JPH03104728A - Air-conditioning device for vehicle - Google Patents

Abstract

PURPOSE:To maintain stability at steady time and responsibility at transient time and reduce useless consumption of energy at transient time by mounting an operation control section having a control function section which sends a command signal which corresponds to an operated control coefficient to a drive circuit section and performs feedback control so as to make temperature deviation zero. CONSTITUTION:The optimum temperature is operated by a first operation function section 27 based on an output signal of each detection means 21, 22, 23 and a temperature setting switch 26 so as to create the optimum environment in a car room, and temperature deviation between temperature detected by a room temperature sensor 19 and target room temperature set by the temperature setting switch 26 is operated by a second operation function section 28. Difference between temperature detected by the room temperature sensor 19 and operated optimum temperature is calculated. Control coefficient of PID control is operated by a third operation function section 29 in correspondence to difference so that importance is attached to responsibility when temperature in the car room approaches to optimum temperature and to stability when leaving. Command signal which corresponds to it is sent to a drive circuit section 43, and feedback control is done by a control function section 30 so as to make temperature deviation zero.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle air conditioner, and more particularly to an automatically controlled vehicle air conditioner that maintains the inside of a vehicle at an appropriate temperature.

[Conventional technology]

Conventionally, as this type of vehicle air conditioner,
232912 and Japanese Patent Application Laid-Open No. 63-184518, etc. have been proposed.

Among these, the invention described in Japanese Patent Application Laid-Open No. 61-232912 integrates the deviation between the actual temperature in the vehicle interior and a desired set temperature over time, and brings the actual temperature closer to the set temperature.
In other words, the above deviation is controlled to be close to zero (0).

The invention described in Japanese Patent Application Laid-Open No. 6:3-184518 is roughly constructed as shown in the block diagram shown in FIG.

That is, the present invention provides a vehicle interior temperature detection stage 51 consisting of a temperature sensor or the like that detects the actual vehicle interior temperature, a target temperature setting stage 52 for setting a desired temperature by the operator, and a system for adjusting both of these temperatures. Temperature deviation calculation means 53 for calculating deviation
and a control coefficient calculation stage 54 that calculates a control coefficient for predetermined P (proportional) (integral) D (differential) control according to the output signal of the temperature deviation calculation means 53; It is provided with a control stage 55 that performs feedbank control of the controlled object 56 (in this invention, the capacity of the refrigerant compressor) according to the calculated control coefficient. With this structure, not only control stability in steady state but also stable temperature control can be achieved even in transient states such as cool-down, as described in JP-A-61-23291. This improves the shortcomings of No. 2.

[Problem to be solved by the invention]

In the invention described in Japanese Unexamined Patent Publication No. 63-184518, which is a conventional example, the PID control coefficient is changed according to the temperature deviation. However, when passengers get into a car that has been left outside in the summer, the temperature will change from the normally set (optimal) temperature to rMax. After setting the temperature to COOIJ or close to it to cool the inside of the car in a short time, when the inside of the car has been sufficiently cooled, it is often felt that it is too cold and the setting is changed to the normal optimum temperature.
In the invention described in JP-A-63-184518,
The control coefficient is increased to speed up rMax COOIJ, but in the end, the set temperature is set to the normal optimal temperature, so increasing the control coefficient results in wasted energy and However, in order to improve responsiveness, more energy is consumed (compared to Japanese Patent Application Laid-Open No. 61-232912). The same inconvenience as above occurs when the device is left outside in winter.

