JP4518035B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner that calculates left and right air conditioning target values according to left and right solar radiation amounts and controls left and right air conditioning states.

Conventionally, the surface temperature of the left and right windshields (glass) of the vehicle is detected by an infrared temperature sensor, and the amount of solar radiation radiating to the left and right is estimated from the temperature difference between them, and based on this, the left and right air conditioning conditions Are controlled independently (see, for example, Patent Document 1).
JP 2005-59678 A

  However, for example, when the amount of solar radiation changes when turning the vehicle or at the exit of a tunnel, the change in glass temperature is slower than the actual change in solar radiation, and the glass temperature rises to a constant value and becomes a steady state. Takes time. Therefore, in the transient state up to the steady state, the left and right solar radiation amount calculated based on the difference between the left and right glass temperatures is not accurate, and depending on the air conditioning correction amount based on this, the heat load due to solar radiation in the transient state is There was a problem that it could not adapt to the increase.

  An object of this invention is to obtain the solar radiation amount with sufficient responsiveness by correct | amending the response delay of the change of the glass temperature by solar radiation in view of the said point.

  In order to achieve the above object, the present invention calculates the left and right solar radiation correction ratio based on the detected temperature difference between the left and right windshield temperatures of the vehicle, and the right and left solar radiation amounts according to the left and right solar radiation correction ratio. In the vehicle air conditioner for calculating the left and right target blowout temperatures of the vehicle based on the amount of solar radiation on the left and right sides by calculating the transient state determining means for determining whether or not the thermal load due to solar radiation is in a transient state, When it is determined that the transient state is determined by the transient state determination means, the correction amount calculation means for calculating the transient temperature correction amount, and the glass temperature for correcting the temperature of the left and right windshields by the calculated transient temperature correction amount Correction means, and the temperature difference calculation means calculates the temperature difference between the left and right windshield temperatures corrected by the transient temperature correction amount.

  As a result, when it is determined that the thermal load due to solar radiation is in a transient state, the glass temperature of the windshield is corrected by the transient temperature correction amount, so that the responsiveness of the temperature increase of the windshield can be improved.

  More specifically, the temperature detection means also detects the temperature of the vehicle interior part, and the transient state determination means responds to the respective temporal changes in the detected left and right windshield temperatures and vehicle interior part temperature. The correction amount calculating means can calculate the transient temperature correction amount according to the increase amount of the temperature of the vehicle interior part.

  In other words, it is possible to more accurately grasp the change in the heat load due to solar radiation from the temperature of the vehicle interior part, which has a smaller heat capacity than glass, and it is possible to correct the temperature of the windshield with good response according to the temperature of the vehicle interior part. it can.

  The temperature of the passenger compartment can be at least one of the temperature of the upper layer of the occupant, that is, the clothing temperature of the upper body, the skin temperature of the face and the head, and the seat surface temperature. It is a part with a smaller heat capacity.

  Further, when the transient state determining means determines that the steady state is a non-transient state, the correction amount calculating means calculates the steady-state temperature correction amount that gradually decreases, and the temperature difference calculating means is the steady-state temperature correction amount. Thus, the temperature of the left and right windshields can be corrected.

  Thereby, when the thermal load due to solar radiation becomes a steady state, the target blowing temperature can be returned to the steady state value by gradually decreasing the temperature correction amount.

  In addition, the code | symbol in the bracket | parenthesis of each means described in a claim and this column shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 and FIG. 2 show a first embodiment of a vehicle air conditioner according to the present invention, which is located on the left and right on the front seat side and on the left and right on the rear seat side in the vehicle interior 1. The present invention is applied to a vehicle air conditioner that independently controls the air conditioning of the air conditioning zones 1a, 1b, 1c, and 1d.

  FIG. 1 is a schematic diagram showing the arrangement of the air conditioning zones 1a, 1b, 1c, and 1d. The air conditioning zone 1a is located on the right side of the front seat air conditioning zone, and the air conditioning zone 1b is on the left side of the front seat air conditioning zone. Located in. The air conditioning zone 1c is located on the right side of the rear seat air conditioning zone, and the air conditioning zone 1d is located on the left side of the rear seat air conditioning zone.

  Also, a front right seat windshield 90a is provided on the outside (right side) door of the right front seat (driver's seat) 91a, and the front seat left side on the outside (left side) door of the left front seat (passenger seat) 91b. A side windshield 90b is provided. Similarly, the rear (right side) door of the right (driver's side) rear seat 91c is provided with a rear right side windshield 90c, and the left (passenger side) rear seat 91d has an outer (left side) door. A rear seat left side windshield 90d is provided. In addition, the arrow in FIG. 1 shows the front-back, left-right direction of a motor vehicle.

  FIG. 2 is an overall configuration diagram showing the overall configuration of the vehicle air conditioner of the present embodiment. The vehicle air conditioner includes a front seat air conditioning system 5 for independently air conditioning the air conditioning zones 1a and 1b, and The rear seat air conditioning system 6 is configured to independently air-condition the air conditioning zones 1c and 1d. The front seat air conditioning system 5 is disposed inside the instrument panel 7, and the rear seat air conditioning system 6 is disposed at the end of the passenger compartment 1.

  The front seat air-conditioning system 5 includes a duct 50 for blowing air into the vehicle interior 1. The duct 50 allows the outside air to be introduced from the vehicle interior 1 and outside air from outside the vehicle interior. An outside air introduction port 50b for introduction is provided.

  Further, the duct 50 is provided with an inside / outside air switching door 51 that selectively opens and closes the outside air introduction port 50b and the inside air introduction port 50a. The inside / outside air switching door 51 is provided with a servo motor 51a as a driving means. It is connected.

  Further, a centrifugal blower 52 that generates an air flow blown toward the vehicle interior 1 is provided on the downstream side of the outside air introduction port 50b and the inside air introduction port 50a in the duct 50, and the centrifugal blower is provided. 52 has an impeller and a blower motor 52a for rotating the impeller.

