JP5217711B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

Japanese Patent No. 3301109 JP 2006-123874 A

  The interior space of an automobile has a smaller space volume than ordinary houses, etc., and becomes a sealed space when the window is closed, for example, the temperature inside the parked car rises abnormally in summer due to heat rays that leak through the glass. To do. However, a general automobile air conditioner is a centralized type and is designed to lower the air temperature of the entire space in the passenger compartment, so there is a problem that it takes time to adjust the temperature. Therefore, Patent Document 1 and Patent Document 2 propose a method of distributing and air-conditioning the vehicle interior by incorporating a local air-conditioning device in the seat and blowing cool air from a blow-off port provided in a headrest or handrail.

  By the way, in an automobile or the like, a main air conditioner (for example, an auto air conditioner) that comprehensively air-conditions a vehicle interior space is generally provided (for example, Patent Document 2). Conventionally, when a seat air conditioner is provided together with such a main air conditioner, the operation is often controlled independently including temperature setting. In addition, the main air conditioner controls the target air temperature (TAO) to be lower during cooling and higher during heating as the vehicle heat load determined by the inside air temperature (inside temperature), outside air temperature, solar radiation, etc. increases. However, in Patent Document 2, control of the seat air conditioner is executed in such a manner that the calculated TAO value is obtained by communication from the main air conditioner side. In this system, as a matter of course, the seat air conditioner is also controlled to increase the TAO in synchronism with the main air conditioner according to the vehicle heat load, so the vehicle heat load increases and the output of the main air conditioner increases. As the output increases, the output of the seat air conditioner also increases. Conversely, if the vehicle thermal load decreases and the output of the main air conditioner decreases, the output of the seat air conditioner also decreases.

  By the way, the main air conditioner has a structure in which conditioned air is blown out from an air outlet that opens in an instrument panel of a car, for example. Often found among users. Especially for cool women, it is easy to feel bad when the cooling air blows directly on the body even in the summer when the outside air temperature is considerably high, especially in midsummer when the vehicle heat load becomes large, the target blowout temperature becomes considerably low. Since the low-temperature cooling air blows out with a large air volume, the discomfort is especially great when it is directly applied to the body. Such a user, for example, operates the louver attached to the air outlet to change the direction of the wind so that the cooling air does not directly hit the body, but if the cooling air does not hit the body, There is a dilemma where there is no choice but to wait for the passenger compartment temperature to reach the proper temperature naturally due to the air circulation at a position away from the body, and conversely, the discomfort caused by hot heat increases. In Patent Document 2, regardless of the direction of the conditioned air of the main air conditioner, when the vehicle thermal load increases, the seat air conditioner only increases the air conditioning output in synchronization with the main air conditioner. (Similar circumstances apply during heating).

(1) When the main air conditioner is in a state where a low-temperature cooling air is blown out with a large air volume, if the cooling air is directly hitting the user, it will be sufficiently cool, and the seat air conditioner side will It may become overcooling due to an increase in output, which may cause discomfort. In addition, useless energy is consumed as the output of the seat air conditioner becomes excessive.
(2) Even when the airflow direction is controlled so that the cooling airflow does not directly hit the user, the main air conditioner continues blowing low temperature and large airflow in the direction that the user is not, so that wasteful energy is similarly generated. It leads to being consumed.

  The subject of the present invention is that the vehicle is provided with a main air conditioner and a seat air conditioner, and the output balance between the main air conditioner and the seat air conditioner can be optimized in consideration of the blowing direction of the conditioned air of the main air conditioner. Therefore, it is an object of the present invention to provide a vehicle air conditioner that can create a comfortable air conditioning environment regardless of the direction of air conditioned air blow and can increase the air conditioning efficiency of the entire vehicle.

Means and actions / effects for solving the problems

In order to solve the above problems, the vehicle air conditioner of the present invention is:
A main air conditioner that has a blow-out opening in the vehicle interior structure other than the seat and comprehensively air-conditions the vehicle interior space;
A seat air conditioner that is provided on the seat and performs individual air conditioning for the occupant seated on the seat;
Main air-conditioning air blowing direction changing means for changing the direction of the main air-conditioning air from the outlet of the main air-conditioning device, based on the operation of the passenger seated on the seat;
A blowing direction detecting means for detecting the wind direction of the main conditioned air;
The operation of at least one of the main air conditioner and the seat air conditioner is changed so that the air conditioning output ratio between the air conditioner output of the main air conditioner and the air conditioner output of the seat air conditioner changes according to the detected wind direction of the main air conditioner. It is assumed that an air conditioning control means for adjusting and controlling is provided.

  According to the configuration of the air conditioner of the present invention, the vehicle is provided with the main air conditioner and the seat air conditioner, detects the direction of the main air conditioner air of the main air conditioner, and detects the direction of the detected main air conditioner wind. Accordingly, since the air conditioning output ratio between the air conditioning output of the main air conditioning device and the air conditioning output of the seat air conditioning device is changed, the operation of at least one of the main air conditioning device and the seat air conditioning device is adjusted and controlled. The output balance with the air conditioner can be optimized in consideration of the direction of the conditioned air blown from the main air conditioner. As a result, a comfortable air-conditioning environment can be created regardless of the direction in which the air-conditioning air is blown out, and the air-conditioning efficiency of the entire vehicle can be increased.

