JP6498062B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to an air conditioning control device for a vehicle that performs air conditioning control in a vehicle interior.

  In general, a vehicle air-conditioning control apparatus that performs air-conditioning control in a passenger compartment is controlled by an air-conditioning operation mode selection switch. One of the manual control modes based on the operation of the changeover switch is selected. When the automatic control mode is selected, the conditioned air is blown from only the face air outlet toward the passenger's upper body, and the air conditioned air is emitted from both the face air outlet and the foot air outlet toward the passenger's upper body and the passenger's feet. Bi-level mode that blows out, foot mode that blows air-conditioned air only from the foot outlet toward the feet of the passenger, foot differential mode that blows air-conditioned air from both the foot outlet and the defroster outlet toward the feet of the passenger and the Freund glass, Each blowing mode door operates integrally in conjunction with the link mechanism so that the defroster mode for blowing the conditioned air from the defroster outlet toward the Freund glass is sequentially switched.

  When the occupant performs an operation for selecting the defroster mode, a request signal for shifting to the defroster mode is generated. At this time, if the blown air volume is increased immediately after the signal is generated, a phenomenon occurs in which the blown air volume increases before the blow mode is completely switched to the defroster mode state. Therefore, when switching from the face mode state to the defroster mode, the amount of air blown from the face outlet increases before the completion of the blowing mode switching, resulting in an increase in blowing noise. The face outlet is closest to the occupant's ear, and a change in noise increase accompanying an increase in the amount of blown air is easily detected by the occupant, giving the passenger a sense of incongruity. Therefore, in the increase control of the blown air volume accompanying the switching to the defroster mode, in order to suppress the increase in the blown air volume from the face outlet, the air volume increase start time is set so that the air volume increases after passing through the face mode state. A vehicle air-conditioning control device having an air volume control means for determining has been proposed (see, for example, Patent Document 1). In this vehicle air-conditioning control device, the air volume is gradually increased at a predetermined rate with respect to the elapsed time after the start of the increase, thereby preventing a sudden increase in the air volume at the time of defroster mode switching. It has also been proposed to avoid this.

JP 2005-313760 A

  By the way, the defroster mode is often used as a mode for urgently removing fog when the front window glass is fogged. Here, as the operation of the air conditioning control, there may be a situation in which the blowout air volume is stopped in a state where the air outlet is in the defroster mode. When it is desired to start defogging in such a state, the air volume gradually increases at a predetermined rate although it is desired to immediately increase the air volume, so that it takes time to reach the target air volume.

  The present invention solves the above-described problems, and when a request to shift to the defroster mode occurs, it is possible to reach the target air volume early while suppressing a rapid increase in the air volume blown from the face air outlet. An object of the present invention is to provide a vehicle air conditioning control device.

In order to achieve the above object, an air conditioning control device for a vehicle according to the present invention is an air conditioning control device for a vehicle that performs air conditioning control in a vehicle interior,
A blowing means for blowing air toward the passenger compartment;
A face outlet that blows out the air blown from the blower to the passenger face side in the passenger compartment, a foot outlet that blows out the air blown from the blower toward the passenger's feet in the passenger compartment, and the air blown from the blower to the window inside the passenger compartment A defroster outlet that blows out to the glass side;
A blowout mode door that switches between at least a face mode for blowing air from the face blowout port, a foot mode for blowing air from the foot blowout port, and a defroster mode for blowing air from the defroster blowout port as the blowout mode of the air blown into the vehicle interior. When,
Door driving means for driving the blowing mode door;
An air volume control means for controlling the air volume of the blown air;
The door driving means operates to switch the blowing mode door in the order of the face mode, the foot mode, and the defroster mode,
The air volume control means controls the air volume increase time of the blown air to be longer than the normal air volume increase time in the mode in which air is blown from the face air outlet when the switching signal to the defroster mode is generated. In other modes, control is performed so that the normal air volume increase time is not longer than the normal time.

  According to the present invention, it is possible to provide a vehicle air-conditioning control device that can quickly reach the target air volume while suppressing a rapid increase in the air volume blown from the face air outlet when a request to shift to the defroster mode occurs. can do.

