JP5251741B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an automatic control type vehicle air conditioner that automatically adjusts the temperature of air blown into a passenger compartment.

  2. Description of the Related Art Conventionally, an automatic control type vehicle air conditioner calculates a target blown air temperature TAO for maintaining a passenger compartment temperature (inside air temperature) at a passenger's set temperature, and sets the target blown air temperature to the target blown air temperature. Alternatively, air introduced from outside the passenger compartment is once cooled by an evaporator, and the temperature of the cooled air is raised by a heater core (see, for example, Patent Document 1).

Japanese Patent No. 3309528

  However, in the above-described automatic control type vehicle air conditioner, for example, even when the outside air temperature is lower than the vehicle interior temperature during the cooling operation in which the cool air is blown into the vehicle interior, the operation of the compressor is performed. Is continued. In this case, the outside air is cooled by the evaporator more than necessary, and the cooled air is heated to the target blown air temperature by the heater core, and the amount of heat cooled by the evaporator is wasted energy consumption.

  Further, in the vehicle air conditioner disclosed in Patent Document 1, the operation of the compressor is stopped when the target blown air temperature is higher than the outside air temperature in order to obtain a fuel saving effect. However, when the target blown air temperature is lower than the outside air temperature, the compressor is operated, and the fuel saving effect cannot be sufficiently obtained.

  SUMMARY OF THE INVENTION In view of the above, an object of the present invention is to improve the fuel efficiency of a vehicle interior air conditioner in an automatic control type vehicle air conditioner that automatically adjusts the temperature of air blown into the vehicle interior.

  In order to achieve the above object, according to the first aspect of the present invention, in the vehicle air conditioner of the automatic control system that automatically adjusts the temperature of the air blown into the vehicle interior, a case that forms an air passage for the air blown into the vehicle interior (2) and an inside / outside air switching means (6) capable of switching between an outside air mode for introducing outside air outside the passenger compartment into the case (2) and an inside air mode for introducing inside air inside the passenger compartment into the case (2), 2) A blower (8) that blows air introduced into the vehicle interior, a refrigerator for cooling the air blown into the vehicle interior, and a setting in which the interior temperature (Tr) in the vehicle interior is set by the passenger The temperature control means (30) for controlling the operation of at least the inside / outside air switching means (6), the blower (8), and the refrigerator so that the temperature (Tset) is reached, and the outside that detects the outside air temperature (Tam) outside the passenger compartment. Air temperature detection means (31) and inside the passenger compartment An internal air temperature detection means (32) for detecting the temperature (Tr), and the temperature control means (30) detects the outside air temperature (31) detected by the external air temperature detection means (31) during the cooling operation of blowing cool air into the vehicle interior. Tam) is lower than the internal temperature (Tr) detected by the internal air temperature detecting means (32) and is lower than the predetermined temperature (α), the operation of the refrigerator is stopped and the operation is switched to the external air mode. And controlling the operation of the blower (8) to perform ventilation control for adjusting the amount of outside air introduced into the vehicle interior so that the inside air temperature (Tr) of the vehicle interior becomes a set temperature (Tset). To do.

  According to this, even when the target blowing air temperature is lower than the outside air temperature (Tam), when the outside air temperature (Tam) is lower than the inside air temperature (Tr) by a predetermined temperature (α), Since the amount of outside air introduced is adjusted so that the inside air temperature (Tr) in the vehicle interior becomes the set temperature (Tset) by stopping the refrigerator, the operation time of the refrigerator during vehicle interior air conditioning is shorter than before Indoor air conditioning can be performed. Therefore, the fuel saving effect of the air conditioning in the vehicle interior can be improved.

Furthermore, in the invention according to claim 1, temperature control means (30), when executing the ventilation control, the amount of heat of air blown into the passenger compartment, blown into the passenger compartment in the case of actuating the refrigerator air It controls to control the operation of the blower (8) so that the amount of heat becomes.

  According to this, even if the operation of the refrigerator is stopped in the low outside air temperature state, the amount of heat of the air blown into the vehicle interior can be made equal between the state where the refrigerator is operated and the state where the refrigerator is stopped. Therefore, it is possible to appropriately control the temperature of the air blown into the vehicle interior.

Specifically, as in the invention according to claim 2 , in the invention according to claim 1 , the blown air temperature calculating means for calculating a target blown air temperature (TAO) which is a target temperature of the air blown into the vehicle interior. And a first target air volume calculating means for calculating a first target air volume (V) of the blower (8) according to the target blown air temperature (TAO), and a fan (8) for executing the ventilation control. A second target airflow rate calculating means for calculating a second target airflow rate (Vkk), and the second target airflow rate calculating means calculates the second target airflow rate (Vkk) by the following formula: Vkk = {(Tr−TAO) / (Tr-TAOam)} × V
(Where Vkk: second target air flow rate, V: first target air flow rate, Tr: inside air temperature, TAO: target air temperature, TAOam: outside air temperature + α, α: predetermined temperature), and temperature control means ( 30) can control the blower (8) so that the amount of air blown into the passenger compartment becomes the second target air flow rate (Vkk) when performing ventilation control.

Here, when a large air volume of the blower (8), there are cases where uncomfortable feeling and sense of discomfort to the passenger, in the invention according to claim 3, in the invention described in claim 2, the temperature control means (30) is characterized in that ventilation control is executed when the second target airflow rate (Vkk) calculated by the second target airflow rate calculating means is smaller than a preset maximum ventilation airflow rate (Vkkmax). To do.

  According to this, when the second target airflow rate (Vkk) is smaller than the preset maximum ventilation airflow rate (Vkkmax), the ventilation control is executed, so that the passengers' discomfort and discomfort due to the increase in the airflow rate are reduced. be able to.

  Moreover, before shifting to ventilation control, when 1st target ventilation volume (V) is smaller than 2nd target ventilation volume (Vkk), when shifting to ventilation control, the ventilation volume of an air blower (8) changes suddenly, There is a risk of discomfort or discomfort to the passenger.

