JP4399979B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner that learns and changes the air blowing characteristics of a blower according to the setting of an occupant.
[0002]
[Prior art]
Conventionally, what is indicated by patent gazette 3019596 is known as this kind of vehicle air-conditioner. In the above publication, when the air volume to the passenger compartment is automatically controlled based on the air blowing characteristics (blower voltage characteristics) set in advance so as to correspond to the target blowing temperature information, it is sent by manual setting of the passenger. When the air volume is changed, the air blowing characteristic is adapted to the occupant's preference over an arbitrary range of the target blowing temperature information by learning and changing the air blowing characteristic according to the changed air blowing amount.
[0003]
[Problems to be solved by the invention]
By the way, the present inventors have performed an air conditioning apparatus for a vehicle such as the above-mentioned publication with an independent temperature control system in which the temperature of the conditioned air is controlled independently on the first air conditioning zone side and the second air conditioning zone side in the passenger compartment. We are considering applying it to equipment.
[0004]
Independent temperature control type air conditioners generally have independent air blowing characteristics on the first air conditioning zone side and the second air conditioning zone side, but as a result of studies by the present inventors, etc. When learning and changing the air blowing characteristics, it has been found that the following problems occur.
[0005]
First, the independent temperature control type air conditioner includes a type in which the blown air volume at the first air-conditioning zone side and the second air-conditioning zone side is substantially the same, and a blow-off air volume at the first air-conditioning zone side and the second air-conditioning zone side. There are two types of models with different types, but the following two issues are conceivable when performing learning control according to the operation of the occupant in each model.
[0006]
Specifically, the former type has one blower and one blowing amount setting means for the purpose of reducing product cost and improving storage space efficiency. Here, for example, the first air-conditioning zone side is the driver's seat side and the second air-conditioning zone side is the passenger seat side, and there are two air blowing characteristics of the driver seat side and the passenger seat side. The learning control is performed on the assumption that the passenger on the seat side often operates the air conditioner.
[0007]
However, the blower voltage during automatic operation is determined by the average of the blower voltage determined from the airflow characteristics on the driver's seat side and the blower voltage determined from the airflow characteristics on the passenger seat side. If only the airflow characteristics on the driver's seat side are learned without learning the characteristics, the average blower voltage is determined from the airflow characteristics on the passenger seat side, even though the airflow characteristics on the driver's seat side are learned. Due to the influence of the blower voltage, the driver's seat preference is reduced.
[0008]
Moreover, as a specific example of the latter type, by using two blowers, or by using an air distribution means that changes the air distribution ratio between the first air-conditioning zone side and the second air-conditioning zone side even with one blower. However, there are some which adjust the air volume and vary the blown air volume between the first air-conditioning zone side and the second air-conditioning zone side. In such an air conditioner, since different air volumes can be output, It is possible to learn separately by using two ventilation characteristics.
[0009]
However, in general, the passenger on the passenger side is not always the same person as the driver's seat, so it is wasteful to always learn the passenger side. Specifically, the amount of air flow is determined according to the air blowing characteristics that do not understand who tasted, and both the air blowing characteristics on the driver's seat side and the passenger's side are both Therefore, more memory is required for learning by the air flow rate setting means, and a high-performance computer is required to prevent the processing time from becoming longer. Note that this problem is similarly caused if there is a plurality of air flow setting means even if there is one air blowing characteristic or one air blower, or there is no air distribution means with one air blower.
[0010]
  The present invention has been made in view of the above problems, andThe purpose of is to use a single air flow rate setting means,To provide a vehicle air conditioner capable of obtaining an air volume according to the preference of an occupant with high priority (for example, a driver's seat occupant) in learning and changing a plurality of air blowing characteristics.It is.
[0011]
[Means for Solving the Problems]
  To achieve the above objective,The following claimThe technical means described in is adopted. That is, in the invention according to claim 1,Adjacent to each otherTo the 1st and 2nd air conditioning zoneAir conditionedOne air blower (7) for blowing air, and the air blowing characteristics of the air blower (7), the first and second air conditioning zonesAir conditioningEach correspondedRepresents the first and second air flowBlower characteristic storage means (335) storing first and second blower characteristicsAnd the mainAs an occupant of the first air conditioning zone, one blast volume setting means (40) for setting the blast volume of the blower (7),When the airflow rate is manually changed by the airflow rate setting means (40), the first airflow characteristic (a) of the first air-conditioning zone is changed and learned according to the amount of the airflow rate manually changed. The first air blowing characteristic (b) stored and the learned first air blowing characteristic (b) of the first air-conditioning zone reflected by a predetermined ratio (p) and the second air blowing characteristic (c, (b) )) Is added to the amount reflected by the remaining ratio (1-p), and the second airflow characteristic (2) learned when the airflow rate is manually changed by the airflow rate setting means (40). The predetermined ratio (p) is a value larger than 0.5 and smaller than 1 so that the learning degree that is stored as (d) and becomes the characteristic change amount of the first blowing characteristic is larger than the learning degree of the second blowing characteristic. The air blowing characteristic changing means (33 for learning and changing the first and second air blowing characteristics) ) Equipped with,Based on the first and second air blowing characteristics stored in the air blowing characteristic storage means (335), the first and second air flow rates of the blower (7)Blower voltageAnd determine the first and secondBlower voltageThe
The blower amount determining means (337A) for determining the blower amount of the blower (7) by averaging, and the blower (7) based on the output signals of the blower amount determining means (337A) and the blower amount setting means (40). Driving means for controlling driving (11)WithAs a featureYes.
[0012]
In the present invention, the occupants in the first air conditioning zone are occupants with higher priority than the occupants in the second air conditioning zone.
[0016]
  Claim 1According to the invention, the learning change can be made with priority given to the preference of the passenger in the first air conditioning zone as much as possible, and the amount of air flow into the vehicle compartment can be reduced mainly according to the setting change of the passenger in the first air conditioning zone. It can be made as much as possible. As a result, the amount of air blown to suit the occupant preference of the first air conditioning zone can be achieved.In addition, even if the blower volume is determined by the average blower voltage, the average blower voltage is influenced by the blower voltage determined from the blower characteristics on the second air-conditioning zone side, and the passenger's preference in the first air-conditioning zone is It can be suppressed that it is reduced.
[0017]
  Claim 2In the invention described inThe first and second air conditioning zones respectively correspond to the driver's seat side air conditioning zone and the passenger seat side air conditioning zone in the passenger compartment, and the air blowing characteristic storage means (335) uses the first and second air conditioning as the air blowing characteristics of the blower (7). The first and second air blowing characteristics representing the first and second blower voltages respectively corresponding to the target blowing temperatures of the zones representing the air conditioning state of the zones are stored. According to this, learning change that gives priority to the passenger's preference in the driver's side air-conditioning zone can be made as much as possible, and the amount of air flow into the passenger compartment is taken into account as much as possible by the learning change according to the setting change of the driver's passenger Can be a thing. As a result, the driver's seat side air conditioning zone can be set to an air flow rate that suits the passenger's preference.