  Further, an evaporator 53 as an air cooling means for cooling the air is provided on the downstream side of the centrifugal blower 52 in the duct 50, and further, an air heating means is provided on the downstream side of the evaporator 53. The heater core 54 is provided.

  A partition plate 57 is provided in the duct 50 on the air downstream side of the evaporator 53. The partition plate 57 partitions the inside of the duct 50 into a driver seat side passage 50c and a passenger seat side passage 50d.

  Here, a bypass passage 51 a is formed on the side of the heater core 54 in the driver seat side passage 50 c, and the bypass passage 51 a bypasses the cool air cooled by the evaporator 53 with respect to the heater core 54.

  A bypass passage 51b is formed on the side of the heater core 54 in the passenger seat side passage 50d, and the bypass passage 51b causes the heater core 54 to bypass the cold air cooled by the evaporator 53.

  Air mix doors 55a and 55b are provided on the air upstream side of the heater core 54, and the air mix door 55a bypasses the amount of cold air flowing through the driver seat side passage 50c through the heater core 54 depending on the opening degree. The ratio of the amount passing through the passage 51a is adjusted.

  Moreover, the air mix door 55b adjusts the ratio of the amount passing through the heater core 54 and the amount passing through the bypass passage 51b in the cold air flowing through the passenger seat side passage 50d according to the opening degree.

  Here, servo motors 550a and 550b as driving means are connected to the air mix doors 55a and 55b, respectively, and the opening degrees of the air mix doors 55a and 55b are adjusted by the servo motors 550a and 550b, respectively. The

  The evaporator 53 is a heat exchanger that forms a well-known refrigeration cycle together with a compressor, a condenser, a liquid receiver, and a decompressor (not shown). The evaporator 53 cools the air flowing through the duct 50. .

  Here, the compressor is connected to the engine of the automobile via an electromagnetic clutch (not shown), and the compressor is driven and stopped by intermittently controlling the electromagnetic clutch.

  The heater core 54 is a heat exchanger that uses engine coolant (hot water) of the automobile as a heat source, and the heater core 54 heats the cold air cooled by the evaporator 53.

  Further, a driver seat side face outlet 1FrDr is opened on the air downstream side of the heater core 54 in the duct 50, and the driver seat side face outlet 1FrDr is operated to be seated on the driver seat 2 from the driver seat side passage 50c. Blows air toward the person's upper body.

  Here, an air outlet switching door 56a for opening and closing the face air outlet 1FrDr is provided in the air upstream portion of the face air outlet 1FrDr in the duct 50, and this air outlet switching door 56a is a servo motor as drive means. It is opened and closed by 560a.

  Although not shown in the drawing, the duct 50 is provided in the driver seat side region of the inner surface of the windshield, and the driver seat foot outlet for blowing air from the driver seat side passage 50c to the lower body of the driver. A driver's seat side defroster outlet for blowing out air is provided.

  And in the air upstream part of a driver's seat side foot blower outlet and a driver's seat side defroster blower outlet, the blower outlet change door which opens and closes each blower outlet is provided, and each blower outlet change door is controlled by a servo motor. It is driven to open and close.

  The rear seat air conditioning system 6 includes a duct 60 for sending air to the vehicle interior 1, and only the inside air is introduced into the duct 60 from the vehicle interior 1 through the inside air introduction port 60 a.

  Here, on the air downstream side of the inside air introduction port 60a, a centrifugal blower 62 that generates an air flow blown toward the vehicle interior 1 is provided. The centrifugal blower 62 includes an impeller and the impeller. It has a blower motor 62a for rotating the motor.

  Further, an evaporator 63 as an air cooling means for cooling air is provided in the duct 60 on the downstream side of the air of the centrifugal blower 62. On the downstream side of the evaporator 63, air heating for heating the air is provided. A heater core 64 is provided as a means.

  A partition plate 67 is provided in the duct 60 downstream of the evaporator 63. The partition plate 67 partitions the inside of the duct 60 into a driver seat side passage 60c and a passenger seat side passage 60d.

  Here, a bypass passage 61a is formed on the side of the heater core 64 in the driver seat side passage 60c, and the bypass passage 61a bypasses the cool air cooled by the evaporator 63 with respect to the heater core 64.

  A bypass passage 61b is formed on the side of the heater core 64 in the passenger seat side passage 60d, and the bypass passage 61b causes the heater core 64 to bypass the cold air cooled by the evaporator 63.

  Air mix doors 65a and 65b are provided on the air downstream side of the heater core 64. The air mix door 65a bypasses the amount of cold air flowing through the driver's seat side passage 60c and the amount passing through the heater core 64 depending on the opening degree. The ratio of the amount passing through the passage 61a is adjusted.

  Moreover, the air mix door 65b adjusts the ratio of the amount passing through the heater core 64 and the amount passing through the bypass passage 61b in the cold air passing through the passenger seat side passage 60d by the opening degree.

  Servo motors 650a and 650b as drive means are connected to the air mix doors 65a and 65b, respectively, and the opening degrees of the air mix doors 65a and 65b are adjusted by the servo motors 650a and 650b, respectively. .

  Here, the evaporator 63 is pipe-coupled in parallel to the above-described evaporator 53 and is a heat exchanger that constitutes one component of the above-described known refrigeration cycle.

  The heater core 64 is a heat exchanger that uses engine cooling water (hot water) of the automobile as a heat source. The heater core 64 is connected in parallel to the above-described heater core 54 and heats the cold air cooled by the evaporator 63.

  Further, in the duct 60, on the air downstream side of the heater core 64, a driver seat side face outlet 1RrDr is opened, and the driver seat side face outlet 1RrDr extends from the driver seat side passage 60c to the right side of the rear seat 4 (that is, The air is blown out toward the upper body of the occupant (hereinafter referred to as the rear right occupant) sitting on the rear side of the driver's seat.