Therefore, in the invention according to claim 4 , in the invention according to claim 3 , the temperature control means (30) has the second target airflow rate (Vkk) calculated by the second target airflow rate calculating means being the maximum. When the ventilation air volume (Vkkmax) is equal to or larger than the first target airflow volume (V) and smaller than the maximum ventilation airflow volume (Vkkmax), the airflow volume of the air blown into the vehicle interior is larger than the first target airflow volume (V). Transition control for controlling the operation of the blower (8) so as to be equal to or less than the maximum ventilation air volume (Vkkmax) is performed.

  As described above, by executing the transition control before shifting to the ventilation control, it is possible to suppress a sudden change in the blower amount of the blower (8) when shifting to the ventilation control, and to make the passenger feel uncomfortable or uncomfortable. Can be reduced.

The transition control, to increase the blowing amount of air blown into the passenger compartment, heat of the air is increased to be blown into the passenger compartment, since that excessively cold passenger compartment is concerned, the invention according to claim 5 Thus, in the invention according to claim 4 , when the temperature control means (30) performs the transition control, the target temperature higher than the target blown air temperature (TAO) calculated by the blown air temperature calculation means The operation of the inside / outside air switching means (6) and the refrigerator may be controlled as described above.

  As a result, the increase in the amount of heat of the air blown into the passenger compartment accompanying the increase in the amount of blown air when executing the transition control can be balanced by increasing the target blown air temperature (TAO). As a result, it is possible to suppress a sense of warm change when shifting to the shift control, and to further reduce the discomfort and discomfort of the occupant.

Specifically, as in the invention described in claim 6 , when the temperature control means (30) executes the transition control in the invention described in claim 5 , the amount of heat of the air blown into the vehicle interior is The operation of the inside / outside air switching means (6) and the refrigerator is controlled so that the amount of heat of the air blown into the vehicle interior when the operation of the blower (8) is controlled so as to become one target ventilation amount (V). By doing so, it is possible to balance the amount of heat of the air blown into the passenger compartment.

It is preferable as defined in claim 7, in the invention described in any one of claims 4 to 6, when the temperature control means (30) performs the transition control, the air blown into the passenger compartment You may make it control the action | operation of an air blower (8) so that ventilation volume may turn into maximum ventilation volume (Vkkmax).

Further, as in the invention described in claim 8 , in the invention described in any one of claims 1 to 7 , a cooling heat exchanger (9) that cools the air blown out into the passenger compartment, and And a vapor compression refrigerator (10) including a compressor (11) for creating a cooling state of the cooling heat exchanger (9), and the temperature control means (30) of the compressor (11). By controlling the operation, the cooling function of the cooling heat exchanger (9) can be adjusted.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

1 is an overall system configuration diagram of a vehicle air conditioner according to a first embodiment. It is a flowchart which shows the outline | summary of the air-conditioning automatic control which concerns on 1st Embodiment. It is a characteristic view of the fan control at the time of the normal control which concerns on 1st Embodiment. It is explanatory drawing explaining the state change at the time of performing the air-conditioning automatic control which concerns on 1st Embodiment. It is a flowchart which shows the outline | summary of the air-conditioning automatic control which concerns on 2nd Embodiment. It is explanatory drawing explaining the state change at the time of performing the air-conditioning automatic control which concerns on 2nd Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows an overview of the overall configuration of a vehicle air conditioner according to this embodiment. The vehicle air conditioner is an automatic control system that automatically adjusts the temperature of air blown into the passenger compartment.

  As shown in FIG. 1, the vehicle air conditioner includes an indoor air conditioning unit 1 that is disposed inside an instrument panel (not shown) at the foremost part of the vehicle interior. This indoor air-conditioning unit 1 has a case 2 and constitutes an air passage through which air is blown toward the vehicle interior.

  An inside / outside air switching box 5 having an inside air introduction port 3 and an outside air introduction port 4 is arranged at the most upstream part of the air passage of the case 2. Inside / outside air switching box 5, an inside / outside air switching door 6 as inside / outside air switching means is rotatably arranged.

  The inside / outside air switching door 6 is driven by a servo motor 7, and an inside air mode for introducing inside air (vehicle compartment air) from the inside air introduction port 3 and an outside air mode for introducing outside air (vehicle compartment outside air) from the outside air introduction port 4. And can be switched.

  On the downstream side of the inside / outside air switching box 5, an electric blower 8 that generates an air flow toward the vehicle interior is disposed. The blower 8 is configured to drive a centrifugal blower fan 8a by a motor 8b. An evaporator 9 that cools the air flowing in the case 2 is disposed on the downstream side of the blower 8. The evaporator 9 is a cooling heat exchanger that cools the air blown from the blower 8 and is one of the elements constituting the vapor compression refrigeration cycle apparatus (vapor compression refrigeration machine) 10.

  Note that the refrigeration cycle apparatus 10 is a well-known configuration in which refrigerant is circulated from the discharge side of the compressor 11 to the evaporator 9 via a condenser 12, a liquid receiver 13, and an expansion valve 14 serving as a pressure reducing means. Is. Outdoor air (cooling air) is blown to the condenser 12 by an electric cooling fan 12a.

  In the refrigeration cycle apparatus 10, the compressor 11 creates a cooled state of the evaporator 9, which is a heat exchanger for cooling, and is driven by a vehicle engine (not shown) via an electromagnetic clutch 11a. Therefore, the cooling function of the evaporator 9 can be adjusted by intermittently controlling the operation of the compressor 11 by intermittently energizing the electromagnetic clutch 11a. Further, the evaporator 9 cools the blown air by the low-temperature and low-pressure gas-liquid two-phase refrigerant that has been decompressed by the expansion valve 14 absorbs heat from the blown air of the blower 8 and evaporates.

  On the other hand, in the indoor air conditioning unit 1, a heater core 15 that heats the air flowing in the case 2 is disposed on the downstream side of the evaporator 9. The heater core 15 is a heating heat exchanger that heats the air (cold air) that has passed through the evaporator 9 using warm water (engine cooling water) of the vehicle engine as a heat source. A bypass passage 16 is formed on the side of the heater core 15, and the bypass air of the heater core 15 flows through the bypass passage 16.