[Purpose of the invention] An object of the present invention is to improve the disadvantages of the conventional example, and in particular, to effectively reduce wasteful energy consumption during transient times while maintaining stability during steady state and responsiveness during transient times. Our objective is to provide a vehicle air conditioning system with an automatic control system. (Means for solving problems)

The present invention uses an outside temperature sensor that detects physical environmental factors related to temperature and outputs them as electrical signals. Detection means such as a room temperature sensor and solar radiation sensor; temperature setting means for setting the temperature inside the vehicle that can be set from the outside; and a drive circuit section for driving. and a first calculation function section that calculates an optimum temperature based on the output signals of each of the detection means and temperature setting means to create an optimum environment in the vehicle interior, and a temperature detected by the room temperature sensor and set by the temperature setting means. a second calculation function section that calculates the temperature deviation from the target room temperature, and a second calculation function section that calculates the difference between the temperature detected by the room temperature sensor and the Q-suitable temperature;
PID control or similar control is applied in response to the difference, so that when the vehicle interior temperature is moving towards the optimum temperature, emphasis is placed on responsiveness, and when it is moving away from the optimum temperature, stability is placed on emphasis. It has a third calculation function unit that calculates a control coefficient, and a control function unit that sends a command signal corresponding to the calculated control coefficient to the drive circuit unit and performs feedback control to make the temperature deviation zero. It is equipped with a calculation control section. This aims to achieve the above-mentioned purpose.

[First embodiment]

A first embodiment of the present invention will be described below with reference to FIGS. 1 to 6.

The air conditioner main body 1 of this embodiment, as shown in FIG.
It is constructed by connecting the proa unit 2, cooling unit 3, and heater unit 4. Among these, the proa unit 2 has an outside air intake port 5. An inside air intake port 6, an intake door 7 serving as an inside/outside air switching door for opening and closing both of these intake ports 5.6, and a proa fan 8 are provided.

An evaporator 9 is disposed within the cooling unit 3, and a combustor IO for compressing and feeding refrigerant gas is attached to the evaporator 9.

Inside the heater unit 4, an air opening door 12 is provided which is an operating element that controls the amount of air passing through the heater core 11 according to the heater core 1l and its opening degree. Also,
A defroster duct 13, a ventilator duct 14, and a foot duct 15 are formed on the peripheral wall of the heater unit 4 and communicate with an air outlet provided in a vehicle interior (not shown). A defroster door 16, a ventilator door 17, and a foot door 18 are pivotally supported at the base end of each of these ducts 13, 14, and 15.

A room temperature sensor 19 is provided in the vehicle interior (not shown). The room temperature sensor 19 as a means for detecting physical environmental factors related to temperature is used together with the outside temperature sensor 21, the solar radiation sensor 22, and the water temperature sensor 23 as other detecting means.
It is connected to the input side of the calculation control section 25 via the /D converter 24. In addition, a temperature setting switch 26 as temperature setting means is connected to the input side of the calculation control section 25.

Next, we will discuss the structure and functions of this arithmetic control section 25 in the first section.
This will be explained based on the diagram. Incidentally, in FIG. 1, the A/D converter 24 is omitted for convenience of drawing.

This arithmetic control section 25 includes each of the detection means 21, 22.2.
3 and the temperature setting switch 26, a first calculation function unit 27 that calculates (estimates) the optimum temperature to create an optimum environment in the vehicle interior, and the temperature detected by the room temperature sensor l9 and the temperature setting switch 26. a second calculation function section 28 that calculates the temperature deviation from the target room temperature set in the room temperature sensor 1;
The difference between the temperature detected in step 9 and the optimum temperature calculated above is calculated, and if the temperature inside the vehicle is heading towards the optimum temperature, emphasis is placed on responsiveness. a third calculation function unit 29 that calculates a control coefficient for PID III control (or equivalent control 4B) in accordance with the difference so as to place emphasis on stability when the temperature moves away from the optimum temperature; The control function section 30 sends a command signal corresponding to the calculated control coefficient to a drive circuit section 43 (described later) and performs feedback control to make the temperature deviation zero (0).

Among these, the control function unit 30 selects a blowing mode with a first function of calculating the motor rotation speed and outputting it to a fan motor control circuit 36, which will be described later, according to the value of the calculated control coefficient. A second function calculates and outputs it to the mode actuator control circuit 37, which will be described later, and a second function which calculates the air outlet temperature and calculates the position of the air mix door according to that value, and outputs it to the air ξ door actuator control circuit 38, which will be described later. It has a third function, etc.