[0018]
  According to the third aspect of the present invention, when the air flow control is an automatic operation before the manual setting is changed, it is generally determined according to the air conditioning state of the first and second air conditioning zones based on the first and second air blowing characteristics. The first and second blower voltages representing the first and second blower amounts corresponding to a person are determined, and the blower amount determining means (337A) averages these first and second blower voltages during automatic operation. The air flow rate of the blower (7) is determined, and the driving means (11) controls the drive of the air blower (7) based on the output signal of the air flow rate determining means (337A). According to this, before the manual setting change, the blower amount of the blower (7) during the automatic operation is determined based on the blower voltages representing the first and second blower amounts corresponding to a predetermined general person. I can do it.
[0019]
  According to the fourth aspect of the present invention, the blower voltage characteristic (A), which is the first air blowing characteristic of the first air-conditioning zone, is manually set when the air blowing amount is manually changed by the air blowing amount setting means (40). Is stored as a blower voltage characteristic (b), which is the first air blowing characteristic learned by changing the air blowing amount according to the amount of the change in setting, and the blower voltage being the first air blowing characteristic learned in the first air-conditioning zone An amount obtained by multiplying the characteristic (b) by a coefficient (p) representing a predetermined ratio, and a blower voltage characteristic (c) that is a second blowing characteristic corresponding to a general person, the remaining ratio (1- A blower voltage characteristic (d) consisting of an amount obtained by adding an amount multiplied by p) is stored as a learned second air blowing characteristic. According to this, according to the change of the air flow rate by the air flow rate setting means (40), the first and second air flow characteristics are learned and changed, and at this time, the learning degree of the first air flow characteristic is the learning level of the second air flow characteristic. An air conditioner for a vehicle that can be set to be larger than the degree and can obtain an air blowing amount according to the preference of a passenger with a high priority is obtained. Further, by setting the predetermined ratio (p) to an arbitrary value larger than 0.5 and smaller than 1, air blowing characteristics suitable for the vehicle type can be obtained.
[0023]
In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment mentioned later.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
Hereinafter, a first embodiment in which the present invention is applied to an automotive air conditioner that independently controls the temperature of air blown to a driver seat as a first air conditioning zone and a passenger seat as a second air conditioning zone will be described with reference to FIGS. This will be described with reference to FIG. First, the whole structure of the air conditioning unit of this embodiment is demonstrated based on FIG.
[0025]
In FIG. 2, 1 shows the whole air-conditioning unit of the air conditioner for automobiles, and the main body of the air-conditioning unit 1 is disposed in the lower part of the interior dashboard of the automobile. An inside / outside air switching box 2 is provided at the upstream side of the air conditioning unit 1. The inside / outside air switching box 2 is formed with an inside air inlet 3 and an outside air inlet 4, and each inlet is selectively opened and closed at a portion where the inside air inlet 3 and the outside air inlet 4 are separated. An inside / outside air switching door 5 is provided. The inside / outside air switching door 5 is connected to a servo motor 6 (see FIG. 3) as driving means.
[0026]
At the air outlet of the inside / outside air switching box 2, a centrifugal electric blower 7 is provided as a blowing means. The blower 7 accommodates a centrifugal fan 8, a blower motor 9 for driving the centrifugal fan 8, and a centrifugal fan 8. The scroll casing 10 is provided. The blower voltage applied to the blower motor 9 is controlled by a blower motor controller 11 (see FIG. 3) which is a driving means.
[0027]
The case 12 of the air conditioning unit 1 is connected to the air outlet side portion of the scroll casing 10. In the case 12, an evaporator 13 serving as an air cooling means and a heater core 14 (heating means) as an air heating means are disposed on the downstream side of the air. A partition plate 15 is disposed in the case 12 on the air upstream side of the heater core 14. Further, in the case 12, first and second bypass passages 16 </ b> A and 16 </ b> B (first and second bypass passages) on both sides of the heater core 14 (upper and lower sides in FIG. 2) that the cool air cooled by the evaporator 13 bypasses the heater core 14. 2 bypass passages) are formed.
[0028]
First and second air mix doors 17A and 17B (first and second temperature adjusting means, first and second air volume ratio adjusting means) are provided on the air upstream side of the heater core 14, and these doors 17A. , 17B are connected to first and second servo motors 25A, 25B (first and second temperature adjusting means, see FIG. 3) as driving means, respectively. The servo motors 25A and 25B incorporate potentiometers 36A and 36B (see FIG. 3) that detect the actual positions of the air mix doors 17A and 17B by detecting the rotation angles of the output shafts of the respective motors. Yes.
[0029]
The ratio of the amount of cold air passing through the heater core 14 in the figure above the partition plate 15 (see FIG. 2) and the amount of cold air passing through the first bypass passage 16A is adjusted by the opening of the first air mix door 17A. The ratio of the amount of cold air passing through the heater core 14 below the partition plate 15 in the drawing (see FIG. 2) and the amount of cold air passing through the second bypass passage 16B is adjusted by the opening of the second air mix door 17B.
[0030]
The evaporator 13 is a heat exchanger that constitutes a well-known refrigeration cycle piped together with a compressor, a condenser, a receiver, and a decompressor (not shown), and dehumidifies and cools the air in the case 12. The compressor is connected to an automobile engine via an electromagnetic clutch (not shown), and is controlled to be stopped by intermittently controlling the electromagnetic clutch.
[0031]
The heater core 14 is a heat exchanger that uses cooling water of the automobile engine as a heat source, and reheats the cold air cooled by the evaporator 13. Further, on the air outlet side of the case 12, a driver side duct 18A (first air passage) for guiding the conditioned air whose temperature is adjusted by the opening degree of the first air mix door 17A to the driver side of the passenger compartment, and a second A passenger seat side duct 18B (second air passage) that guides the conditioned air whose temperature is adjusted by the opening degree of the air mix door 17B to the passenger seat side of the vehicle interior is connected.
[0032]
Among these, a face duct 19A, a foot duct 20A, and a defroster duct 21 are formed at the downstream end of the driver seat side duct 18A. The face duct 19A branches into a center face duct 191A and a side face duct 192A, and at the ends of these ducts 191A, 192A is a center face outlet for blowing conditioned air to the upper body of the driver's seat occupant 193A and a side face outlet 194A are formed.
[0033]
The foot duct 20 </ b> A is formed with a foot outlet 200 </ b> A for blowing air-conditioned air at the end of the driver's seat occupant at the end thereof. The defroster duct 21 has a defroster outlet 210 formed at the end thereof for blowing conditioned air to the inner surface of the windshield. On the other hand, a face duct 19B and a foot duct 20B are formed at the downstream end of the passenger seat side duct 18B.
