JPH02200515A - Controller for car air conditioner - Google Patents

Abstract

PURPOSE:To eliminate uncomfortableness caused by blowoff of cold blast during starting of a heater by maintaining the blowing air quantity by means of an air quantity adjusting means minimum when the level of engine cooling water is less than the predetermined, while increasing gradually the quantity when it is not less than the predetermined level, so as to control the gradually increased maximum quantity of the blowoff. CONSTITUTION:When the starting of a heater is detected by a starting detection means, a signal is output to an air quantity gradual increasing means, which takes in engine cooling water temperature, so as to compare with a predetermined value, and by which the blowing air quantity by means of an air quantity adjusting means is controlled to a minimum when the temperature is not more than the predetermined water temperature. When the temperature is not less than the predetermined level of water temperature, the air quantity adjusting means is controlled so as to gradually increase the blowing air quantity, while the maximum level of blowing quantity during the control of gradual increase in the air quantity is defined not more than the predetermined value that is decided by alteration made according to an environmental condition inside and outside of a car, by an air quantity controlling means. It is thus prevented that the great amount of cold air is blown during starting of a heater, and the noise can also be reduced.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a control device for vehicle air conditioning.

(Prior art) As shown in Japanese Unexamined Patent Publication No. 61-211115, a vehicle air conditioning control device is equipped with a control system based mainly on the temperature difference between the target indoor temperature and the vehicle indoor temperature, and the larger the temperature difference, the more the temperature difference increases. The normal automatic air volume control that increases the air volume is not performed, and the air volume is maintained at the minimum when the engine cooling water temperature is below a predetermined water temperature, and is gradually increased when the engine cooling water temperature is north of the predetermined water temperature, and the gradually increased air volume is set to the above normal air volume. There is a system in which the air volume control at the time of starting heating is stopped and the normal automatic air volume control is performed when the air volume becomes equal to the air volume (calculated value) during wind snoring control. As a result, when the heating starts, although the temperature difference between the target indoor temperature and the vehicle interior temperature is large, the blowout air volume does not suddenly increase, but instead increases with the temperature rise, so that the temperature rises. A large amount of air-conditioned air will not be blown out to the occupants from the beginning at the time of startup, and the discomfort of the occupants will be suppressed.

(Problem that the invention attempts to solve) However, in the vehicle air conditioning control device listed in L.

When the heating starts, the temperature difference between the target indoor temperature and the vehicle indoor temperature is still large because the vehicle interior does not warm up quickly, and the airflow volume (calculated value) when normal automatic air volume control is performed.
Since the air volume is in a large state, the air volume when the air volume is gradually increased during the air volume control when the heating is started must gradually increase until it reaches a considerably large value before the air volume control when the heating starts will change to the normal automatic air volume control. There is. Therefore, when the heating starts, a large amount of air conditioned air is blown out.
The noise increases based on the amount of air blown out, and one passenger feels uncomfortable due to the noise.

The present invention has been made in view of the above-mentioned circumstances, and its purpose is to suppress the discomfort of the occupants due to the large amount of cold air-conditioned air being blown to the occupants from the beginning at the time of startup, and to suppress the discomfort caused by the noise caused by the Suita air volume. The aim is to reduce the discomfort of

(Means and operations for solving the problem) In order to achieve this object, the first invention includes: an air volume adjusting means for adjusting the amount of air blowing; a start detection means for detecting the start of heating start; When heating starts,
an air volume gradual increase means that controls the air volume adjustment means to maintain the air volume blown by the air volume adjustment means at a minimum when the engine cooling water temperature is below a predetermined water temperature, and gradually increases the air volume when the engine cooling water temperature is equal to or higher than the predetermined water temperature; A vehicle air conditioning control device comprising: an air volume limiting means for limiting the maximum air volume blown out when the air volume adjusting means gradually increases to less than a predetermined value based on the air volume adjusting means, and specifically, It is as shown in Figure 6.

With the above configuration, in the first invention, when the heating is started, the air volume gradually increasing means maintains the blowing air volume at a minimum when the water temperature is less than a predetermined water temperature, and gradually increases it when the water temperature is higher than the predetermined water temperature. As the vehicle ascends, the amount of air blown increases, so that a large amount of cold air-conditioned air is not blown out to the occupants from the beginning at the time of startup, as in the past.

