JP4453194B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a vehicle air conditioner capable of automatically controlling a blowing mode.
[0002]
[Prior art]
Conventionally, when the engine of a vehicle is started in winter, the temperature of the hot water flowing through the heater core (heating heat exchanger) of the vehicle air conditioner is low, so that the vehicle interior cannot be sufficiently heated. For this reason, the warm water temperature gradually rises after the engine is started, and when the temperature rises to a warm water temperature (for example, 35 ° C.) at which the passenger can feel a sense of heating, the blower is started. And if warm water temperature rises further, according to warm water temperature, the ventilation volume of conditioned air will be determined. Thus, the air conditioning control in the process in which the temperature of the air-conditioning air blows up after the start of heating is called warm-up control.
[0003]
For the purpose of improving the feeling of heating during the warm-up control described above, Japanese Patent Application Laid-Open No. 11-157324 proposes a vehicle air conditioner that automatically controls the blowing mode as follows.
[0004]
That is, at the time of the warm-up control, since the temperature of the conditioned air is very low at the initial stage of the control, when the conditioned air is blown toward the upper body of the occupant, it feels cold. Therefore, in the above-described conventional device, at the initial stage of the warm-up control, the foot mode in which the conditioned air is not blown toward the upper body of the occupant is set, and then the blowing mode is switched to the bi-level mode as the air-conditioning air blowing temperature rises. Therefore, the passenger's hand is warmed as soon as possible.
[0005]
When the air-conditioning air blowing temperature further rises, the hot air blowing from the face outlet to the upper side of the vehicle interior is stopped by switching from the bi-level mode to the foot mode again.
[0006]
[Problems to be solved by the invention]
However, if the bi-level mode is employed during warm-up control, since hot air is blown out from the face outlet to the upper side of the vehicle interior, discomfort due to the hot feeling of the occupant's face tends to occur. Therefore, in the above conventional apparatus, the timing for switching the blowing mode from the bi-level mode to the foot mode again is set to the environment such as the amount of solar radiation, the inside temperature, the outside temperature, etc. in addition to the hot water temperature correlated with the blowing temperature of the air conditioning wind. By making decisions in consideration of the conditions as well, discomfort caused by a hot feeling is suppressed.
[0007]
However, according to the inventor's experimental study, the environmental condition is information that indirectly represents the occupant's warmth, so the timing for switching from the bi-level mode to the foot mode is determined based on the detection result of the environmental condition. Then, the switching time may not match the occupant's feeling of warmth, which may worsen the air conditioning feeling.
[0008]
For example, even if the amount of solar radiation detected by the solar radiation sensor is the same, when the solar radiation reaches the occupant directly and when the solar radiation does not reach the occupant directly, Switching the blowing mode when the amount of solar radiation detected by the solar radiation sensor reaches the specified level may cause the passenger to feel hot or cold depending on whether there is direct solar radiation reaching the passenger, resulting in poor air conditioning feeling. Invite.
[0009]
In view of the above points, an object of the present invention is to enable switching from the upper body blowing mode to the lower body blowing mode, such as the bi-level mode, at a time more suitable for the sensation of the passenger.
[0010]
[Means for Solving the Problems]
  In order to achieve the above object, according to the first aspect of the present invention, as the blowing mode into the vehicle interior, the upper body blowing mode for blowing the conditioned air toward at least the occupant upper body and the blowing of the conditioned air to the occupant upper body are blocked. In the vehicle air conditioner capable of automatically switching between the lower body blowing mode for blowing air conditioned air toward at least the passenger's lower body,
  Temperature detection means (39) for detecting the occupant surface temperature, and blowing mode switching means (S94) for inputting the detection signal of the temperature detection means (39) and switching between the two blowing modes based on the occupant surface temperature.e,
  During warm-up control, which is the process in which the temperature of the air-conditioning wind rises after heating in the passenger compartment, when the passenger surface temperature is lower than the predetermined temperature (Tir2), the upper body blowing mode is selected and the passenger surface temperature is set to the predetermined temperature ( When Tir2) is higher, lower body blowing mode is selectedIt is characterized by that.
[0011]
By the way, the occupant surface temperature is highly correlated with the sensation of the occupant, which corresponds well to the presence or absence of direct solar radiation to the occupant. In the first aspect of the invention, focusing on this point, the upper body blowing mode and the lower body blowing mode are switched based on the occupant surface temperature, so the both blowing modes are set at an appropriate time corresponding to the sensation of the occupant. Can be switched.
[0013]
  In addition, according to the first aspect of the present invention, when the passenger surface temperature is lower than the predetermined temperature (Tir2) during warm-up control, which is a process in which the temperature of the air-conditioned air rises after starting heating of the passenger compartment, the upper body blowing mode is set. The passenger surface temperature is lowHeating promotion effect on the upper body side by heating the hands etc. quickly by the upper body blowing mode at the start of heatingTheSecureit can.
  On the other hand, when the occupant surface temperature becomes higher than the predetermined temperature (Tir2) during the warm-up control, the lower body blowing mode is selected, so that hot air blowing to the occupant upper body side can be stopped. For this reason, when heating of the passenger compartment proceeds and the passenger surface temperature rises, Feeling of fire due to upper body blowing mode (deterioration of heating feeling)ButOccurrenceSure to doAvoidanceit can.
[0014]
  Claim2In the invention described inIn the vehicle air conditioner according to claim 1,During warm-up control, when the temperature (Tw) related to the air-conditioning air blowing temperature is lower than the predetermined temperature (Two), the lower body blowing mode is selected, and during warm-up control, the temperature related to the air-conditioning air blowing temperature. When (Tw) becomes higher than a predetermined temperature (Two), the two blowing modes are switched based on the passenger surface temperature.