  The air conditioning control means controls the main air conditioning device and the seat so that the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device increases as the wind direction of the main air conditioning air moves away from the direction directly looking at the passenger sitting on the seat. The operation of at least one of the air conditioners can be adjusted and controlled. If the main conditioned air is blown out in such a direction as to directly look at the occupant seated on the seat, the conditioned air is directly applied to the occupant. An occupant who does not want to be directly exposed to the conditioned air uses the main conditioned air blowing direction changing means to change the direction of the main conditioned air in a direction not hitting himself (that is, a direction away from the direction directly looking at the occupant). In response to this, the air conditioning control means performs adjustment control to increase the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device, so that the main air conditioning wind is not directly applied to the occupant and Since the output of seat air conditioning is supplemented by the shortage, more comfortable air conditioning can be realized. On the contrary, the occupant who accepts that the conditioned air is directly applied changes the direction of the main conditioned air in the direction in which the conditioned air is applied (that is, the direction closer to the direction in which the occupant is directly expected). In response to this, the air conditioning control means performs adjustment control to reduce the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device, so that a sufficient air conditioning effect is realized by the main air conditioning wind. Therefore, it is possible to effectively avoid the problem that the output of the seat air conditioning becomes excessive and causes discomfort. Moreover, useless energy consumption can be prevented by suppressing the output of the seat air conditioner.

  As a human habit, when feeling hot or cold (especially hot), the air-conditioning wind is blown toward the face and neck without blowing over the entire body, so that discomfort can be considerably reduced. This is also related to the fact that the face and neck function as the main doorway for body temperature. In other words, it can be said that the occupant tends to blow the air-conditioned air toward the face as he / she feels heat (or cold) more strongly. The face position of the occupant seated on the seat changes depending on the sitting height and the sitting posture of the occupant. Therefore, face position detection means for detecting the occupant's face position is provided, and the ratio of the air conditioning output of the seat air conditioner to the air conditioning output of the main air conditioner increases as the air conditioning control means moves away from the face position. As described above, if the operation of at least one of the main air conditioner and the seat air conditioner is adjusted and controlled, it is possible for both passengers who dislike that the air-conditioning wind directly hits the face and passengers who accept it conversely. A comfortable and efficient cooperative operation between the main air conditioner and the seat air conditioner can be realized.

  The main air-conditioning air blowing direction changing means can be configured by a well-known louver provided so that the angle can be changed by an occupant operation with respect to the outlet. If the angle of the louver is determined, the blowing direction of the main conditioned air is also uniquely determined. Therefore, the blowing direction detecting means can be configured as the angle detecting unit of the louver to easily identify the blowing direction of the main conditioned air. it can. In addition, the direction of the main air-conditioned air outlet duct (the whole or the end portion including the outlet) itself can be variably configured. In this case, the outlet direction detecting means detects the angle of the outlet duct. What is necessary is just to comprise as a part. However, in this case as well, if a louver (rectifier plate) is attached to the outlet, the angle of the louver is inevitably changed by changing the angle of the outlet duct, so the outlet duct angle detector is referred to as a louver angle detector. Can be considered.

  In the above configuration, when the angle of the louver is within a predetermined angle range in which the main air-conditioning wind blows directly to the occupant, the air-conditioning output of the seat air-conditioning device relative to the air-conditioning output of the main air-conditioning device is greater than when the louver is outside the predetermined angle range. It can be configured to adjust and control the operation of at least one of the main air conditioner and the seat air conditioner so as to increase the ratio. The main air conditioner or the seat air conditioner can be adjusted and controlled easily and accurately according to the angle of the louver. Note that, within the predetermined angle range, the air conditioning output ratio between the main air conditioner and the seat air conditioner may be adjusted and controlled to be variable according to the louver angle, or may be constant regardless of the louver angle. Either adjustment control may be used. In addition, the predetermined angle range may be customized for each user according to the face position, for example, by detecting the user's face position, or the user may expect an average face position of various users. Regardless of the setting, either of them may be set to be constant.

  The air-conditioning control means increases the output of the seat air-conditioning device as the wind direction of the main air-conditioning air moves away from the direction in which the occupant sitting on the seat is directly looking (for example, looking in the face). The output can be set to be small. When the user changes the direction of the main air-conditioning wind so that it does not directly hit the passenger, the main air-conditioning air is not directly applied to the occupant and the output of the seat air-conditioner increases, realizing a more comfortable air-conditioning condition. it can. On the other hand, when changing to the direction that directly hits itself, in the situation where the sufficient air-conditioning effect is realized by the main air-conditioning air, the output of the seat air-conditioning device becomes small and the output of the seat air-conditioning becomes excessive It is possible to avoid discomfort resulting from the above, and it is possible to prevent wasteful energy consumption in the seat air conditioner.

  On the other hand, the air-conditioning control means sets the output of the main air-conditioning apparatus to be smaller as the direction of the main air-conditioning wind is farther from the direction of looking directly at the occupant seated on the seat, and the output of the main air-conditioning apparatus is set to be larger as it approaches the direct looking direction. It can also be configured as follows. If the user changes the direction of the main air-conditioning air so that it does not directly hit the user, the main air-conditioning device will not continue to blow the main air-conditioning air at a high output in the direction where the user is not, and the main air-conditioning device will be useless. Energy consumption can be suppressed. Conversely, when the orientation is changed so that it directly hits itself, a sufficient air conditioning effect can be realized by the main air conditioned air, and a comfortable air conditioning environment can be created without increasing the output of the seat air conditioning device so much.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows an example of the front appearance of an operation unit used in the vehicle air conditioner of the present invention. The operation unit 1 is for operating a main air conditioner that comprehensively air-conditions a vehicle interior space, and includes a display display 4 and a casing 2 in which the display display 4 is enclosed. 2 front wall part 2F forms the operation panel part which arranged the operation part of the air conditioner with the display 4 (henceforth the operation panel part 2F). The display 4 is composed of a liquid crystal display, and displays the operation setting state (air volume, set temperature, blowing mode, etc.) of the air conditioner. The operation panel section 2F includes an air volume setting switch 72, a temperature setting switch 73, a mode switching switch group 75 for switching the blowing mode, a rear differential switch 76, an inside / outside air switching switch 77, an A / C switch 78, a fan switch 79, and an auto switching switch. 80 is provided.