On the other hand, since the air volume limiting means limits the maximum air volume during gradual increase to less than a predetermined value, the maximum air volume is reduced compared to the prior art, and noise based on the air volume is reduced.

Therefore, it is possible to suppress the discomfort of the occupants due to a large amount of cold air-conditioned air being blown out to the occupants from the beginning at the time of startup, and it is also possible to reduce the discomfort of the occupants due to the noise caused by the amount of air blown out. Become.

Further, in a second invention to achieve the above object, in claim 1, the air volume limiting means is configured such that the predetermined value is changed according to environmental conditions inside and outside the vehicle. The configuration is as follows.

With the above-mentioned configuration, in the second invention, the above-mentioned first
In addition to producing the same effect as the invention described above, since the predetermined value is changed depending on the environmental conditions inside and outside the vehicle, it is possible to increase the degree of freedom in controlling the air volume at the time of starting heating. Therefore, when heating is started, the air volume control can be brought closer to the state preferred by the occupant, and the discomfort of the occupant can be further reduced.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows the main body of an air conditioner A. In this figure, l is the main duct, and the main duct 1 is provided with an outside air intake 2 at its L end to take in outside air, and an inside air intake 3 to take in air from inside the vehicle. At the end,
A first outlet 4 for the heat duct, a second outlet 5 for the differential duct, and a third outlet 6 for the vent duct are provided. A heat duct 7 is connected to the first outlet 4, a differential duct 8 is connected to the second outlet 5, a vent duct 9 is connected to the third outlet 6, Main duct 1 and each of the above ducts 7.8
．． 9 constitutes a passage for conditioned air. The heat duct 7 is arranged so that its outlet blows out air-conditioned air toward the feet of the front seat occupant, and the differential duct 8 is
The outlet of the vent duct 9 is arranged to blow out conditioned air toward the window glass, and the outlet of the vent duct 9 is arranged to blow out the conditioned air toward the face of the passenger in the jWi seat.

Inside the main duct 1, a blower 11 driven by a motor 10, an evaporator 12, and a heater core 13 are arranged in order from the upstream side.

The evaporator 12 includes a condenser 14 and an engine 1.
The evaporator 12 is incorporated into a cooling circuit comprising a compressor 16, an expansion valve 17, etc. mechanically driven by an output shaft L5a of the evaporator 12, and performs a dehumidifying or cooling action on the air passing through the evaporator 12. In the figure, arrows indicate the flow of refrigerant.

Further, the heater core 13 is connected to a cooling water passage in the engine 1 via pipes 18 and 19.
Engine cooling water is introduced into the heater core 13 to warm up the air passing through the heater core 13. The upstream piping 18 that introduces engine cooling water into the heater core 13 is provided with a quantity control valve 20, and this valve 20 is interlocked with an air mix door 21, which will be described later. In the figure, arrows indicate the flow of engine cooling water.

Inside the main duct 1, an inside/outside air door 22 for opening and closing the outside air intake port 2 and the inside air intake port 3 is disposed at its upstream end, and immediately upstream of the heater core 13, the heater core 1
An air mix door 21 is provided to control the proportion of air passing through the 3.

At the downstream end of the main duct 1, there is an outlet 4 for the heat duct.
A first mode door 24 that opens and closes the outlet 5 and 82 mode doors 25 that open and close the outlet 5 for the def duct and the outlet 6 for the vent duct are provided. This first,
By controlling the opening and closing of the second mode door 24.25, the outlet of the conditioned air is directed to the foot of the front seat passenger, that is, to the heat duct 7.
a first air blow mode for only the face of the front seat occupant, that is, the vent duct 9; a third air blow mode for the feet and face; and a fourth air blow mode for only the windshield, that is, the differential duct 8. There are two balloon modes available.