[0015]
As a result, at the beginning of warm-up control when the air-conditioning air blowing temperature is low, the lower body blowing mode is always selected to block the air-conditioning air blowing to the passenger's upper body. A feeling can be prevented.
[0016]
  Claim3In the invention described in the above, as the blowing mode into the passenger compartment, the upper body blowing mode for blowing the conditioned air toward at least the occupant upper body and the blowing of the conditioned air to the occupant upper body are blocked, and the conditioned air is directed toward at least the lower body of the occupant In the vehicle air conditioner that can automatically switch between the lower body blowing mode to blow out,
  A first blowing mode switching means (S91) for switching a plurality of blowing modes including at least the two blowing modes according to air conditioning conditions, a temperature detecting means (39) for detecting an occupant surface temperature, and a temperature detecting means (39). A detection signal is input, and a second blowing mode switching means (S94) for switching the both blowing modes based on the passenger surface temperature,
  The first blow mode switching means (S91) is used to switch a plurality of blow modes when the air-conditioning is steady, and the second blow mode switching means is used during warm-up control in which the air-conditioning air blow temperature rises after the start of heating in the passenger compartment. Switching between the two blowing modes in (S94) is performed.
[0017]
Thus, while the air-conditioning is steady, the plurality of blowing modes are switched according to predetermined air-conditioning conditions, and during the warm-up control, the upper body blowing mode and the lower body blowing mode are appropriately adapted to the occupant's temperature feeling according to the occupant surface temperature. Can be switched automatically.
[0018]
  Claim4In the invention described in the above, as the blowing mode into the vehicle interior, the upper body blowing mode for blowing the conditioned air toward at least the occupant upper body and the blowing of the conditioned air to the occupant upper body are blocked, and the conditioned air is directed toward at least the lower body of the occupant. In the vehicle air conditioner that can automatically switch between the lower body blowing mode to blow out,
  A calculation means (S4) for calculating a target blowing temperature (Tao) of the conditioned air blown into the passenger compartment, and a first blowing mode switching for switching a plurality of blowing modes including at least the both blowing modes based on the target blowing temperature (Tao). Means (S91), temperature detection means (39) for detecting the occupant surface temperature, and detection signals from the temperature detection means (39) are input, and the second blowing mode switching for switching the both blowing modes based on the occupant surface temperature. Means (S94), and determination means (S92) for determining the time of warm-up control, which is a process in which the temperature of the air-conditioning wind rises after the start of heating in the passenger compartment,
  When the determination unit (S92) determines that the warm-up control is being performed, the second blowing mode switching unit (S94) switches between the two blowing modes based on the passenger surface temperature, and the determination unit (S92) warms up. When the control time is not determined, a plurality of blowing modes are switched based on the target blowing temperature (Tao) by the first blowing mode switching means (S91).
[0019]
As a result, when the warm-up control is not being performed, a plurality of blowing modes are switched based on the target blowing temperature (Tao), while the warm-up control appropriately responds to the occupant's temperature sensation according to the occupant surface temperature. The blowing mode and the lower body blowing mode can be automatically switched.
[0020]
  Claim5Like the invention described inThe vehicle air conditioner according to claim 4,When the target blowing temperature (Tao) is higher than the predetermined temperature (Tao5), it can be determined that the warm-up control is being performed.
[0021]
  Claim6In the invention described in claimThe vehicle air conditioner according to any one of 3 to 5In the warm-up control, when the temperature (Tw) related to the temperature of the conditioned air is lower than the predetermined temperature (Two), the lower body blowing mode is selected, and in the warm-up control, the temperature is related to the temperature of the conditioned air. When the temperature (Tw) to be operated is higher than a predetermined temperature (Two), the two blowing modes are switched based on the passenger surface temperature.
[0022]
  As a result, the claimThe vehicle air conditioner according to any one of 3 to 5In the claim2In the same way as before, it is possible to prevent a cold feeling caused by blowing low-temperature air-conditioning air to the upper body of the occupant in the early stage of warm-up control.
[0023]
  Claim7Like the invention described inThe vehicle air conditioner according to any one of claims 1 to 6,Specifically, the upper body blowing mode can be set to a bi-level mode in which conditioned air is blown out from both the face outlet (12) and the foot outlet (13).
[0024]
  Claim8Like the invention described inThe vehicle air conditioner according to any one of claims 1 to 6,Specifically, the upper body blowing mode may be a multi-blowing mode in which conditioned air is blown into the vehicle compartment simultaneously from the face outlet (12), the foot outlet (13), and the defroster outlet (11).
[0025]
According to this, it is possible to simultaneously exhibit the anti-fogging effect of the window glass during the warm-up control.
[0026]
  Claim9Like the invention described inThe vehicle air conditioner according to any one of claims 1 to 8,Specifically, the lower body blowing mode is a foot mode in which conditioned air is blown into the vehicle compartment from at least the foot outlet (13).
[0027]
  Claim10Like the invention described inThe vehicle air conditioner according to claim 2 or 6,A heating heat exchanger (27) that heats the conditioned air using hot water as a heat source may be provided, and the temperature of the hot water may be detected as a temperature related to the blowing temperature of the conditioned air.
[0028]
  Claim11Like the invention described inThe vehicle air conditioner according to any one of claims 1 to 10,Specifically, the temperature detection means (39) is a non-contact infrared sensor that mainly detects the surface temperature of the upper body of the passenger.
[0029]
According to this, the occupant surface temperature can be detected without giving the occupant a sense of complexity by using the non-contact infrared sensor. Further, since the occupant's thermal sensation is sensitive on the upper body side, by detecting the surface temperature of the occupant's upper body, it is possible to switch the blowing mode further adapted to the occupant's thermal sensation.