As shown in FIG. 4, the operation unit 1 performs switching of various air outlets 104, 105, 106 of the main air conditioner CA provided in the instrument panel section of the vehicle, and blowout control of the main air conditioned air at each air outlet. It is for doing. FIG. 4 also shows a block diagram relating to a control system of the entire vehicle air conditioner composed of the main air conditioner CA and a seat air conditioner described later. The main air conditioner CA includes a main duct 101. The main duct 101 is formed with an inside air suction port 113 for circulating the air inside the vehicle and an outside air suction port 114 for taking air outside the vehicle, and the inside / outside air switching damper. Either one is switched by 115. Air from the inside air inlet 113 or the outside air inlet 114 is sucked into the main duct 101 by the fan 116.

  In the main duct 101, an evaporator 117 for cooling the sucked air to generate cool air, and conversely, a heater core 102 (heating operation by waste heat of engine cooling water) for heating the air to generate warm air, Is provided. The cold air and the warm air are mixed at a ratio corresponding to the angular position of the air mix damper 103 and blown out from the blowout ports 104, 105, and 106. Among them, the def outlet 104 for preventing the front glass from fogging is located at the upper rear of the instrument panel corresponding to the lower edge of the inner surface of the front glass, the face outlet 105 is located at the center of the front of the instrument panel, and the foot outlet 106 is a passenger behind the lower surface of the instrument panel. Each of the openings opens at a position facing the foot, and is individually opened and closed by the outlet switching dampers 107, 108, and 109.

  Specifically, in accordance with the rotational input phase for damper control from the motor 120, only the face outlet 105 is opened by the damper drive gear mechanism 110 (face outlet mode), the face outlet 105 and the foot outlet. 6 is opened (foot / face blowing mode), only the foot blowing port 106 is opened (foot blowing mode), and the foot blowing port 106 and the differential blowing port 104 are opened (diff / foot blowing mode). In addition, the state can be switched between the state where only the differential outlet 104 is opened (the differential outlet mode). Each blowing mode is selected by selecting a corresponding mode selection switch (face switch 75A, foot / face switch 75B, foot switch 75C, differential / foot switch 75D, and differential switch 75E) included in the mode changeover switch group 75 of FIG. This is done by operating.

  The inside / outside air switching damper 115 is electrically driven by a motor 121, the air mix damper 103 is electrically driven by a motor 119, and the outlet switching dampers 107, 108, and 109 are electrically driven by a motor 120. These motors 119, 20, and 21 are constituted by stepping motors, for example. Further, the blower motor 123 is constituted by a brushless motor or the like, and the blown air volume is adjusted by controlling the rotational speed by PWM control.

  These motors (actuators) 119 to 121, 123 and the evaporator 151 are connected to the main air conditioning ECU 150 via a serial communication bus 130, and are centrally controlled by the main air conditioning ECU 150 via the serial communication bus 130. In addition, a seat air conditioning ECU 203 (described later) is connected to the serial communication bus 130, and communication for cooperative control with the main air conditioning ECU 150 is possible.

  The entity of the main air conditioning ECU 150 is computer hardware, and an evaporator sensor 151, an inside air sensor 155, an outside air sensor 156, a water temperature sensor 157, and a solar radiation sensor 158 are connected to its input / output unit. The main air conditioning ECU 150 also includes the air volume setting switch 72, the temperature setting switch 73, the mode switching switch group 75 for switching the blowing mode, the rear differential switch 76, the inside / outside air switching switch 77, the A / C switch 78, the fan switch 79, and the like. An auto changeover switch 80 is connected.

The main air conditioning ECU 150 performs the following control by executing the installed control application.
In response to the operation input state of the inside / outside air changeover switch 77, a control command is issued to the drive IC of the corresponding motor 121 so that the inside / outside air switching damper 115 is tilted to either the inside air side or the outside air side.
The operation of the evaporator 117 is turned on / off according to the operation state of the A / C switch 78.
In accordance with the operation of the rear differential switch 70, the rear glass heating wire (not shown) is energized to remove the rear glass from fogging.

Based on the input state of the auto changeover switch 80, the operation mode of the main air conditioner CA is switched between the manual mode and the auto mode. In the auto mode, a known sequence for referring to the input information of the set temperature by the temperature setting switch 73 and the output information of the inside air sensor 155, the outside air sensor 156, the water temperature sensor 157 and the solar radiation sensor 158 so that the in-vehicle temperature approaches the set temperature. Accordingly, the air temperature of the corresponding motors 119, 123, 120 is adjusted so that the air outlet temperature is adjusted by adjusting the opening of the air mix damper 103, the air volume is adjusted by the blower motor 123, and the position of the air outlet switching dampers 107, 108, 109 is changed. An operation control command is issued.
In the manual mode, the air volume is adjusted by the blower motor 123 in response to the operation input state of the air volume setting switch 72 and the mode change switch group 75, and the outlet switching dampers 107, 108, 109 are in the corresponding open / closed state. In this manner, a drive control command is issued to the motor 120.

