JPH04191116A - Air conditioning control device for vehicle - Google Patents

Abstract

PURPOSE:To enable common blow-off sensors to be used by setting blow-off temperature based on set temperature and detected inner air temperature, setting blow-off port temperature based on each blow-off mode and the detected temperature of air flow at respective blow-off ports, and thereby performing PID operations on the controlled variable of blow-off temperature based on control gain determined by the blow-off temperature and each blow-off mode. CONSTITUTION:The blow-off temperature operating means 4a of a blow-off temperature control means 4 operates necessary blow-off temperature with set temperature and inner air temperature inputted from a temperature setting means 2 and an inner air temperature detecting means 3 respectively, so that the operated temperature is thereby inputted to a PID operating means 4d. In addition, a blow-off port temperature setting means 4b sets blow-off port temperature consisting with that of the regulated blow-off mode of a blow-off mode regulating means 1 based on the detected temperature of blow-off temperature detecting means 5 and 6 at respective blow-off ports, so that the set temperature is thereby inputted to the PID operating means 4d. The PID operating means 4d operates the controlled variable of blow-off temperature while control gain which is determined by a control gain changing means 4c in response to each blow-off mode, is taken into account, so that control signals are thereby outputted based on the result of operations.

Description

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

(Prior art) Conventionally, in this type of air conditioning control device,
As shown in Publication No. 293215, in order to maintain the actual temperature in the vehicle interior at the set temperature, an outlet temperature sensor is used to detect the actual outlet temperature of the airflow from the air duct into the vehicle interior. The actual air outlet temperature is adjusted according to the control gain that is changed based on the detected air outlet temperature in relation to the nonlinear characteristic between the target opening degree of the air mix damper and the target air outlet temperature of the air flow into the vehicle interior. There is a device that controls the target blowing temperature in a responsive and stable manner, with just the right amount.

(Problem III to be Solved by the Invention) In this configuration, the airflow from the air mix damper reaches the outlet of the air duct into the vehicle interior while exchanging heat with the peripheral wall of the air duct. For this reason, if the location of the outlet temperature sensor with respect to the air duct is far from the outlet of the air duct, the longer the air flow path between the location of the outlet temperature sensor and the outlet of the air duct, the more the air The amount of heat exchanged between the flow and the peripheral wall of the air duct increases, and the deviation between the temperature detected by the outlet temperature sensor and the outlet temperature at the outlet of the air duct increases. As a result, even if the above-mentioned outlet temperature Ig is controlled using the temperature detected by such an outlet temperature sensor, accurate control cannot be achieved. Therefore, it is necessary to arrange the outlet temperature sensor near the outlet 1 of the air duct, for example, the outlet grille, so that the temperature detected by the outlet temperature sensor matches the outlet temperature of the outlet of the air duct.

However, since the air duct is provided with air outlets into the vehicle interior for each mode, such as the pentilation mode and heat mode of the air conditioning control device, each Unless a blowout temperature sensor is provided for each outlet, the blowout temperature vi for each blowout mode cannot be accurately controlled. However, even if an outlet temperature sensor is installed at each outlet, the length of each air flow path from the air mix damper to each outlet is different, so the heat The replacement areas also differ from each other, and as a result, the detection responsiveness of each outlet temperature sensor to a change in the opening degree of the air mix damper differs from each other. Therefore, even though there is a difference in the detection response of each outlet temperature sensor, it is possible to install an outlet temperature sensor with the same response at each outlet and use the same control specifications in each outlet mode. Controlling the blowout temperature may lead to deterioration of stability such as hunting or deterioration of responsiveness in any blowout mode.

For this purpose, the length of each flow path of the air flow from the air mix damper of the air duct to each outlet in order to make each distance between the position of each outlet temperature sensor and the position of the air mix damper the same. Although it is conceivable to make the air ducts the same, such a thing is difficult due to restrictions on the installation space of air ducts for various vehicles. In particular, the length of the air flow path from the air mix damper to the outlet for heat mode is lengthened to match the length of the air flow path from the air mix damper to the outlet for pentilization mode. That is impossible. It is also possible to change the responsiveness of each outlet temperature sensor for each outlet, but this would require multiple types of outlet temperature sensors, and furthermore, tuning between each outlet temperature sensor would be complicated and require a long amount of effort. Become.