[0030]
In addition, the code | symbol in the parenthesis attached | subjected to each said means shows the correspondence with the specific means of embodiment description later mentioned.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
1 to 8 show a first embodiment of the present invention, and FIG. 1 is a diagram showing a schematic configuration of the entire vehicle air conditioner.
[0032]
The vehicle air conditioner 1 includes a case 2 that forms an air passage through which air flows toward the vehicle interior, a blower 3 that generates an air flow toward the vehicle interior in the case 2, and an evaporation that cools the air flowing in the case 2. And a control device 6 for controlling each air conditioner.
[0033]
The case 2 is disposed on the inner side of the instrument panel on the front side in the passenger compartment. Two inlets, an inside air introduction port 7 and an outside air introduction port 8, are provided on the upstream side of the case 2. An inside / outside air switching door 9 is rotatably disposed inside the inside air introduction port 7 and the outside air introduction port 8. The inside / outside air switching door 9 is driven by a servo motor 10. The inside / outside air switching mode 9 introduces vehicle interior air (inside air) from the inside air introduction port 7, and outside air introduction introduces vehicle interior outside air (outside air) from the outside air introduction port 8. Switch between modes.
[0034]
On the downstream side of the case 2, a defrost outlet 11 for blowing the conditioned air toward the window glass (mainly the windshield) of the vehicle, a face outlet 12 for blowing the conditioned air toward the passenger's upper body, and the occupant There are provided three types of air outlets, a foot air outlet 13 for blowing air-conditioned air toward the lower body.
[0035]
A defrost door 14, a face door 15, and a foot door 16 are rotatably disposed upstream of the air outlets 11 to 13. The defrost door 14, the face door 15, and the foot door 16 are driven by a common servo motor 17 through a link mechanism (not shown).
[0036]
The rotation speed of the blower 3 is controlled by a blower motor 21 whose applied voltage is controlled by the blower drive circuit 20, and the blower 3 sucks air from the inside air introduction port 7 or the outside air introduction port 8 and blows it into the vehicle interior via the case 2. .
[0037]
The evaporator 4 is disposed in the case 2 on the downstream side of the blower 3 and is a cooling heat exchanger that cools the air sent by the blower 3 and is one of the elements constituting the refrigeration cycle 22.
[0038]
The refrigeration cycle 22 is a well-known one that is formed so that the refrigerant circulates from the compressor 23 to the evaporator 4 via the condenser 24, the receiver 25, and the expansion valve 26. The compressor 23 is rotationally driven by the rotational power of a vehicle engine (not shown) being transmitted through an electromagnetic clutch 23a.
[0039]
The refrigeration cycle 22 obtains an air cooling function by the evaporator 4 when the compressor 23 is activated (on), and the air cooling function by the evaporator 4 is stopped when the compressor 23 is deactivated (off).
[0040]
The blow-out temperature adjusting device 5 includes a heater core 27 and an air mix door 28 in this example. The heater core 27 is a heating heat exchanger that heats air using vehicle engine cooling water (hereinafter referred to as hot water) as a heat source, and is disposed on the downstream side of the air flow of the evaporator 4 to heat the cold air that has passed through the evaporator 4. To do.
[0041]
The air mix door 28 is rotatably arranged on the upstream side of the air flow of the heater core 27, and the air amount (warm air amount) passing through the heater core 27 and the heater core 27 are adjusted according to the opening set by the servo motor 29. The air amount (cold air amount) that bypasses and passes through the bypass passage 30 is adjusted.
[0042]
The control device 6 includes a CPU 31, a ROM 32, a RAM 33, and the like. The control device 6 stores in advance a control program for air conditioning control in the passenger compartment in the ROM 32, and performs various calculations and processes based on the control program. I do.
[0043]
The servo motors 10, 29, 17 and the blower drive circuit 20 are connected to the output side of the control device 6, and the rotational speed of the blower motor 21 is controlled by the blower drive circuit 20. The servo motor 29 is provided with an air mix door opening sensor 34 that detects the opening θ of the air mix door 28, and this sensor 34 is connected to the input side of the control device 6.
[0044]
Further, the electromagnetic clutch 23a of the compressor 23 is connected to the output side of the control device 6 via the compressor drive circuit 23b, and the electromagnetic clutch 23a is brought into a connected state by energizing the coil of the electromagnetic clutch 23a. Thereby, the rotational force of the engine is transmitted to the compressor 23, and the compressor 23 is rotationally driven.
[0045]
On the input side of the control device 6, an inside / outside air changeover switch 36, a temperature setting switch 37, and a defrost mode setting switch installed in an air conditioning operation panel 50 provided in an instrument panel (not shown) in front of the driver's seat in the passenger compartment. 38 etc. are connected. Further, a non-contact temperature sensor 39, an outside air sensor 40, a water temperature sensor 41, a solar radiation sensor 42 and an evaporator temperature sensor 43 are connected to the input side of the control device 6.
[0046]
The non-contact temperature sensor 39 detects the surface temperature Tir of the passenger in the vehicle interior (specifically, the driver) in a non-contact manner and inputs it to the control device 6. The non-contact temperature sensor 39 is specifically composed of an infrared sensor, and is disposed, for example, in the air conditioning operation panel 50 located in the instrument panel in front of the driver's seat or in the vicinity thereof. This infrared sensor is a non-contact detection of the change in the amount of infrared rays accompanying the change in the passenger's surface temperature, mainly the surface temperature of the upper body of the passenger, and a thermopile detection that produces an electromotive force change corresponding to the change in the infrared amount. An element is used.