FIG. 1 is a schematic configuration diagram of an embodiment of a vehicle air-conditioning control apparatus according to the present invention. FIG. 2 is a flowchart showing an outline of air conditioning control in the embodiment. FIG. 3 is a flowchart of air volume control in the embodiment. FIG. 4 is a characteristic diagram showing a method for calculating the target blower air volume during automatic control. FIG. 5 is a characteristic diagram showing the relationship between the blowout mode door opening and the air volume increase time.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the schematic configuration diagram of FIG. 1 and the flowcharts of FIGS. 2 and 3. However, the present invention is not limited or limited to the following description.

  As shown in FIG. 1, an auto air conditioner 1 according to this embodiment includes a blower motor 3 driven by a blower motor 3 controlled by an auto air conditioner ECU (Electronic Control Unit), which will be described in detail later, in a duct 2 that sends air into the vehicle interior. 4 (air blowing means), an evaporator (cooling heat exchanger) 5, an air mix door 6, and a heater core (heating heat exchanger) 7 are sequentially arranged from the upstream side of the air flow path.

  On the inlet side of the duct 2 upstream of the blower 4, an inside air introduction port 9 and an outside air introduction port 10 that are air introduction ports are formed. Based on an operation by a vehicle occupant of an inside / outside air changeover switch provided in the auto air conditioner ECU 30, The inside / outside air switching door 12 provided inside the both inlets 9 and 10 is driven by the inside / outside air switching door drive servo motor 11 controlled by the automatic air conditioner ECU 30, and one of the both inlets 9 and 10 is driven. Is opened and the other is closed, so that the inside air or outside air is introduced into the duct 2.

  The evaporator (cooling heat exchanger) 5 is disposed on the downstream side of the blower 4 in the middle of the refrigeration cycle, and is turned on by a vehicle occupant of an air conditioner power switch (hereinafter referred to as an air conditioner switch) provided in the auto air conditioner ECU 30. A compressor (not shown) is connected to the engine and is driven by the rotation of the engine to compress the refrigerant, and the high-temperature and high-pressure refrigerant is radiated by a capacitor (not shown) and radiated into the evaporator 5 via an expansion valve (not shown). As the refrigerant flows and vaporizes, the air that passes through the evaporator 5 and flows in the duct 2 is heat-exchanged and cooled. A post-evaporation temperature sensor 13 for detecting the temperature of the evaporator fin is disposed downstream of the evaporator 5, and a detection signal of the post-evaporation temperature sensor 13 is taken into the auto air conditioner ECU 30.

The heater core (heating heat exchanger) 7 is disposed downstream of the evaporator 5 so as to block a part of the duct 2, and the engine coolant flows through the pipe through the heater core 7. The inside air or the outside air is heated by passing through the heater core 7. At this time, the air mix door 6 provided at the air inlet of the heater core 7 is driven by the air mix door driving servo motor 8 controlled by the auto air conditioner ECU 30, and the air mix door 6 is controlled to open and close. The opening degree of the ventilation inlet is adjusted, whereby the heating temperature of the inside air or the outside air by the heater core 7 is controlled.
The opening degree of the air mix door 6 is taken into the automatic air conditioner ECU 30 as a detection signal of the air mix door opening degree detection means 14.

  Here, the state in which the air inlet of the heater core 7 is completely closed by the air mix door 6 is a so-called MAX cool (opening degree 0%) control state, and the heater core 7 in the duct 2 is opened by opening the air inlet of the heater core 7. The state in which the passage not provided is fully closed by the air mix door 6 (the vent inlet is fully open) is a so-called MAX hot (opening degree 100%) control state, and the air mix door 6 is controlled to the cool side. When the air mix door 6 is controlled to the hot side, the air that has passed through the evaporator 5 is heated by the heater core 7 and then flows downstream.