As shown in FIG. 2, the fan motor control circuit 36 is provided at the output stage of the arithmetic control section 25, and operates the fan for driving the above-mentioned pro fan 8 in response to a command signal output from the arithmetic control section 25. This is a circuit that controls the rotation of the motor.

The mode actuator control circuit 37 is also provided at the output stage of the calculation control section 25, and controls the defroster door 16. This is a circuit that controls opening and closing of the ventilator door 17 and foot door 18.

The air cylinder door actuator control circuit 38 is attached to the output stage of the calculation control section 25, and operates the air cylinder door 1 according to a command signal output from the calculation control section 25.
This is a circuit that controls the opening degree of No. 2.

In addition, the output stage of the arithmetic control unit 25 includes an internal/external air switching actuator control circuit 39 that controls the opening/closing of the intake door 7, a compressor control circuit 40 that controls the operation/stop of the compressor 10, and the input side of the heater core 11. A water valve control circuit 42 for controlling opening and closing of a water valve 4l provided in the water valve 41 is also provided.

In this embodiment, these fan motor control circuits 36. The mode actuator control circuit 37, the air industry door actuator control circuit 38, the internal/external air switching actuator control circuit 39, the compressor control circuit 40, and the water valve control circuit 42 drive temperature-related operating elements. A circuit section 43 is configured. In addition, in FIG. 2, the part indicated by the reference numeral 44 is actually
It is installed on an electronic circuit board.

Next, the control operation of the calculation control unit 25 in this embodiment is as follows.
The process will be explained based on the flowchart shown in FIG. 3 and with reference to FIGS. 4 to 6.

First, initial settings are performed and the check flag is set to 0 (step s101). Here, the check flag is used to determine whether the detected temperature inside the vehicle has reached the optimum temperature. If the check flag is 0, it is determined that the detected temperature inside the vehicle is heading towards the optimum temperature. If the check flag is 1, it is determined that the detected temperature inside the vehicle is moving away from the optimum temperature, and the control coefficient is changed from one that emphasizes responsiveness to one that emphasizes stability. .

Figure 4 shows the step response corresponding to these control coefficient settings emphasizing responsiveness and control coefficients emphasizing stability. In FIG. 4, A is a control coefficient setting that emphasizes responsiveness (generally, the value of the coefficient is large), and C is a control coefficient setting that emphasizes stability. Further, B is a control coefficient setting intermediate between these two.

Next, in the arithmetic control section 25,! ．． Detection signals of each sensor such as J target set temperature, vehicle interior detection temperature, etc. are manually input (S102
). Next, the arithmetic control unit performs predetermined arithmetic operations based on these temperature data to calculate the optimum temperature in order to form an optimum environment in the east room (3103). Calculation of this optimum temperature is always done for planting. For example, 23 [°C] may be given, or an optimum temperature function having outside air temperature as a variable may be used. In this case, the optimum temperature is T, . The outside temperature is T. For example, Ts (Ts) 1a I+ az
It can be expressed as T@. This is illustrated in FIG. 5. Alternatively, in addition to the outside temperature, a plurality of values (for example, .Bn=tf
fl, etc.), or the target setting temperature may be memorized and the optimum temperature may be estimated from this (
In general, the target set temperature when the interior of the vehicle is stable is considered to be the optimal temperature for the occupants).

Next, the arithmetic control unit 25 checks whether or not there has been a change in the abandoned target temperature (S104). If there is no change, proceed to the next step, but if there is a change, the check flag is set to 0, which means starting the algorithm from the beginning (S1
05).