[0047]
The non-contact temperature sensor 39 directly detects the occupant surface temperature, but the occupant surface temperature is influenced by the internal air temperature in the passenger compartment, and is therefore information including changes in the internal air temperature. Can do. Therefore, in this example, the inside air temperature sensor is omitted.
[0048]
The outside air temperature sensor 40 detects the outside temperature of the passenger compartment and inputs an outside air temperature signal Tam corresponding to the detected temperature to the control device 6. The water temperature sensor 41 and the evaporator temperature sensor 43 detect the temperature of the hot water and the temperature of the blown air from the evaporator 4, and input the water temperature signal Tw and the evaporator temperature signal Te corresponding to the detected temperatures to the control device 6. The solar radiation sensor 42 detects the amount of solar radiation incident on the passenger compartment, detects a solar radiation amount signal Ts corresponding to the detected amount of solar radiation, and inputs it to the control device 6.
[0049]
Next, the operation of the first embodiment in the above configuration will be described with reference to the flowchart of FIG.
[0050]
When the power is turned on, the control device 6 starts a control program, and performs calculations and processing according to the flowchart of FIG.
[0051]
First, in step S1, various timers and control flags are initialized. Next, in step S 2, the set temperature signal Tset is read from the temperature setting switch 37 and stored in the RAM 33.
[0052]
Subsequently, in step S3, input signals are read from various sensors in order to detect a vehicle environment state that affects the air conditioning state of the passenger compartment. That is, the passenger surface temperature signal Tir from the non-contact temperature sensor 39, the outside air temperature signal Tam from the outside air temperature sensor 40, the water temperature signal Tw from the water temperature sensor 41, the solar radiation amount signal Ts from the solar radiation sensor 42, and the evaporator temperature sensor 43. Is read from the evaporator temperature signal Te and stored in the RAM 33.
[0053]
Next, the target blowing temperature Tao of the air blown into the vehicle interior is calculated based on the following formula 1 in step S4. This target blowing temperature Tao is a target temperature necessary for maintaining the passenger compartment temperature at the set temperature Tset regardless of changes in the vehicle environmental conditions (air conditioning heat load conditions).
[0054]
[Expression 1]
Tao = Kset / Tset / Kir / Tir-Kam / Tam-Ks / Ts + C
Where Kset is a temperature setting gain, Tset is a setting temperature signal of the temperature setting switch 37, Kir is an occupant surface temperature gain, Tir is an occupant surface temperature signal of the non-contact temperature sensor 39, Kam is an outside air temperature gain, and Tam is an outside air temperature sensor. 40 is an outside air temperature signal, Ks is a solar radiation gain, Ts is a solar radiation signal of the solar sensor 42, and C is a correction constant.
[0055]
Subsequently, in step S5, the air volume of the blower 3 is set based on the above-described target blowing temperature Tao and the like. Specifically, the blower voltage BLW to be applied to the blower motor 21 via the blower drive circuit 20 is determined. A specific method for determining the blower voltage BLW will be described later.
[0056]
Next, in step S6, the target opening .theta.0 of the air mix door 28 is calculated by the following equation 2.
[0057]
[Expression 2]
θ0 = {(Tao−Te) / (Tw−Te)} × 100 (%)
Te is an evaporator temperature signal of the evaporator temperature sensor 43, and Tw is a water temperature signal of the water temperature sensor 41.
[0058]
Next, in step S7, based on the target blowing temperature Tao, an inside air circulation mode for introducing vehicle interior air (inside air) from the inside air introduction port 7 is performed, or vehicle compartment outside air (outside air) is introduced from the outside air introduction port 8. Decide whether to use the outside air introduction mode.
[0059]
Specifically, in a region where the target blowout temperature Tao is equal to or lower than a predetermined temperature (maximum cooling region), an inside air circulation mode in which the inside air introduction port 7 is fully opened and the outside air introduction port 8 is fully closed by the inside / outside air switching door 9 is selected. When the target blowing temperature Tao becomes higher than the predetermined temperature, the outside air circulation mode is selected in which the outside air introduction port 8 is fully opened and the inside air introduction port 7 is fully closed by the inside / outside air switching door 9.
[0060]
In addition, you may set the internal / external air combined mode which introduces internal air and external air simultaneously between internal air circulation mode and external air circulation mode.
[0061]
Next, in step S8, the intermittent control of the operation of the compressor 23 is determined by turning on / off the coil of the electromagnetic clutch 23a. Specifically, the target temperature TEO of the evaporator temperature is compared with the actual evaporator temperature Te, and when Te is higher than TEO, the electromagnetic clutch 23a is energized and the compressor 23 is operated. On the other hand, when Te becomes lower than TEO, the energization of the electromagnetic clutch 23a is turned off to stop the operation of the compressor 23. By such intermittent control of compressor operation, the actual evaporator temperature Te is maintained at the target temperature TEO.
[0062]
Subsequently, in step S9, the blowing mode is determined. A specific example of the blowing mode determination will be described later with reference to FIG. In step S10, the control signal determined in steps S5 to S9 is output to the blower drive circuit 20, the servo motors 10, 17, 29, the compressor drive circuit 23b, etc., and the blower 3, the inside / outside air switching door 9, The operation of the blowout mode doors 14 to 16, the air mix door 28 and the compressor 23 is controlled.
[0063]
In the next step S11, it is determined whether or not the control cycle time τ has elapsed since the execution of the process of step S10. If the determination result is NO, the control cycle time τ is awaited. If the determination result is YES, the process returns to step S2, and the above calculation and process are repeated. The operation of the vehicle air conditioner 1 is automatically controlled by repeating such calculation and processing.