Furthermore, there are some manufacturing difficulties in obtaining an outlet temperature sensor with desired responsiveness.

Therefore, the present invention aims to deal with the above problems.

In a vehicle air conditioning control system, even if multiple general-purpose air outlet temperature sensors are used, the air outlet temperature in each air outlet mode required to maintain the vehicle interior temperature at the set temperature can be maintained with the normal air duct specifications. The objective is to achieve stable and accurate control with uniform responsiveness.

(Means for solving the problem) 1llll above! In order to solve the problem g, the structural feature of the present invention is that, as illustrated in FIG. an air duct to introduce the air, a blowout mode adjusting means 1 for adjusting the blowout mode so as to blow out the airflow from at least one of the air outlets, a temperature setting means 2 for setting a desired temperature in the vehicle interior, and a temperature setting means 2 for setting a desired temperature in the vehicle interior; internal temperature detection means 3 for detecting the actual temperature of the air as the internal temperature; In the air conditioning control device, the air conditioning control device is provided with a blowout temperature control means 4 that controls the blowout temperature in accordance with a blowout temperature control amount, and is configured to vary each flow distance of the airflow from the blowout temperature control means 4 to the respective blowout ports. first and 'ls2 for detecting each actual outlet temperature of the air flow from the outlet;
Outlet temperature detecting means 5 and 6 are provided, and outlet temperature controlling means 4 is provided.
There is a blowout temperature calculation means 4a which calculates the necessary blowout temperature of the air flow into the vehicle interior according to the set temperature and the detected internal air temperature, and a blowout temperature calculating means 4a which calculates the necessary blowout temperature of the air flow into the vehicle interior according to the set temperature and the detected internal temperature, and the front fi! The air outlet additive setting means 4b sets the air outlet temperature that matches the adjusted air outlet mode, and the air outlet setting means 4b sets the air outlet temperature in accordance with the adjusted air outlet mode, and the air outlet setting means 4b sets the air outlet temperature in accordance with the adjusted air outlet mode, and the air outlet setting means 4b sets the air outlet temperature in accordance with the adjusted air outlet mode. III control gain changing means 4 for changing the control gain necessary for PID control of the blowout temperature control amount according to the ta adjustment blowout mode;
C, and a PID calculation means 4d that performs a PID calculation of the blowout temperature control amount according to the deviation between the required blowout temperature and the set blowout temperature and the change control gain, and the control is performed by the PID calculation. This is because we decided to take action based on the results.

(Function) By configuring the present invention as described above, the air outlet temperature calculation means 4a of the air outlet temperature control means 4 can control the temperature inside the vehicle according to the set temperature of the temperature setting means 2 and the detected internal temperature of the internal air temperature transverse ratio means 3. Calculates the required blowout temperature of the air flow and sets the blowout addition setting means 4.
b sets the outlet temperature that matches the adjusted outlet mode of the outlet mode adjusting means 1 based on the outlet temperatures detected by the first and second outlet temperature detecting means 5 and 6, and controls the control gain changing means 4.
C changes the control gain in accordance with the adjusted blowout mode so as to equalize the temperature change accompanying the flow of the blowout air flow in relation to each flow distance, and the PID calculation means 4d adjusts the necessary blowout temperature. The outlet temperature control means 4 performs a PID calculation on the outlet temperature control amount of the outlet temperature control means 4 according to the deviation from the set outlet temperature and the changed control gain, and the outlet temperature control means 4 performs the control according to the PID calculation result. 6 (Effect) In this way, even if the flow distances of the air flows to the respective outlets are different, the PID calculation of the PID III control means 4d for the outlet temperature control amount is performed by the outlet temperature control means 4.
The control gain is changed to equalize the differences in the flow distances, the set temperature of the outlet temperature setting means 4b, and the necessary blowout temperature. The responsiveness of the blowout temperature control in each adjusted blowout mode is made uniform. Therefore, even if the adjusted blowout mode changes, stability of the blowout temperature control is ensured. In addition, since the response of the blowout temperature control is made uniform by changing the control gain, even if the specifications of the normal air duct are maintained, the blowout temperature detection means 5 and 6 can be general-purpose ones. It is only necessary to detect the temperature of the air flow from each outlet.