Specifically, the auto air-conditioning control is performed by calculating the target air temperature TAO of the main air-conditioning air. This target blowing temperature TAO is calculated based on the following formula (1), and means a blowing temperature necessary for maintaining the vehicle interior at the set temperature TSET.
TAO = E × (TSET + ΔT)
-F * TR-G * TAM-H * TS + C (1)
TSET: set temperature (usually: set temperature by temperature setting switch 74 / when communication is interrupted: predetermined temperature stored in ROM 42)
TR: room temperature (detected by room air sensor 81)
TAM: outside air temperature (detected by outside air sensor 82)
TS: Solar radiation (detected by solar radiation sensor 84)
ΔT, C: Correction constants E to H: Coefficient

  As shown in FIG. 1, a face outlet 105 that blows out the air-conditioned airflow WD from the face outlet duct 5 of FIG. 4 is opened above the casing 2 of the operation unit 1. The face outlet 105 is formed in a horizontally long shape, and is divided into two for the driver's seat and the passenger's seat at the center, and louvers 53 and 54 that respectively constitute main air-conditioning air blowing direction changing means are provided independently. The louvers 53, 54 are composed of a first louver 53 and a second louver 54, and are each composed of a plurality of wind direction plates (rectifying plates) arranged in parallel with each other.

  As shown in FIG. 2, in the first louver 53, a plurality of wind direction plates are disposed so as to be rotatable around a rotation axis 53 a in the left-right direction and are linked to a rack member 91. By rotating the left and right airflow direction adjustment dial 56 provided at the face outlet 105, the gear 90 rotates in conjunction with this, and the rack member 91 that meshes with the gear 90 moves up and down, thereby interlocking with each other. The angle changes up and down. Thereby, the wind direction of the main conditioned air from the face outlet 105 can be changed / adjusted in the vertical direction. Further, the angular position η of the first louver 53 indicating the vertical direction of the main conditioned air is detected by a louver angle sensor (η) 61 attached to the rotating shaft of the gear 90.

  Similarly, as shown in FIG. 3, the second louver 54 includes a plurality of wind direction plates that are arranged so as to be rotatable around a rotation axis 54 a in the vertical direction (may be slightly inclined forward and backward). The member 93 is linked to the link. By rotating the up / down air direction adjustment dial 55 provided at the face outlet 105, the gear 92 rotates in conjunction with this, and the rack member 93 that meshes with the gear 92 moves to the left and right to interlock with each other. The angle changes horizontally. Thereby, the wind direction of the main air-conditioning wind from the face blower outlet 105 can be changed and adjusted to the left-right direction. Further, the angular position ξ of the second louver 54 indicating the left and right direction of the main conditioned air is detected by a louver angle sensor (ξ) 62 attached to the rotation shaft of the gear 92.

  The louver angle sensor (η) 61 and the louver angle sensor (ξ) 62 constitute blowing direction detection means for detecting the direction of the main conditioned air. As shown in FIG. Connected to the output. The main air conditioning ECU 150 is also connected with a face camera 65 that captures an occupant (user) sitting on the seat. As shown in FIG. 8, the face camera 65 shoots a seat (and an occupant seated on the seat) 200 from the front, and includes the upper half of the occupant HK (at least the upper part from the neck: the face). Thus, the photographing field of view 110F is determined, and the position of the face of the occupant HK can be specified from the photographed image by well-known image analysis.

  Next, FIG. 5 is an overall schematic diagram showing an example of a seat air conditioner. The seat air conditioner 50 is incorporated in each seat 200 of the automobile, for example, a driver seat and a passenger seat. The seat 200 includes a seat portion 201 on which the occupant's buttocks are placed, a backrest portion 202 that contacts the back, and a headrest 302 that is attached to the top of the backrest portion 202. And the blower outlet 204 is formed in each skin 203 of the seat part 201 and the backrest part 202. FIG.

  An air duct 205 is formed inside each of the seat portion 201 and the backrest portion 202. The air duct 205 has one end opened in the vehicle interior and the other end opened to the air outlet 204. A Peltier module 303 is interposed in the middle of each air duct 205. The Peltier module 303 has a well-known Peltier element that is DC-driven in the thickness direction so that one surface is a heat-absorbing surface and the other surface is a heat-dissipating surface. A metal heat block placed in close contact with the surface to be the side, and a metal heat sink placed in close contact with the surface to be the air conditioning heat exchange side. Have a well-known configuration (see, for example, JP-A-2005-280710).

  On the upstream side of the Peltier module 303 in the middle of the air duct 205, a blower 304 that pressure-feeds air in the passenger compartment is provided on the heat dissipation fin of the Peltier module 303. The blower 304 generates air whose temperature is adjusted by blowing ambient air onto the heat dissipating fins, and this temperature-adjusted air is blown out from the outlet 204 through the air duct 205. Thus, a structure in which the Peltier air conditioning unit 210A having the air duct 205, the Peltier module 303, and the blower 304 is individually incorporated in the backrest 202, and the Peltier air conditioning unit 210B having the same configuration is individually incorporated in the seat 201. It has become. A vehicle seat air conditioner having a set of Peltier air conditioning units 210A and 210B (hereinafter, collectively referred to as “Peltier air conditioning unit 210”) having the above-described structure is provided for each seat of an automobile ( Specifically, it is incorporated independently in the driver's seat 1 (A), the passenger seat 1 (B), the right rear seat 1 (C), and the left rear seat 1 (D).