[0064]
Next, a specific example of the blowing mode determination in step S9 will be described in detail with reference to FIG. 3. In step S91, the blowing mode at the time of steady air conditioning is calculated based on the target blowing temperature Tao as shown in FIG. FIG. 4 is a characteristic chart (control map) for determining the blowing mode stored in advance in the ROM 32. In this example, the blowing mode is changed from the face (FACE) mode to the bilevel (B / B) as the target blowing temperature Tao increases. L) mode → foot (FOOT) mode is automatically switched sequentially.
[0065]
In FIG. 4, Tao0 is, for example, 25 ° C., Tao1 is, for example, 30 ° C., Tao2 is, for example, 35 ° C., and Tao3 is, for example, 40 ° C.
[0066]
Here, in the face mode, the face air outlet 12 is opened by the face door 15, the foot air outlet 13 is closed by the foot door 16, and the defrost air outlet 11 is closed by the defrost door 14. As a result, the conditioned air is blown out only from the face outlet 12 toward the passenger's upper body side in the passenger compartment.
[0067]
In the bi-level mode (upper body mode), the face air outlet 12 is opened by the face door 15, the foot air outlet 13 is opened by the foot door 16, and the defrost air outlet 11 is closed by the defrost door 14. Accordingly, the conditioned air is simultaneously blown out from both the face air outlet 12 and the foot air outlet 13 toward the occupant upper body side and the occupant lower body side in the passenger compartment.
[0068]
In the foot mode (lower body mode), the face air outlet 12 is closed by the face door 15, the foot air outlet 13 is fully opened by the foot door 16, and the defrost air outlet 11 is opened by a small opening by the defrost door 14. Thereby, the blowing of the conditioned air from the face air outlet 12 to the occupant upper body side is blocked, and the conditioned air is mainly blown from the foot air outlet 13 to the occupant lower body side of the passenger compartment, and at the same time, a small amount of air conditioner is discharged from the defrost air outlet 11. The wind blows out to the inner side of the window glass inside the passenger compartment.
[0069]
In the next step S92, it is determined whether or not the air conditioning operation condition is a warm-up control condition. In this example, the determination of the warm-up control condition is performed based on the target outlet temperature Tao as shown in FIG. FIG. 5 is a characteristic chart (control map) for determining the blowing mode stored in advance in the ROM 32. Tao is an environmental condition (conditions with a high heating heat load) such as when heating is started at a low outdoor temperature in winter. Calculated as a temperature higher than the predetermined temperature Tao5. And after heating start, time passes and vehicle interior temperature rises, If the passenger | crew surface temperature Tir detected by the non-contact temperature sensor 39 rises, the value of Tao will fall gradually.
[0070]
Paying attention to the fact that the value of Tao tends to decrease with the lapse of time after heating start in this way, in step S92, when Tao is higher than the predetermined temperature Tao5, it is determined that the warm-up control condition is satisfied, and Tao is When the temperature is lower than the predetermined temperature Tao4 (Tao4 <Tao5), it is determined that the warm-up control condition is not satisfied, that is, the steady state. When the air conditioning is steady, the blowing mode calculated in step S91 is finally determined as it is. In addition, Tao4 is 25 degreeC, for example, Tao5 is 30 degreeC, for example.
[0071]
Then, during the warm-up control, it is determined in the next step S93 whether the water temperature Tw is equal to or higher than a predetermined temperature Two (for example, 60 ° C.). Since the temperature of the air-conditioning air is low at the initial stage of the warm-up control, if the air-conditioning air is blown from the face outlet 12 toward the passenger's upper body side, the air-conditioning feeling is deteriorated by hitting the passenger with the low-temperature air-conditioning air. Therefore, in step S93, it is determined based on the water temperature Tw whether or not this is the case when the temperature of the conditioned air at the initial stage of the warm-up control is low.
[0072]
Specifically, when the water temperature Tw is lower than the predetermined temperature Two, it is determined that it corresponds to the initial stage of the warm-up control, and the blowing mode calculated in step S91 is finally determined as it is. Under the condition that the water temperature Tw is lower than the predetermined temperature Two, the target blowing temperature Tao is higher than the predetermined temperature Tao3 in FIG. 4, so the foot mode is selected, and the air conditioning feeling is deteriorated due to the cold air blowing from the face outlet 12. To avoid.
[0073]
On the other hand, when the water temperature Tw is equal to or higher than the predetermined temperature Two, the process proceeds to step S94, and the blowing mode is determined based on the occupant surface temperature Tir. That is, in step S94, when the passenger surface temperature Tir is lower than the predetermined temperature Tir2, the bi-level (B / L) mode is selected, and when the passenger surface temperature Tir becomes higher than the predetermined temperature Tir2, the foot mode is selected. The predetermined temperature Tir2 is, for example, 20 ° C., and the predetermined temperature Tir1 is, for example, 15 ° C.
[0074]
Thus, the occupant surface temperature Tir detected by the non-contact sensor 39 is used alone, and the bilevel mode (upper body blowing mode) and the foot mode (lower body blowing mode) in the warm-up control condition depending on the level of the occupant surface temperature Tir. ), The following advantages are practically available.
[0075]
First, the occupant surface temperature Tir is highly correlated with the occupant's thermal sensation, so switching between the bi-level mode and foot mode under warm-up control conditions at an appropriate time that is well suited to the occupant's thermal sensation. It can be performed.
[0076]
That is, when the occupant surface temperature Tir is lower than the predetermined temperature Tir2, the occupant has not yet enjoyed a sufficient feeling of heating and is in a cool state. For this reason, the warm air blowing from the face outlet 12 in the bi-level mode can be executed to quickly warm the driver's hand and the like, and the heating feeling can be improved.