Further, the air mix door 21 is connected to the flow control valve 20 via a bell crank 23, and the first mode door 24 and the second mode door 25 are connected to each other via a rod 25.
They are connected by a and are designed to interlock with each other. Each of these doors 21.22.24.25 has a motor 26.27
．． 28, the motors 26, 27, 28 are driven by signals Sl, S2 . It is activated based on S3. In addition, in FIG. 1, 27a is a potentiometer that detects the opening degree of the air mix door 21.

As shown in FIG. 2, the control unit 29 contains various information necessary for adjusting the air in the vehicle interior, such as a temperature signal in the vehicle interior from the interior sensor 30, an outside air sensor 31, etc.
The outside air temperature signal from the duct sensor 32, the engine cooling water temperature signal from the water temperature sensor 33, and the solar radiation signal from the solar radiation sensor 35 disposed near the windshield inside the vehicle are input. The control unit 29 outputs a door control signal Si, s2) S3 to each motor 26, 27, 28, and a control signal S4
is output to the power transistor 10a of the blower motor 10.

This control unit 29 operates based on a setting device 38 installed on the front panel.
, an inside/outside air switch SW2 that sets the inside and outside air, and an air outlet mode switch SW3~ that sets the air outlet of the conditioned air.
6, air conditioner switches SW7 and SW8 that operate the compressor 16 for cooling and dehumidification, temperature switch SW9 that sets the target indoor temperature To, air volume switch swi o that sets the air volume of conditioned air, and select automatic control. An auto mode switch (AUTO) SWI 1 is provided. Note that the switch SWI is an ON-OFF switch for a fogging heat shield provided on the rear window glass 36.

In this vehicle air conditioning control device, manual operation and automatic control can be performed. In case of manual operation,
The control unit 29 generates the selected control conditions in response to the selection operations of the switches SW2 to IO, and outputs control signals to the various actuators 10, 26, 27, and 28.

For example, the inside/outside air motor 26 is operated by the selection operation of the inside/outside air SW2, the inside/outside air intake port 2, 3 is changed, and the introduction of inside/outside air is switched. The mode motor 28 is activated by selecting the blowout mode switches SW3 to SW6.

The mode doors 24 and 25 are set in a predetermined manner, and the blowout mode of the conditioned air is changed to 0 (blowout mode). In addition, by operating the temperature switch SW9, the target room temperature To is set, and the opening degree of the air mix door 21 is changed.
The blowing temperature of the conditioned air is adjusted. In this embodiment, the opening degree adjustment of the air mix door 21, that is, the adjustment of the blowout temperature, is performed under a general signal, which will be described later.

Regarding automatic control, as shown in each step (S indicates a step) of the flowchart in FIG. 3, information (various signals) from the setting device 38 and various sensors 30 to 33.
, that is, the temperature inside the vehicle, the temperature outside the air, the temperature inside the duct, the engine cooling water temperature, the amount of solar radiation (S2), and the temperature switch S
The optimal control conditions corresponding to the target indoor temperature To set in W9 are generated (S4), and each actuator 1027
Control signals are output for etc. (35
~39). In this case, when outputting the control signal, a corrected amount of solar radiation calculated by taking into account a delay time that is variable according to the amount of change in solar radiation is input as information on changes in solar radiation (S3 ).

Specifically, in this automatic air conditioning control, first, S2
) Based on the data in S3, a comprehensive signal T is calculated as the optimum air conditioning condition based on the following equation (1) (S4).

T= (t r-25) +a (t a-
25)+β (t d-12)-y (To-25
) +δS'Lr: Vehicle interior temperature ta: Outside air temperature td: Duct interior temperature TO: Target interior temperature (set temperature) S': Corrected solar radiation amount α, β, γ, δ: Correction coefficient In addition, correction coefficient α, β, The optimal values for γ and δ vary depending on the air conditioning system and vehicle characteristics, so the values are determined through actual vehicle tests.

Based on this total signal T, the mix door control in S5 and the air volume control in S6 are performed accurately according to a predetermined program.

That is, in the mix door control of S5, when the vehicle interior temperature tr is lower than the target interior temperature TO, the opening degree of the air mix door 21 is increased under the comprehensive signal T to reduce the amount of air passing through the heater core 13. On the other hand, when the vehicle interior temperature tr is higher than the target interior temperature TO, the opening degree of the air mix door 21 is reduced and the compressor 16 is activated. Then, the evaporator 12 lowers the temperature of the conditioned air (S5, S7).