  Next, FIG. 6 is a block diagram illustrating an example of an electrical configuration of the vehicle seat air-conditioning apparatus 50. The main part is a control circuit mainly composed of a seat air-conditioning ECU 103 (air-conditioning control means) configured as a microprocessor, and a hand operation switch (temperature control setting switch 212 and hand power switch 213 constituting temperature input setting means). Each is connected to the seat air conditioning ECU 103 via the temperature control input interface 222. The seat air conditioning ECU 103 is provided for each seat air conditioning apparatus 50 of each seat.

  The seat air-conditioning ECU 103 is connected to a Peltier air-conditioning unit 210A (backrest side) and 210B (seat side) each composed of a set of a Peltier module 303, a blower 304, and a drive unit 221 that controls driving of the Peltier module 303. The drive unit 221 drives the Peltier module 303 to be energized with different polarities when using cooling and using heating.

  As shown in FIG. 5, each seat 200 is provided with a hand operation switch 212 for an air conditioner that is operated by a passenger. The seat air conditioning ECU 103 stops the operation of the Peltier air conditioning unit 210 when the hand power switch 213 is in an off state. The hand operation switch 212 is a rotary switch with a push function. When the hand operation switch 212 is pressed once, the hand operation switch 212 is retracted to turn off the hand power switch 213. On the other hand, when it is further pressed, it pops out and the power switch 213 is turned on, and a rotation operation for changing the set temperature becomes possible. At this time, when the hand operation switch 212 is rotated in the first direction with respect to the neutral position NTL, the temperature is set in the heating mode, and the set temperature increases as the distance from the neutral position NTL increases, and the hand operation switch 212 rotates to the limit position in the first direction. If it does, it will be in the setting state of the maximum heating temperature. Further, if the neutral position NTL is rotated in the second direction, the temperature is set in the cooling mode. The farther away from the neutral position NTL, the lower the set temperature, and the rotation to the limit position in the second direction sets the minimum cooling temperature. It becomes a state. The on / off state of the power switch 213 and the temperature setting state (further, the cooling / heating mode) are input to the seat air conditioning ECU 103 via the temperature adjustment input interface 222.

  In addition, an interlock / independent switching switch 214 is connected to the temperature control input interface 222. As shown in FIG. 5, the interlock / independent switching switch 214 is attached to the seat 200 in the vicinity of the hand operation switch 222, and when the switch 214 is operated to the first position (“interlocking”) side, the temperature adjustment input is performed. The interface 222 outputs to the seat air conditioning ECU 10 an interlock mode selection signal for controlling the seat air conditioner 50 in conjunction with the main air conditioner CA. When the interface 222 is operated to the second position ("independent"), the seat air conditioner 50 is controlled. An independent mode selection signal that is controlled independently of the CA is output to the seat air conditioning ECU 10. In the interlock mode, as will be described later, the seat air-conditioning device 50 according to the angle of the louvers 53 and 54 provided at the face air outlet 105 of the air-conditioning device, that is, the wind direction of the main air-conditioning air, on the driver seat side and the passenger seat side, respectively. Output is adjusted and controlled.

  FIG. 7 shows a circuit configuration example of the drive unit 221. The drive power supply is configured as an insulation type in consideration of prevention of overvoltage application to the Peltier element. Specifically, it has an input-side DC power supply 250 that receives the in-vehicle battery voltage + B as an input voltage, and the DC output voltage is driven by a boost switching transistor 252 (power in this embodiment) driven by a boost oscillation circuit 253. It is configured by an FET, and is input to the primary side of the boosting transformer 251 while being switched at a boosting switching frequency of 10 to 30 kHz (for example, 15 kHz). The secondary side boosted output voltage of the transformer 251 is 8 to 15V (for example, 12V). The step-up oscillation circuit 253 is configured as a self-excited oscillation circuit that uses a part of the primary inductance of the transformer 251.

  The secondary boosted output voltage of the transformer 251 is half-wave rectified by the diode 254D, smoothed by the capacitor 254C, and then input to the PWM switching transistor 255. The PWM switching transistor 255 is composed of a power FET and is PWM switched at a duty ratio (for example, 50 to 100%) determined by the seat air conditioning ECU 103. The PWM switching transistor 255 is switched by the photocoupler 265 via the gate driving transistor 256.

  Since the Peltier element is configured as a metal conductor with a large conduction cross section, when a PWM switching voltage waveform is directly input to the Peltier element, an eddy current is generated when the current is interrupted at the waveform edge, and the voltage in the direction opposite to the target polarity Is not preferable because a large amount of Joule heat is generated to reduce the cooling efficiency. Therefore, in the present embodiment, the drive smoothing circuit having the coil 258 and the capacitor 259 is used to convert the PWM switching voltage waveform into a DC drive voltage corresponding to the duty ratio (output voltage range is, for example, 6 to 12 V: output current range). Is smoothed as, for example, 3 to 6A) and supplied to the Peltier module 303 via the polarity switch 260. The PWM switching frequency is, for example, 1 to 5 kHz, and is set smaller than the boost switching frequency.

  In this embodiment, the polarity changeover switch 260 is configured as a relay switch and is controlled in operation by the photocoupler 263 via the relay driving transistor 262 (here, when the relay driving transistor 262 is OFF, the terminal 260A is connected to the power input / The terminal 260B is grounded (forward polarity), and when it is on, the switch 260 is switched so that the terminal 260A is grounded / the terminal 260B is the power input (reverse polarity). Further, the motor drive output to the blower 304 is taken out in the non-switching state via the voltage stabilization regulator IC 264 from the previous stage of the PWM switching transistor 255 on the secondary side of the transformer 251.