[0077]
When the occupant surface temperature Tir becomes higher than the predetermined temperature Tir2, a warm feeling (heat) due to the hot air blown out from the face outlet 12 is felt. Therefore, when Tir> Tir2, the foot level is changed from the bilevel mode. Switch to mode. Thereby, the warm air blowing from the face blower outlet 12 is stopped at an appropriate time before the occupant feels a burning feeling, and deterioration of the heating feeling can be suppressed in advance. Therefore, a comfortable feeling of heating can be given to the occupant throughout the entire process from the initial stage of the warm-up control to the transition to the steady state.
[0078]
Second, the configuration of electric control for appropriately switching between the bi-level mode and the foot mode under the warm-up control condition can be simplified by detecting the occupant surface temperature Tir.
[0079]
In other words, the factors that directly affect the appropriate mode switching (the factors that have a large influence on the passenger's temperature sensation) are the temperature of the air-conditioning wind and the presence or absence of direct solar radiation to the passenger. Although it is conceivable to additionally install sensors to be detected and determine the timing of the mode switching by determining the detection signals of these sensors, this increases the number of sensors installed, resulting in an increase in cost.
[0080]
On the contrary, according to the first embodiment, paying attention to the fact that the occupant surface temperature Tir is highly correlated with the occupant's thermal feeling, one non-contact temperature sensor 39 for detecting the occupant surface temperature Tir is used. Thus, since the mode switching can be appropriately performed in view of the relationship with the passenger's feeling of warmth, the number of installed sensors does not increase, and the electric control unit can have a simple and low-cost configuration.
[0081]
According to the control flow of FIG. 3, the foot mode calculated in step S91 is selected as the blowing mode at the initial stage of the warm-up control, and the switching from the foot mode to the bi-level mode is performed instead of the occupant surface temperature Tir. This is based on the water temperature Tw for the following reason.
[0082]
That is, when the occupant is in a heated high-temperature room and boarding the vehicle immediately after that, the occupant surface temperature Tir is high even after boarding due to the high-temperature room temperature. In such a case, if switching from the foot mode to the bi-level mode is performed based on the occupant surface temperature Tir, the bi-level mode is selected even under the condition that the foot mode should be originally selected. Although the passenger feels uncomfortable due to the low-temperature conditioned air blowing, switching from the foot mode to the bi-level mode at the initial stage of the warm-up control has a correlation with the blowing temperature of the conditioned air as shown in the control flow of FIG. By performing based on the water temperature Tw, the above-mentioned unpleasant feeling can be avoided.
[0083]
Next, a specific method for determining the blower voltage BLW in step S5 of FIG. 2 will be described.
[0084]
The air volume of the conditioned air, that is, the blower applied voltage (BLWN) to the blower motor 21 is determined according to the control map of FIG. 6 stored in advance in the ROM based on the target blowing temperature Tao calculated in step S4. . However, the map of FIG. 6 is determined on the assumption of a steady state in which the hot water temperature (water temperature signal Tw) is sufficiently increased and the heating capability of the heater core 27 is sufficient.
[0085]
For this reason, in the winter season, when the vehicle air conditioner 1 is activated when the hot water temperature is low and the vehicle interior is heated rapidly (during warm-up), if the air volume is determined on the map of FIG. Since the temperature Tao is in a high temperature range higher than a predetermined temperature Tao6 (for example, 70 ° C.), the air volume of the conditioned air becomes a large volume. However, at such a large air volume, since the hot water temperature Tw is low, even if the conditioned air passes through the heater core 27, the temperature hardly rises. For this reason, a cold cold wind blows off for a passenger | crew and gives discomfort.
[0086]
Therefore, in this example, when performing the air volume control of the conditioned air, the air volume control considering the warm-up control is performed as shown in FIG. That is, in step S51, first, it is determined whether or not it is during warm-up control in which the air volume of the conditioned air is increased according to the hot water temperature Tw to rapidly heat the vehicle interior. The determination in step S51 is the same method as in FIG. 5 described above. If the target blowing temperature Tao is equal to or higher than the predetermined value Tao5, it is determined that the warm-up is being performed.
[0087]
If it is determined in step S51 that the warm-up control is being performed, the process proceeds to step S52, and the blower voltage BLWW is determined according to the map of FIG. 8 stored in advance in the ROM. The map of FIG. 8 stops the blower motor 21 with BLWW = 0 until the hot water temperature Tw rises to the predetermined temperature Tw1, and the hot water temperature Tw is between the predetermined temperature Tw1 and the predetermined temperature Tw2 (Tw2> Tw1). When the hot water temperature Tw increases, the blower voltage BLWW increases, and when the hot water temperature Tw rises to the predetermined temperature Tw2, the blower voltage BLWW becomes the maximum value Vmax. The predetermined temperature Tw1 is, for example, 50 ° C., and the predetermined temperature Tw2 is, for example, 80 ° C.
[0088]
On the other hand, if NO is determined in step S51, the process proceeds to step S53, and the blower voltage BLW is set to the maximum value Vmax.
[0089]
In step S54, the blower voltage BLWN in the steady state is determined from the map of FIG. 6 regardless of whether or not it is during warm-up. Thereafter, in step S55, the smaller one of the warm-up blower voltage BLWW and the steady-state blower voltage BLWN determined in steps S52 to 54 is determined as the final blower voltage BLW. As described above, the air volume of the conditioned air during the warm-up control and the steady state is determined.
[0090]
(Second Embodiment)
Although 1st Embodiment demonstrated the case where the blowing temperature sensor which detects the blowing temperature of conditioned air was not provided, in 2nd Embodiment, this blowing temperature sensor is additionally installed and the blowing temperature of conditioned air is detected directly. Thus, the blowing mode switching more suitable for the passenger's sense of warmth is performed.