Regarding the air volume control in S6, normally, based on the magnitude of the temperature difference between the target indoor temperature To and the vehicle interior temperature tr, the larger the temperature difference is, the more the air volume is controlled by the general signal T. Control is performed (see characteristic line FA on the downward slope to the right in FIG. 4).

However, at the time of startup, if the above-mentioned normal air volume automatic control is performed, a large amount of cold air-conditioned air will be blown to the occupants due to the large temperature difference between the target indoor temperature To and the vehicle indoor temperature tr. The normal automatic air volume control is not performed, but a unique air volume control is performed when heating is started. As shown in Fig. 4, this air volume control at the time of starting heating is maintained at a minimum when the engine cooling water temperature is less than a predetermined water temperature (for example, 50°C), and is gradually increased when the water temperature exceeds a predetermined water temperature. (Characteristic line f in the upper right corner of Fig. 4)
s, fs'), this air volume control is performed when the air volume is less than the air volume X in the normal air volume automatic control. When the airflow volume reaches (see the intersection ql' between the characteristic line fs' and fA in Figure 4)
In 2015, the system was switched to normal automatic air volume control.

However, in the above case, if the increase is gradually increased until it intersects the characteristic line fA, as shown by the characteristic line fs', which is a broken line on the upper right side of FIG. Since the temperature difference between the temperature To and the vehicle interior temperature tr is large (because the characteristic line fA is located at a high position), the maximum blowout NL amount (the intersection q1' of the characteristic lines fs' and fA) becomes quite large. , in this region, the noise caused by the blowing wind 'Id' cannot help but become louder.

Therefore, the maximum air volume during gradual increase is limited to less than a predetermined value α (the intersection Ql of the characteristic line fs and α), and this predetermined value α is a range in which the cold does not cause much concern. It is set within a range where the noise caused by the blowing air φ is not noticeable. As a result, it is possible to suppress the discomfort caused to the occupants due to a large amount of cold air-conditioned air being blown to the occupants from the start-up period, and it is also possible to reduce the discomfort caused to the occupants due to the noise caused by the amount of air blown out. .

The details of the amount control described above will be described with reference to the flowchart shown in FIG. 5 (P indicates a step).
First, at Pl, the i-7 option is turned on, and P
In step 2, it is determined whether automatic air volume control is being performed. This P2 is determined by the auto mode switch 5WII.
This is determined by whether or not it is turned on.

When P2 is No, the blowout air volume is set to the blowout HL amount based on the manual operation, while when P2 is YES, the four vehicle interior temperature, outside air temperature, cooling water temperature, duct inside temperature, and solar radiation amount are read in P3. . Next, in P4, the blowout air volume vS in the airflow control at the time of starting heating is calculated based on the cooling water temperature, etc., and in P5, the blowout air volume VA in 1 normal airflow automatic #Im is mainly determined by the difference between the target indoor temperature and the vehicle indoor temperature. Calculated based on etc. Then, in the next step P6, it is determined whether the heating start-up has been completed. The determination of P6 is based on the blowout air volume V of P4.
S is determined by determining whether or not the blown air volume Vs of P5 is greater than or equal to the blown air volume VA of P5, and when the blown air volume Vs of P4 is greater than or equal to the blown air volume vA of P5, it is determined that heating startup has been completed. It is to be done.

When P6 is NO, heating startup has not yet been completed, and therefore, in P7, it is determined whether or not the blown air volume Vs of P4 is less than a predetermined value α. This P7 is provided to determine whether the blown air volume Vs of P4 is a blown air volume that causes noise. When P7 is YES,
Since the blowout air J(7,V s in P4 is less than the predetermined value α, and there is no need to take into account the noise based on the blowout air volume vs. Vs is set as is, and the blowout air volume Vs
is blown out.

When P7 is No, the blown air aVS in P4 is greater than or equal to the predetermined value α, so in P9 the final blown air volume V is set to the predetermined value α, and the maximum blown air volume V is set to the predetermined value α.
limited to. The presence of P9 makes it possible to reduce the <a sound based on the blown air volume Vs.