  Between the evaporator 9 and the heater core 15, an air mix door 17 serving as a temperature adjusting means is rotatably arranged. The air mix door 17 is driven by a servo motor 18 so that its rotational position (opening degree) can be continuously adjusted.

  The ratio of the amount of air passing through the heater core 15 (warm air amount) and the amount of air passing through the bypass passage 16 and bypassing the heater core 15 (cold air amount) is adjusted by the opening degree of the air mix door 17. The temperature of the air blown into the room is adjusted.

  At the most downstream part of the air passage of the case 2, a defroster outlet 19 for blowing conditioned air toward the front window glass W of the vehicle, a face outlet 20 for blowing conditioned air toward the face of the occupant, A total of three types of air outlets 21 are provided, which are foot outlets 21 for blowing air-conditioned air toward the feet of passengers.

  A defroster door 22, a face door 23, and a foot door 24 are rotatably disposed upstream of the air outlets 19 to 21. The doors 22 to 24 are opened and closed by a common servo motor 25 via a link mechanism (not shown).

  Next, the outline of the electric control unit according to the present embodiment will be described. The air conditioning control device 30 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 30 stores a control program for air conditioning control in its ROM, and performs various calculations and processes based on the control program.

  Sensor detection signals are input from the sensor groups 31 to 35 to the input side of the air conditioning control device 30, and various operation signals are input from the air conditioning panel 36 disposed near the instrument panel (not shown) in the front of the vehicle interior. Is done.

  Specifically, the sensor group detects an outside air sensor 31 that detects an outside air temperature (outside temperature) Tam, an inside air sensor 32 that detects an inside temperature (inside temperature) Tr, and an amount of solar radiation Ts incident on the inside of the vehicle. A solar radiation sensor 33 that is disposed, an evaporator temperature sensor 34 that is disposed in an air blowing portion of the evaporator 9 and detects an evaporator blowing air temperature Te, and a water temperature sensor 35 that detects a warm water (engine cooling water) temperature Tw flowing into the heater core 15. Etc. are provided. The outside air sensor 31 corresponds to the outside air temperature detecting means of the present invention, and the inside air sensor 32 corresponds to the inside air temperature detecting means of the present invention.

  Further, the air conditioning panel 36 has various operation switches, such as a temperature setting switch 37 serving as a temperature setting means for setting the vehicle interior temperature, a blowing mode switch 38 for manually setting a blowing mode switched by the blowing mode doors 22 to 24, and an inside / outside air switching. An inside / outside air changeover switch 39 for manually setting the inside air mode and the outside air mode by the door 6, an air conditioner switch 40 for issuing an operation command signal for the compressor 11 (ON signal of the electromagnetic clutch 11a), and a fan operation for manually setting the air volume switching of the blower 8. A switch 41, an auto switch 42 for outputting a command signal for the air conditioning automatic control state, and the like are provided.

  On the output side of the air conditioning control device 30, there are an electromagnetic clutch 11a of the compressor 11, servo motors 7, 18, 25 serving as electric drive means for each device, a motor 8b of the blower 8, a motor 12b of the condenser cooling fan 12a, and the like. The operation of these devices is controlled by the output signal of the air conditioning control device 30. Therefore, the air conditioning control device 30 functions as the temperature control means of the present invention.

  Next, the operation of this embodiment in the above configuration will be described. First, the outline of the operation of the indoor air conditioning unit 1 will be described. By operating the blower 8, the air introduced from the inside air introduction port 3 or the outside air introduction port 4 is blown through the case 2 toward the vehicle interior. . Also, the refrigerant is circulated in the refrigeration cycle apparatus 10 by energizing the electromagnetic clutch 11a to bring the electromagnetic clutch 11a into a connected state and driving the compressor 11 with a vehicle engine.

  The blown air from the blower 8 first passes through the evaporator 9 to be cooled and dehumidified, and this cold air then flows through the heater core 15 and the bypass passage 16 according to the rotational position (opening) of the air mix door 17. It is divided into the flow that passes. The flow passing through the heater core 15 is heated to become hot air, and the flow passing through the bypass passage 16 remains cold air.

  Therefore, the ratio of the amount of air passing through the heater core 15 (warm air amount) and the amount of air passing through the bypass passage 16 (cold air amount) is adjusted by the opening degree of the air mix door 17, and thereby the air blown into the vehicle interior The temperature can be adjusted. And this temperature-controlled conditioned air is supplied from any one or more of the defroster air outlet 19, the face air outlet 20 and the foot air outlet 21 located at the most downstream part of the air passage of the case 2. It blows out into the passenger compartment and performs air conditioning in the passenger compartment and fogging prevention of the front window glass W of the vehicle.

  Next, the air conditioning automatic control according to the present embodiment will be described with reference to FIGS. FIG. 2 is a flowchart showing an outline of the air conditioning automatic control according to the present embodiment. FIG. 2 shows a control routine executed by the microcomputer of the air-conditioning control device 30. This control routine starts when the auto switch 42 is turned on in an on state of an ignition switch of a vehicle engine (not shown).

  When the control routine is started by turning on the auto switch 42, first, in step S10, various counters, flags and the like are initialized. In step S20, detection signals from the sensor groups 30 to 35, various operation signals from the air conditioning panel 36, and the like are read.

  Next, in step S30, a target blowing temperature TAO of the blowing air into the vehicle compartment during normal control (normal air conditioning automatic control) is calculated. This target blowout temperature TAO is a vehicle cabin blowout air temperature required to maintain the vehicle cabin temperature at the set temperature Tset set by the occupant by the temperature setting switch 37 of the air conditioning panel 36 regardless of the air conditioning thermal load fluctuation. This TAO is calculated by the following formula (F1) based on the set temperature Tset, the outside air temperature Tam, the inside air temperature Tr, and the solar radiation amount Ts.

TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Where Kset, Kr, Kam, Ks: Control gain
C: Correction Constant Next, in step S40, the target evaporator outlet temperature TEO during normal control is calculated. Here, the target evaporator outlet temperature TEO is a control value determined for controlling the temperature of the air blown into the passenger compartment, etc., and, as is well known, according to the target outlet temperature TAO, the outside air temperature Tam, the passenger compartment humidity, etc. Calculated.