[0091]
In FIG. 1, the blowout temperature sensor is installed between a mixing portion where hot air that has passed through the heater core 27 and cold air that has passed through the bypass passage 30 are mixed to a branch portion from each of the outlets 11 to 13. Detecting the blowout temperature.
[0092]
In 1st Embodiment, in step S93 of FIG. 3, the blowing temperature of air-conditioning wind is estimated from the water temperature Tw, and the switching time from foot mode to bilevel mode is determined, but according to 2nd Embodiment, Since the blowing temperature of the conditioned air is directly detected by the blowing temperature sensor, the determination in step S93 in FIG. 3 can be made directly based on the blowing temperature of the conditioned air.
[0093]
For this reason, it is possible to reliably determine the blowing state of the low-temperature conditioned air seen at the initial stage of the warm-up control, and to reliably set the blowing mode at this time to the foot mode. Therefore, at the time of warm-up control, it is possible to more reliably prevent the low temperature conditioned air from blowing out from the face outlet 12 and causing discomfort.
[0094]
(Third embodiment)
FIG. 9 is an overall configuration diagram according to the third embodiment. The same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. Only differences from the first embodiment will be described below.
[0095]
In the third embodiment, a cold air bypass passage 60 for introducing the cold air immediately after the evaporator 4 to the face outlet 12 side is provided, and a cold air bypass door 61 for adjusting the amount of the cold air passing through the cold air bypass passage 60 is provided. ing. The opening degree of the cold air bypass door 61 is controlled by a servo motor 62.
[0096]
A face blowing temperature sensor 64 for detecting the face blowing air temperature is installed in the inlet passage portion 63 of the plurality (five in the illustrated example) of the face blowing ports 12, and an inside temperature sensor for detecting the inside temperature Tr. 65. Detection signals from these temperature sensors 64 and 65 are input to the control device 6 and used for controlling the servo motor 62.
[0097]
In the third embodiment, the air temperature is adjusted by operating the two air mix doors 28 in conjunction with each other. Further, the face air outlet 12 and the defroster air outlet 11 are switched and opened and closed by a single face door 15.
[0098]
According to the third embodiment, the face blowing temperature can be controlled independently from the foot blowing temperature by adjusting the bypass cold air volume by controlling the opening degree of the cold wind bypass door 61 in the bi-level mode. That is, the upper face blowing temperature and the lower foot blowing temperature can be controlled independently.
[0099]
FIG. 10 is a flowchart of air-conditioning control of the third embodiment. Steps S1 to S4 are the same as those of the first embodiment. In step S45, the face blowing target temperature Tav in the bilevel mode is set as Tav = Tset−. Obtained by the formula of α.
[0100]
Here, Tset is a set temperature of the temperature setting switch 37, and α is a temperature correction amount. For example, α is obtained as follows.
[0101]
First, a deviation (Tset-Tr) between the set temperature Tset and the vehicle interior temperature Tr is obtained, and the solar radiation coefficient GW that increases as the deviation becomes negative is obtained. The solar radiation coefficient GW and the solar radiation amount Ts into the vehicle interior are obtained. The corrected solar radiation amount Ts ′ is obtained from the product of the above, and α is obtained from a control map in which the relationship between the corrected solar radiation amount Ts ′ and the temperature correction amount α is predetermined. In this control map, α increases as the corrected solar radiation amount Ts ′ increases. Therefore, the face blowing target temperature Tav is decreased by increasing the corrected solar radiation amount Ts'.
[0102]
Steps S5 and S6 are the same as those in the first embodiment. In the next step S65, the target drive time (target energization time) TAB of the servo motor 62 for driving the cold air bypass door 61 is calculated. In the third embodiment, the opening degree of the cold air bypass door 61 is adjusted by adjusting the drive time of the drive servo motor 62.
[0103]
Specifically, the target drive time TAB is calculated as follows, for example. First, a deviation Enf (Tf−Tav) between the actual face blowing air temperature Tf detected by the face blowing temperature sensor 64 and the face blowing target temperature Tav calculated in step S45 is obtained, and this deviation Enf and step S6 are obtained. The deviation control value EnB is calculated based on the correction amount based on the air mix door target opening θo.
[0104]
Next, a proportional calculation process is performed on the deviation control value EnB at a predetermined calculation cycle (for example, 4 seconds) to calculate a target drive time TAB.
[0105]
When TAB> 0, the driving servo motor 62 drives the cold air bypass door 61 to the opening increasing side, and when TAB <0, the driving servo motor 62 drives the cold air bypass door 61 to the opening decreasing side. When TAB = 0, the servo motor 62 is not energized, and the cold air bypass door 61 is held with a constant opening.
[0106]
(Other embodiments)
In each of the above embodiments, the case where the bi-level mode is set as the upper body blowing mode at the time of warm-up control has been described. However, as the upper body blowing mode at the time of warm-up control, You may set the all blower outlet opening mode (multi blowout mode) which opens all the blower outlets of the exit 11 simultaneously.
[0107]
According to this, at the time of warm-up control, the heating effect of the occupant's feet and the heating effect of the upper body side such as the occupant's hand can be exhibited, and at the same time, the glazing prevention effect of the window glass can be exhibited.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle air conditioner according to a first embodiment of the present invention.
FIG. 2 is a flowchart showing an outline of the entire air conditioning control according to the first embodiment.
FIG. 3 is a flowchart showing a specific example of blowing mode determination according to the first embodiment.
FIG. 4 is a characteristic diagram showing a relationship between a blowing mode and a target blowing temperature in the first embodiment.
FIG. 5 is a characteristic diagram showing a relationship between a target blowing temperature and warm-up control in the first embodiment.