  A defroster air outlet 15, a face air outlet 16, and a foot air outlet 17 are formed in the most downstream portion of the duct 2. A defroster opening / closing door 18, a face opening / closing door 19, and a foot opening / closing door 20 are rotatably arranged upstream of the air outlets 15, 16, 17. These blow mode doors 18, 19, and 20 are opened and closed by a common blow mode door drive servomotor (door drive means) 21 controlled by the automatic air conditioner ECU 30 via a link mechanism. In the present embodiment, the following five blowing modes are switched by variably controlling the operating angle of the blowing mode door driving servomotor 21. That is, by changing the operating angle of the blow mode door drive servomotor 21 from the minimum side to the maximum side, the blow mode is changed from the face mode to the bi-level mode to the foot mode to the foot defroster mode (also referred to as the foot differential mode). → It is designed to switch in the order of defroster mode. The blowing mode door opening degree detecting means 22 detects position information related to the operating position of the blowing mode door driving servomotor 21. It can be determined based on the detection signal of the blow mode door opening degree detection means 22 which blow mode is at a certain time.

  Here, the face mode is a mode in which the face air outlet 16 is opened by the face opening / closing door 19 and the conditioned air is blown out only from the face air outlet 16 toward the upper body of the passenger.

  In the bi-level mode, both the face air outlet 16 and the foot air outlet 17 are simultaneously opened by the face opening / closing door 19 and the foot opening / closing door 20, and the face air outlet 16 and the foot air outlet are directed toward the upper body of the occupant and the feet of the occupant. 17 is a mode in which conditioned air is blown from both.

  The foot mode is a mode in which the foot air outlet 17 is opened by the foot opening / closing door 20 and the conditioned air is blown out only from the foot air outlet 17 toward the feet of the occupant.

  In the foot differential mode, both the foot outlet 17 and the defroster outlet 15 are simultaneously opened by the foot opening / closing door 20 and the defroster opening / closing door 18, and the foot outlet 17 and the defroster outlet 15 are directed toward the feet of the passenger and the Freund glass. It is the mode which blows off the conditioned air from both.

  The defroster mode is a mode in which the defroster air outlet 15 is opened by the defroster opening / closing door 18 and the conditioned air is blown out from the defroster air outlet 15 toward the windshield F.

  The auto air conditioner ECU 30, which is an air conditioning control device, includes a known microcomputer configuration and its peripheral circuits. The auto air conditioner ECU 30 stores a control program for air conditioning control, and performs various calculations and processes based on the control program. Sensor detection signals are input from the various sensors to the air conditioning control device, and various operation signals are input from the air conditioner panel 31 disposed in the vicinity of the instrument panel in the front of the vehicle interior.

  The sensors include an outside air temperature sensor 26 that detects the temperature outside the vehicle interior, an inside air temperature sensor 27 that detects the vehicle interior temperature, a solar radiation sensor 28 that detects the amount of solar radiation incident on the vehicle interior, and an engine that detects the temperature of the engine coolant. A water temperature sensor 29 and the like are provided. It is also preferable to arrange a temperature and humidity sensor for detecting the temperature and relative humidity of the windshield F in the vicinity of the room mirror on the inner surface of the windshield F.

  The air conditioner panel 31 includes an air conditioner switch (air conditioner power switch) for driving / stopping the air conditioner, and a mode selection switch (air conditioner operation mode selection) for selecting either an automatic control mode or a manual control mode as an air conditioner operation mode. Switch), a blowing mode switching switch for switching the blowing mode, an inside / outside air switching switch for manually switching the inside / outside air switching door 12, and a dedicated air outlet for blowing the conditioned air toward the windshield F only from the defroster outlet 15. A differential mode switch, a temperature setting switch for setting the air conditioning temperature, an air volume switch for switching the intensity of air flow, and the like are arranged.

  An air mix door driving servo motor 8, an inside / outside air switching door driving servo motor 11, a door driving means 21 and the like are connected to the output side of the auto air conditioner ECU 30 which is an air conditioning control device. It is controlled by the output signal of the air conditioning control device.

  Next, the operation of the auto air conditioner ECU 30 will be described with reference to the flowchart of FIG.