[0034]
The face duct 19B is branched into a center face duct 191B and a side face duct 192B, and at the ends of these ducts 191B and 192B is a center face outlet for blowing air-conditioned air to the upper body of the passenger in the passenger seat 193B and a side face outlet 194B are formed. The foot duct 20 </ b> B has a foot outlet 200 </ b> B for blowing air-conditioned air to the feet of the passenger on the passenger seat at the end thereof.
[0035]
At the air inlet side of the face duct 19A, foot duct 20A, and defroster duct 21, a face door 22A, a foot door 23A, and a defroster door 24 that open and close the respective ducts are provided. In addition, face doors 22B and foot doors 23B for opening and closing the respective ducts are provided at air inlet side portions of the face duct 19B and the foot duct 20B.
[0036]
Among these, the face door 22A and the foot door 23A are connected to a servo motor 26 (see FIG. 3) as a driving means, and the defroster door 24 is connected to a servo motor 27 (see FIG. 3) as a driving means. Yes. In addition, a servo motor 28 (see FIG. 3) as a driving means is connected to the face door 22B and the foot door 23B.
[0037]
Next, the configuration of the control system of this embodiment will be described. As shown in FIG. 3, in addition to the potentiometers 36A and 36B, the control device 30 that controls the air conditioner includes an internal air temperature sensor 31 that detects the air temperature inside the vehicle, an external air temperature sensor 32 that detects the external air temperature, A solar radiation sensor 33 that detects the amount of solar radiation irradiated into the room, a post-evaporator sensor 34 that detects the air temperature immediately after passing through the evaporator 13, and a water temperature sensor 35 that detects the engine cooling water temperature in the heater core 14 are electrically connected. It is connected to the. These sensors are environmental condition detection means.
[0038]
An output signal from the operation unit 37 is also input to the control device 30. The operation unit 37 includes a driver's seat side temperature setter 38A, which is a set temperature input means for setting a target temperature Tset (Dr) in the driver's seat side passenger compartment, and a target temperature Tset (PA) in the passenger seat side passenger compartment. Passenger side temperature setter 38B which is a set temperature input means to be set, AUTO switch 39 which sets an automatic control state, a manual airflow amount switch 40 which is an airflow amount setting means, a manual inside / outside air switch which is not shown, It consists of manual air outlet mode changeover switches (DEF, FACE, FOOT, bi-level (B / L), foot differential (F / D)) and the like. In addition, this operation part 37 is installed on the instrument panel provided in the vehicle interior front.
[0039]
Of these, the manual airflow changeover switch 40 is mainly manually operated by a driver's seat occupant, and includes four switches, a low switch 40A, a high switch 40B, a down switch 40C, and an up switch 40d. Among these, the low switch 40A is configured to output a signal for controlling the blower voltage to 4 volts (minimum voltage) when pressed. The high switch 40B is configured to output a signal for controlling the blower voltage to 12 volts (maximum voltage) when pressed.
[0040]
The down switch 40C outputs a signal for lowering the blower voltage by one level (= 0.25 volts) when pressed once, and the up switch 40d reduces the blower voltage by one level (= 0) when pressed once. .25 volts) is output.
[0041]
The control device 30 is a well-known device having an A / D converter, a microcomputer, etc. (not shown) inside, and signals from the sensors 31 to 35 and the potentiometers 36A and 36B are converted to the A / D converter. After being A / D converted by the device, it is input to the microcomputer. The microcomputer is a well-known computer having a CPU, ROM, RAM, standby RAM, I / O port, etc. (not shown). When the engine ignition switch is turned on, power is supplied from a battery (not shown). The
[0042]
Of these, the standby RAM is a RAM for storing (backing up) a learned value of passengers even when the ignition switch is off. Even if the ignition switch is off, the standby RAM does not go through the ignition switch. Direct power is supplied. Further, even when the power is removed from the battery, the microcomputer is constituted by a backup power source (not shown) that supplies power to the microcomputer for a short time.
[0043]
Next, control processing by the microcomputer will be described with reference to the flowchart of FIG. First, when the ignition switch is turned on and power is supplied to the control device 30, the main routine shown in FIG. 4 is started. In step 300, the contents of the data processing memory are initialized.
[0044]
Then, in the next step 310, the inside air temperature Tr detected by the inside air temperature sensor 31, the outside air temperature TAm detected by the outside air temperature sensor 32, the solar radiation amount Ts detected by the solar radiation sensor 33, and the evaporation detected by the post-evaporator sensor 34. The rear temperature Te, the water temperature Tw detected by the water temperature sensor 35, the actual opening TP (Dr) of the first air mix door 17A detected by the potentiometer 36A, and the actual opening of the second air mix door 17B detected by the potentiometer 36B. An environmental condition such as degree TP (PA) is input, and the target temperature Tset (Dr) set by the driver side temperature setter 38A operated by the operation unit 37 is set by the passenger side temperature setter 38B. The set target temperature Tset (PA) and the state of operation switches such as the manual air flow rate changeover switch 40 are input.
[0045]
Then, in the next step 320 which is the target blowing temperature calculation means, Tset (Dr), Tset (PA), Tr, TAm, By substituting Ts and Ts, the target blowing temperature TAO (Dr) of the conditioned air blown to the driver seat Dr side and the target blowing temperature TAO (PA) of the conditioned air blown to the passenger seat PA side are calculated.
[0046]
[Formula 1] TAO (Dr) = Kset × Tset (Dr) −Kr × Tr−KAm × TAm−Ks × Ts + Kd (Dr) × (Tset (Dr) −Tset (PA)) + C
[Formula 2] TAO (PA) = Kset × Tset (PA) −Kr × Tr−KAm × TAm−Ks × Ts + Kd (PA) × (Tset (PA) −Tset (Dr)) + C
Here, Kset, Kr, KAm, Ks, Kd (Dr), and Kd (PA) are gains, and C is a constant for correction.
[0047]
In the next step 330, the blower voltage VF corresponding to the TAO (Dr) and TAO (PA) is searched from the map shown in FIG. 5 stored in advance in the ROM, and the blower voltage VF on the driver's seat Dr side is searched. The blower voltage VF applied to the blower motor 9 is calculated by averaging (Dr) and the blower voltage VF (PA) on the passenger seat PA side (VF = (VF (Dr) + VF (PA)) / 2). In the present embodiment, the blower voltage (VF (Dr) calculated based on TAO (Dr), the blower voltage VF (PA) calculated based on TAO (PA), respectively, is the first in the claims. 2 physical quantities.
[0048]
Also, since the air volume desired by the occupant varies depending on the individual and it is difficult to determine uniformly, in this embodiment, the occupant's preferred air flow is learned at the time of the occupant's manual operation, and mainly the occupant's preference on the driver's seat Dr side. Reflecting this, the air blowing characteristics are different between the driver seat Dr side and the passenger seat PA side. This will be described in detail later.