  In this embodiment, a booster circuit is incorporated in order to compensate for fluctuations in the in-vehicle battery voltage + B. However, when the operation of the Peltier element can be ensured, for example, the drive output voltage range to the Peltier element is the in-vehicle battery voltage + B. If it can be ensured that it is always smaller than the fluctuation range, this step-up circuit can be omitted. In this case, a voltage monitoring unit may be added to the output stage to the Peltier element, and a regulator unit that stabilizes the voltage by feeding it back to the duty ratio control of PWM switching may be added. Even when the drive output voltage to the Peltier element slightly exceeds the fluctuation range of the in-vehicle battery voltage + B, if the regulator unit is configured as a well-known step-up type step-up circuit, the step-up circuit can be similarly omitted.

  As described above, the on / off state of the power switch 213 and the temperature setting state (and the cooling / heating mode) are input to the seat air conditioning ECU 103 via the temperature adjustment input interface 222. When the power switch 213 is in the off state, the seat air conditioning ECU 103 turns off the power switch 250S provided on the battery power receiving system path to the input side DC power source 250, and stops both the Peltier module 303 and the blower 304. On the other hand, when the power switch 213 is on, the power switch 250S is turned on. If the hand operation switch 212 is rotated to the cooling side, the relay drive transistor 262 is turned off, and the energization polarity is set to the forward direction. Moreover, if it is rotating to the heating side, the relay drive transistor 262 is turned on, and the energization polarity is reversed.

  Further, on both the cooling side and the heating side, the operation angle of the hand operation switch 212 is read by the temperature control input interface 222 via, for example, a potentiometer or the like and converted into the cooling set temperature θ or the heating set temperature θ ′. It is sent to the seat air conditioning ECU 103.

  Hereinafter, operation | movement description of the said vehicle air conditioner is performed using a flowchart. FIG. 12 is a flowchart showing a flow of seat air conditioning control by the seat air conditioning ECU 103 (the control content is the same for each seat, and independent drive control is performed). First, in S101, it is determined whether or not the local power switch 213 is ON. If it is not ON, it will progress to S109 and the operation | movement of the Peltier module 303 and the air blower (fan) 304 will be stopped.

  On the other hand, if the hand power switch 213 is ON in S101, the process proceeds to S102, and the temperature adjustment input interface 222 acquires the cooling set temperature θ or the heating set temperature θ ′ determined based on the operation position of the hand operation switch 212. . In S103, the temperature detection value T of the inside air sensor 155 is acquired via the communication bus 130 from the main air conditioner CA side in FIG. In S104, an appropriate duty ratio η (corresponding to the current value) is read with reference to the duty ratio table of FIG. 10 during cooling and with reference to the duty ratio table of FIG. 11 during heating. During cooling, the duty ratio (current value) η is set higher as T-θ increases, and during heating, the duty ratio (current value) η is set higher as θ-T increases.

  Next, in S105, the temperature adjustment input interface 222 reads a mode selection signal output based on the operation position of the interlock / independent switching switch 214 (FIGS. 5 and 6). In the independent mode, in FIG. 4, the seat air conditioning ECU 103 notifies the main air conditioning ECU 150 via the communication bus 130 that the independent mode is selected. In step S108, the seat air-conditioning ECU 103 directly adopts the read duty ratio η as the control setting duty ratio (drive duty ratio) η '.

  On the other hand, if it is the interlock mode, the process proceeds to S106 and notifies the main air conditioning ECU 150 that the interlock mode is selected. On the main air conditioning ECU 150 side, as will be described later, a correction coefficient α for correcting the output of the seat air conditioner 50 is calculated based on the angle of the louvers 53 and 54 (FIG. 1). The seat air-conditioning ECU 103 acquires the correction coefficient α from the main air-conditioning ECU 150 in S106, and corrects the read duty ratio η with the correction coefficient α in S107 (here, a correction operation for multiplying η by α is performed). However, the calculation form is not limited to this, and this is adopted as the control set duty ratio (drive duty ratio) η ′.

  In S109, the PWM switching transistor 255 is switched and driven with the control setting duty ratio η 'to adjust the output of the Peltier element. The output correction of the seat air conditioner according to the angle of the louvers 53 and 54 (FIG. 1) may be performed only at the time of cooling.

  Next, FIG. 13 is a flowchart showing a flow of main air conditioning control by the main air conditioning ECU 150. In S201, the target blowing temperature TAO is calculated by the known method already described. In S <b> 202, information related to the selected mode is acquired from the seat air conditioning ECU 103. If this is the independent mode, the process proceeds to S210, and the calculated TAO is directly adopted as the control setting TAO.

On the other hand, if it is the interlock mode, the process proceeds to S204, and the detection angle η of the louver angle sensor 61 and the detection angle ξ of the louver angle sensor 62 are read. On the other hand, as shown in FIG. 8, the upper body of the occupant sitting on the seat is photographed by the face camera 65. If the mounting position of the face camera 65 is fixed, the field of view 110F is constant, and an orthogonal coordinate system (horizontal direction: x, vertical direction: y) as shown on the right in FIG. 9 is preset. Then, by a known image analysis from the captured image of a face camera 65, the position of the face of the occupant HK (e.g., the center of gravity of the extracted face contour lines), the face position on the orthogonal coordinate system coordinates G (x _0, y ₀ ).