Subsequently, the arithmetic control unit 25 determines whether the check flag is 1 (S106). And the check flag is 1
If not, that is, 0, the temperature difference T between the optimum temperature and the detected temperature inside the vehicle is calculated (S 1 0 7 ), and it is determined whether the temperature difference is approximately 0 (S 108). Here, if the temperature difference is not approximately 0, the amount of change in the control coefficient according to the temperature difference is calculated (3110). Here, as an example, the case of proportionality coefficient k2 will be explained. The larger the proportionality coefficient kp, the better the response and the worse the stability.

kp −kp+ + kpz l TE l
・・・・・・If it is represented by ■, then k. The amount of change is k
- Corresponds to the part of zlTE. That is, the kpO value is lT
The larger 6 is, the larger it becomes in proportion to kp2. Than this,
It can be seen that the larger the temperature difference ITEI between the optimum temperature and the detected temperature inside the vehicle, the more emphasis is placed on responsiveness, and the smaller it is, the more emphasis is placed on stable PE.

Subsequently, the calculation control unit 25 calculates the temperature deviation between the target temperature and the detected temperature (Sill), and calculates the control coefficient [in this embodiment, (k+ +sk,
+s” kn )/s.

) and calculates control variables (airflow volume, blowout mode, blowout temperature, etc.) in order to make the temperature deviation 0 (3112).

On the other hand, if the temperature deviation is approximately 0 in step 3108, the check flag is set to 1 (set a flag) (3109), the temperature deviation between the target temperature and the detected temperature is calculated (Sill), and the control is performed. A coefficient is calculated and a control amount is calculated to make the temperature deviation 0 (S112).

On the other hand, if the check flag is 1 in step S106, the process proceeds to step S11, where the temperature deviation between the target temperature and the detected temperature is calculated (Sill);
A control coefficient is calculated and a control amount is calculated to make the temperature deviation 0 (S112). In any of the above cases, each command signal corresponding to the W control amount calculated in step Sll2 is output to the drive circuit section 43, and feedback control is performed to make the temperature deviation zero (S113).

Thereafter, the process returns to step 3102 and the same control operations as above are repeated. FIG. 6 shows simulation results during heating according to this embodiment, together with the case of the conventional example.

Here, at time 0, the passenger sets the target temperature to rMax.
The case where the setting is set to "Hot" and reset to T after time h is shown. Assuming that the temperature T, was almost the optimum temperature for the passenger, and therefore was not reset after time t, the first calculation function section 27 of the calculation control section
The optimum temperature calculated by the passenger should be approximately equal to t, which was reset later by the passenger.

Below, a comparison between the two will be made based on FIG.

First, near time O, the temperature deviation between the vehicle interior temperature and the target set temperature and the temperature difference between the vehicle interior temperature and the optimal temperature are both large, so the control coefficient (feedback gain) value is the same for both. Because of this, the responses are similar.

On the other hand, when the temperature inside the vehicle rises to around temperature T5 shown in the figure, in this embodiment, the control coefficient is set to a value that emphasizes stability, so movement is suppressed, but in the case of the conventional example, , since the temperature deviation is still large, the value emphasizes responsiveness, and it can be seen that there is a large movement and a difference in response between the two.

In the vicinity of rMax (Hot), the control coefficients in both cases have values emphasizing stability, so the responses show similar movements. Differences caused by the above movements. That is, the shaded portion in the figure is wasted energy.

The responses after time t are almost the same.

This is because the target set temperature in the conventional example and the optimum temperature calculated by the first calculation function section 27 of the calculation control section 25 in this embodiment are almost equal.

Similarly to the above, there will be a difference in energy consumption during cooling and during transient times such as cool down.

As explained above, according to this embodiment, when the passenger sets the temperature setting switch 26 to rMax xCOOIJ or rMax Hot, or in the vicinity of each, the conventional detected cabin temperature and target set temperature, i.e. ，
rMax COOIJ or rMax Hot", it is possible to maintain responsiveness during transient times and stability during steady state, which is almost the same as when increasing/decreasing the feedback gain of PID control in response to the absolute value of temperature deviation from "rMax COOIJ or rMax Hot",
Furthermore, compared to the conventional example, there is an advantage that energy consumption during transient periods can be reduced.