[0049]
Then, in the next step 340, from the map of FIG. 6 stored in advance in the ROM, the outlet mode on the driver seat Dr side and the blow on the passenger seat PA side corresponding to the above TAO (Dr) and TAO (PA). Determine the exit mode.
[0050]
Here, the FACE (face) mode is a mode in which conditioned air is blown out from the face outlets 193A, 194A, 193B, 194B, and the B / L (bi-level) mode is a face outlet 193A, 194A, 193B, 194B. The FOOT (foot) mode is a mode in which conditioned air is blown from the foot outlets 200A and 200B.
[0051]
Then, in the next step 350, by substituting the Tw, Te, and the TAO (Dr), TAO (PA) read in the above step 310 into the following formulas 3 and 4 previously stored in the ROM, A temporary target opening degree SW (Dr) of the first air mix door 17A and a temporary target opening degree SW (PA) of the second air mix door 17B are calculated.
[0052]
[Formula 3]
SW (Dr) = {(TAO (Dr) −Te) / (Tw−Te)} × 100 (%)
[Formula 4]
SW (PA) = {(TAO (PA) −Te) / (Tw−Te)} × 100 (%)
Then, in the next step 360, the target openings SWD (Dr) and SWD (PA) corresponding to the SW (Dr) and SW (PA) are determined from the map of FIG. 7 (A) stored in advance in the ROM. Search and calculate. The characteristic shown in FIG. 7A is a characteristic for absorbing the non-linearity of the control characteristic of the blown air temperature.
[0053]
In the next step 370, the following formulas 5 and 6 stored in advance in the ROM are changed to TP (Dr) read in step 310, and SWD (Dr) and SWD (PA) calculated in step 360. Is substituted for the final target opening degree SWA (Dr) of the first air mix door 17A and the final target opening degree SWA (PA) of the second air mix door 17B.
[0054]
[Formula 5] SWA (Dr) = SWD (Dr) (%)
[Formula 6]
SWA (PA) = TP (Dr) + SWD (PA) −SWD (Dr) (%)
In step 380, the blower voltage VF calculated in step 330 is rotated by the centrifugal fan 8 connected to the blower motor 9 via the blower motor controller 11 to control the amount of air blown into the vehicle interior. .
[0055]
Then, in the next step 390, the opening degree of the first air mix door 17A is determined based on the map of FIG. 7B stored in advance in the ROM and the deviation (SWA) between the final target opening degree and the actual opening degree. (Dr) −TP (Dr)), and the opening of the second air mix door 17B is determined based on the map shown in FIG. 7B and the deviation between the final target opening and the actual opening ( Based on SWA (PA) -TP (PA)).
[0056]
That is, the air mix doors 17A and 17B are not controlled to stop at the final target opening SWA (Dr) or SWA (PA) exactly, but the deviation is a predetermined value in the negative direction (this embodiment). Then, the dead zone is formed so as to stop when it falls within a range from −4 (%) to a predetermined value in the positive direction (+4 (%) in the present embodiment). By providing the dead zone in this way, even if the air mix doors 17A and 17B are stopped and there is some disturbance (for example, change in solar radiation), and the final target opening degree changes slightly, the air mix The doors 17A and 17B are controlled in a stable state without hunting.
[0057]
Then, in the next step 400, the servo motors 26 to 28 are controlled so that the air outlet mode on the driver seat Dr side and the air outlet mode on the passenger seat PA side take the air outlet mode determined in step 340. . After the processing of step 400, the process returns to step 310 to read various signals again, thereby calculating TAO (Dr) and TAO (PA) in step 320. Hereinafter, the state of the switches read by these TAO and step 310 is calculated. Thus, the air conditioning control on the driver seat Dr side and the passenger seat PA side is repeated in steps 330 to 400.
[0058]
Next, a method for learning the blower voltage characteristic (fan characteristic storage means) will be described in detail with reference to FIGS. FIG. 8 is a control flowchart showing details of the blower voltage VF calculation step 330 (see FIG. 4).
[0059]
In step 331 following step 330, it is determined whether or not the air flow rate is manually set (changed) by the manual air flow rate changeover switch 40 of the operation unit 37. Here, if there is no manual setting, it is determined as NO and the process proceeds to step 332. Since the initial value of F1 is set to F1 = 0 in the initial setting in step 300, NO is determined in step 332 and the process proceeds to step 336.
[0060]
When the air flow rate is F2 = 0 in the automatic control, it is determined as NO in Step 336, and the process proceeds to Step 337A as the air flow amount determining means, and the blower for the target air temperature TAO (Dr) and TAO (PA) shown in FIG. The blower voltage VF is determined according to the voltage characteristic (referred to as the air blowing characteristic in the claims). This blower voltage characteristic indicates the blower voltage VF with respect to the most general person's TAO, and the blower voltage characteristics on the driver's seat Dr side and the passenger seat PA side are stored in the ROM in advance. In the present embodiment, the first and second air blowing characteristics in the claims are formed by the blower voltage characteristics of the driver seat Dr side and the passenger seat side PA, respectively.
[0061]
This blower voltage characteristic is common in the automatic control of the air flow rate, and TAO decreases along the left direction of the horizontal axis. When TAO ≦ T1, the maximum cooling state is established and the blower voltage is VH. This state means that the inside air temperature Tr is considerably higher than the set temperature Tset and is in a rapid cooling state.
[0062]
Next, the blower voltage VF gradually decreases until TAO gradually rises above T1 and the inside air temperature Tr reaches T3 that approaches the set temperature Tset. When T3 ≦ TAO <T5 where the inside air temperature Tr is close to the set temperature Tset, the blower voltage VF becomes VL which is LO. When TAO gradually becomes higher than T5, the blower voltage VF gradually increases.
[0063]
When TAO ≧ T7, VF = VH. This state means that the inside air temperature Tr is considerably lower than the set temperature Tset and is in the maximum heating state. The blower voltage characteristics in this TAO are obtained by dividing the TAO into 8 parts by T1 to T7 in the figure and, for example, seven points (T1, V1), (T2, V2), (T3, Plotted such as the blower voltage V1 with respect to T1. V3), (T4, V4), (T5, V5), (T6, V6), and (T7, V7) are connected to each other, and these seven points are stored in the ROM in advance.
[0064]
Step 337A in FIG. 8 is the most common blower shown in FIG. 5 (the personal preference is not learned) when the battery is connected and the air volume is not manually set after the power of + B is supplied to the microcomputer. According to the voltage characteristics, the blower voltage VF based on TAO (Dr) and TAO (PA) obtained in step 320 (FIG. 4) is calculated, respectively, and the blower voltage VF (Dr) on the driver's seat Dr side and the passenger seat PA side are calculated. The blower voltage VF is calculated by averaging the blower voltage VF (PA) (VF = (VF (Dr) + VF (PA)) / 2). Then, the averaged blower voltage VF is output as a blower voltage VF and applied to the blower motor 9 via the blower motor controller 11 in step 380 (FIG. 4).
