after calculating the vehicle thermal load Q, the process returns to step S32 and repeats the above control operation, so that the vehicle heat load within the air conditioning capacity frame of the air conditioner A as shown in the graph of FIG. The target temperature Ttrg is set so that the curve indicating the value of the load Qsat intersects with a straight line where the comfort index F3 = the target comfort index Ftset. That is, the value of the target temperature Ttrg is set so that the passenger compartment temperature can be brought close to the set temperature Tset while the passenger feels comfortable with the air conditioning air blown from the air conditioner A. Become.
[0073]
-Calculation of vehicle thermal load Q-
Here, the processing operation of step S46 for calculating the vehicle thermal load Q in the processing operation for calculating the target temperature Ttrg will be described in more detail based on the flowchart of FIG.
[0074]
When this processing operation starts, in step S47, the vehicle thermal load Qsat when the control is stable in the outside air introduction control state is calculated. This stable vehicle thermal 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 thermal load QS caused by solar radiation.
[0075]
Qsat = KQF1 * (Ta-Ttrg) + KQF2 * QS + KQF3
Next, in step S48, the vehicle thermal load QF 1 when the outside air is introduced is calculated based on the following equation.
[0076]
QF = Qsat + KQF4 (QTr-Ttrg)
In step S49, the vehicle thermal load QR during the inside air circulation is calculated based on the following equation.
[0077]
QR = KQF1 * (Ta-Ttrg) + KQF2 * QS + KQF3 + KQF4 * (QTr-Ttrg)
In the above equations, KQF1 to KQF4 are coefficients and constants obtained in advance by experiments based on the vehicle body structure, and QTr is the cabin temperature at the time of vehicle heat load calculation.
[0078]
-Calculation of blowout temperature T and blowout air volume V-
The processing operation for calculating the control values TO 1 and VA of the air-conditioning air blowing temperature and the blowing air volume in step S5 of the basic control operation will be described in detail with reference to the flowcharts of FIGS.
[0079]
When the above processing operation is started, first, in step S51, the air volume blown air volume V 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. . That is, the flag FH is set to 1 at the time of all heating to indicate that the air conditioner A is in the heating only operation state, and the flag FC is set to 1 at the time of all cooling to set the air conditioning apparatus A to 1. Is a flag indicating that it is in the cooling only operation state. LOOP is a flag that is set to 1 only during the initial control.
[0080]
In step S53, the air-conditioning air blowing temperature T corresponding to the vehicle thermal load Q and the blowing air volume V is calculated based on the following equation (5). In this formula (5), 0.28 is a numerical value obtained by multiplying the specific heat of air at 20 ° C. and the specific weight.
[0081]
T = − (Q / 0.28V) + Tr (5)
Next, in step S54, it is determined whether or not the calculated blowing temperature T is lower than the lowest temperature Te1 that can be cooled by the cooling heat exchanger 12. If the determination result is NO and it is confirmed that the blowing temperature T is equal to or higher than the minimum temperature Te1, the flag FC is set to 0 in step S55. Thereafter, in step S56, the maximum temperature Two that can be heated by the heating heat exchanger 14 is calculated.
[0082]
In step S57, it is determined whether or not the blowing temperature T calculated in step S53 is higher than the maximum temperature Two. If it is determined NO, the flag FH is set to 0 in step S58. After that, in step S59, the comfort index F3 is calculated as described later.
[0083]
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. Moreover, it was determined as YES in step S57, and it was confirmed that the blowout temperature T is higher than the maximum heatable temperature Two that is set according to the temperature of the engine coolant supplied to the heating heat exchanger 14. In this case, the flag FH is set to 1, and the heating control mode is selected.
[0084]
Next, in step S60, it is determined whether or not the flag LOOP indicating the first time control is set to 1. If YES is determined, the comfort index is calculated in step S61. The deviation between the value F3 and the target comfort index Ftset is calculated and stored, and the flag LOOP is set to 0. In step S62, the calculated value of the blowing temperature T is stored as the blowing temperature control value TO, and the setting value of the blowing air volume V, that is, the minimum air volume Vmin is stored as the blowing air volume control value VA.
[0085]
If NO is determined in step S60 and it is confirmed that the initial control is not performed, in step S63, the deviation | F3 between the calculated value of the comfort index F3 and the target comfort index Ftset during the previous control is determined. It is determined whether or not the value obtained by subtracting the deviation | F3−Ftset | n from the calculated value of the comfort index F3 and the target comfort index Ftset at the time of the current control from −Ftset | n−1 is a positive value To do.
[0086]
If NO is determined in step S63 and it is confirmed that the deviation between the calculated value of the comfort index F3 and the target comfort index Ftset is decreasing, the deviation F3-Ftset is determined in step S64. In step S65, the calculated value of the blowout temperature T and the set value of the blown air volume V at the current control time are stored as the blowout temperature control value TO and the blown air volume control value VA.
[0087]
Next, in step S66, the set value of the blown air volume V is increased by a predetermined amount ΔV, and in step S67, it is determined whether or not the increased blown air volume V is larger than the maximum blown air volume Vmax of the blower 11. To do. If the determination result is NO, the process returns to step S53 and the above control is repeated, so that the optimum blowing temperature control value TO and blowing air amount control value VA are within the range of the air conditioning capability of the air conditioner A. A combination, that is, a combination of the control values TO and VA that minimizes the deviation between the calculated value of the comfort index F3 and the target comfort index Ftset is selected.