  Here, an air outlet switching door 66a that opens and closes the face air outlet 1RrDr is provided in the air upstream portion of the face air outlet 1RrDr, and this air outlet switching door 66a is opened and closed by a servo motor 660a as a driving means. Driven.

  Although not shown in the drawing, the duct 60 is provided with a driver's seat side foot outlet for blowing air from the driver's seat side passage 60c to the lower half of the rear right passenger.

  Further, an air outlet switching door for opening and closing the air outlet is provided in the air upstream portion of the driver seat side foot air outlet, and the air outlet switching door is opened and closed by a servo motor.

  Further, a face air outlet 1RrPa is opened on the air downstream side of the heater core 64 in the duct 60, and this face air outlet 1RrPa is located on the left side of the rear seat from the passenger seat side passage 60d (that is, the rear side of the passenger seat). ) Air is blown out toward the upper body of the occupant seated in ().

  Here, an air outlet switching door 66b for opening and closing the face air outlet 1RrPa is provided in the air upstream portion of the face air outlet 1RrPa, and this air outlet switching door 66b is opened and closed by a servo motor 660b as a driving means. Driven.

  Although not shown in the figure, the duct 60 is provided with a foot outlet for blowing air from the passenger seat side passage 60d to the lower half of the rear left passenger. An air outlet switching door that opens and closes the air outlet is provided in the air upstream portion of the foot air outlet, and the air outlet switching door is opened and closed by a servo motor.

  The vehicle air conditioner is provided with an electronic control device (hereinafter referred to as an air conditioner ECU 8) for controlling the front seat air conditioning system 5 and the rear seat air conditioning system 6 respectively.

  The air conditioner ECU 8 is arranged on an instrument panel, for example, an outside air temperature sensor 81 for detecting the outside air temperature Tam outside the vehicle interior, a cooling water temperature sensor 82 for detecting the engine coolant water temperature Tw, and the vehicle interior is irradiated. One-element type (1D type) solar sensor 83 that detects the amount of solar radiation Ts to be received, an indoor air temperature sensor 84 that detects the air temperature TrFr in the air-conditioning zones 1a and 1b (front air-conditioning regions), and air-conditioning zones 1c and 1d (rear-side) An inside air temperature sensor 85 for detecting an air temperature TrRr in the air conditioning region) is connected.

  In addition, the air conditioner ECU 8 includes an evaporator blowing temperature sensor 86 that detects the temperature of cold air blown from the evaporator 53 (hereinafter referred to as an evaporator blowing temperature TeFr), and the temperature of cold air blown from the evaporator 63 (hereinafter referred to as “cooling air temperature”). Temperature setting switches 9, 10, 11 in which desired temperatures TsetFrDr, TsetFrPa, TsetRrDr, TsetRrPa in the air conditioning zones 1 a, 1 b, 1 c, 1 d are set by the occupant. , 12, an infrared temperature sensor unit 70 for detecting the temperature of each part of each air conditioning zone 1a, 1b, 1c, 1d, the surface temperature of the right side windshield 90a, 90c and the surface temperature of the left side windshield 90b, 90d. It is connected.

  Here, the infrared temperature sensor unit 70 is disposed in the vicinity of a room mirror (not shown) in front of the vehicle on the ceiling of the vehicle interior and detects the temperature of each part of the air conditioning zones 1a and 1b on the front seat side in a non-contact manner. A temperature sensor 70a and a rear-side infrared temperature sensor 70b that is disposed in the center of the vehicle interior ceiling in front of the rear-seat occupant and detects the temperature of each part of the rear-seat-side air conditioning zones 1c and 1d in a non-contact manner.

  The front infrared temperature sensor 70a and the rear infrared temperature sensor 70b have the same configuration, and will be described below with reference to FIG. 3 showing the configuration of the front infrared temperature sensor 70a. In FIG. 3, the reference numerals of the same components of the rear infrared temperature sensor 70b are also shown.

  As shown in FIG. 3, the front infrared temperature sensor 70a includes a right sensor chip 71aDr, a left sensor chip 71aPa, lenses 75aDr and 75aPa, an electronic circuit device 77a, and a connector 78a. Hereinafter, the sensor chip for detecting the air conditioning zones 1a and 1c on the driver's seat side (right side) in the vehicle interior is referred to as the right sensor chip, and the air conditioning zones 1b and 1d on the passenger seat side (left side) in the vehicle interior are detected. The sensor chip is referred to as the left sensor chip.

  Each of the right and left sensor chips 71aDr and 71aPa is composed of two sets of sensor elements 701 to 708 arranged symmetrically with respect to the vehicle center. As the sensor elements 701 to 708, thermopile detection elements that detect changes in electromotive force corresponding to changes in the amount of input infrared rays as temperature changes are used.

  As shown in FIG. 4A, one right sensor chip 71aDr is a front seat driver's seat through a lens 75aDr by sensor elements 701 to 708 arranged in a 2 × 4 matrix constituting the right sensor chip 71aDr. The surface temperature of each part of the side (right side) region 1a is detected. Among them, the sensor elements 701 and 702 detect infrared rays incident from the front seat right side (driver seat side) side windshield 90a through the lens 75aDr.

  In addition, among the right sensor chip 71aDr, the sensor elements 705 to 708 detect infrared rays incident from the occupant seated on the front seat driver seat 91a via the lens 75Dr. Among these, especially the sensor elements 705-707 detect the infrared rays which enter from the upper layer part of a driver's seat occupant. When the passenger is not seated on the driver's seat 91a, the sensor elements 705 to 708 detect infrared rays incident from the seat surface of the driver's seat 91a.

  The other left sensor chip 71aPa has a front seat through a lens 75aPa by sensor elements 701 to 708 (not shown) arranged in a 2 × 4 matrix so as to be symmetrical with the sensor element of the right sensor chip 71aDr. The surface temperature of each part of the passenger seat side area 1b is detected.