[0065]
Next, when the air flow rate is manually set (changed) by the manual air flow rate changeover switch 40, it is determined as Yes in Step 331, and the process proceeds to Step 338. In step 338, the learning request flag F1 and the flag F2 indicating the manual setting state of the air volume are set, and the counter CNT1 for indicating the time after the manual setting is cleared. CNT1 is always incremented by a timer interrupt (not shown) every predetermined time, for example, every 0.1 second.
[0066]
In step 339, the value of TAO (Dr) on the driver's seat Dr side at that time is stored as CTAO, and then the process proceeds to step 336. In step 336, since F2 = 1 is set in step 338, it is determined Yes and the process proceeds to step 337B, where the blower voltage VF is changed to the blower voltage VM set manually. Thereafter, the process proceeds to Steps 340 and 380 (FIG. 4), and the applied voltage of the blower motor 9 is controlled so that the blower voltage VM is set manually.
[0067]
Next, if the passenger is manually setting the air volume when the subroutine 330 is called, the blower voltage VF is controlled in the order of steps 331, 338, 339, 336, 337B, 340, 380 as described above. The subroutine is exited, and the voltage applied to the blower motor 9 is controlled so that the blower voltage VM is set manually. When manual setting is completed, it is determined as NO in Step 331 and the process proceeds to Step 332.
[0068]
In step 332, as described above, since F1 = 1 is set in step 338, it is determined Yes and the process proceeds to step 333. Since CNT1 is cleared to 0 in step 338 and is always incremented every 0.1 seconds as described above, CNT1 <C1 (C1 is a constant immediately after completion of manual setting, and C1 = 50 in this case) ), The determination is NO and the process proceeds to step 336. In step 336, since the manual setting flag F2 = 1 is set in step 338, it is determined as Yes. Thereafter, control is performed in the order of steps 337B, 340, and 380, the subroutine is exited, and the manually set blower voltage VM is obtained. Thus, the applied voltage of the blower motor 9 is controlled. Within 5 seconds after the manual setting is completed, the above-described steps 330, 331, 332, 333, 336, 337B, 340, and 380 are repeatedly executed.
[0069]
Thereafter, when 5 (= 0.1 × 50) seconds or more have elapsed after the completion of the manual setting, CNT1 ≧ C1 (= 50) is established, Yes is determined in step 333, the process proceeds to step 334, the learning request flag F1 is reset, and the air blowing characteristics In step 335 as a changing means, the blower voltage characteristics are changed (learned) according to the manually set state. This change (learning) method will be set in detail later.
[0070]
Next, after controlling in the order of steps 336, 337B, 340, 380, the subroutine is exited.
[0071]
As described above, if the occupant manually sets the blast volume to his / her preferred amount, the blower voltage characteristic at auto is changed to a characteristic that reflects the occupant's preference after the lapse of a predetermined time (here, 5 seconds) after the manual setting is completed. To do.
[0072]
Thereafter, when the occupant operates the AUTO switch 39 of the operation unit 37, the manual setting flag F2 is reset in step 310 (FIG. 4), and the blower voltage VF is controlled automatically with the air flow rate. That is, NO is determined in Step 336, and the blower voltage VF (Dr) on the driver's seat Dr side and the blower voltage VF (PA) on the passenger's seat PA side are averaged (VF = (V) based on the blower voltage characteristics after learning in Step 337A. The blower voltage VF is calculated by VF (Dr) + VF (PA)) / 2). The averaged blower voltage VF is output as a blower voltage VF in step 380 (FIG. 4), and the voltage applied to the blower motor 9 is controlled via the blower motor controller 11.
[0073]
Therefore, every time the occupant changes the air flow rate according to his / her preference, the preference is learned and changed in step 335 and stored. In the automatic operation, the blower voltage VF is calculated from the blower voltage characteristics on the driver seat Dr side and the passenger seat PA side after learning the preference, and the applied voltage of the blower motor 9 is set so that the averaged blower voltage becomes the VF. To control.
[0074]
Here, the reason for learning in step 335 only when a predetermined time has elapsed after the manual setting of the air flow rate is completed, learning when the occupant has manually set, learning when manually setting by mistake, and This is to avoid learning or the like when the occupant likes the fluctuation of the air flow for a short time.
[0075]
Next, the learning method that is the air blowing characteristic changing means in step 335 will be described in detail with reference to FIGS. As described above, the most common blower voltage characteristic is indicated by a solid line in FIG. 5 and a broken line in FIG. 9, and the seven points (T1, V1), (T2, V2), and (T3, V3). , (T4, V4), (T5, V5), (T6, V6), and (T7, V7) are stored on the ROM with the same characteristics by dividing the driver seat Dr side and the passenger seat PA side. Here, after the blower voltage characteristic on the driver's seat Dr side is learned, the blower voltage characteristic on the passenger seat PA side is learned.
[0076]
First, TAO (Dr) on the driver's seat Dr side is divided into eight by T1 to T7, but since TAO (Dr) immediately after completion of manual setting is stored as CTAO in step 339, the value of this CTAO is A case where CTAO ≦ T1, a case where T1 <CTAO <T7, and a case where CTAO ≧ T7 will be described.
[0077]
In the case of CTAO ≦ T1, for example, when CTAO is point A in FIG. 9, if the occupant manually sets the blower voltage to V1 when the blower voltage is automatically controlled to V1, The blower voltage V1 is learned and changed to V1N according to the following formula 7.
[0078]
[Formula 7] V1N = V1 + α (VA−V1)
Here, α is a constant. For example, when α = 0.3, as shown in the figure, about 30% of the passenger's preference is captured by one change, and gradually changed to a blower voltage characteristic that reflects the passenger's preference. .
[0079]
Next, in the case of T1 <CTAO <T7, for example, when CTAO is point B in FIG. 9 where T4 ≦ CTAO <T5, the occupant is in a state where the blower voltage is automatically controlled to V4 (= V5). Is manually set to the blower voltage VB, V4 and V5 are learned and changed to V4N and V5N according to the following equations 8 and 9.
[0080]
[Formula 8]
V4N = V4 + [alpha] (VB-V4) ((T5-CTAO) / (T5-T4))
[Formula 9]
V5N = V5 + α (VB-V5) ((CTAO-T4) / (T5-T4))
That is, the section between C1 and T7 is searched for CTAO. When CTAO at that time is Tn ≦ CTAO <Tn + 1 (n = 1 to 6), two sections corresponding to the section are searched. The blower voltages Vn and Vn + 1 are learned according to the following equations 10 and 11.