  Next, in step S50, the first target airflow rate V of the air blown by the blower 8 during normal control is calculated based on the TAO. The calculation method of the first target air flow rate V is well known. As shown in FIG. 3, the target air flow rate is increased on the high temperature side (maximum heating side) and the low temperature side (maximum cooling side) of the TAO, and the TAO The target air flow rate is reduced in the intermediate temperature range. And the rotation speed of the motor 8b of the air blower 8 is controlled by the output of the air-conditioning control apparatus 30 so that this 1st target ventilation volume V is obtained. More specifically, the target air volume of the blower 8 is determined as the voltage level (blower level) applied to the blower motor 8b.

  By the way, during the cooling operation in which the cool air is blown into the passenger compartment, when the outside air temperature Tam is lower than the inside air temperature Tr by a predetermined temperature α and is in a low outside air temperature state, the air blown into the passenger compartment is discharged by the evaporator 9. Even without cooling, the vehicle interior temperature can be lowered by introducing outside air into the vehicle interior. That is, it is possible to perform vehicle interior air conditioning by executing ventilation control that adjusts the amount of outside air introduced into the vehicle interior (air flow rate) without operating the compressor 11 of the refrigeration cycle apparatus 10.

  Here, the predetermined temperature α is a correction constant added in consideration that the temperature rises due to the influence of ambient heat when the outside air passes through the case 2 of the air conditioning unit. Note that the predetermined temperature α may be set to 0 ° C. when the outside air is hardly affected by ambient heat when passing through the case 2 of the air conditioning unit or the like.

  In the present embodiment, in step S60 of FIG. 2, the second target air volume Vkk of the air blown by the blower 8 when performing ventilation control is calculated. Here, the second target air flow rate Vkk is obtained when the outside air temperature Tam is lower than the inside air temperature Tr by a predetermined temperature α and is in a low outside air temperature state (when ventilation control is executed) during the cooling operation. This is a control value determined to adjust the introduction amount to be introduced.

  The second target blast volume Vkk is equal to the heat quantity Q2 during normal control in which the heat quantity Q1 of the blown air into the vehicle compartment when the ventilation control is performed operates the compressor 11 to cool the blown air by the evaporator 9. To be determined. Specifically, the second target airflow rate Vkk is calculated by the following formulas F2 to F4 based on the inside air temperature Tr, the target blown air temperature TAO, the outside air temperature Tam, and the first target airflow rate V.

Q1 = Q2 (F2)
(Tr−TAOam) × Vkk = (Tr−TAO) × V (F3)
Vkk = {(Tr−TAO) / (Tr−TAOam)} × V (F4)
However, TAOam: outside air temperature + predetermined temperature α
Here, during the cooling operation in which the cool air is blown into the vehicle interior, the internal temperature Tr does not become lower than the target blown air temperature TAO, so the numerator (Tr-TAO) in the formula F4 becomes a positive value. Further, since the air flow rate of the blower 8 is always a positive value larger than 0, when the second target air flow rate Vkk is larger than 0 (Vkk> 0), the denominator (Tr-TAOam) in the formula (F4). ) Is greater than 0. That is, when the second target air flow rate Vkk is larger than 0 (Vkk> 0), it can be determined that the outside air temperature Tam is a low outside air temperature state that is lower than the inside air temperature by exceeding the predetermined temperature α.

  Although not shown in FIG. 2, before calculating the second target air flow rate Vkk based on the formula F4 (before step S60), it is determined whether or not the denominator of the formula F4 does not become 0 in advance (Tr -TAOam ≠ 0?) Is determined, and the second target airflow rate Vkk is calculated when the denominator does not become zero.

  Next, in step S70, it is determined whether or not the second target airflow rate Vkk is in a range greater than 0 and smaller than a preset maximum ventilation airflow rate Vkkmax (0 <Vkk <Vkkmax). . Note that the maximum ventilation air volume Vkkmax is a control value determined through experiments and the like so as not to give discomfort and discomfort to the passengers in the vehicle interior through experiments and the like.

  In the determination of whether or not the second target air flow rate Vkk is larger than 0 (Vkk> 0?) In step S70, the outside air temperature Tam is lower than the inside air temperature Tr by a predetermined temperature α (Tr− It is determined whether or not TAOam> 0). Note that the determination of whether Vkk> 0 may be replaced with the determination of whether Tr-TAOam> 0.

  Further, whether or not the second target airflow rate Vkk is smaller than the maximum ventilation airflow rate Vkkmax in step S70 (Vkk <Vkkmax?) Makes the passenger feel uncomfortable or uncomfortable when the airflow rate of the blower 8 becomes a large airflow rate. It is provided in consideration of the fact that it may be given. That is, by determining whether or not the second target air volume Vkk is smaller than the maximum ventilation air volume Vkkmax (Vkk <Vkkmax?), The large air volume that causes the second target air volume Vkk to deteriorate the air conditioning feeling of the occupant. It is judged whether or not.

  In the determination process of step S70, when it is determined that the second target airflow rate Vkk is 0 or less or the maximum ventilation airflow rate Vkkmax or more (step S70: NO), the process proceeds to step S80 and normal control is performed.

  Next, in step S80, the inside / outside air intake mode is selected based on the target blown air temperature TAO or the like. Specifically, the inside / outside air intake mode is switched from the inside air mode to the outside air mode as the target blown air temperature TAO changes from the low temperature side to the high temperature side. Further, as the target blowing temperature TAO changes from the low temperature side to the high temperature side, the inside / outside air intake mode may be switched from the inside air mode → the inside / outside air mixing mode → the outside air mode. When the occupant operates the inside / outside air changeover switch 39 of the air conditioning panel 36, the mode by the occupant operation is selected as the inside / outside air intake mode.

  Next, in step S90, the target opening degree SW of the air mix door 17 is set to the target blowing air temperature TAO, the evaporator blowing air temperature Te detected by the evaporator temperature sensor 34, and the hot water temperature Tw detected by the water temperature sensor 35. Is calculated by the following formula F5.