  First, an outline of the operation of the auto air conditioner 1 will be described. By operating the blower 4, the air introduced from the inside air introduction port 9 or the outside air introduction port 10 is blown through the duct 2 toward the vehicle interior. The blown air of the blower 4 is first cooled and dehumidified through the evaporator 5, and this cold air is then disposed through the heater core 7 according to the rotation position (opening) of the air mix door 6. It is divided into a flow passing through a passage that is not made. The flow passing through the heater core 7 is heated to become warm air, and the flow passing through the passage where the heater core 7 is not disposed remains cold air.

  Therefore, the ratio of the amount of air passing through the heater core 7 (warm air amount) and the amount of air passing through the passage where the heater core 7 is not disposed (cold air amount) is adjusted by the opening degree of the air mix door 6. The temperature of the air blown into the room can be adjusted. Then, the temperature-controlled conditioned air is supplied from any one or more of the defroster air outlet 15, the face air outlet 16 and the foot air outlet 17 located at the most downstream portion of the air passage of the duct 2. It blows out into the passenger compartment, and air conditioning in the passenger compartment and fogging prevention of the windshield F of the vehicle are performed.

  Next, the air conditioning automatic control according to the present embodiment will be described with reference to FIG. FIG. 2 is a flowchart of a control routine executed by the microcomputer of the air conditioning control device 30. This control routine is started by turning on an auto switch or the like. First, after initial setting in step S10, detection signals of various sensors, various operation signals from the air conditioner panel 31 and the like are read in the next step S20.

  Next, the target blowing temperature TAO of the blowing air into the vehicle interior is calculated in step S30. This target blowout temperature TAO is a vehicle cabin blowout air temperature required to maintain the vehicle cabin temperature at a set temperature set by the occupant by a temperature setting switch or the like of the air conditioning panel 31 regardless of the air conditioning thermal load fluctuation. This TAO can be calculated based on the set temperature, the outside air temperature, the inside air temperature, and the amount of solar radiation.

  Next, the target evaporator outlet temperature TEO is calculated in step S40. Here, the target evaporator blowing temperature TEO is a control value determined mainly for the temperature control of the air blown into the vehicle interior, the anti-fogging control of the windshield F, the power saving control of the compressor, and the like. The temperature TEO is calculated according to the target blowing temperature TAO, the outside air temperature Tam, the vehicle interior humidity, and the like.

Next, in step S50, the target opening degree SW of the air mix door 6 is set to the target blowing temperature TAO, the evaporator blowing air temperature Te detected by the post-evaporation temperature sensor 13, and the hot water temperature detected by the engine water temperature sensor 29. Based on Tw, the following formula is used.
SW = {(TAO−Te) / (Tw−Te)} × 100 (%)

  SW = 0 (%) is the maximum cooling position of the air mix door 6, and is a state in which the passage where the heater core 7 is not disposed is fully opened and the ventilation path on the heater core 7 side is fully closed. On the other hand, SW = 100 (%) is the maximum heating position of the air mix door 6, and is a state where the passage 16 on which the heater core 7 is not disposed is fully closed and the ventilation path on the heater core 7 side is fully opened. .

  Next, in step S60, the inside / outside air intake mode is determined based on the target blowing temperature TAO and the like. Specifically, the inside / outside air suction mode is switched from the inside air mode to the outside air mode as the target blowing 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 switching switch of the air conditioner panel 31, the mode by the occupant operation is determined as the inside / outside air intake mode.

  Next, in step S70, the blowout mode of the vehicle compartment blown air is determined based on the target blowout temperature TAO and the like. Specifically, as the target blowing temperature TAO changes from the low temperature side to the high temperature side, the blowing mode is sequentially switched from the face mode to the bi-level mode to the foot mode. In addition, when a passenger | crew operates the blowing mode change switch of the air-conditioner panel 31, the mode by passenger | crew operation is determined as a blowing mode.

  Next, in step S80, the target air volume of the air blown into the passenger compartment is calculated. The calculation of the target air volume will be described later with reference to FIG.