[0088]
That is, when the vehicle thermal load type curves QF 1, QR for setting the vehicle interior temperature Tr to the target temperature Ttrg and the air conditioning capability of the air conditioner A are balanced, F3 = Ftset on the curves QF 1, QR By selecting a combination of the air-conditioning air blowing temperature and the blowing air volume, control for maintaining the passenger compartment temperature at an optimum value while maintaining the passenger comfort level in an appropriate state is executed.
[0089]
If YES is determined in step S67, it is determined in step S68 whether the flag FC is set to 1, and it is determined YES and the cooling only control mode is selected. In step S69, the blowout temperature control value TO is set to the minimum temperature Te1 that can be set by the air conditioner A, and the blown air volume control value VA is set to the maximum airflow Vmax that can be blown by the blower 11. Is set. As a result, the air conditioner A enters a fully cooling operation state in which the cooling capacity is maximized.
[0090]
If it is determined as NO in step S68, it is determined whether or not the flag FH is set to 1 in step S70, and it is determined as YES and the heating control mode is selected. If it is confirmed, in step S71, the blowing temperature control value TO is set to the maximum temperature Two that can be set by the air conditioner A, and the blowing air amount control value VA is set to the maximum air volume Vmax that can be blown by the blower 11. Is done. As a result, the air conditioner A enters a fully heating operation state in which the heating capacity is maximized.
[0091]
-Calculation of comfort index F3-
The processing operation of step S59 for calculating the comfort index F3 in the processing operation for calculating the control values of the blowing temperature and the blowing air amount will be described in more detail based on the flowchart of FIG.
[0092]
When the control operation starts, first, in step S81, it is determined whether or not the vehicle thermal load Qsat in the stable heat load state when the outside air is introduced is greater than 200 kcal. If YES is determined, in step S82. The value of the coefficient α is set to 1.
[0093]
If it is determined as NO in step S81, it is determined in step S83 whether or not the vehicle thermal load Qsat in the stable heat load state is smaller than −200 kcal. In S84, the value of the coefficient α is set to 0. If it is determined NO in steps S81 and 83, and it is confirmed that the vehicle thermal load Qsat in the stable thermal load state is within the range of −200 to 200 kcal, in step S85, the graph of FIG. Read the value of coefficient α.
[0094]
Thereafter, in step S86, the comfort index F3 is calculated. In other words, the value V of the air-conditioning air blowout air V, the blowout temperature T, the passenger compartment temperature Tr, the outside air temperature Ta, the target comfort index Ftset, and the coefficient α are substituted into the characteristic equation (4). Thus, the comfort index F3 is calculated.
[0095]
-Control of inside and outside air-
The inside / outside air control operation executed in step S6 of the basic control routine will be described in detail based on the flowcharts of FIGS.
[0096]
When the control operation is started, first, in step S91, it is determined whether or not the auto switch 23a is set to the automatic control mode (AUTO). It is determined whether 23d is set to the outside air introduction mode (FRE).
[0097]
When it is determined YES in step S92, in step S93, the switching damper 4 causes the inside air introduction port 3 to be fully closed, and the outside air introduction port 2 to be fully open. To do. On the other hand, if NO is determined in step S92, in step S94, the outside air introduction port 2 is fully closed by the switching damper 4, and the inside air introduction control state (REC) in which the inside air introduction port 3 is fully opened. And
[0098]
If it is determined as YES in step S91, it is determined in step S95 whether or not the air conditioning control mode is set to the maximum cooling state (MAXCOOL). The process proceeds to step S94 to enter the inside air introduction control state (REC).
[0099]
If NO is determined in step S95, it is determined in step S96 whether or not the vehicle thermal load QF when the outside air is introduced is positive. When the determination result is NO and it is confirmed that the vehicle is in the heating state, the process proceeds to step S93 to set the outside air introduction control state (FRE) in order to prevent the windows from fogging.
[0100]
If it is determined as YES in step S96 and it is confirmed that the vehicle is in the cooling state, it is determined in step S97 whether or not the initial control is being executed. In step S98, after setting the outlet temperature Te of the cooling heat exchanger 12 to the minimum temperature Te1, in step S99, whether the vehicle thermal load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If it is determined as YES and it is determined as YES, the process proceeds to step S94 to enter the inside air introduction control state (REC).
[0101]
If it is determined NO in step S99 and it is confirmed that the vehicle thermal load QF is within the cooling capacity frame in the inside / outside air introduction control state (MIX), the inside / outside air introduction control state is determined in step S100. (MIX).
[0102]
If NO is determined in step S97 and it is confirmed that the initial control is not performed, it is determined in step S101 whether or not the previous control state is the inside air introduction control state (REC). If the determination result is YES, in step S102, after calculating the predicted blowing temperature Tmixmax at the maximum cooling capacity in the inside / outside air introduction control state (MIX), in step S103, the blowing at the maximum cooling capacity is calculated. The predicted temperature value Tmixmax is set as the outlet temperature Te of the cooling heat exchanger 12.