  Similarly to the above, the sensor elements 701 and 702 of the left sensor chip 71aPa detect infrared rays incident from the surface of the front seat left side (passenger seat side) side windshield 90b through the lens 75Pa. Reference numeral 708 detects infrared rays incident from a passenger sitting on the front passenger seat 91b via the lens 75aPa. Among these, especially the sensor elements 705-707 detect the infrared rays which inject from the upper layer part of a passenger seat passenger. When the passenger is not seated on the passenger seat 91b, the sensor elements 705 to 708 detect infrared rays incident from the seat surface of the passenger seat 91b.

  Similarly to the front infrared temperature sensor 70a shown in FIG. 3, the rear infrared temperature sensor 70b includes a right sensor chip 71bDr, a left sensor chip 71bPa, lenses 75bDr and 75bPa, an electronic circuit device 77b, and a connector 78b. Each of the right and left sensor chips 71bDr and 71bPa includes two sets of sensor elements 710 to 717 arranged symmetrically with respect to the vehicle center.

  As shown in FIG. 4 (b), one right sensor chip 71bDr is connected to the rear seat driver seat via the lens 75bDr by sensor elements 710 to 717 arranged in a 2 × 4 matrix constituting the right sensor chip 71bDr. The surface temperature of each part of the side region 1c is detected. Among them, the sensor elements 710 and 711 detect infrared rays incident from the surface of the rear seat right side (driver seat side) side windshield 90c via the lens 75bDr.

  Of the right sensor chip 71bDr, the sensor elements 714 to 717 detect infrared rays incident on the right (driver's seat side) rear seat 91c through the lens 75br. In particular, the sensor elements 714 to 716 detect infrared rays incident from the upper layer portion of the right rear seat occupant. When the passenger is not seated on the right rear seat 91c, the sensor elements 714 to 717 detect infrared rays incident from the seat surface of the right rear seat 91c.

  The other left sensor chip 71bPa has a rear seat through a lens 75bPa by sensor elements 710 to 717 (not shown) arranged in a 2 × 4 matrix so as to be symmetrical with the sensor element of the right sensor chip 71bDr. The surface temperature of each part of the passenger seat side (left side) region 1d is detected.

  Similarly to the above, the sensor elements 710 and 711 of the left sensor chip 71bPa detect infrared rays incident from the surface of the rear seat left side (passenger seat side) side windshield 90d via the lens 75bPa. Reference numeral 717 detects infrared rays incident from around the occupant seated on the left side (passenger seat side) rear seat 91d via the lens 75bPa. Among these, the sensor elements 714 to 716 detect infrared rays incident from the upper layer portion of the left rear seat occupant. When the passenger is not seated on the left rear seat 91d, the sensor elements 714 to 717 detect infrared rays incident from the seat surface of the left rear seat 91d.

  The electronic circuit devices 77a and 77b have sensor elements 701 to 708 and 710 to 717 based on the amounts of incident infrared rays detected by the sensor elements 701 to 708 and 710 to 717 of the sensor chips 71aDr, 71aPa, 71bDr, and 71bPa, respectively. The electric signals indicating the detected temperatures W1 to W8 and W10 to W17 are output to the air conditioner ECU 8 via the connectors 78a and 78b.

  Further, in the vicinity of each of the temperature setting switches 9, 10, 11, and 12, there are provided displays 9a, 10a, 11a, and 12a as desired temperature display means for displaying setting contents such as a desired temperature.

  On the other hand, the air conditioner ECU 8 is a well-known one that includes an analog / digital converter, a microcomputer, and the like, and includes sensors 81, 82, 83, 84, 85, 86, 87, 70a, 70b, and temperature setting. The output signals output from the switches 9, 10, 11, and 12 are analog / digital converted by an analog / digital converter and input to the microcomputer.

  A microcomputer is a well-known computer including a memory such as a ROM and a RAM, a CPU (Central Processing Unit), and the like, and is supplied with power from a battery (not shown) when an ignition switch is turned on.

  Next, the operation of this embodiment will be described. First, the automatic air conditioning control process of the air conditioner ECU 8 will be described. This automatic air conditioning control process is performed by a well-known procedure.

  The microcomputer of the air conditioner ECU 8 executes a main routine computer program stored in the memory. This main routine is repeatedly executed at a constant calculation cycle ta (for example, ta = 4 seconds).

  First, when the data stored in the RAM is reset (initialized), the detection signals of the sensors 81, 82, 83, 84, 85, 86, 87, 70a, and 70b are converted into digital signals (Tam, Tw, Ts, TrFr, TrRr, TeFr, TeRr, W1-W8, W10-W17).

  In addition, the desired temperatures TsetFrDr, TsetFrPa, TsetRrDr, and TsetRrPa set by the temperature setting switches 9, 10, 11, and 12 are read.

  Next, using the digital signal thus read and the desired temperature, the target blowing temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa of the air blown out to the air conditioning zones 1a, 1b, 1c, and 1d 4 is calculated for each air conditioning zone.

TAOFrDr = KsetFrDr × TsetFrDr
-Kir * FrDrTir-KrFr * TrFr
−KsFr × TsFrDr−Kam × Tam + CFrDr
... (Formula 1)
TAOFrPa = KsetFrPa × TsetFrPa
−Kir × FrPaTir−KrFr × TrFr
−KsFr × TsFrPa−Kam × Tam + CFrPa
... (Formula 2)
TAORrDr = KsetRrDr × TsetRrDr
−Kir × RrDrTir−KrRr × TrRr
−KsRr × TsRrDr−Kam × Tam + CRrDr
... (Formula 3)
TAORrPa = KsetRrPa × TsetRrPa
−Kir × RrPaTir−KrRr × TrRr
−KsRr × TsRrPa−Kam × Tam + CRrPa
... (Formula 4)
Here, in Formulas 1 to 4, FrDrTir and FrPaTir are the occupant temperatures of the right front seat and the left front seat, respectively. The average value of W5 to W8 detected by 705 to 708 is {= (W5 + W6 + W7 + W8) / 4}.