  Next, step S90 is to perform compressor capacity control, and specifically, energization ON / OFF of the electromagnetic clutch of the compressor is determined. That is, in the present embodiment, a fixed displacement compressor that always operates with a constant discharge capacity is used as the compressor. Therefore, when the actual blown air temperature Te of the evaporator 5 decreases to the target evaporator blowout temperature TEO, the electromagnetic clutch is turned on. Is turned off and the compressor is stopped. In this way, by intermittently controlling the operation of the compressor, the operation rate of the compressor and consequently the refrigerant discharge capacity are controlled, and the actual blown air temperature Te of the evaporator 5 is maintained in the vicinity of the target evaporator blowout temperature TEO.

  In the next step S100, the signals of the control values calculated and determined in steps S50 to S90 are output to various devices to be controlled (electromagnetic clutch, blower motor 3, various servo motors 8, 11, 25, etc.), and various devices are output. Drive.

  Next, FIG. 3 is a subroutine showing a specific example of target air volume calculation in step S80. First, in step S810, whether or not the air volume setting is in the auto state is determined by whether or not the air volume switch of the air conditioner panel 31 is turned on. Based on. That is, when the air volume switch is not turned on, it is determined that the air volume setting is in the auto state, and when the air volume switch is turned on, it is determined that the air volume setting is not in the auto state.

  When the air volume setting is not in the auto state, the process proceeds to step S820, and the air volume manually set by the air volume switch is determined as the target blower air volume. And it progresses to step S830 and an air volume increase is performed immediately.

  On the other hand, if it is determined in step S810 that the air volume setting is in the auto state, it is determined in step S840 whether the blowing mode is the defroster (DEF) mode. Here, the blowing mode is determined in the above-described step S70, and when the blowing mode is not the defroster mode, that is, the blowing mode is any of the aforementioned face mode, bi-level mode, foot mode and foot defroster mode. If the number is one, the determination in step S840 is No, and the process proceeds to step S850, where the TAO calculation target blower air volume (blwtao) is determined as the target blower air volume. Then, the process proceeds to step S860, and the air volume increase is performed in the normal air volume increase time in the auto state.

  Specifically, the TAO calculation target blower air volume blwtao is determined based on the target blowing temperature TAO as shown in FIG. 4, and is the low temperature side (maximum cooling side) of the target blowing temperature TAO and the high temperature side of the target blowing temperature TAO ( The TAO calculation target blower air quantity blwtao is increased on the maximum heating side), and the TAO calculation target blower air quantity blwtao is set to the minimum level in a predetermined intermediate temperature range (comfortable temperature range around 25 ° C.) of the target blowing temperature TAO.

  That is, on the low temperature side (maximum cooling side) of TAO, the target air volume is set to the maximum air volume by setting the TAO calculation target blower air volume blwtao to the maximum 31 levels. On the high temperature side (maximum heating side) of TAO, the required air volume may be smaller than that on the maximum cooling side, so the TAO calculation target blower air volume blwtao is set at 28 levels, and the target air volume is slightly smaller than the maximum air volume on the maximum cooling side. The air volume is set. In a predetermined intermediate temperature range of TAO, the TAO calculation target blower air volume is set to the minimum value of 5 levels, and the target air volume is set to the minimum air volume.

On the other hand, when it is determined in step S840 that the blowing mode is the defroster mode, the process proceeds to step S870, and the target blower air volume is calculated by the following equation.
Target blower air volume = MIN {MAX (blwtao + K1, K2), 31}
Here, K1 and K2 are constants indicating the air volume level. In the defroster mode, it is necessary to increase the air volume level higher than the TAO calculation target blower air volume blwtao, but K1 indicates the increased air volume level. K2 is the minimum air flow level required when the defroster mode is reached. The minimum air volume level K2 is a target air volume level necessary for exhibiting a predetermined window glass anti-fogging performance in the defroster mode.