On the other hand, as shown in FIG. 2, the detected angle η of the louver angle sensor 61 is defined as the angle of the first louver 53 with respect to the y-axis of the orthogonal coordinate system. Similarly, as shown in FIG. The detection angle ξ is defined as the angle of the second louver 54 with respect to the x-axis of the orthogonal coordinate system. A combination of the radial vectors of the angles η and ξ can be defined as the wind direction vector of the main conditioned air. This wind direction vector can be defined as one point on the ξ-η plane, as shown on the left of FIG. 9, and is parallel to the xy plane through the vicinity of the face surface position of the occupant HK corresponding to the face position coordinate G. Considering the projection plane, a wind direction coordinate (x1, y1) that uniquely defines the wind direction vector is defined as a straight line parallel to the wind direction vector through a reference position (for example, the opening center of gravity position) in the face outlet 105 of FIG. It can be determined as an intersection position with the projection plane. Here, (ξ, η) is an angular coordinate system, and the correspondence relationship with the orthogonal coordinate system (x, y) is linked by a well-known linear transformation using a trigonometric function, so the transformation relationship is obtained in advance. Thus, a set of angle values (ξ ₁ , η ₁ ) indicating the detected current wind direction can be converted into a set of coordinate values (x ₁ , y ₁ ) in the orthogonal coordinate system. In S205 of FIG. 13, this conversion process is performed.

As shown in FIG. 9, the set of coordinate values (x ₁ , y ₁ ) means a wind direction coordinate point Q ′ indicating the current wind direction, and can be plotted on the field of view 110F. Then, the closer the wind direction coordinate point Q ′ is to the face position coordinate G, the more the wind direction is adjusted so as to directly look at the occupant seated on the seat, that is, the louver 53, so that the main air-conditioned wind directly strikes the face as much as possible. 54 means that the louvers 53 and 54 are operated so that the main air-conditioning wind does not directly hit the face as the distance from the face position coordinate G increases. That is, the distance d between the wind direction coordinate point Q ′ and the face position coordinate G can be used as a parameter that quantitatively represents the orientation of the occupant with respect to the direct wind toward the face. In S206 of FIG. 13, the calculation of d is performed.

In this embodiment, the output of the seat air-conditioning device 50 increases as the wind direction Q ′ of the main air-conditioning wind moves away from the direction G in which the occupant sitting on the seat is directly viewed (the direction in which the face is viewed) G (ie, as d is larger) However, the output of the seat air conditioner 50 is set to be smaller as it approaches the directing direction G (that is, as d is smaller). Specifically, as shown in FIG. 14, the value of the correction coefficient α to be multiplied by the duty ratio η indicating the output of the seat air conditioner 50 is increased as d increases in the range of 0 to 1. Predetermined for each value. In FIG. 14, α is set to a certain minimum value (here, 0.2) when d is equal to or less than the lower threshold (here 5 cm), and is a certain maximum value (here, d) equal to or larger than the upper threshold (here 30 cm). 0.8), and it is determined that α increases monotonously and continuously between the lower limit threshold value and the upper limit threshold value as d increases. However, as indicated by a broken line, α may be determined so as to change stepwise with respect to the value of d. As the simplest method, a method of switching α between the first value and the second value depending on whether or not d exceeds a threshold can be exemplified. In addition, whether or not d exceeds the threshold value, the x coordinate (x ₁ ) and y coordinate (y ₁ ) of the wind direction Q ′ include the x coordinate (x ₀ ) and y coordinate (y ₀ ) of G, respectively. It is also possible to adopt a method of switching α in accordance with whether or not the x coordinate value range and the y coordinate value range are included.

  On the other hand, in this embodiment, the above-mentioned wind direction Q ′ of the main air-conditioning wind is more output from the main air-conditioning apparatus CA as it moves away from the direction G in which the passenger sitting on the seat is directly viewed (in the direction of looking at the face) (that is, d is larger). The output of the main air conditioner CA is set to be larger as it approaches the direct viewing direction G (that is, as d is smaller). As shown in FIG. 15, the correction coefficient β for correcting the output of the main air conditioner CA decreases as d increases in the range of 0 to 1 as a coefficient to be multiplied by the TAO indicating the output of the main air conditioner CA. As such, it is predetermined for each value of d. β is set to a constant maximum value (here, 0.8) when d is equal to or lower than the lower threshold (here, 5 cm), and is set to a certain minimum value (here, 0.8 cm) when d is equal to or higher than the upper threshold (here, 30 cm). ) And is set between the lower threshold and the upper threshold such that α decreases monotonically and continuously as d increases. However, as indicated by a broken line, β may be determined to change stepwise with respect to the value of d. In this embodiment, β is defined to be complementary to α (that is, β≡1−α), and β is determined by calculation from the value of α.

  Returning to FIG. 13, the value of the correction coefficient α corresponding to d is read in S <b> 207, and is transmitted to the seat air conditioning ECU 103 in S <b> 208. In S209, β is calculated from the value of α, the TAO calculated in S201 is corrected by multiplying β, and the corrected TAO is adopted as the control setting TAO.

  The main air conditioner CA may be configured not to particularly correct TAO (air conditioning output) in accordance with the direction of the main conditioned air. In this case, S209 in FIG. 13 can be omitted. Further, the processing of the correction coefficient α for the seat air conditioner may be performed on the seat air conditioning ECU 103 side by transmitting the values of the louver angles ξ and η acquired in S204 to the seat air conditioning ECU 103.