[0081]
[Formula 10]
VnN = Vn + α (VB−Vn) ((Tn + 1) −CTAO) / ((Tn + 1) −Tn)
[Formula 11]
Vn + 1N = (Vn + 1) + α (VB− (Vn + 1)) (CTAO−Tn) / ((Tn + 1) −T4)
Next, in the case of CTAO ≧ T7, for example, when CTAO is at point C in FIG. 9, when the occupant manually sets the blower voltage to V7 when the blower voltage is automatically controlled to V7, The blower voltage V7 after manual setting is learned and changed to V7N according to the following equation 12.
[0082]
[Formula 12] V7N = V7 + α (VC−V7)
As described above, every time the occupant manually sets the blower voltage according to his / her preference, the blower voltage after the setting is taken and learned and changed. That is, the contents V1N, V2N, V3N, V4N, V5N, V6N, and V7N that have been changed (learned) into the standby RAM are taken in and updated to values that reflect the passenger's preference and stored. The blower voltage characteristic on the driver's seat Dr side updated by repeating this cycle matches the occupant's individuality.
[0083]
The above is the learning method of the blower voltage characteristic on the driver's seat Dr side. In the blower voltage characteristic on the one side of the passenger seat PA, FIG. 10 (A) to FIG. Learning is performed as shown in FIG. Hereinafter, a method for learning the blower voltage characteristic on the passenger seat PA side will be described.
[0084]
A characteristic indicated by a broken line in FIG. 10A is a blower voltage characteristic a for a general human TAO (Dr) stored in the ROM before learning, and a function graph of VF = F_Or (TAO (Dr)). It expresses by. The characteristic indicated by the solid line in FIG. 10A is a blower voltage characteristic B that is learned and changed by incorporating the blower voltage after manual setting into this blower voltage characteristic A, and VF (Dr) = F_Dr (TAO (TAO ( Dr)).
[0085]
In the present embodiment, a characteristic graph of the blower voltage VF (PA) on the passenger seat PA side is mainly expressed in accordance with the preference on the driver seat Dr side for the passenger seat PA side that is generally not fixed by the passenger. 13 to change learning.
[0086]
[Formula 13]
VF (PA) = F_PA (TAO (PA))
F_PA (TAO (PA)) = p × (F_Dr (TAO (Dr))) + (1-p) × (F_Or (TAO (PA))) where 0.5 <p ≦ 1
Specifically, as shown in FIG. 10B, an operation indicated by a one-dot chain line from a blower voltage characteristic d (F_Or (TAO (PA)) with respect to a general person's TAO (PA) before learning indicated by a broken line. For the blower voltage characteristic b (F_Dr (TAO (Dr)) after learning on the seat Dr side, for example, p is a ratio that is slightly weighted to the TAO (Dr) on the driver seat Dr side at a ratio of p: (1-p). By setting = 0.7, the blower voltage characteristic VF (PA) on the passenger seat PA side can be learned and changed to the characteristic d (F_PA (TAO (PA))) as shown by the solid line. The learning degree of the blower voltage characteristic VF (Dr) on the driver seat side Dr is made larger than the learning degree of the blower voltage characteristic VF (PA) on the passenger seat PA side.
[0087]
Further, for example, if p = 1, the blower voltage characteristic VF (PA) on the passenger seat PA side, as shown in FIG. The same blower voltage characteristic E (F_PA (TAO (PA))) as F_Dr (TAO (Dr)) can be learned and changed.
[0088]
Therefore, the blower voltage characteristic with respect to TAO (PA) on the passenger seat PA side uses the ratio of p: (1-p), and the weight is set to 0.5 <p ≦ 1, so that the blower voltage characteristic on the driver seat Dr side. By approximating to VF (Dr), it is possible to learn the blower voltage characteristic with the learning change corresponding to the manual operation of the driver's seat occupant as much as possible.
[0089]
The blower voltage characteristic on the passenger seat PA side is learned and changed based on the blower voltage characteristic on the driver seat Dr side that is learned and changed each time the airflow rate is manually set by the manual airflow rate changeover switch 40. It is.
[0090]
According to the above embodiment, the blower voltage characteristics on the driver's seat Dr side and the passenger seat PA side are respectively learned and changed according to the change of the air flow rate by one manual air flow rate changeover switch 40. At this time, the driver seat Dr side blower The learning degree of the voltage characteristic and the learning degree of the passenger side PA side blower voltage characteristic are the same, or the learning degree of the driver side Dr side blower voltage characteristic is larger than the learning degree of the passenger side PA side blower voltage characteristic. Have changed learning.
[0091]
As a result, even if the actual blower voltage is determined by averaging both blower voltage characteristics, the amount of air flow into the passenger compartment is mainly taken into account of the learning change corresponding to the change in the driver's seat setting. Or you can make it as much as possible. As a result, it is possible to achieve an air flow rate that suits the preference of the driver's seat occupant having a higher priority than the passenger's seat.
[0092]
Also, since the driver's seat occupant mainly learns the air volume that has been manually changed, the blower voltage characteristics will suit his preference for the driver's seat, and as a result, the occupant will manually operate the air volume. It has the effect that the frequency | count of performing can be reduced.
[0093]
In addition, the driver's preference, which has many opportunities for boarding, was given priority by changing the learning of the blower voltage characteristics of the automatic driving on the passenger seat PA side based on the blower voltage characteristics on the driver's seat Dr side after learning. Automatic control is now possible. In addition, in calculating the blower voltage characteristic on the passenger seat PA side using the above equation 13, the learning change is made so that the passenger seat PA side does not differ significantly from the driver seat Dr side by setting 0.5 <p ≦ 1. it can.
[0094]
(Second Embodiment)
In the first embodiment, since there is no means for distributing the air flow to the driver seat Dr side and the passenger seat PA side, the air volume blown to the driver seat Dr side and the air blown to the passenger seat PA side. This is an air conditioner having substantially the same air volume as the air volume to be produced. Therefore, although the explanation has been made that the setting change of the blower voltage VF is performed by using one manual air blow amount changeover switch 40, the present invention is not limited thereto, and the air conditioner distributes the air blow amount to the driver seat Dr side and the passenger seat PA side. The present invention can be applied to the above, and will be described below.
[0095]
As shown in FIG. 11, an air volume adjusting door 60 as an air distribution means is provided on the upstream side portion of the partition plate 15 in the case 12 of the air conditioning unit. The air volume adjusting door 60 can adjust the air volume blown to the driver seat Dr side and the air volume blown to the passenger seat PA side.
[0096]
Further, in the present embodiment, as shown in FIG. 12, two manual air flow rate changeover switches 40, 41 are provided in the operation unit 37, one switch 40 is set to manual setting on the driver's seat Dr side, and the other switch 41 is set. The dedicated blower voltage characteristics of the passenger seated on the driver's seat PA side and the passenger seated on the passenger seat PA side are shown in the flowcharts of FIGS. It is possible to learn and obtain air volume control that suits the passenger's preference.