[0103]
Next, in step S104, it is determined whether or not the vehicle thermal load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If it is determined YES, the process proceeds to step S94 and the inside air is transferred. The introduction control state (REC) is assumed. On the other hand, if NO is determined in step S104, in step S105, the air-conditioning air blowout temperature control value TO is higher than the temperature 3 ° C higher than the blowout temperature predicted value Tmixmax at the maximum cooling capacity (MIXMAX). If it is determined as YES, the process proceeds to step S100. If it is determined as NO in step S105, the process proceeds to step S94.
[0104]
If it is determined NO in step S101 and it is confirmed that the previous control state is not in the inside air introduction control state (REC), in step S106, the previous control state is the inside / outside air introduction control state (MIX). It is determined whether or not there has been. If this determination result is NO, after calculating the blowout temperature predicted value Tfremax at the maximum cooling capacity in the outside air introduction control state (FRE) in step S107 based on the following equation,
Tfremax = KFM1 (Ta + KFM3) + KFM2
In step S108, the said blowing temperature estimated value Tfremax is set as the exit temperature Te of the heat exchanger 12 for cooling. In the above equation, KFM1 to KFM3 are coefficients and constants obtained in advance by experiments.
[0105]
In step S109, it is determined whether or not the vehicle thermal load QF is outside the cooling capacity frame in the outside air introduction control state (FRE). If it is determined YES, the process proceeds to step S100 and the inside and outside air is transferred. An introduction control state (MIX) is set. On the other hand, if NO is determined in step S109, the process proceeds to step S93 to enter the outside air introduction control state (FRE).
[0106]
If it is determined YES in step S106 and it is confirmed that the previous control state is the inside / outside air introduction control state (MIX), the maximum in the inside / outside air introduction control state (MIX) is determined in step S110. After calculating the predicted blowing temperature Tmixmax at the time of cooling capacity, the predicted blowing temperature Tmixmax is set as the outlet temperature Te of the cooling heat exchanger 12 in step S111.
[0107]
In step S112, it is determined whether the vehicle thermal load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If it is determined YES, the process proceeds to step S94, and the inside air The introduction control state (REC) is assumed. If it is determined NO in step S112, the process proceeds to step S100 to enter the inside / outside air introduction control state (MIX).
[0108]
If NO is determined in step S112 and it is confirmed that the vehicle thermal load QF is within the cooling capacity frame in the inside / outside air introduction control state (MIX), in step S113, the outside air introduction control state (FRE) In step S114, it is determined whether or not the air-conditioning air blowing temperature control value TO is greater than the blowing temperature predicted value Tfremax. If the determination result is YES, the process proceeds to step S93 to enter the outside air introduction control state (FRE). On the other hand, if NO is determined in step S114, the process proceeds to step S100 to set the inside / outside air introduction control state (MIX).
[0109]
In this manner, the inside / outside air control adapted to the set state of the auto switch 23a and the switching state of the blowing mode changeover switch 23d is performed, and the air conditioning control adapted to the cooling capacity of the air conditioner A is executed. That is, when it is confirmed that the air-conditioning air blowout temperature control value TO has reached a temperature that can be achieved in the outside air introduction control state or the inside / outside air introduction control state, the inside / outside air where the outside air is introduced from the inside air introduction control state is confirmed. The vehicle automatically shifts to the outside air introduction control state through the air introduction control state, and the vehicle interior is sufficiently ventilated without impairing passenger comfort.
[0110]
-Control of blowing temperature and air volume-
The control operation of the blowing temperature T and the blowing air volume V executed in step S7 of the basic control routine will be described in detail based on the flowchart of FIG.
[0111]
When the control operation starts, first, in step S121, after the blowout temperature control value TO and the blown air volume control value VA are input, in step S122, a START flag indicating that the vehicle is in operation is set to 1. It is determined whether or not.
[0112]
If it is determined YES in step S122, it is determined in step S123 whether the vehicle thermal load Q is negative. If the determination result is YES and it is confirmed that the vehicle is in the heating operation state, after setting the warm-up flag to 1 in step S124, the comfort index F5 during warm-up is set in step S125. , FWUP is used to control the temperature and amount of air-conditioning air blow, and warm-up control is performed to quickly warm the passenger compartment when riding in cold weather.
[0113]
If it is determined NO in step S123 and it is confirmed that the vehicle is in the cooling operation state, the cool-down flag is set to 1 in step S126, and then in step S127, the cool-down control is performed. Based on the comfort indexes F1 and F2S, the air-conditioning air blowing temperature and blowing air volume are controlled, and cool-down control is performed to quickly cool the passenger compartment when riding in hot weather.
[0114]
If it is determined NO in step S122 and it is confirmed that the vehicle is not in an activated state, it is determined in step S128 whether or not the warm-up flag is set to 1, and YES is determined. If YES, the process proceeds to step S125. If NO is determined in step S128, it is determined in step S129 whether or not the cool-down flag is set to 1. If YES is determined, the process proceeds to step S127.
[0115]
If it is determined as NO in step S129 and it is confirmed that the current control state is neither the warm-up control state nor the cool-down control state, in step S130, the air-conditioning system is used based on the comfort index F3. A normal control for controlling the air blowing temperature and the blowing air volume is executed.
[0116]
-Cooldown control-
The cool-down control operation executed in step S127 in the blow-out temperature and air volume control processing operation will be described based on the flowchart of FIG. 20 as an example of start-up control.