SW = {(TAO−Te) / (Tw−Te)} × 100 (%) (F5)
And it controls so that the opening degree of the air mix door 17 becomes the target opening degree SW calculated by Formula F5. SW = 0 (%) is the maximum cooling position of the air mix door 17, and the bypass passage 16 is fully opened and the ventilation path on the heater core 15 side is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 17 and fully closes the bypass passage 16 and fully opens the ventilation path on the heater core 15 side.

  Next, capacity control of the compressor 11 is performed in step S100. Specifically, the energization ON / OFF of the electromagnetic clutch 11a of the compressor 11 is controlled. That is, in this embodiment, since the fixed capacity type compressor which always operates with a fixed discharge capacity is used as the compressor 11, if the actual blowing air temperature Te of the evaporator 9 falls to the target evaporator blowing temperature TEO. Then, the energization to the electromagnetic clutch 11a is cut off, and the compressor 11 is stopped.

  Next, in step S110, the motor 8b of the blower 8 is controlled so that the blown amount of the blown air into the passenger compartment becomes the first target blown amount V calculated based on the target blown air temperature TAO in step S50. . Then, in step S120, it is determined whether or not the control cycle τ has elapsed. When the control cycle τ has elapsed, the process returns to step S20.

  On the other hand, in the determination process of step S70, when it is determined that the second target air volume Vkk is larger than 0 and smaller than the maximum ventilation air volume Vkkmax (step S70: YES), the process proceeds to step S130 and ventilation is performed. Take control.

  Next, in step S130, the inside / outside air switching door 6 is switched to the outside air mode of the inside / outside air suction mode. If the inside / outside air switching door 6 has been set to the outside air mode before the determination in step S70, the outside air mode may be maintained.

  In step S140, the target opening degree SW of the air mix door 17 is controlled to 0 (%), that is, the bypass passage 16 is fully opened, and the maximum cooling position is set to fully close the air passage on the heater core 15 side. . By controlling the air mix door 17 to the maximum cooling position, the outside air introduced from the outside can be blown out into the vehicle interior without being heated by the heater core.

  Next, in step S150, the energization of the compressor 11 to the electromagnetic clutch 11a is interrupted, and the compressor 11 is brought into a stopped state. Further, in step S160, the motor 8b of the blower 8 is controlled so that the blown amount of the blown air into the room becomes the second target blown amount Vkk calculated based on the formulas F2 to F4 in step S60.

  Here, according to Formula F4, when TAO ≦ Tam + α, Tr−TAO ≧ Tr−TAOam, that is, Vkk ≧ V. Therefore, the control of the blower 8 in this case is performed so as to increase the amount of outside air blown into the vehicle interior in order to compensate for the shortage of heat due to the stop of the operation of the compressor 11.

  On the other hand, when TAO> Tam + α, Tr−TAO <Tr−TAOam, that is, Vkk <V. Therefore, the control of the blower 8 in this case is performed so as to reduce the blown amount of the outside air into the vehicle interior in order to adjust the increase in the heat amount due to the stop of the operation of the compressor 11.

  The calculation process of the target blown air temperature TAO in step S30 described above corresponds to the blown air temperature calculation unit. Moreover, the calculation process of the 1st target ventilation volume in step S50 is equivalent to a 1st target ventilation volume calculation means, and the 2nd target ventilation volume calculation process in step S60 is equivalent to a 2nd target ventilation volume calculation means.

  According to the present embodiment described above, when the ventilation control is being executed, even if the target blown air temperature TAO is lower than the outside air temperature Tam, the outside air temperature Tam is a predetermined temperature higher than the inside air temperature Tr. When α is lower than α, the operation of the compressor 11 is stopped, and the amount of outside air introduced is adjusted so that the inside air temperature Tr in the passenger compartment becomes the set temperature Tset. Thereby, the operation time of the compressor 11 at the time of vehicle interior air conditioning can be shortened compared with the past, and the fuel-saving effect of vehicle interior air conditioning can be improved.

  Further, since the amount of heat Q1 of the air blown into the passenger compartment when the ventilation control is being performed becomes the amount of heat Q2 when the compressor 11 is operated, the amount of outside air introduced is adjusted by the blower 8, It is possible to appropriately control the temperature of the air blown into the passenger compartment.

  Further, when the second target airflow rate (Vkk) of the airflow rate of the blower 8 is smaller than the maximum ventilation airflow rate Vkkmax, the ventilation control is executed, so that it is possible to reduce passenger discomfort and discomfort due to an increase in the airflow rate. it can.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS. Parts that are the same as or equivalent to those in the first embodiment are given the same reference numerals, and descriptions thereof are omitted.

  First, the state change at the time of performing the air-conditioning automatic control of 1st Embodiment is demonstrated. FIG. 4 is an explanatory diagram for explaining a state change when the air conditioning automatic control of the first embodiment is executed in a low outside air temperature state. FIG. 4 shows changes in the internal air temperature Tr, the target blown air temperature TAO, and the air volume of the blower 8 during the cooling operation, and each change in the state changes from the right side to the left side in the figure. .

  As shown in FIG. 4, when the air conditioning automatic control is executed in the low outside air temperature state in the first embodiment, normal control (normal air conditioning automatic control) is performed at the start stage. At the start stage of this normal control, the internal air temperature Tr is high and the target blown air temperature TAO is set to a high temperature, so that the air volume of the blower 8 is high (V> Vkkmax). Thereafter, the internal air temperature Tr decreases, the target blown air temperature TAO increases, and the air flow rate of the blower 8 also decreases.

  In the first embodiment, even if the first target airflow rate V falls below the maximum ventilation airflow rate Vkkmax, the control does not shift to the ventilation control. Therefore, even if the first target airflow amount V falls below the maximum ventilation airflow rate Vkkmax, the airflow rate of the blower 8 It continues to decline. When the second target air volume Vkk becomes smaller than the maximum ventilation air volume Vkkmax, the control shifts from the normal control to the ventilation control, and the target air volume of the air flow of the blower 8 is changed from the first target air volume V to the second target air supply. Change to air volume Vkk.