[0097]
Of these flowcharts, portions different from those in the first embodiment will be described. First, in step 339A of FIG. 14, the value of TAO (Dr) on the driver's seat Dr side when the occupant manually sets with the manual air flow rate changeover switches 40 and 41 is stored as CTAO (Dr) or on the passenger seat PA side. Whether the value of TAO (PA) is stored is reflected in step 335A.
[0098]
In the air blowing characteristic changing means in step 335A, the blower voltage characteristic on the driver's seat Dr side is learned and changed in accordance with the setting change of the manual air blowing amount switching switch 40 on the driver's seat Dr side, and the manual air blowing amount on the passenger seat PA side. The blower voltage characteristics on the passenger seat PA side are learned and changed according to the setting change of the changeover switch 41. Thereby, the driver's seat occupant and the passenger's seat occupant can independently learn and change the blower voltage characteristics.
[0099]
However, here, in the learning change on the driver's seat Dr side, the learning change is made whenever there is a manual setting change on the driver's seat Dr side. However, if the learning change is made on the passenger seat PA side in the same manner as the driver seat Dr side, Since a large amount of computer memory is required and the processing time becomes longer, the learning change on the passenger seat PA side is performed by changing the number of learnings for storing change data, for example, three times as compared to the driver seat Dr side. Among them, learning is performed only once or the number of data to be taken in is reduced to reduce the memory and processing time. In other words, the learning degree of the passenger seat PA side blower voltage characteristic is made smaller than the learning degree of the driver seat Dr side blower voltage characteristic.
[0100]
Also, since there is only one blower motor 9 here, when either of the manual air flow rate changeover switches 40 and 41 is operated to change the setting of the blower voltage from VF to VM, the air volume at step 330A (see FIG. 13). After calculating the opening degree of the adjusting door 60 and performing output control, the output control of the blower voltage VF in step 380 is performed.
[0101]
That is, in this step 335A, the environmental condition detection means such as the solar radiation amount Ts read in step 310, the target temperature Tset (Dr) set by the driver seat side temperature setter 38A, and the passenger seat side temperature setter 38B. When the target blowout temperature TAO (Dr), TAO (PA) is significantly different between the driver seat Dr side and the passenger seat PA side by the target temperature Tset (PA) set in the The flow rate distribution to the driver seat Dr side and the passenger seat PA side is calculated and output controlled, and the blower voltage VM on the side where manual setting is performed is read and the current blower voltage is applied to the side where manual setting is not performed. When the changed blower voltage is changed to a predetermined voltage difference or more, the air volume distribution is calculated and output controlled by adjusting the opening of the air volume adjusting door 60. This prevents a large change in the air volume on the side where manual setting is not performed.
[0102]
In the present embodiment, two manual air flow rate changeover switches 40 and 41 are provided to separate the switches 40 and 41 from the driver seat Dr side and the passenger seat PA side. However, the driver seat Dr side and the passenger seat are separately provided. A manual air flow rate changeover switch 40 may be shared by providing a PA-side changeover switch (not shown).
[0103]
In the present embodiment, the driver seat Dr side and the passenger seat PA side are learned and changed, but the passenger seat PA side may not be learned.
[0104]
According to the second embodiment described above, the blower voltage characteristics on the driver's seat Dr side and the passenger seat PA side can be independently controlled by the passenger's manual operation on the seat, so the seat is seated on the seat. The air volume control that suits the passenger's preference is obtained.
[0105]
Also, the influence on the side where manual operation is not performed can be suppressed because the degree of influence on the manually set side can be reduced by calculating the output of the air volume adjusting door 60 and controlling the output in step 335A. It will not be damaged.
[0106]
Then, by changing the learning degree of the passenger seat PA side blower voltage characteristic to be smaller than the learning degree of the driver seat Dr side blower voltage characteristic, the learning change according to the setting change of the passenger seat occupant who is not always the same person It is possible to suppress the wasteful control as much as possible, and to reduce the memory and processing time of the computer. Further, by learning and changing the blower voltage characteristic on the driver's seat side, learning can be performed according to the preference of the driver's seat occupant.
[0107]
(Third embodiment)
However, in the second embodiment, in order to learn and change the blower voltage characteristics on the driver's seat Dr side and the passenger seat PA side for each manual setting, the computer in the control device 30 is more than the first embodiment. Large memory and a long processing time, so a large computer is required. Here, in the flowchart of FIG. 14 in the second embodiment, step 335A, which is the blowing amount storage means, may be replaced with step 335 described in the first embodiment and combined.
[0108]
The reason for this is that the passenger on the passenger seat PA side is not always the same person as the driver's seat Dr side, and the passenger is generally not fixed. Thus, it is better to calculate the blower voltage characteristic on the passenger seat PA side based on the blower voltage characteristic on the driver seat Dr side after learning. Thereby, the capacity | capacitance of a computer can be restrained low.
[0109]
(Other embodiments)
In the first embodiment, the blower voltage characteristic on the passenger seat side is a ratio of p: (1−p) with respect to the blower voltage characteristic on the driver seat side, and p is 0.5 <p ≦ 1. By changing the learning by weighting, the learning degree on the driver's seat side is made larger than the learning degree on the passenger seat side or the same learning degree on both seats, but simply the amount of change in the airflow level on the driver's seat side The amount of change may be 50%. According to this, air volume control according to a driver's seat passenger's liking can be performed.
[0110]
Further, in Formulas 7 to 12, by setting (α on the driver's seat side) ≧ (α on the passenger's seat side), the learning degree on the driver's seat side is made larger than the learning degree on the passenger seat side, The same learning degree may be used.
[0111]
Further, the blower voltage VF in step 330 was calculated by averaging VF (Dr) and VF (PA), but calculated as VF = q × VF (Dr) + (1−q) × VF (PA). You may do it. However, 0.5 <q ≦ 1. In other words, the actual blower voltage may be calculated by weighting the driver seat side blower voltage so that the weight of the driver seat side blower voltage is larger than the weight of the passenger seat side blower voltage. In this case, a blower voltage that sufficiently considers the setting change of the driver's seat occupant can be obtained regardless of the magnitude relationship between the learning levels of the driver's seat and the passenger's seat.
[0112]
In the second and third embodiments, an air volume adjusting door 60 is provided in one blower motor 9 so that the air volume can be adjusted between the air volume blown to the priority seat side and the air volume blown to the non-priority seat side. However, two blower motors 9 may be provided without using the air volume adjusting door 60 to blow different air volumes.
[0113]
Further, in the second and third embodiments, the explanation has been made so that the blower voltage characteristics on the driver's seat Dr side and the passenger seat PA side are learned and the respective blower voltage characteristics are learned. It may have only one characteristic. Further, the air volume adjusting door 60 may not be provided.