  RrDrTir and RrPaTir are the occupant temperatures of the right rear seat and the left rear seat, respectively, and W14 detected by the sensor elements 714 to 717 of the right sensor chip 71bDr and the left sensor chip 71bPa of the rear infrared temperature sensor 70b. The average value of ˜W17 is {= (W14 + W15 + W16 + W17) / 4}.

  Further, TsFrDr, TsFrPa, TsRrDr, and TsRrPa are respectively the amounts of solar radiation to the front seat right region, front seat left region, rear seat right region, and rear seat left region, and the calculation methods thereof will be described later.

  In the above formulas 1 to 4, when [i] is expressed as one of the subscripts FrDr, FrPa, RrDr, RrPa, and [j] is expressed as one of the subscripts Fr, Rr, Kset [i], Kir, Kr [J], Ks [j], and Kam are coefficients, and C [i] is a constant.

  Next, based on the following Equation 5 stored in advance in the memory, using the target air temperature (TAOFrDr, TAORrDr, TAOFrPa, TAORrPa) for each air conditioning zone calculated as described above, the air mix doors 55a, 55b, The respective opening degrees AMFrDr, AMFrPa, AMRrDr, and AMRrPa of 65a and 65b are calculated.

AMj = {(TAOi−Tej) / (Tw−Tej)} × 100 (%)
... (Formula 5)
Here, i represents one of the subscripts FrDr, FrPa, RrDr, and RrPa, and j represents one of the subscripts Fr and Rr.

  When one of the target blowing temperatures TAOFrDr and TAOFrPa is obtained, the evaporator blowing temperature TeFr is used as Tej, and when one of the target blowing temperatures TAORrDr and TAORrPa is obtained, the evaporator blowing temperature TeRr is used as Tej.

  Here, based on the determined opening degrees AMFrDr, AMFrPa, AMRrDr, and AMRrPa, the servo motors 560a, 560b, 660a, and 660b are controlled to drive the air mix doors 55a, 55b, 65a, and 65b, respectively.

  Along with this, the respective opening degrees of the air mix doors 55a, 55b, 65a, and 65b approach the opening degrees AMFrDr, AMFrPa, AMRrDr, and AMRrPa.

  Next, the blower voltage VMFrDr corresponding to the air volume required for each of the air-conditioning zones 1a, 1b, 1c, and 1d using the characteristics of FIG. 5 stored in advance in the memory and the target outlet temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa, VMFrPa, VMRrDr, and VMRrPa are calculated.

  Here, the blower voltages VMFrDr and VMFrPa necessary for each of the air conditioning zones 1a and 1b are averaged using the following formula 6 stored in advance in the memory to calculate the necessary blower voltage VMF for each of the front seat air conditioning zones. .

VMF = (VMFrDr + VMFrPa) / 2 (Formula 6)
When the blower voltage VMF is calculated in this way, the blower voltage VMF is applied to the blower motor 52a. Along with this, the centrifugal blower 52 generates an air flow.

  Further, the blower voltages VMrrDr and VMrrPa necessary for the air conditioning zones 1c and 1d are averaged using the following formula 7 stored in advance in the memory to calculate the necessary blower voltage VMr for the rear seat air conditioning zone.

VMR = (VMRrDr + VMRrPa) / 2 (Formula 7)
When the blower voltage VMR is calculated in this way, the blower voltage VMR is applied to the blower motor 62b. Along with this, the centrifugal blower 62 generates an air flow.

  Next, the foot mode (FOOT), bi-level mode (B / L), and face mode (FACE) are stored using the characteristics shown in FIG. 6 stored in advance in the memory and the target outlet temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa. One mode is determined for each air-conditioning zone as an outlet mode.

  Here, the face mode is a mode in which conditioned air is blown out only from the face outlet, the foot mode is a mode in which conditioned air is blown out only from the foot outlet, and the bi-level mode is a face outlet and foot. In this mode, conditioned air is blown out from the air outlet.

  When the air outlet zone is determined for each air conditioning zone in this way, the servo motors of the air outlet switching doors are controlled for each air conditioning zone, and each air outlet is set to the air outlet mode determined for each air conditioning zone. Open and close the exit switching doors.

  Next, the target opening degree SW1 of the inside / outside air switching door 51 of the front seat air conditioning system 5 is obtained using the characteristics of FIG. 7 stored in advance in the memory and the target outlet temperatures TAOFrDr and TAOFrPa.

  That is, the average value TAOav {= (TAOFrDr + TAOFrPa) / 2} of the target blowing temperature is obtained, and the target opening SW1 of the inside / outside air switching door 51 corresponding to the average value TAOav based on the characteristics of FIG. Will be asked.

  In this embodiment, when the inside air introduction port 50a is fully closed and the outside air introduction port 50b is fully opened, the target opening degree SW1 = 100%, the inside air introduction port 50a is fully opened, and the outside air introduction port 50b is fully closed. In this case, the target opening degree SW1 = 0%.

  When the target opening degree SW1 is determined in this way, the servomotor 51a is controlled based on the target opening degree SW1 so that the opening degree of the inside / outside air switching door 51 approaches the target opening degree SW1.

  Next, the electromagnetic clutch connected between the engine and the compressor of the automobile is intermittently controlled so that the evaporator outlet temperatures TeFr and TeRr approach a constant temperature.

  Along with this, the flow rate of the refrigerant flowing in the refrigeration cycle is controlled, and the cooling performance of the evaporators 53 and 63 is adjusted. Thereafter, each control process described above is repeated.

  Next, calculation processing of the target blowing temperatures TAOFrDr, TAOFrPa, TAORrDr, and TAORrPa for each air-conditioning zone will be described using the flowchart showing the processing routine of FIG. The processing routine of FIG. 8 shows the calculation processing of the target blowing temperatures TAOFrDr and TAOFrPa on the front seat (Fr) side, and is repeatedly executed at a constant calculation cycle ta as in the processing of the main routine. In addition, the calculation process of the target blowing temperature TAORrDr and TAORrPa on the rear seat (Rr) side is the same as the processing routine shown in FIG.