When P6 is YES, the blowout air volume Vs of P4 is P5.
This is when the final air volume V becomes larger than the air volume VA in the PIO.
1, the air volume is automatically controlled under normal conditions.

7 to 9 show an embodiment of the second invention. In this embodiment, the same components as those in the embodiment of the first invention are given the same reference numerals and their explanations are omitted. do.

In this embodiment, the predetermined value α in the previous embodiment is made variable. For this reason, on the wood flow side, two characteristic lines fA and fA2 indicating the relationship between the blowout temperature and the blowout air volume are prepared for automatic airflow control in normal conditions, as shown in Fig. 8. The characteristic line f of one of them
Al and fA2 are to be determined by the blowout temperature state (the left half in Fig. 8 corresponds to the case of heating), and the characteristic line fAl is to be selected when the blowout temperature state is relatively large. In that case, the characteristic line fAl
In order to reduce the noise based on the blowout air volume at the time of starting heating, in FIG. 7, the characteristic 1fAl' is set so that it passes through a point corresponding to the intersection q1 of the predetermined value α and the characteristic line fs in the above embodiment. It is set.

On the other hand, the characteristic line fA2 has a gentler slope than fAl, and is selected in cases other than when selecting the characteristic line fAl (when the blowing temperature is relatively small).
A) is shown as fA2' below the characteristic line fA1' in FIG. Therefore, when the Suita temperature is relatively small, the characteristic lines fs and f
The intersection q2 of A2 is the intersection q of the characteristic line fs and fAl'
1, and the noise based on the blowout air volume is further reduced. In this case, there is little discomfort from the cold, and there is relatively little desire to quickly bring the vehicle interior temperature to the target interior temperature, so there is no particular problem. Note that in FIG. 7, arrows indicate temporal changes in the amount of air blown from the start of heating.

The details of the above air volume control will be described with reference to the flowchart shown in FIG. Note that in the following explanation, Q indicates a step.

First, at Ql, when the ignition is turned on,
In Q2, it is initialized and the flag F=O. This flag F indicates whether or not the air-conditioned air outlet temperature T belongs to the desired outlet temperature range T2 to T3 (see Figure 8).
flag F=0 means that the temperature in the vehicle interior has almost reached the target interior temperature, and flag F=0 means that the temperature does not belong to the desired blowout temperature range T2 to T3.

Next, in Q3, it is determined whether automatic air volume control is being performed. The determination of Q3 is determined by whether or not the auto mode switch swi1 is turned on. When Q3 is NO, the blowout air volume is the blowout air volume based on manual operation, while Q3
When is YES, the vehicle interior temperature, outside air temperature, cooling water temperature, solar radiation, and duct internal temperature are read in Q4. Next, in Q5, it is determined whether the flag F=0 or not.
When 5 is YES, in Q6, the blowout air volume VS in the airflow control at startup is calculated based on the cooling water temperature, etc., and in the next Q7, the blowout temperature T is calculated as the blowout temperature TI”T.
It is determined whether or not it falls within the range of 2. This temperature TI
In the range -T2, the vehicle interior temperature is relatively close to the target interior temperature. This Q9 is the characteristic line f shown in FIG.
It is provided to select either Al or fA2 based on the Suita temperature.

When Q9 is NO, QIO calculates the blowout air volume VA based on the characteristic line fAl in FIG.
In this step, it is determined whether or not the blown air volume Vs of Q6 is less than the blown air volume VAI of QIO. Qll is YES
At this time, since it is still necessary to control the air volume at startup, in Ql2, the final blown air volume 1v is set to the blown air volume VS of Q6, and the process proceeds to the next Ql4. - way,
When Qll is NO, it is necessary to complete the air volume control at startup and shift to automatic air volume control during normal operation, so in Ql3, the final blowout air acid V is determined by the VAI of QIO.
Therefore, the process will proceed to Q14.

In Ql4, it is determined whether the blowout temperature T in Q7 is within the desired temperature T2 to T3.