[0117]
When the control operation is started, first, in step S131, it is determined whether or not a START flag indicating that the vehicle is being started is set to 1. If YES is determined, in step S132, a boarding time point is determined. Is calculated based on the following equation: the comfort index of the upper body at, that is, the comfort index F2S before the execution of the cooling control.
[0118]
F2S = K2S1 V + K102 TO + K103 Tr + K104 Ta + K105 Ts + K106
K2S1 to K106 are coefficients and constants relating to the upper body of the occupant, K2S1 is obtained by reversing the sign of the coefficient K101 of the characteristic equation (4), and the other coefficients K102 to K106 are the characteristic equation It is the same as the coefficient and constant of 4 ▼. When calculating the comfort index F2S before the start of the cooling control, the value of the blown air volume V is set to 0, and the outlet temperature Te of the cooling heat exchanger 14 is substituted as the value of the blowing temperature TO. To do.
[0119]
Next, in step S133, it is determined whether or not the calculated value of the comfort index F2S is a preset determination value, for example, 7 or more. If it is determined YES, the air-conditioning air blowout at the time of boarding is determined. Since it is considered that the temperature is quite high, in step S134, the blown air volume VMC of the air-conditioning air is suppressed to the minimum air volume Vmin.
[0120]
If NO is determined in step S131 and it is confirmed that the START flag is 0, it is determined in step S135 whether or not the air volume is currently being raised, that is, the minimum air volume Vmin is suppressed. It is determined on the basis of the flag whether or not the air volume start-up control for gradually increasing the air volume V of the air-conditioning air to the normal state is being executed.
[0121]
If NO is determined in step S135, whether or not a flag 10S indicating that a preset reference time (for example, 10 seconds) has elapsed from the start time is set to 1 in step S136. Determine. If NO is determined in step S136, the comfort index of the upper body during the cool-down control, that is, the comfort index F1 after the cooling control is executed is calculated based on the following equation in step S137.
[0122]
F1 = K101, V + K102, TO + K103, FTR + K104, TA + K105, TS + K106
Next, in step S138, whether the calculated value of the comfort index F1 after the execution of the cooling control obtained in step S135 is smaller than the calculated value of the comfort index F2S before the execution of the cooling control calculated in step S132. If NO is determined and the determination is NO, the process proceeds to step S134 to maintain the blown air volume V of the air for air conditioning at the minimum air volume Vmin.
[0123]
Further, when it is determined YES in step S138 and it is confirmed that the calculated value of the comfort index F1 after execution of the cooling control is smaller than the calculated value of the comfort index F2S before the cooling control is executed, step In S139, the air volume start-up control is started and a flag indicating that the air volume start-up control is being executed is set to 1. Then, in step S140, the air volume start-up speed ΔV is calculated based on the following equation.
[0124]
ΔV (V / s) = 1 / (KVD2−KVD1 · | F2S−Ftset |)
KVD2 and KVD1 are preset coefficients and constants. For example, the coefficient KVD1 is set to a value of about 11.2, and the constant KVD2 is set to a value of about 1.3. Based on the above equation, the air flow rate rise speed ΔV is calculated based on the deviation | F2S−Ftset | between the calculated value of the comfort index F2S and the target comfort index Ftset before the cooling control is executed. The larger the F2S−Ftset |, the larger the value of the air flow rate rising speed ΔV is set.
[0125]
Next, in step S141, it is determined whether or not the air volume rising speed ΔV is larger than a preset reference value β. If YES is determined, the air volume rising speed ΔV is determined in step S142. After the value is rewritten to the reference value β, the process proceeds to step S134. On the other hand, if NO is determined in step S141, the process returns to step S134 without rewriting the air volume rising speed ΔV.
[0126]
When the air volume start-up is started, YES is determined in step S135, and in step S143, the blown air volume V at the time of cool-down control is increased by a preset increase amount ΔV. After that, in step S144, whether or not the increased blown air volume V is larger than the blown air volume during normal control, that is, the blown air volume control value VA calculated in the calculation control of the blowout temperature and blown air volume in step S5. Is determined.
[0127]
Then, the control for gradually increasing the blown air volume V is repeatedly performed until the determination result in Step S144 becomes YES. When the determination result becomes YES, the cool-down flag is set to 0 in Step S145. Set to to end cool-down control.
[0128]
If NO is determined in step S132 and it is confirmed that the calculated value of the comfort index F2S is less than 7, the air-conditioning air blowing temperature at the time of boarding is relatively low. Therefore, without executing the suppression control for maintaining the blown air volume V at the minimum air volume Vmin, the process proceeds to step S139 to start the air volume start-up control.
[0129]
If it is determined YES in step S136 before the air flow rate raising control is executed and it is confirmed that a preset reference time has elapsed, the calculation of the comfort index F1 in step S137 and the step S138 are performed. Without comparing the comfort index F1 with the comfort index F2S, the process proceeds to step S139 to start the air volume start-up control.
[0130]
-Control of the present invention-
Here, the control operation corresponding to the failure of the room temperature sensor 24 will be described based on the flowchart of FIG.
[0131]
When the control operation starts, first, data (detected values) from the sensors 24 to 29 are input in step S201, and then it is determined in step S202 whether the control operation is the first activation operation of the air conditioner A or not. When the determination is YES, the process proceeds to step S203, and when the determination is NO, the process proceeds to step S212.