  First, in step S100, αDr = αPa = 0 is set as an initialization process for the glass temperature correction amount αDr of the front seat right air conditioning zone 1a and the glass temperature correction amount αPa of the front seat left air conditioning zone 1b.

  Next, in step S110, the surface temperature (glass temperature) TwinDr, TwinPa of the front windshield side 90a, 90b on the right side of the front seat and the left side of the front seat, and the upper layer temperatures TfrDr, TfrPa of the right front seat and the left front seat occupant are determined. Detect and memorize.

  TwinDr is an average value {= (W1 + W2) / 2} of W1 and W2 detected by the sensor elements 701 and 702 of the right sensor chip 71aDr, and TwinPa is detected by the sensor elements 701 and 702 of the left sensor chip 71aPa. The average value of W1 and W2 is {= (W1 + W2) / 2}.

  TfrDr is a detected value of the upper layer temperature of the right front seat occupant, and is an average value of W5, W6, and W7 detected by the sensor elements 705, 706, and 707 of the right sensor chip 71aDr {= (W5 + W6 + W7) / 3. TfrPa is a detected value of the upper layer temperature of the left front seat occupant, and is an average value of W5, W6, W7 detected by the sensor elements 705, 706, 707 of the left sensor chip 71aPa {= (W5 + W6 + W7) / 3}.

  Note that the detected temperatures TwinDr and TwinPa, and TfrDr and TfrPa of these units are stored in the RAM until the next calculation cycle. Hereinafter, the subscript old indicates the detection value before one operation cycle ta, and the subscript new indicates the current detection value.

  Next, in steps S120 and S130, it is determined whether the heat load state due to solar radiation is a transient state or a steady state. First, in step S120, it is determined whether both of the following formulas 8 and 9 are satisfied. If the determination result is YES, the process proceeds to step S130. If the determination result is NO, the process is determined to be stationary and the process proceeds to step S150. To do.

TwinDr_old <TwinDr_new (Formula 8)
TwinPa_old <TwinPa_new (Formula 9)
Therefore, in this step S120, when both the glass temperature of the right side windshield 90a and the glass temperature of the left side windshield 90b are higher than before the time ta, it is determined to be YES.

  In the next step S130, it is determined whether both of the following formulas 10 and 11 are satisfied. If the determination result is YES, it is determined that the state is transitional, and the process proceeds to step S140. And the process proceeds to step S150.

TfrDr_old <TfrDr_new (Equation 10)
TfrPa_old <TfrPa_new (Formula 11)
Therefore, in step S130, when both the upper layer temperature of the right front seat occupant and the upper layer temperature of the left front seat occupant are higher than before time ta, it is determined to be YES.

  In Formulas 10 and 11, if no occupant is seated in each seat, TfrDr and TfrPa are the seat surface temperatures. The upper layer portion of the occupant or the seat surface has a smaller heat capacity than glass, and the occupant upper layer temperature or the seat surface temperature rises faster than the glass temperature due to solar radiation.

  Therefore, on the front seat side, when the glass temperature of the side windshields 90a, 90b rises on both the left and right, and the occupant upper layer temperature (or the seat surface temperature) rises, Is not stable, that is, it is determined that the heat load state due to solar radiation is in a transient state. Further, when at least one of the glass temperature and the occupant upper layer temperature (or the seat surface temperature) has not increased in temperature, it is determined to be in a steady state.

  In step S140, glass temperature correction amounts αDr and αPa at the time of transition are calculated by the following formulas 12 and 13.

αDr = MIN ((αDr + ΔTfrDr × 1.2), 5) (Equation 12)
αPa = MIN ((αPa + ΔTfrPa × 1.2), 5) (Formula 13)
Here, αDr and αPa on the right side of each of Equations 12 and 13 are values (previous values) before one operation cycle ta. Further, ΔTfrDr and ΔTfrPa are temperatures at which TfrDr and TfrPa increased during one operation period ta, respectively, and are ΔTfrDr = TfrDr_new−TfrDr_old and ΔTfrPa = TfrPa_new−TfrPa_old.

  According to these formulas 12 and 13, the glass temperature correction amounts αDr and αPa are added to the previous values obtained by multiplying the occupant upper layer temperature increments ΔTfrDr and ΔTfrPa by 1.2 for each time ta in the transient state. Thus, the response of the target glass temperature rise is improved.

  In the above formulas 12 and 13, the glass temperature correction amounts αDr and αPa are calculated as the minimum value (MIN) with a constant of 5, which is the increase in the occupant upper layer temperature increase ΔTfrDr and ΔTfrPa. This is a guard when an abnormal value is input. In this case, the glass temperature correction amounts αDr and αPa that are updated every calculation cycle ta are suppressed to 5 at the maximum.

  On the other hand, if the steady state is determined in steps S120 and S130, the glass temperature correction amounts αDr and αPa in the steady state are calculated by the following equations 14 and 15 in step S150.

αDr = MAX ((αDr × 0.9), 0) (Formula 14)
αPa = MAX ((αPa × 0.9), 0) (Equation 15)
Here, αDr and αPa on the right side of Equations 14 and 15 are values (previous values) before one calculation cycle ta. Therefore, αDr and αPa gradually change toward 0 by multiplying the previous value by 0.9. Further, the maximum value (MAX) of αDr, αPa, and 0 is calculated, and this is a guard against an abnormal value as in the case of a transient.

  Thereby, when both the glass temperature of the left and right side windshields and the occupant upper layer temperature (or the seat surface temperature) are not increased, that is, not immediately after the change in the amount of solar radiation that requires glass temperature correction, Alternatively, when the glass temperature correction for improving the response is completed, the glass temperature correction amounts αDr and αPa can be set to 0 or gradually changed to 0, and the left and right glass that has been conventionally used without any sense of incongruity. It can return to the solar radiation amount calculation only by a temperature difference.