  Here, at the time of transition from the normal control to the ventilation control, the second target airflow rate Vkk is about the maximum ventilation airflow rate Vkkmax, which is larger than the first target airflow rate V, so the airflow rate of the blower 8 is rapidly increased. Will increase. This sudden change in the blower 8 may cause discomfort or discomfort to the passengers in the passenger compartment.

  Therefore, the air conditioning automatic control according to the present embodiment is intended to reduce occupant discomfort and discomfort by shifting from normal control to ventilation control via transition control. When the first target airflow rate V falls below the maximum ventilation airflow rate Vkkmax, the transition control of the present embodiment shifts from normal control to ventilation control by controlling the operation of the blower 8 so as to maintain the maximum ventilation airflow rate Vkkmax. This suppresses a sudden change in the amount of air blown by the blower 8.

  Next, the air conditioning automatic control of the present embodiment including the shift control will be described with reference to FIGS. FIG. 5 is a flowchart showing an outline of the air conditioning automatic control according to the present embodiment. In the air conditioning automatic control of the present embodiment described below, the description of the same parts as the air conditioning automatic control of the first embodiment is omitted.

  As described above, in the transition control of the present embodiment, the air volume of the blower 8 is maintained at the maximum ventilation air volume Vkkmax. If the target blown air temperature TAO during normal control is applied while the blower 8 is kept at the maximum ventilation flow rate, there is a concern that the amount of heat of the blown air into the passenger compartment increases and the passenger compartment gets too cold. The

  For this reason, in the present embodiment, a target temperature higher than the target blown air temperature TAO during normal control is set during transition control to balance the amount of heat of blown air into the vehicle interior.

  Specifically, in the air conditioning automatic control of the present embodiment, in step S30 ′, the target blown air temperature TAO of the blown air into the vehicle interior during normal control is calculated, and the blown air into the vehicle compartment during transition control is calculated. Target temperature (target blown air temperature) TAOik is calculated.

  The target temperature TAOik at the time of the transition control is determined so that the heat amount Q3 when the transition control is executed becomes the heat amount Q4 of the air blown into the vehicle interior at the time of the normal control. That is, the target temperature TAOik at the time of transition control is calculated by the following formulas F5 to F7 based on the internal air temperature Tr, the target blown air temperature TAO, the first target airflow rate V, and the maximum ventilation airflow rate Vkkmax.

Q3 = Q4 (F5)
(Tr−TAOik) × Vkkmax = (Tr−TAO) × V (F6)
TAOik = Tr− (Tr−TAO) × (V / Vkkmax) (F7)
Next, in step S40 ′, the target evaporator outlet temperature TEO during normal control and the target evaporator outlet temperature TEOik during transition control are calculated. Here, the target evaporator outlet temperature TEOik during the transition control is calculated according to the target outlet air temperature TAOik, the outside air temperature Tam, the vehicle interior humidity, etc. during the transition control.

  Next, the first target air flow rate V is calculated in step S50, and the second target air flow rate Vkk is calculated in step S60. Then, in step S70, it is determined whether or not the second target air flow rate Vkk is in a range larger than 0 and smaller than the maximum ventilation air flow rate Vkkmax (0 <Vkk <Vkkmax).

  When the result of determination in step S70 is a range where the second target airflow rate Vkk is greater than 0 and smaller than the maximum ventilation airflow rate Vkkmax (0 <Vkk <Vkkmax) (step S70: YES), the process proceeds to step 130. Provide ventilation control.

  On the other hand, if the determination result in step S70 is that the second target airflow rate Vkk is 0 or less or the maximum ventilation airflow rate Vkkmax or more (step S70: NO), the process proceeds to step S70A.

  In step S70A, it is determined whether or not the second target airflow rate Vkk is equal to or greater than the maximum ventilation airflow rate Vkkmax and the first target airflow rate V is smaller than the maximum ventilation airflow rate Vkkmax (V <Vkkmax ≦ Vkk). Note that the determination in step S70A is a first transition determination that determines whether or not transition from normal control to transition control is possible.

  If it is determined in step S70A that the second target airflow rate Vkk is smaller than the maximum ventilation airflow rate Vkkmax or the first target airflow rate V is greater than or equal to the maximum ventilation airflow rate Vkkmax (step S70A: NO), the process proceeds to step S80. Proceed and perform normal control. When the second target airflow rate Vkk is smaller than the maximum ventilation airflow rate Vkkmax, the second target airflow rate Vkk <0 from the relationship with the determination in step S70. In this case, the outside temperature Tam is higher than the inside temperature Tr and does not enter a low outside temperature state, so normal control is continued.

  On the other hand, if it is determined in step S70A that the second target airflow rate Vkk is greater than or equal to the maximum ventilation airflow rate Vkkmax and the first target airflow rate V is smaller than the maximum ventilation airflow rate Vkkmax (step S70A: YES), step Proceed to S70B.

  Here, if the air flow rate of the blower 8 when the inside air temperature Tr converges to the set temperature Tset and the vehicle interior temperature becomes stable is greater than the maximum ventilation air flow rate Vkkmax, the air flow rate Vkk when performing ventilation control. However, it is not possible to ensure a sufficient amount of air blown from the blower 8 that is required in a stable state. In other words, it is necessary to increase the maximum ventilation air volume in order to sufficiently secure the air volume Vkk when the ventilation control is performed, in order to sufficiently secure the air volume of the blower 8 that is required in the stable state. May cause discomfort or discomfort to the passenger.

  Therefore, in step S70B, it is determined whether or not the estimated air volume Vkkc of the blower 8 when the inside air temperature Tr converges to the set temperature Tset and the vehicle interior temperature becomes stable is smaller than the maximum ventilation air volume Vkkmax. Note that the determination in step S70B is a second transition determination that determines whether or not transition from normal control to transition control is possible.

  The estimated air flow Vkkc of the blower 8 when the vehicle interior temperature is in a stable state is the set temperature based on the internal temperature Tr in the mathematical formula F1 for calculating the target blown air temperature TAO and the mathematical formula F4 for calculating the second target blown air volume Vkk. Calculated by replacing with Tset. Specifically, it is calculated by the following formulas F8 and F9.