FIG. 6 is a characteristic diagram showing a relationship between a target blowing temperature and a blower voltage in the first embodiment.
FIG. 7 is a flowchart showing a specific example of blower voltage determination according to the first embodiment.
FIG. 8 is a characteristic diagram showing the relationship between the hot water temperature and the blower voltage in the first embodiment.
FIG. 9 is an overall configuration diagram of a vehicle air conditioner according to a third embodiment.
FIG. 10 is a flowchart showing an outline of the entire air conditioning control according to the third embodiment.
[Explanation of symbols]
6 ... Control device, 12 ... Face outlet, 13 ... Foot outlet,
39 ... Non-contact temperature sensor, 41 ... Water temperature sensor.

Claims (11)

The upper body blowing mode that blows air-conditioned air toward at least the passenger's upper body, and the lower body blowing mode that blocks air-conditioning air blowing to the upper body of the passenger and blows air-conditioned air toward at least the lower body of the passenger Vehicle air conditioner that can be automatically switched between,
Temperature detection means (39) for detecting the passenger surface temperature;
The detection signal of the temperature detecting means (39) is input, the mode switching means (S94) for switching the two air outlet mode on the basis of the occupant surface temperature and Bei give a,
When the passenger surface temperature is lower than a predetermined temperature (Tir2) during warm-up control in which the air-conditioning air blowing temperature rises after starting heating in the passenger compartment, the upper body blowing mode is selected, and the passenger surface temperature is selected. When the temperature becomes higher than the predetermined temperature (Tir2), the lower body blowing mode is selected . During the warm-up control, when the temperature (Tw) related to the temperature of the conditioned air is lower than a predetermined temperature (Two), the lower body blowing mode is selected,
In the warm-up control, when the temperature (Tw) related to the temperature of the air-conditioning wind is higher than a predetermined temperature (Two), the two blowing modes are switched based on the passenger surface temperature. The vehicle air conditioner according to claim 1 . The upper body blowing mode that blows air-conditioned air toward at least the passenger's upper body, and the lower body blowing mode that blocks air-conditioning air blowing to the upper body of the passenger and blows air-conditioned air toward at least the lower body of the passenger Vehicle air conditioner that can be automatically switched between,
First blowing mode switching means (S91) for switching a plurality of blowing modes including at least the two blowing modes according to air conditioning conditions;
Temperature detection means (39) for detecting the passenger surface temperature;
A second blowing mode switching means (S94) that receives a detection signal from the temperature detection means (39) and switches the both blowing modes based on the passenger surface temperature;
During the air conditioning steady state, the plurality of blowing modes are switched by the first blowing mode switching means (S91),
The air conditioning for vehicles is characterized in that the second air blowing mode is switched by the second air blowing mode switching means (S94) at the time of warm-up control, which is a process in which the temperature of the air-conditioning air rises after heating in the passenger compartment. apparatus. The upper body blowing mode that blows air-conditioned air toward at least the passenger's upper body, and the lower body blowing mode that blocks air-conditioning air blowing to the upper body of the passenger and blows air-conditioned air toward at least the lower body of the passenger Vehicle air conditioner that can be automatically switched between,
Calculation means (S4) for calculating a target blowing temperature (Tao) of the conditioned air blown into the passenger compartment;
First blowing mode switching means (S91) for switching a plurality of blowing modes including at least the both blowing modes based on the target blowing temperature (Tao);
Temperature detection means (39) for detecting the passenger surface temperature;
A second blowing mode switching means (S94) that receives the detection signal of the temperature detecting means (39) and switches the both blowing modes based on the passenger surface temperature;
Determination means (S92) for determining the time of warm-up control, which is a process in which the temperature of the air-conditioning wind rises after the start of heating in the passenger compartment,
When the determination means (S92) determines the time of the warm-up control, the second blowing mode switching means (S94) switches the both blowing modes based on the passenger surface temperature,
When the determination means (S92) does not determine the warm-up control time, the first blowing mode switching means (S91) switches the plurality of blowing modes based on the target blowing temperature (Tao). A vehicle air conditioner. 5. The vehicle air conditioner according to claim 4 , wherein when the target blowing temperature (Tao) is higher than a predetermined temperature (Tao5), it is determined that the warm-up control is being performed. During the warm-up control, when the temperature (Tw) related to the temperature of the conditioned air is lower than a predetermined temperature (Two), the lower body blowing mode is selected,
In the warm-up control, when the temperature (Tw) related to the temperature of the air-conditioning wind is higher than a predetermined temperature (Two), the two blowing modes are switched based on the passenger surface temperature. The vehicle air conditioner according to any one of claims 3 to 5 . The upper body blowing mode, the face air outlet (12) and any one of claims 1 to 6, characterized in that from both the foot air outlet (13) is a bi-level mode for blowing air-conditioned air into the vehicle interior The vehicle air conditioner described. The upper body blowing mode, the face air outlet (12), claims 1, characterized in that a multi-blowing mode to blow the foot outlet (13) and the defroster outlet (11) to simultaneously conditioned air into the vehicle interior 6 The vehicle air conditioner according to any one of the above. It said lower body air outlet mode is at least a foot air outlet (13) air-conditioning system according to any one of claims 1 to 8, characterized in that a foot mode for blowing air-conditioning air into the passenger compartment from. A heating heat exchanger (27) for heating the conditioned air using hot water as a heat source;
The vehicle air conditioner according to claim 2 or 6 , wherein a temperature of the hot water is detected as a temperature related to a blowing temperature of the conditioned air. The vehicle air conditioner according to any one of claims 1 to 10 , wherein the temperature detection means (39) is a non-contact infrared sensor that mainly detects a surface temperature of an upper body of an occupant.

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