  In the next step S160, the right and left glass temperatures TglassDr and TglassPa are added using the following equations 16 and 17, and the glass correction amounts αDr and αPa are added to the detected glass temperatures TwinDr and TwinPa. Correct by

TglassDr = TwinDr + αDr (Expression 16)
TglassPa = TwinPa + αPa (Formula 17)
In the next step S180, a difference ΔTwin (= TglassDr−TglassPa) between the corrected glass temperatures TglassDr and TglassPa is calculated. From the glass temperature difference ΔTwin and the characteristic diagram shown in S180 of FIG. 8, the right side (Dr Side) Calculate the solar radiation correction ratio f1. Note that the left (Pa side) solar radiation correction ratio is (1-f1). That is, the solar radiation direction can be detected based on whether the glass temperature difference ΔTwin is positive or negative, and the magnitude ratio of the solar radiation amount on the left and right can be detected based on the magnitude of the solar radiation correction ratio f1.

  In the next step S190, the solar radiation amount of each seat is calculated. Specifically, the solar radiation amounts TsFrDr and TsFrPa to the front seat right region and the front seat left region are converted into the solar radiation amount Ts detected by the solar radiation sensor 83 by the following mathematical formulas 18 and 19, respectively. Calculation is performed by multiplying the correction ratios f1 and 1-f1.

TsFrDr = Ts × f1 (Formula 18)
TsFrPa = Ts × (1-f1) (Equation 19)
Then, in step S200, the target blowing temperatures TAOFrDr and TAOFrPa in the front seat right air-conditioning zone 1a and the front seat left air-conditioning zone 1b are calculated by the above formulas 1 and 2. Thereafter, after one calculation cycle ta has elapsed, in the next calculation cycle, the control process is repeated from step S110.

  Although FIG. 8 shows the calculation process routine for the target air temperature in the air conditioning zones 1a and 1b on the front seat side, the target air temperature in the air conditioning zones 1c and 1d on the rear seat side is calculated in the calculation process on the front seat side. Subsequent to this, the calculation can be performed by performing a processing routine similar to the processing routine of FIG. Hereinafter, only the difference between the rear seat side and the front seat side will be briefly described.

  In step S100, αDr = αPa = 0 is set as initialization processing for the glass temperature correction amount αDr of the rear seat right air conditioning zone 1c and the glass temperature correction amount αPa of the rear seat left air conditioning zone 1d.

  In step S110, the detection values TwinDr, TwinPa of the surface temperature (glass temperature) of the side windshields 90c, 90d on the right side of the rear seat and the left side of the rear seat, and the detected value of the upper layer temperature of the occupant of the right rear seat and the left rear seat, Read TrrDr and TrrPa.

  TwinDr is the average value {= (W10 + W11) / 2} of W10 and W11 detected by the sensor elements 710 and 711 of the right sensor chip 71bDr of the rear infrared temperature sensor 70b, and TwinPa is the rear infrared temperature sensor 70b. The average value of W10 and W11 detected by the sensor elements 710 and 711 of the left sensor chip 71bPa is {= (W10 + W11) / 2}.

  TrrDr is a detected value of the upper layer temperature of the right rear seat occupant, and is an average value of W14, W15, W16 detected by the sensor elements 714, 715, 716 of the right sensor chip 71bDr {= (W14 + W15 + W16) / 3. TrrPa is a detected value of the upper layer temperature of the left rear seat occupant, and is an average value of W14, W15, W16 detected by the sensor elements 714, 715, 716 of the left sensor chip 71bPa {= (W14 + W15 + W16) / 3}.

  In step S120, it is determined whether the glass temperatures TwinDr, TwinPa of the windshields 90c, 90d on the right rear seat and the left rear seat have increased during the time ta. In step S130, the upper occupant layers of the right rear seat and the left rear seat are determined. It is determined whether the temperatures TrrDr and TrrPa have increased during the time ta. Based on the determination results in S120 and S130, whether the state is a transient state or a steady state is determined as in the case of the front seat side.

  In step S140, the glass temperature correction amount at the time of transition is calculated using ΔTrrDr (= TrrDr_new−TrrDr_old) and ΔTrrPa (= TrrPa_new−TrrPa_old) instead of ΔTfrDr and ΔTfrPa in the above Equations 12 and 13.

  In steps S160 to S180, processing similar to the processing on the front seat side is performed, and in the next step S190, the solar radiation amounts TsRrDr and TsRrPa in the air conditioning zones 1c and 1d on the rear seat side are expressed by the above formulas 18 and 19. Calculated from the right side. In step S200, the target blowing temperatures TAORrDr and TAORrPa in the air conditioning zones 1c and 1d on the rear seat side are calculated by the above formulas 3 and 4.

  Thus, even in the air conditioning zone on the rear seat side, when both the left and right glass temperatures on the rear seat side rise and the upper passenger compartment temperature on the left and right side on the rear seat side both rise, It is determined that the vehicle is in a transient state, and the left and right glass temperatures TglassDr and TglassPa on the rear seat side are corrected by the glass correction amounts αDr and αPa corresponding to the increments ΔTrrDr and ΔTrrPa, respectively, of the left and right passenger upper layer temperatures. Then, the right and left solar radiation correction ratios f1 and 1-f1 are obtained from the right and left difference ΔTwin of the glass temperature corrected in this way, and the detection value Ts of the solar radiation sensor is corrected by the left and right solar radiation correction ratios. TsRrDr and TsRrPa, which are used as terms of solar radiation at the target blowing temperatures TAORrDr and TAORrPa.

  Here, step S110 corresponds to temperature detection means, and steps S120 and S130 correspond to transient state determination means. Steps S140 and S150 correspond to correction amount calculation means, and step S160 corresponds to glass temperature correction means. Step S170 corresponds to temperature difference calculation means, and step S180 corresponds to solar radiation direction estimation means. Steps S190 and S200 correspond to target value calculation means.