[0132]
In step S203, it is determined whether or not the room temperature sensor 24 has failed. Specifically, if the voltage of the output value of the room temperature sensor 24 is 0V or 5V, it is determined that a failure has occurred. When the determination is YES, the process proceeds to step S205. When the determination is NO, the process proceeds to step S204. In step S204, the detection value Tr of the room temperature sensor 24 is set to a fixed value of Tr = 25 ° C. The process proceeds to S205, the vehicle thermal load Q is calculated, and the process proceeds to Step S206.
[0133]
In step S206, it is determined whether or not the calculated vehicle thermal load Q is larger than a predetermined value Qref (Q> Qref). When the determination is YES, the process proceeds to step S207 to perform initial setting of cool-down control. On the other hand, when the determination is NO, the process proceeds to step S208, and initial setting of warm-up control is performed.
[0134]
On the other hand, in step S212, as in step S203, it is determined whether or not the room temperature sensor 24 has failed. Then, when the determination is YES, the process proceeds to step S213. On the other hand, when the determination is NO, the process proceeds to step S215.
[0135]
In step S213, it is determined whether normal control is being performed. When the determination is YES, the process proceeds to step S214, where the detection value immediately before the failure of the room temperature sensor 24 is set as the detection value Tr of the room temperature sensor 24. On the other hand, when the determination is NO, the process proceeds to step S216, and the detection value Tr of the room temperature sensor 24 is set to a fixed value of Tr = 25 ° C. as in the case of step S204. In step S215, the blowing temperature T and the blowing air volume Vs by the normal control are calculated based on each detection value Tr. Thereafter, the process proceeds to the next step S209.
[0136]
In step S209, it is determined whether or not the current blown air volume V is equal to or greater than the blown air volume Vs by the normal control (V ≧ Vs). When the determination is YES, the process proceeds to step S210, where normal control is started. On the other hand, when the determination is NO, the process proceeds to step S211 to perform warm-up control or cool-down control.
[0137]
In the above control operation, steps S203 and S212 constitute the failure determination means 44 in the present invention. Step S214 constitutes the first detection value substitute means 45 in the present invention. Furthermore, steps S204 and S216 constitute the second detection value substitute means 46 in the present invention.
[0138]
Therefore, according to the present embodiment, when it is determined that the room temperature sensor 24 has failed during normal control of the air conditioner A (for example, when a failure has occurred at time t1 in FIG. 6), the room temperature sensor 24 The detection value immediately before the failure is the detection value Tr of the room temperature sensor 24. At this time, the air conditioner A is in a steady operation state, the environmental state of the passenger compartment and the operating state of the air conditioner A are stable and do not change greatly. Therefore, based on the detected value immediately before the failure, it becomes possible to perform stable air-conditioning control in accordance with the actual state even after the failure, and the deterioration of the air-conditioning property due to the failure of the room temperature sensor 24 can be avoided.
[0139]
On the other hand, when it is determined that the room temperature sensor 24 has failed during the start-up control of the air conditioner A (for example, when a failure has occurred at the time t3 in FIG. 7), unlike the case of the normal control, it is set in advance. A fixed value (25 ° C. in the present embodiment) is set as the detection value Tr of the room temperature sensor 24, and the blowout air volume V in the normal control is calculated based on this fixed value. As a result, the behavior of the blown air volume V in the normal control is converged to the air volume stable state earlier than the normal time indicated by the solid line in FIG. 7, as indicated by the broken line in FIG. This point (a point indicated by t4 in the figure) arrives earlier than the normal point indicated by t2 in the figure, and the air conditioning control can be performed by shifting to the normal control earlier. If the control is continued based on the value immediately before the failure determination as in the case of the normal control even during the start-up control, as shown by the broken line in FIG. Continues to increase, causing a problem that the blown air volume V under normal control is maintained high.
[0140]
In the first embodiment, the same fixed value is used for the cool-down control and the warm-up control. However, different fixed values may be set for each control. Good. In particular, when the room temperature sensor failure is determined based on a fixed value (for example, 25 ° C.) even in the case of the room temperature sensor failure determination in the normal control, when the room temperature sensor fails during the cool down control, While control is performed using a fixed value (for example, 20 ° C.) lower than the fixed value, when a room temperature sensor failure is determined during warm-up control, the fixed value is higher than the fixed value in normal control. By performing control using a value (for example, 30 ° C.), it is possible to shift to normal control earlier.
[0141]
In the first embodiment, the start-up control is performed as the cool-down control and the warm-up control based on the amount of the air-conditioning air blow. However, the start-up control is performed as the blow temperature control, the blow outlet selection control, or the like. Also good.
[0142]
Furthermore, although the first embodiment has been described as a countermeasure against the failure of the room temperature sensor 24, the present invention can also be applied to other detection means such as the duct sensor 27 and the water temperature sensor 28.
[0143]
(Example 2)
A vehicle air-conditioning control apparatus according to Embodiment 2 of the present invention will be described. The basic configuration of the vehicle air-conditioning control apparatus according to the present embodiment is the same as that of the first embodiment, and therefore the same portions are denoted by the same reference numerals and the description thereof is omitted.