Furthermore, the occupant's face position is not particularly detected (in this case, the face camera 65 (FIG. 4) can be omitted), and the average face positions of various users at the time of sitting are shown in FIG. The expected area DA is fixedly determined, and the output of the seat air conditioner 50 (or the main air conditioner CA) is corrected in the same manner as described above based on whether or not the wind direction coordinate point Q is in the area DA. An embodiment is also possible. In this case, by defining the area DA on the ξ-η plane, a set of angle values (ξ ₁ , η ₁ ) indicating the current wind direction is converted into a set of coordinate values (x ₁ , y in the orthogonal coordinate system). _It is no longer necessary to convert to ₁ ).

  Further, as an output correction of the seat air conditioner according to the wind direction of the main conditioned air, in addition to (or in place of) the correction of the current output of the Peltier module (in the above embodiment, the duty ratio of the switching input waveform corresponding thereto). The output of the blower (fan) 304 may be corrected.

The front view which shows the example of a layout of the operation unit of an air conditioner, and a face blower outlet. The figure which shows the drive mechanism of the 1st louver attached to a face blower outlet with an effect | action. The figure which similarly shows the drive mechanism of a 2nd louver with an effect | action. The block diagram which shows the electrical constitution of the main air-conditioner which comprises the vehicle air conditioner of this invention with the peripheral part. Side surface sectional drawing which shows an example of the seat air conditioner which comprises the vehicle air conditioner of this invention. The whole block diagram which shows an example of the electrical constitution of a sheet | seat air conditioner. The circuit diagram which shows an example of the electrical constitution of the drive unit of a Peltier module. The schematic diagram which shows the example of a visual field setting of a face camera. The schematic diagram which compares and shows the wind direction angle coordinate system set to a visual field, and an orthogonal coordinate system. The schematic diagram of the duty ratio table used at the time of air_conditioning | cooling. The schematic diagram of the duty ratio table used at the time of heating. The flowchart which shows the flow of a sheet | seat air-conditioning control process. The flowchart which shows the flow of the main air-conditioning control process. The figure which illustrates the calculation aspect of the correction coefficient of the sheet | seat air conditioner according to a wind direction. The figure which illustrates the calculation aspect of the correction coefficient of the main air conditioning apparatus according to a wind direction.

Explanation of symbols

CA main air conditioner 50 seat air conditioner 53 first louver (main air blowing direction changing means)
54 Second louver (main air-conditioning air blowing direction changing means)
61 Louver angle sensor (η) (Blowing direction detection means)
62 Louver angle sensor (ξ) (Blowing direction detection means)
65 face camera (face position detection means)
103 Seat air conditioning ECU (air conditioning control means)
150 Main air conditioning ECU (air conditioning control means)
200 seats

Claims (7)

A main air conditioner that has a blow-out opening in the vehicle interior structure other than the seat and comprehensively air-conditions the vehicle interior space;
A seat air conditioner that is provided on the seat and performs individual air conditioning for an occupant seated on the seat;
Based on the operation of a passenger seated on the seat, main air-conditioning air blowing direction changing means for changing the direction of the main air-conditioning air from the outlet of the main air-conditioning device,
Photographing means for photographing the occupant seated on the seat;
Face position detecting means for detecting the face position of the occupant from the captured image;
A blowing direction detecting means for detecting a wind direction of the main conditioned air;
The main air conditioner so that an air conditioning output ratio of the air conditioner output of the main air conditioner and the air conditioner output of the seat air conditioner changes according to the detected wind direction of the main air conditioner and the face position of the occupant. And air conditioning control means for adjusting and controlling the operation of at least one of the seat air conditioners;
A vehicle air conditioner comprising:   The air-conditioning control means increases the ratio of the air-conditioning output of the seat air-conditioning apparatus to the air-conditioning output of the main air-conditioning apparatus as the wind direction of the main air-conditioning air is further away from the direction directly looking at the passenger sitting on the seat. The vehicle air conditioner according to claim 1, wherein at least one of the main air conditioner and the seat air conditioner is adjusted and controlled. The air conditioning control unit is configured so that the ratio of the air conditioning output of the seat air conditioning device to the air conditioning output of the main air conditioning device increases as the wind direction of the main air conditioning air increases from the face position. The vehicle air conditioner according to claim 2 , wherein at least one operation of the seat air conditioner is adjusted and controlled .   4. The main air-conditioning wind blowing direction changing means is a louver provided so that an angle can be changed by an occupant operation with respect to the outlet, and the blowing direction detecting means is an angle detecting unit of the louver. The vehicle air conditioner described in 1.   When the angle of the louver is within a predetermined angle range in which the main conditioned air is blown directly to the occupant, the air conditioner output of the seat air conditioner with respect to the air conditioner output of the main air conditioner is more than the case of being outside the predetermined angle range. The vehicle air conditioner according to claim 4, wherein the operation of at least one of the main air conditioner and the seat air conditioner is adjusted and controlled so that the ratio increases.   The air conditioning control means increases the output of the seat air conditioner as the wind direction of the main conditioned air is further away from the direction of directly looking at the occupant seated on the seat. The vehicle air conditioner according to any one of claims 1 to 5, wherein the output is set to be small.   The air conditioning control means decreases the output of the main air conditioner as the wind direction of the main air conditioned air is further away from the direction of directly looking at the occupant seated on the seat. The vehicle air conditioner according to any one of claims 1 to 6, wherein the output is set large.

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