  Then, the process proceeds to step S880, where the air volume increase time is determined from the current position information (potential opening (%)) detected by the blowing mode door opening detecting means 22 according to the blowing mode door opening. At this time, in the face mode and the bi-level mode in which the air blowing mode blows air from the face air outlet 16, it is set so as to be longer than the normal air volume increase time, and other modes (air is emitted from the face air outlet 16). In the foot mode and the foot differential mode, which are modes that do not blow out, it is one of the features of the present invention that the normal air volume increase time is set. Specifically, the air volume increase time is determined using, for example, a characteristic diagram showing the relationship between the blow mode door opening degree (potentiometric opening degree (%)) and the air volume increasing time shown in FIG.

  In FIG. 5, for example, when the normal air volume increase time in the auto state is 250 ms, the air volume increase time in the face mode (FACE) and the bi-level mode (B / L), which are modes for blowing air from the face air outlet 16. Is set to 500 ms so as not to cause a sudden increase in air volume. On the other hand, in the foot mode (FOOT) and the foot differential mode (F / D), the air volume increase time is 250 ms and 120 ms, respectively, which is equal to or faster than the normal air volume increase time in the auto state. When a sudden increase in the air volume occurs, the passenger is likely to feel a sense of incongruity such as an increase in noise due to the air blowing near the face. Therefore, in the mode in which the air blowing near the face occurs, the air volume increase is moderated. On the other hand, in the other modes, the uncomfortable feeling is not easily detected, so the air volume is increased at a speed higher than normal. In this way, by controlling the air volume increase speed according to the mode, it is possible to increase the air volume as quickly as possible and achieve the purpose of removing the fogging of the glass in a short time without causing the passenger to feel uncomfortable. Can do.

  As described above, according to the present invention, when a request to shift to the defroster mode is generated, the vehicle air conditioning that can reach the target air volume early while suppressing a rapid increase in the air volume blown from the face air outlet. A control device can be provided.

DESCRIPTION OF SYMBOLS 1 ... Auto air conditioner 2 ... Duct 3 ... Blower motor 4 ... Blower (blower means)
5 Evaporator (cooling heat exchanger)
6 ... Air mix door 7 ... Heater core (heat exchanger for heating)
DESCRIPTION OF SYMBOLS 8 ... Servo motor for air mix door drive 9 ... Inside air introduction port 10 ... Outside air introduction port 11 ... Inside / outside air switching door drive servo motor 12 ... Inside / outside air switching door 13 ... After-evaporation temperature sensor 14 ... Air mix door opening degree detection means 15 ... Defroster outlet 16 ... Face outlet 17 ... Foot outlet 18 ... Defroster open / close door (Blowout mode door)
19… Face opening / closing door (Blowout mode door)
20… Foot open / close door (Blowout mode door)
21 ... Servo motor for driving the door in blowing mode (door driving means)
DESCRIPTION OF SYMBOLS 22 ... Outlet mode door opening degree detection means 26 ... Outside temperature sensor 27 ... Inside temperature sensor 28 ... Solar radiation amount sensor 29 ... Engine water temperature sensor 30 ... Auto air conditioner ECU (air volume control means, air conditioning control device)
31 ... Air conditioner panel

Claims (1)

A vehicle air-conditioning control device that performs air-conditioning control in a vehicle interior,
A blowing means for blowing air toward the passenger compartment;
A face outlet that blows out the air blown from the blower to the passenger face side in the passenger compartment, a foot outlet that blows out the air blown from the blower toward the passenger's feet in the passenger compartment, and the air blown from the blower to the window inside the passenger compartment A defroster outlet that blows out to the glass side;
A blowout mode door that switches between at least a face mode for blowing air from the face blowout port, a foot mode for blowing air from the foot blowout port, and a defroster mode for blowing air from the defroster blowout port as the blowout mode of the air blown into the vehicle interior. When,
Door drive means for driving the blowing mode door; and air volume control means for controlling the air volume of the blown air;
The door driving means operates to switch the blowing mode door in the order of the face mode, the foot mode, and the defroster mode,
The air volume control means controls the air volume increase time of the blown air to be longer than the normal air volume increase time in the mode in which air is blown from the face air outlet when the switching signal to the defroster mode is generated. And in other modes, it controls so that it may become below the said normal air volume increase time, The air-conditioning control apparatus for vehicles characterized by the above-mentioned.

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