[0144]
In the first embodiment, the control is shifted based on the blown air volume V, but in this embodiment, instead of this, in the cool-down control, the duct sensor 27 causes the air outlet of the cooling heat exchanger 12 to be controlled. The temperature Te is detected, and when the detected value becomes smaller than a predetermined value (for example, 5 ° C.), the control is shifted to the normal control. On the other hand, in the warm-up control, the water temperature sensor 28 causes the heating heat exchanger 14 to The temperature Tw of the engine cooling water to be passed is detected, and the control is shifted to the normal control when the detected value becomes larger than a predetermined value (for example, 70 ° C.).
[0145]
When the duct sensor 27 or the water temperature sensor 28 is determined to be malfunctioning in the normal control state in which the heat exchangers 12 and 14 can sufficiently function, the failure determination of the room temperature sensor 24 in the first embodiment is performed. Similarly, control is performed based on the value immediately before the failure determination, but when the duct sensor 27 is determined to be failed during the cool-down control, it is determined that the cooling heat exchanger 12 is exhibiting sufficient capability. Based on the value (for example, 0 ° C.), the control is set to be performed, and the control is shifted to the normal control. On the other hand, when it is determined that the water temperature sensor 28 has failed during the warm-up control, control is performed based on a fixed value (for example, 90 ° C.) at which it is determined that the heat exchanger 14 for heating exhibits sufficient capability. To shift to normal control.
[0146]
Therefore, according to the present embodiment, it is possible to avoid a situation in which the cool-down control or the warm-up control is continued indefinitely due to the failure of the duct sensor 27 or the water temperature sensor 28 and the airflow for excessive air volume is blown out. .
[0147]
【The invention's effect】
As described above, according to the invention of claim 1, the cooling unit for cooling the air and the heating unit for heating the air are provided, and the cool air from the cooling unit and the warm air from the heating unit are Air-conditioning means for blowing mixed air-conditioning air from a selected air outlet into the vehicle compartment, and detection for detecting at least one of an environmental condition in the vehicle compartment and an operating state of the air-conditioning means And control means for controlling the air conditioning means so that the temperature in the passenger compartment approaches the target temperature based on the detection value of the detection means, and the air conditioning means at the start-up when the air conditioning means is in an unsteady operation state. A failure determination means for determining, in the control means, a failure of the detection means for a vehicle air conditioning control apparatus that performs a start-up control different from the normal control before shifting to the normal control performed when the vehicle is in a steady operation state. , Normal control above When it is determined that the detection means has failed, the first detection value substitution means that uses the detection value immediately before the failure as the detection value of the detection means, and when it is determined that the detection means has failed during the startup control, Since the second detection value substitution means that uses a preset fixed value as the detection value of the detection means is provided. Based on the detected value, the air conditioning control according to the actual state becomes possible, and the deterioration of the air conditioning performance due to the failure of the detecting means can be avoided. Based on the fixed value, air-conditioning control that is not affected by changes in the state becomes possible, and it is possible to shift from start-up control to normal control while avoiding deterioration of air-conditioning performance despite the failure of the detection means. .
[0148]
According to the second aspect of the present invention, the control means at the time of start-up control is the control of the blowout air volume of the air conditioning air, the control of the blowout temperature of the airconditioning air, and the control of selecting the blowout outlet from which the air conditioning air is blown out. Since at least one of the controls is configured to be different from the normal control, the effect of the invention of claim 1 can be specifically obtained.
[0149]
In the invention of claim 3, the control means at the time of the start-up control is configured to control the rate of change with time of the blown air volume to be larger than that at the time of normal control. Since the control is performed so that the mixing ratio is fixed, and the invention according to claim 5 is configured so that the air-conditioning air is blown out only from the air outlet at a predetermined position, these claims 3. According to any of the inventions -5, the effect of the invention of claim 2 can be specifically obtained.
[0150]
According to the invention of claim 6, the control means at the time of the start control determines an increasing gradient of the blown air volume based on the detection value detected by the detecting means, and responds to the increasing gradient from a preset minimum air volume. The air volume is gradually increased, and when the blown air volume during normal control is reached, the system shifts to normal control. The vehicle interior temperature can be brought close to the target value while suppressing the pleasant feeling, and thus the effect of the invention of claim 2 can be obtained specifically and effectively.
[0151]
According to invention of Claim 7, it has a cooling part for cooling air, and a heating part for heating air, and is for the air conditioning in which the cool air from a cooling part and the warm air from a heating part are mixed Air-conditioning means for blowing air from a selected outlet among the plurality of outlets into the vehicle interior, detection means for detecting at least one of an environmental condition in the vehicle interior and an operating state of the air-conditioning means, and this detection means Control means for controlling the air conditioning means so that the temperature in the passenger compartment approaches the target temperature based on the detected value of the vehicle, and when the air conditioning means is in an unsteady operation state, the air conditioning means is in a steady operation state. For the vehicle air-conditioning control apparatus that performs start-up control different from the normal control before shifting to the normal control that is sometimes performed, the control means includes a failure determination means that determines a failure of the detection means, and during the normal control. Because of the detection means When it is determined that the detection means has failed at the time of start-up control, the first detection value substitute means that uses a preset first fixed value as a detection value of the detection means, Since the second detection value substitute means for setting the detection value of the detection means to the second fixed value set in advance to the value for shifting the start control to the normal control earlier than the first fixed value is provided. By appropriately setting the first fixed value, it is possible to perform normal control that does not cause great discomfort to the occupant in both cases of cooling and heating, and avoids a significant deterioration in air conditioning performance due to a failure of the detection means. On the other hand, during the start-up control, the shift to the normal control can be performed relatively early despite the failure of the detection means.