TAOc = Kset × Tset−Kr × Tset−Kam × Tam−Ks × Ts + C (F8)
Vkkc = {(Tset−TAO) / (Tset−TAOc)} × V (F9)
If it is determined in step S70B that the estimated air flow Vkkc is equal to or greater than the maximum ventilation airflow Vkkmax (step S70B: NO), the process proceeds to step S80 and normal control is continued. On the other hand, if it is determined in step S70B that the estimated airflow rate Vkkc is smaller than the maximum ventilation airflow rate Vkkmax (step S70B: YES), the process proceeds to step S170 and transition control is performed.

  In step S170, the inside / outside air intake mode is selected based on the target blown air temperature TAOik during the transition control. Next, in step S180, the target opening degree SW of the air mix door 17 is calculated based on the target blown air temperature TAOik at the time of transition control, and controlled so as to become the target opening degree SW.

  Next, in step S190, the compressor 11 is controlled so that the actual blown air temperature Te of the evaporator 9 becomes the target evaporator blown temperature TEOik during the transition control. In step S200, the motor 8b of the blower 8 is controlled so that the blown amount of the blown air into the room becomes the maximum ventilation air amount Vkkmax.

  The normal control in the present embodiment is control performed in steps S80 to S110, the ventilation control is control performed in steps S130 to S160, and the transition control is performed in steps S170 to S200. Control.

  Next, the state change at the time of performing the air-conditioning automatic control of this embodiment is demonstrated. FIG. 6 is an explanatory diagram for explaining a change in state when the air conditioning automatic control of the present embodiment is executed in a low outside air temperature state. Here, FIG. 6 shows changes in the state of the internal temperature Tr, the target blown air temperature TAO, and the air volume of the blower 8 during the cooling operation, and each state change changes from the right side to the left side in the figure. To do. FIG. 6 shows a state change when the air flow rate of the blower 8 is smaller than the maximum ventilation air flow rate Vkkmax when the inside air temperature Tr converges to the set temperature Tset and the vehicle interior temperature becomes stable. . Moreover, the dotted line in a figure has shown the state change at the time of performing the air-conditioning automatic control of 1st Embodiment.

  As shown in FIG. 6, when the air conditioning automatic control is executed in the low outside air temperature state in this embodiment, normal control (normal air conditioning automatic control) is performed at the start stage, the internal temperature Tr decreases, and the target The blown air temperature TAO rises. The air volume of the blower 8 decreases as the target blown air temperature TAO increases.

  When the first target airflow rate V falls below the maximum ventilation airflow rate Vkkmax, the control shifts from normal control to transition control, and the airflow rate of the blower 8 is set to the maximum ventilation airflow rate Vkkmax. As a result, the air flow rate of the blower 8 before and after the transition from the normal control to the transition control becomes the maximum ventilation air volume Vkkmax, and the transition from the normal control to the transition control is performed without a sudden change in the air flow rate of the blower 8.

  Further, during the transition control, the target air temperature TAOik that is higher than the target air temperature TAOik so that the amount of heat of the air blown into the vehicle compartment during the transition control is equal to the amount of heat of the air blown into the vehicle interior during the normal control. Therefore, the heat quantity of the air blown into the passenger compartment is balanced without sudden change.

  Further, when the internal temperature Tr decreases and the target temperature TAOik increases, the second target airflow rate Vkk also decreases. And if the 2nd target ventilation volume falls below the maximum ventilation air volume Vkkmax, it will transfer from transition control to ventilation control, and operation of compressor 1 will be stopped, but the ventilation volume of air blower 8 is the maximum ventilation air volume Vkkmax. And the same level. That is, since the air flow rate of the blower 8 before and after the shift from the transition control to the ventilation control is approximately the same, the flow shifts from the transfer control to the ventilation control without a sudden change in the air flow rate of the blower 8.

  According to this embodiment described above, by performing the transition control before shifting from the normal control to the ventilation control, the amount of air blown from the blower 8 changes suddenly when shifting from the normal control to the ventilation control. Can be suppressed. Therefore, compared with the air conditioning automatic control of the first embodiment, it is possible to reduce passenger discomfort and discomfort due to a sudden change in the air flow rate of the blower 8.

  Further, in the transition control of the present embodiment, the compressor 1 and the like based on the target temperature TAOik determined so that the heat amount Q3 when executing the transition control becomes the heat amount Q4 of the air blown into the vehicle interior during the normal control. Therefore, it is possible to balance the amount of heat of the air blown into the vehicle interior.

Therefore, when shifting from the normal control to the transition control, a warm change can be suppressed, and the passenger's discomfort and discomfort can be further reduced.
(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows.

  (1) In the above-described embodiment, the amount of outside air introduced is adjusted by the blower 8 so that the heat amount Q1 of the air blown into the vehicle interior during the power saving control becomes the heat amount Q2 when the compressor 11 is operated. However, it is not limited to this. For example, the amount of outside air blown into the vehicle interior is adjusted so that the vehicle interior temperature Tr approaches the vehicle interior set temperature Tset according to the temperature difference between the vehicle interior air temperature Tr and the vehicle interior set temperature Tset. May be.

  (2) In the above-described embodiment, the example in which the vapor compression refrigeration cycle apparatus (vapor compression refrigeration machine) 10 is used as the refrigerator has been described. However, the present invention is not limited to this. For example, it is possible to employ an absorption refrigerator, a refrigerator that cools the blown air due to the Beltier effect of the Beltier element, and the like. Here, as is well known, the adsorption refrigerator uses a function in which an adsorbent such as silica gel adsorbs water vapor, and specifically, water enclosed in an adsorber maintained in a substantially vacuum state. The refrigerating capacity is obtained by absorbing heat when the liquid phase refrigerant such as is vaporized, and the vaporized vapor refrigerant is adsorbed by an adsorbent to continuously vaporize the liquid phase refrigerant.

  (3) In the above-described embodiment, the case where a fixed displacement compressor that always operates at a constant discharge capacity is used as the compressor 11 of the refrigeration cycle apparatus 10 has been described. However, the compressor 11 is variable so that the discharge capacity can be adjusted. You may use a capacity type compressor and the electric compressor which can adjust rotation speed.