  In FIG. 9, the control result in this embodiment is shown with a time diagram. In FIG. 9, the vertical axis represents the solar radiation correction ratio f1, and the larger the value f1, the stronger the solar radiation correction control on the right seat side (Dr side), while the smaller the value f1, the solar radiation correction on the left seat side (Pa side). This is a coefficient (corrected solar radiation correction coefficient) for strengthening the control. Further, in FIG. 9, the horizontal axis is the elapsed time, and the transition of the solar radiation correction ratio between the control according to the present embodiment and the conventional control disclosed in Patent Document 1 when solar radiation is irradiated from an arbitrary direction at time t1. Is shown. FIG. 9 also shows temporal changes in the solar radiation amount Ts and temporal changes in the glass temperature correction amounts αDr and αPa. FIG. 9 shows an example in which sunlight is irradiated from the right side (Dr side) of the vehicle.

  As shown by the dotted line in the figure, f1 in the conventional control gradually increases in glass temperature due to solar radiation at time t1, and f1 reaches true value A at time t3 as the glass temperature increases. . This is because the glass has a large heat capacity, so that an increase in the glass temperature due to solar radiation cannot be detected, or the glass temperature difference is not stable during the transition period until the glass temperature stabilizes, and an error is likely to occur in f1.

  On the other hand, in the present embodiment, when solar radiation is started at time t1, the glass temperature and the occupant upper layer temperature start to rise, and the solar radiation change transient (and steady state) determination in the control routine of FIG. S120 and S130) are performed.

  Thereafter, the solar radiation correction control is started, but until the value B close to the true value A at the time t2 earlier than the time t3 by the glass temperature correction amounts αDr and αPa at the occupant upper layer temperature rising faster than the glass temperature. The solar radiation correction ratio f1 is increased, and the response of the partial solar radiation control can be improved.

  Thereafter, at the time t3 when the glass temperature does not increase, a steady-state determination (S120, S130) is performed, and the process shifts to the conventional control gently and without a sense of incongruity by the correction term subtraction process (S150).

  In the above embodiment, the solar radiation amounts TsRrDr and TsRrPa on the rear seat side use the solar radiation amount Ts detected by the solar radiation sensor 83 arranged on the instrument panel, and the left and right solar radiation correction ratios f1, 1 Although an example of calculation by multiplying by −f1 is shown, the present invention is not limited to this, and the rear seat solar radiation sensor for detecting the solar radiation amount TsRr irradiated to the rear seat air conditioning zones 1c and 1d is used as the front seat solar radiation sensor. It may be provided on the rear tray separately from 83 and calculated by TsRrDr = TsRr × f1 and TsRrPa = TsRr × (1−f1). Thereby, the more correct solar radiation amount TsRrDr, TsRrPa on the rear seat side can be obtained. In this case, the amount of solar radiation on the front seat side is calculated in the same manner as in the above embodiment.

It is a mimetic diagram showing the outline of one embodiment of the air-conditioner for vehicles concerning the present invention. It is a schematic diagram which shows schematic structure of the vehicle air conditioner of FIG. It is a figure which shows the structure of the infrared temperature sensor part of FIG. It is a figure which shows a part of detection area of an infrared temperature sensor part, (a) is a figure which shows the detection area of the right side sensor chip of a front side infrared temperature sensor, (b) is detection of the right side sensor chip of a back side infrared temperature sensor. It is a figure which shows an area. It is a characteristic view for determining a blower voltage in air-conditioner ECU. It is a characteristic view for determining air outlet mode in air-conditioner ECU. It is a characteristic view for determining inside / outside air mode in air-conditioner ECU. It is a flowchart which shows the control routine in an air-conditioner ECU. It is a time diagram which shows the control result in this embodiment.

Explanation of symbols

1a: front seat right side (driver's seat side) air conditioning zone, 1b ... front seat left side (passenger seat side) air conditioning zone,
1c ... rear seat right air conditioning zone, 1d ... rear seat left air conditioning zone, 8 ... air conditioning ECU,
70 ... Infrared temperature sensor, 83 ... Solar radiation sensor, 90a ... Front seat right windshield,
90b ... front seat left windshield, 90c ... rear seat right windshield,
90d ... Windshield on the left side of the rear seat.

Claims (4)

Temperature detecting means for detecting the temperature of the left and right windshields of the vehicle; temperature difference calculating means for calculating a temperature difference between the left and right windshield temperatures; Direction estimation means, and target value calculation means for calculating left and right solar radiation amounts according to the left and right solar radiation correction ratios, and calculating left and right target blowout temperatures of the vehicle based on the left and right solar radiation amounts. In a vehicle air conditioner
Transient state determination means for determining whether the thermal load due to solar radiation is in a transient state;
A correction amount calculating means for calculating a transient temperature correction amount when it is determined by the transient state determining means to be in a transient state;
Glass temperature correction means for correcting the temperature of the left and right windshields by the calculated transient temperature correction amount,
The vehicle air conditioner characterized in that the temperature difference calculating means calculates a temperature difference between the left and right windshield temperatures corrected by the transient temperature correction amount. The temperature detection means detects the temperature of the vehicle interior part,
The transient state determining means determines whether or not the state is the transient state according to the respective temporal changes in the detected temperature of the left and right windshields and the temperature of the vehicle interior part,
2. The vehicle air conditioner according to claim 1, wherein the correction amount calculating means calculates the transient temperature correction amount in accordance with an increase in temperature of the vehicle interior part. The vehicle air conditioner according to claim 2, wherein the temperature of the vehicle interior portion is at least one of a temperature of an upper layer portion of a passenger and a seat surface temperature. When it is determined that the transient state determination unit is a steady state that is a non-transient state, the correction amount calculation unit calculates a steady-state temperature correction amount that gradually decreases, and the temperature difference calculation unit calculates the steady-state temperature correction. The vehicle air conditioner according to any one of claims 1 to 3, wherein a temperature difference between the left and right windshields corrected by the amount is calculated.

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