Incidentally, in the above-mentioned embodiment, the sensors and the like necessary for explanation are illustrated, but in addition to the above-mentioned sensors, an opening sensor and the like may be provided.

〔Effect of the invention〕

Since the present invention is configured and functions as described above, the passenger can set the target temperature by using the temperature setting means.
Max COOIJ or rMaxHot" or in the vicinity of each, the function of the first to third calculation function parts of the calculation control part causes the vehicle interior temperature to be set to the optimum temperature calculated by the first calculation function part (usually rMax Co
ol" or rMax Hot"), the control coefficient that emphasizes response is changed to the control coefficient that emphasizes stability, so the difference between the detected vehicle interior temperature and the target set temperature is Similar to the conventional example in which the feedback gain of PID control is increased or decreased in accordance with the absolute value of the temperature deviation, responsiveness during transient times and stability during steady state can be maintained. The control coefficient is calculated based on the difference between the target room temperature set by the function and the calculated optimum temperature, and when the cabin temperature approaches the optimum temperature, the control coefficient is set with an emphasis on stability. At the same time, it is possible to provide an excellent vehicular air conditioner that can reduce energy consumption during transient periods compared to the conventional example, which still emphasizes responsiveness.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the structure of the main parts of an embodiment of the present invention, FIG. 2 is an explanatory diagram showing the overall structure of the embodiment of FIG. 1, and FIG. 3 is the same as that of FIG. FIG. 4 is an explanatory diagram showing examples of step responses to various control coefficient settings; FIG.
The figure is a graph showing an example of the optimum temperature function when the optimum temperature is a function of the outside air temperature, Fig. 6 is a graph showing the simulation results of this embodiment together with the case of the conventional example, and Fig. 7 is a graph showing an example of the optimum temperature function. FIG. 2 is a block diagram showing a structure of a conventional example. 7... Intake door as an inside/outside air switching door, 8... Proa fan, 9... Evaporator, 10... Compressor, 12...
・Air exhaust door, 16・・・Defroster door, 17・・・Ventilator door, l8・・・
...Foot door, 19...Room temperature sensor, 21.
...Outside temperature sensor, 22...Solar radiation sensor, 23...Water temperature sensor, 25...Calculation control unit, 26...Temperature setting Temperature setting switch as a means, 27...First calculation function section, 2
8...Second arithmetic function section, 29...Third arithmetic function section, 30...Control function section, 41.
...Water valve, 43...Drive circuit section.

Claims (1)

[Claims] (1) Detection means such as an outside temperature sensor, room temperature sensor, and solar radiation sensor that detect physical environmental factors related to temperature and output them as electrical signals, and a temperature setting means for setting the temperature inside the vehicle that can be set from the outside. and a drive circuit section that drives operating elements related to temperature such as an inside/outside air switching door, an air mix door, a blower fan, etc., and an optimum temperature control system based on the output signals of each detection means other than the room temperature sensor and the temperature setting means. a first calculation function unit that calculates an optimal temperature using a predetermined method to create an environment inside the vehicle;
a second calculation function section that calculates a temperature deviation between the temperature detected by the room temperature sensor and the target room temperature set by the temperature setting means; and a second calculation function section that calculates a difference between the temperature detected by the room temperature sensor and the optimum temperature, PID control or similar control is controlled in response to the difference, so that when the indoor temperature is moving towards the optimum temperature, emphasis is placed on responsiveness, and when the indoor temperature is moving away from the optimum temperature, emphasis is placed on stability. a third calculation function section that calculates a coefficient; and a control function section that sends a command signal corresponding to the calculated control coefficient to the drive circuit section and performs feedback control to make the temperature deviation zero. A vehicle air conditioner characterized by being equipped with an arithmetic control unit having the following functions.