  (4) In the above-described embodiment, the air mix door 17 is used to adjust the temperature of the air blown into the passenger compartment, but a known hot water valve that adjusts the flow rate and temperature of the hot water flowing into the heater core 15 may be used. Good.

  (5) In the above-described second embodiment, the air volume of the blower 8 at the time of transition control is set to the maximum ventilation air volume Vkkmax. Certainly, it is desirable that the air flow rate of the blower 8 at the time of transition control be the maximum ventilation air flow rate Vkkmax, but this is not a limitation. The amount of air blown by the blower 8 at the time of the transition control may be larger than the first target airflow amount and may be within a range smaller than the maximum ventilation airflow rate Vkkmax. Also by this, compared with the case where it transfers to normal control from ventilation control at least, without performing transfer control, the sudden change of the ventilation volume of the air blower 8 can be suppressed.

2 ... Case 6 ... Inside / outside air switching means 8 ... Blower 9 ... Evaporator (cooling heat exchanger)
10 ... Vapor compression refrigerator (refrigeration cycle equipment)
11 ... Compressor 30 ... Air conditioning control device (temperature control means)
31 ... Outside air sensor (outside air temperature detecting means)
32. Inside air sensor (inside air temperature detecting means)

Claims (8)

In an air conditioner for an automatic control system that automatically adjusts the temperature of air blown into the passenger compartment,
A case (2) constituting an air passage for air blown into the vehicle interior;
An inside / outside air switching means (6) capable of switching between an outside air mode for introducing outside air into the case (2) and an inside air mode for introducing inside air into the case (2);
A blower (8) for blowing the air introduced into the case (2) into the vehicle interior;
A refrigerator for cooling the air blown into the passenger compartment;
Temperature that controls at least the operation of the inside / outside air switching means (6), the blower (8), and the refrigerator so that the inside air temperature (Tr) in the passenger compartment becomes a set temperature (Tset) set by a passenger. Control means (30);
An outside air temperature detecting means (31) for detecting the outside air temperature (Tam) outside the vehicle compartment;
An internal air temperature detecting means (32) for detecting an internal air temperature (Tr) in the vehicle interior,
The temperature control means (30) is an internal air temperature (Tam) detected by the outside air temperature detecting means (31) detected by the inside air temperature detecting means (32) during the cooling operation of blowing cool air into the vehicle interior. When the outside air temperature is lower than the temperature (Tr) by a predetermined temperature (α), the operation of the refrigerator is stopped and switched to the outside air mode, and the operation of the blower (8) is controlled. Ventilation control for adjusting the amount of outside air introduced into the vehicle interior so that the inside air temperature (Tr) in the vehicle interior becomes the set temperature (Tset) ,
Furthermore, when the temperature control means (30) performs the ventilation control, the amount of heat of the air blown into the vehicle compartment becomes the amount of heat of the air blown into the vehicle compartment when the refrigerator is operated. The air conditioner for vehicles is characterized by controlling the operation of the blower (8) . A blown air temperature calculating means for calculating a target blown air temperature (TAO) which is a target temperature of air blown into the vehicle interior;
First target air volume calculating means for calculating a first target air volume (V) of the blower (8) according to the target air temperature (TAO);
A second target air volume calculating means for calculating a second target air volume (Vkk) of the blower (8) when the ventilation control is executed,
The second target airflow rate calculation means calculates the second target airflow rate (Vkk) by the following formula: Vkk = {(Tr−TAO) / (Tr−TAOam)} × V
(However, Vkk: 2nd target ventilation volume, V: 1st target ventilation volume, Tr: Inside air temperature, TAO: Target blowing air temperature, TAOam: Outside air temperature + α, α: Predetermined temperature)
Calculated by
When the temperature control means (30) executes the ventilation control, the temperature control means (30) controls the blower (8) so that the amount of air blown into the vehicle interior becomes the second target air volume (Vkk). The vehicle air conditioner according to claim 1 . The temperature control means (30) is configured to control the ventilation control when the second target airflow rate (Vkk) calculated by the second target airflow rate calculating means is smaller than a preset maximum ventilation airflow rate (Vkkmax). The vehicle air conditioner according to claim 2 , wherein: The temperature control means (30) is configured such that the second target airflow rate (Vkk) calculated by the second target airflow rate calculating means is equal to or greater than the maximum ventilation airflow rate (Vkkmax), and the first target airflow rate (V ) Is smaller than the maximum ventilation airflow (Vkkmax), the airflow of the air blown into the vehicle interior is larger than the first target airflow (V) and less than the maximum ventilation airflow (Vkkmax). The vehicle air conditioner according to claim 3 , wherein a transition control for controlling the operation of the blower (8) is executed. The temperature control means (30), when executing the transition control, the inside / outside air switching means such that the target temperature is higher than the target blowing air temperature (TAO) calculated by the blowing air temperature calculation means. (6) The vehicle air conditioner according to claim 4 , wherein the operation of the refrigerator is controlled. The temperature control means (30) controls the operation of the blower (8) so that the amount of heat of the air blown into the vehicle interior becomes the first target blown amount (V) when executing the transition control. 6. The vehicle air conditioner according to claim 5 , wherein the operation of the inside / outside air switching means (6) and the refrigerator is controlled so that the amount of heat of the air blown into the vehicle interior in the case of the above is obtained. The temperature control means (30) controls the operation of the blower (8) so that the amount of air blown into the vehicle interior becomes the maximum ventilation air volume (Vkkmax) when executing the transition control. The vehicular air conditioner according to any one of claims 4 to 6 . The refrigerator includes a cooling heat exchanger (9) that cools the air blown into the passenger compartment, and a compressor (11) that creates a cooling state of the cooling heat exchanger (9). A vapor compression refrigerator (10),
Said temperature control means (30), any one of claims 1 to 7, characterized in that adjusting the cooling capability of the compressor (11) the cooling heat exchanger by controlling the operation of (9) The vehicle air conditioner as described in one.

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