[0152]
According to an eighth aspect of the present invention, the first detection value substitute means controls the first fixed value as the detection value of the detection means when it is determined that the detection means has failed during normal control. Since the first fixed value is replaced with the second fixed value when the means shifts from the start control to the normal control, the first fixed value is changed to the normal control after the detection means has failed during the start control. Based on this fixed value, it is possible to perform normal control in accordance with a state that is close to the actual condition, and to avoid a significant deterioration in air-conditioning performance due to a failure of the detection means.
[0153]
According to a ninth aspect of the present invention, in the case where the detection means detects a vehicle interior temperature, the second fixed value is on the same side as the first fixed value with respect to the vehicle interior temperature and the first In the invention of claim 10, when the detection means detects the air outlet temperature of the cooling part of the air conditioning means, the first value is set to a value farther from the vehicle interior temperature than the fixed value. In the invention of claim 11, when the detection means detects the heat source temperature of the heating part of the air conditioning means, it is higher than the first fixed value. Since the values are respectively set, the effects of the invention of the seventh aspect can be specifically obtained by any of the inventions of the ninth to eleventh aspects.
[0154]
According to the twelfth aspect of the present invention, the outdoor state detection means for detecting the environmental state outside the vehicle compartment is provided, and the control means controls the air conditioning means based on the detection value of the detection means and the detection value of the outdoor state detection means. When it is determined that the outdoor failure detection means for determining the failure of the outdoor condition detection means and the outdoor condition detection means have failed, the control means has a preset outdoor Since the outdoor detection value substitute means for setting the fixed value for outdoor use as the detection value of the outdoor state detection means is provided, the deterioration of the air-conditioning performance due to the failure of the detection means can be achieved regardless of the failure of the outdoor state detection means. It can be avoided.
[0155]
According to the thirteenth aspect of the present invention, the outdoor state detecting means is at least one of detecting the temperature outside the vehicle compartment or detecting the amount of solar radiation. Can be obtained.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a vehicle air-conditioning control apparatus according to the present invention.
FIG. 2 is an overall configuration diagram showing a vehicle air-conditioning control apparatus according to Embodiment 1 of the present invention.
FIG. 3 is an electric circuit diagram showing an air conditioning control device for a vehicle.
FIG. 4 is a block diagram showing a control system of the vehicle air conditioning control device.
FIG. 5 is a characteristic diagram showing a correspondence relationship between a coefficient α for calculating a comfort index and a vehicle thermal load Qset.
FIG. 6 is a timing chart showing the change in the blown air volume V in normal control in relation to the passenger compartment temperature Tr.
FIG. 7 is a time chart showing changes in the blown air volume V in normal control and start-up control corresponding to room temperature sensor failure determination.
FIG. 8 is a flowchart showing a basic control operation in a control unit.
FIG. 9 is a flowchart showing a calculation processing operation of a target comfort index Ftset in the basic control operation.
FIG. 10 is a characteristic diagram showing a correspondence relationship between a control target room temperature Tset and a comfort level index Ftset.
FIG. 11 is a flowchart showing a calculation processing operation of a target temperature Ttrg in the basic control operation.
FIG. 12 is a characteristic diagram showing the relationship between the vehicle thermal load Qset and the comfort index Ftset, the air-conditioning air blowing temperature T, and the blowing air volume V;
FIG. 13 is a flowchart showing the vehicle thermal load Q calculation operation in the calculation processing operation of the target temperature Ttrg.
FIG. 14 is a flowchart showing the first half of the calculation operation of the blowing temperature and the blowing air volume in the basic control operation.
FIG. 15 is a flowchart showing the latter half of the calculation processing operation of the blowing temperature and the blowing air volume.
FIG. 16 is a flowchart showing the calculation processing operation of the comfort index F3 in the calculation processing operation of the blowing temperature and the blowing air volume.
FIG. 17 is a flowchart showing the first half of the processing operation of the inside / outside air control in the basic control operation.
FIG. 18 is a flowchart showing the latter half of the processing operation of the inside / outside air control.
FIG. 19 is a flowchart showing the processing operation of the blowout temperature and blowout air volume control in the basic control operation.
FIG. 20 is a flowchart showing a cool-down control process operation among the process operations of the blow-out temperature and blow-out air amount control.
FIG. 21 is a flowchart showing a control operation for countermeasure against failure of a room temperature sensor.