This Q14 is provided to determine whether or not the vehicle interior temperature has reached a desired temperature by air volume control at the time of starting heating and air volume automatic control during normal operation. When Q14 is YES, there is a case where the vehicle interior temperature has already reached the desired temperature after starting the heating, and in this case, the flag F is set to 1 in Q15. On the other hand, when Q14 is NO, it means that the vehicle interior temperature has never reached the desired temperature, and in this case,
In Q16, flag F=O is set.

When Q9 is YES, the characteristic line fA2 in FIG. 8 is selected in Q17, and the blowout air volume VA2 is calculated based on the characteristic line fA,2. Next, in Q18, it is determined whether the blown air volume Vs in Q6 is less than the blown air volume iVA2 in Q17. The blown air volume VA2 as a criterion for Q18 is set smaller than the blown air volume VAl as a criterion for Qll, so that if Q9 is YES, that is, if there is no significant discomfort due to the cold. In this case, the maximum blowout air volume of the blowout air volume Vs is further reduced, and the noise based on the blowout air volume is reduced.

When Q18 is YES, it is time to continue the air volume control at startup, and in this case, proceed to Q12,
The final blown air volume V is set to the blown air volume VS of Q6. Q1
If 8 is NO, it is necessary to finish the wind blower 4 control at startup and perform the automatic air volume control during normal operation. Therefore, in Q19, the final blowout air volume V is set to VA of Q17, 2, and then the I will move on to Qi4.

When Q5 is NO, it is when flag F=1,
At this time, in Q20, the characteristic line fAl in FIG.
The blowout air volume VA1 is calculated based on the blowout air volume VA1.
I is taken as the final blowout air volume V in Q21.

The embodiments have been described above, but in the present invention,
Includes the following:

(2) In the embodiment of the first invention, the upper limit of the blown air -3ts is set to a predetermined value based on the characteristic line fA (from the characteristic line fA). This makes it possible to reduce noise based on the amount of air blown while further suppressing discomfort caused by the cold.

■In the embodiment of the second invention, the intersection (maximum blowout air volume) with the characteristic line fs in FIG.
To increase the pattern of the characteristic line in the normal X amount automatic B111 so that it can be taken above the intersection q1 with A1'. As a result, the same effect as described in (2) above will be produced.

(The following is a blank space) (Effects of the invention) As described above, in the first invention, it is possible to suppress the discomfort of the occupants due to a large amount of cold air-conditioned air being blown to the occupants from the time of waiting for startup. At the same time, it is possible to reduce the discomfort felt by the occupants due to noise caused by the amount of air blown.

Further, the second invention not only produces the same effects as the first invention described above, but also can further reduce the discomfort of the occupant when heating is started.

[Brief explanation of the drawing]

Fig. 1 is an overall system diagram showing an embodiment of the first invention, Fig. 2 is a control system diagram in an embodiment of the first invention, Fig. 3 is a flowchart showing an example of basic control, and Fig. 4 is a graph schematically showing a control example in an embodiment of the first invention, FIG. 5 is a flowchart showing a control example of FIG. 4, FIG. 6 is an overall configuration diagram of the first invention, and FIG. A graph schematically showing a control example in an embodiment of the second invention, FIG. 8 is a characteristic diagram of the blowout air volume in automatic air volume control during normal operation, and FIG. 9 is a flowchart showing a control example of the seventh sentence. be. 10: Motor SWI 1: Auto mode switch 29: Control unit

Claims (2)

[Claims] (1) an air volume adjusting means for adjusting the blowing air volume; a start detecting means for detecting the start of the heating start; and when the heating starts, controlling the air volume adjusting means so as to adjust the blowing air volume by the air volume adjusting means so that the engine cooling water temperature an air volume gradual increase means that maintains it at a minimum when the engine cooling water temperature is below a predetermined water temperature and gradually increases it when the engine cooling water temperature is higher than a predetermined water temperature; and an air volume that limits the maximum blowout air volume when gradually increasing by the air volume adjustment means based on the air volume gradual increase means to be less than a predetermined value. A control device for vehicle air conditioning, comprising: a limiting means; (2) A vehicle air conditioner according to claim 1, wherein the air volume limiting means is set such that the predetermined value is changed according to environmental conditions inside and outside the vehicle. Control device.