[0114]
In each of the above embodiments, the first air-conditioning zone of the present invention is the driver's seat Dr side space in the vehicle interior and the second air-conditioning zone is the passenger seat PA-side space. The seat side space and the second air conditioning zone may be the rear seat side space.
[0115]
In addition, the blower voltage characteristics on the passenger seat PA side or front seat side are weighted on the driver seat Dr side or rear seat side, but a changeover switch (not shown) is provided to select the priority seat by reversing the master-slave relationship. You may be able to do it. Thus, either one can be selected according to the use of the occupant, and a blower voltage characteristic based on the priority seat side blower voltage characteristic on the non-priority seat side is obtained.
[0116]
The content learned is IG. Although the standby RAM is used for storing data even when it is off, a non-volatile memory may be used instead of the standby RAM. In this case as well, IG. When the power is off, the learned content is saved even if the power supply from the battery is stopped.
[0117]
In addition, although the air flow rate is set by a manual operation using the manual air flow rate changeover switches 40 and 41, the air flow rate may be set by an occupant's voice detected by voice detection means such as a microphone.
[0118]
Moreover, although the target blowing temperature is divided into eight points at seven points, it may be further finely divided (for example, 200 divisions) or roughly divided (for example, four divisions).
[0119]
Further, the TAO is divided in the entire temperature range, and learning is performed for all the blower voltages corresponding to the TAO to change the blower voltage characteristics. However, the learning may be performed only in a part of the temperature range.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of an air volume control system in a first embodiment of the present invention.
FIG. 2 is a configuration diagram showing the overall configuration of the vehicle air conditioner in the first embodiment.
FIG. 3 is a configuration diagram showing input / output signals of the control device according to the first embodiment;
FIG. 4 is a control flowchart showing control means of the control device in the first embodiment.
FIG. 5 is a characteristic diagram showing air blowing characteristics stored in the control device according to the first embodiment.
FIG. 6 is a characteristic diagram showing the outlet mode stored in the control device according to the first embodiment.
7A is a characteristic diagram showing a target opening characteristic of an air mix door in the first embodiment, and FIG. 7B is a characteristic chart showing a characteristic of a servo motor.
FIG. 8 is a control flowchart showing details of step 330 in FIG. 4;
FIG. 9 is a characteristic diagram showing the air blowing characteristics after the change (learning) of the air blowing characteristic changing means in the first embodiment.
FIGS. 10A and 10B are characteristic diagrams showing the air blowing characteristics on the driver's seat side after learning change of the air blowing characteristic changing means in the first embodiment, and FIG. 10B is 0.5 <p of the air blowing characteristic changing means. FIG. 5C is a characteristic diagram showing the blowing characteristics on the passenger seat side after learning change when ≦ 1, and (C) is a characteristic diagram showing the blowing characteristics on the passenger seat side after learning change when p = 1 of the blowing characteristic changing means. .
FIG. 11 is a configuration diagram showing an overall configuration of a vehicle air conditioner according to a second embodiment.
FIG. 12 is a configuration diagram showing input / output signals of a control device according to second and third embodiments.
FIG. 13 is a control flowchart showing control means of the control device in the second and third embodiments.
FIG. 14 is a control flowchart showing details of step 330 in FIG. 13;
[Explanation of symbols]
7 ... Blower
11. Blower motor controller (drive means)
40, 41 ... Manual air flow rate changeover switch (air flow rate setting means)
335... Blast characteristic storage means, blast characteristic change means
337A ... Air flow rate determining means

Claims (4)

Cabin of mutually adjacent first and second one of the blower for blowing the conditioned air to the air conditioning zone (7),
As a blowing characteristic of the blower (7), a blowing characteristic storage means (335) storing first and second blowing characteristics representing the first and second blowing amounts respectively corresponding to the air conditioning states of the first and second air conditioning zones. ) And
One of the air volume setting means for occupants of the first air conditioning zone sets the air volume of the blower (7) as the primary (40),
When the airflow rate is manually changed by the airflow rate setting means (40), the first airflow characteristic (b) of the first air conditioning zone is changed according to the amount of the airflow rate manually changed. And memorize it as the first ventilation characteristics (b) learned
An amount reflecting the learned first air blowing characteristic (b) of the first air-conditioning zone by a predetermined ratio (p) and the second air blowing characteristic (c, (b)) are set to the remaining ratio (1- p) The amount obtained by adding the amount reflected is stored as the second air blowing characteristic (d) learned when the air blowing amount is manually changed by the air blowing amount setting means (40).
The predetermined ratio (p) is set to a value larger than 0.5 and smaller than 1 so that a learning degree that is a characteristic change amount of the first air blowing characteristic is larger than a learning degree of the second air blowing characteristic. A ventilation characteristic changing means (335) for learning and changing the first and second ventilation characteristics;
First and second blower voltages relating to the blower amount of the blower (7) are determined based on the first and second blower characteristics stored in the blower characteristic storage means (335), respectively. An air volume determining means (337A) for determining the air volume of the blower (7) by averaging the blower voltage ;
A vehicle air conditioner comprising driving means (11) for controlling driving of the blower (7) based on output signals of the blower volume determining means (337A) and the blower volume setting means (40). apparatus. The first and second air conditioning zones correspond to a driver's seat side air conditioning zone and a passenger seat side air conditioning zone, respectively,
The blower characteristic storage means (335), as the blower characteristic of the blower (7), the first and second blower voltages respectively corresponding to the target blowing temperatures of the zones representing the air-conditioning state of the first and second air-conditioning zones. The vehicle air conditioner according to claim 2, wherein the first and second air blowing characteristics representing the above are stored . In the case where the control of the air flow is an automatic operation before changing the manual setting, the first and second corresponding to a general person according to the air conditioning state of the first and second air conditioning zones based on the first and second air blowing characteristics. Determining the first and second blower voltages representing the blast volume of
The blowing amount determining means (337A) determines the blowing amount of the blower (7) during the automatic operation by averaging the first and second blower voltages.
The air conditioning system for vehicles according to claim 1 or 2, wherein the driving means (11) controls the driving of the blower (7) based on an output signal of the air flow rate determining means (337A). apparatus. When the airflow rate is manually changed by the airflow rate setting means (40), the airflow rate is manually changed for the blower voltage characteristic (I) that is the first airflow characteristic of the first air conditioning zone. It memorizes as a blower voltage characteristic (b) that is the first air blowing characteristic that is learned by changing according to the amount,
An amount obtained by multiplying the blower voltage characteristic (b), which is the first air blowing characteristic learned in the first air-conditioning zone, by a coefficient (p) representing a predetermined ratio, and the second air blowing corresponding to the general person The blower voltage characteristic (d) consisting of an amount obtained by adding the remaining ratio (1-p) to the blower voltage characteristic (ha (i)), which is the characteristic, was stored as the learned second blowing characteristic. The vehicle air conditioner according to claim 3 .

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