[Explanation of symbols]
5 Vent outlet (air outlet)
6 Foot outlet (air outlet)
7 Defroster outlet (air outlet)
12 Heat exchanger for cooling (cooling part)
14 Heat exchanger for heating (heating unit)
22 Control unit (control means)
24 Room temperature sensor (detection means)
25 Outside air temperature sensor (outdoor condition detection means)
26 Solar radiation sensor (outdoor condition detection means)
27 Duct sensor (detection means)
28 Water temperature sensor (detection means)
44 Failure determination means
45 First detection value substitute means
46 Second detection value substitute means
47 Outdoor failure judgment means
48 Detection value substitute means for outdoor use
A air conditioner (air conditioning means)
Tr interior temperature
Tset Control target room temperature
V Blowing air volume
T blowing temperature

Claims (13)

A cooling unit for cooling the air and a heating unit for heating the air, and the air-conditioning air formed by mixing the cool air from the cooling unit and the warm air from the heating unit out of the plurality of outlets Air-conditioning means that blows into the passenger compartment from the selected outlet;
Detecting means for detecting at least one of an environmental condition in the passenger compartment and an operating state of the air conditioning means;
Control means for controlling the air conditioning means based on the detection value of the detection means so that the temperature in the vehicle interior approaches the control target room temperature,
A vehicle air-conditioning control device that performs start-up control different from normal control before shifting to normal control performed when the air-conditioning means is in a steady operation state when the air-conditioning means is in an unsteady operation state,
The control means includes
Failure determination means for determining failure of the detection means;
A first detection value substitute means that uses the detection value immediately before the failure as the detection value when it is determined that the detection means has failed during the normal control;
A vehicle air-conditioning control apparatus, comprising: a second detection value substitution unit that uses a preset fixed value as a detection value when it is determined that the detection unit has failed during the startup control. The vehicle air conditioning control device according to claim 1,
The control means at the time of start-up control is a normal control in at least one of the control of the blown air volume of the air-conditioning air, the control of the blowing temperature of the air-conditioning air, and the control of selecting the blow-out port from which the air-conditioning air is blown out A vehicle air-conditioning control device characterized by being configured differently from the time. The vehicle air conditioning control device according to claim 2,
The vehicle air conditioning control device is characterized in that the control means at the time of start-up control is configured to control the rate of change with time of the blown air volume to be greater than that at the time of normal control. The vehicle air conditioning control device according to claim 2,
The vehicle air conditioning control device is characterized in that the control means at the start control is configured to control so that the mixing ratio of the cooling and warming air is fixed. The vehicle air conditioning control device according to claim 2,
The vehicle air conditioning control device is characterized in that the control means at the time of the start control is configured to control so that the air conditioning air is blown out only from the air outlet at a predetermined position. The vehicle air conditioning control device according to claim 2,
The control means at the time of start-up control determines the increasing gradient of the blown air volume based on the detection value detected by the detecting means, and gradually increases the air volume according to the increasing gradient from the preset minimum air volume, and the normal control A vehicle air-conditioning control device configured to shift to normal control when the amount of blown air at the time is reached. A cooling unit for cooling the air and a heating unit for heating the air, and the air-conditioning air formed by mixing the cool air from the cooling unit and the warm air from the heating unit out of the plurality of outlets Air-conditioning means that blows into the passenger compartment from the selected outlet;
Detecting means for detecting at least one of an environmental condition in the passenger compartment and an operating state of the air conditioning means;
Control means for controlling the air conditioning means based on the detection value of the detection means so that the temperature in the vehicle interior approaches the control target room temperature,
A vehicle air-conditioning control device that performs start-up control different from normal control before shifting to normal control performed when the air-conditioning means is in a steady operation state when the air-conditioning means is in an unsteady operation state,
The control means includes
Failure determination means for determining failure of the detection means;
A first detection value substitute means for setting the first fixed value set in advance as a detection value of the detection means when it is determined that the detection means has failed during the normal control;
When it is determined that the detection unit has failed during the startup control, a detection value of the detection unit is set to a second fixed value that is set in advance to a value that shifts the startup control to normal control earlier than the first fixed value. And a second detected value substitution means. A vehicle air conditioning control device. The vehicle air conditioning control device according to claim 7,
The first detection value substitution means uses the first fixed value as the detection value of the detection means when it is determined that the detection means has failed during normal control, and the control means has shifted from start control to normal control. A vehicle air-conditioning control apparatus, characterized in that the first fixed value is sometimes replaced with a second fixed value. The vehicle air conditioning control device according to claim 7,
The detection means detects the passenger compartment temperature,
The second fixed value is set on the same side as the first fixed value with respect to the vehicle interior temperature, and is set to a value farther from the vehicle interior temperature than the first fixed value. Control device. The vehicle air conditioning control device according to claim 7,
The detecting means detects the air outlet temperature of the cooling part of the air conditioning means,
The vehicle air conditioning control device, wherein the second fixed value is set to a value lower than the first fixed value. The vehicle air conditioning control device according to claim 7,
The detection means detects the heat source temperature of the heating part of the air conditioning means,
The vehicle air conditioning control device, wherein the second fixed value is set to a value higher than the first fixed value. The vehicle air conditioning control device according to claim 1 or 7,
An outdoor state detection means for detecting an environmental state outside the vehicle compartment;
The control means controls the air conditioning means based on the detection value of the detection means and the detection value of the outdoor state detection means so that the temperature in the vehicle interior approaches the control target room temperature,
In addition to the failure determination means and the first and second detection value substitution means, the control means includes:
Outdoor failure determination means for determining failure of the outdoor state detection means;
Vehicular air-conditioning, comprising: an outdoor detection value substitution unit that uses a preset outdoor value as a detection value of the outdoor state detection unit when it is determined that the outdoor state detection unit has failed. Control device. The vehicle air conditioning control device according to claim 12,
The outdoor state detection means is at least one of a device for detecting the temperature outside the vehicle compartment and a device for detecting the amount of solar radiation.

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