(Example) Hereinafter, one example of the present invention will be described with reference to the drawings.
The figure shows an example of a vehicle air conditioning control device according to the present invention. This air conditioning control device has an air duct 10 installed in the vehicle, and in one part of the air duct 10, from upstream to downstream, there are an inside/outside air switching damper 20° blower 30, an evaporator 40, an air A mix damper 50 and a heater core 60 are provided.

The inside/outside air switching damper 20 is driven by the servo motor 20a and is switched to the switching position (the position indicated by the solid line in FIG. 2) to allow outside air to flow into the air duct 10 from its inlet 11. - side, it is switched to the second switching position (the position indicated by the two-dot chain line in FIG. 2), and the inside air in the passenger compartment of the vehicle is allowed to flow into the air duct 10 through the inlet 12 thereof.

The blower 30 converts the outside air from the inlet 11 or the inside air from the inlet 2 into the evaporator 4 according to the rotational speed of the blower motor M driven by the drive circuit 30a.
Blow air to 0. The evaporator 40 cools the airflow from the blower 30 with a refrigerant that circulates in accordance with the operation of the refrigeration cycle of the air conditioning control device. Air mix damper 5
0 is driven by a servo motor 50a to cause the cooling air flow from the evaporator 40 to flow into the heater core 60 according to its opening degree, and to direct the remaining cooling air flow into the downstream part of the air duct 10 along with the heat duct 10b. It is made to flow directly into the formed pentillation duct 10a. As shown in FIG. 2, the heater core 60 extends from the center of the inner end opening of the pentillation duct 10a to the center of the inner end opening of the heat duct 10b.
The heater core 60 heats the incoming cooling air flow in accordance with the cooling water from the engine cooling system of the vehicle to cool the pentillation duct 10a and the heat duct. 10b. As shown in FIG. 2, the outlet switching damper 0 is switchably disposed within the downstream opening of the boundary wall 13, and the outlet switching damper 70 is driven by a servo motor 70a to When the harmonic control device is in pie level mode, it switches to the position shown by the solid line in FIG. 2 and blows air into the passenger compartment from both the ventilation duct 10a and the heat duct 10b. Further, when the air conditioning control device is in the heat mode or the pentilation mode, the outlet switching damper 70 is driven by the servo motor 70a and is switched to the position shown by the two-dot chain line or the -dot chain line in FIG. Instead, an air flow is blown out from the heat duct 10b or pentillation duct 10a.

The operation switch SW is operated to generate an operation signal when operating the air conditioning control device. The temperature setting device 80 is operated to set the temperature in the vehicle interior to a desired temperature, and generates the desired temperature as a set temperature signal. Inside temperature sensor 9
0 is generated as an inside temperature detection signal by detecting the actual temperature inside the vehicle.

The outside temperature sensor 100 detects the actual temperature of the outside air of the vehicle and generates an outside temperature detection signal. Solar radiation sensor 11
0 is generated as a solar radiation detection signal by detecting the amount of solar radiation entering the vehicle interior. The water temperature sensor 120 detects the cooling water temperature of the engine cooling system of the vehicle and generates a water temperature detection signal.

Further, the outlet temperature sensor 130 detects the temperature of the cooling air flow at the outlet of the evaporator 40 and generates an outlet temperature detection signal. The outlet temperature sensor 140 is connected to the outlet 14 of the pentillation duct 10a (see FIGS. 2 and 3).
This outlet temperature sensor 140 is disposed in
The actual temperature of the air flow blown out from the outlet 14 of the pentillation duct 10a is detected and generated as a blowout temperature detection signal. Further, the blowout temperature sensor 150 is connected to the heat duct 1
This blowout temperature sensor 150 is disposed at the blowout port 15 of the heat duct lob (see FIGS. 2 and 3), and detects the actual temperature of the air flow blown from the blowout port 15 of the heat duct lob. Generated as an outlet temperature detection signal.

However, in this embodiment, as understood from FIG. 2, the flow path of the blown air flow between the disposed position of the blown air temperature sensor 140 and the disposed position of the air mix damper 50 in the air duct 10 is , is longer than the flow path of the blown air flow between the location where the outlet temperature sensor 150 is provided and the location where the air mix damper 50 is provided.

The A-D converter 160 receives a set temperature signal from the temperature setting device 80, an inside temperature detection signal from the inside temperature sensor 90, an outside temperature detection signal from the outside temperature sensor 100, a solar radiation detection signal from the solar radiation sensor 110, and a water temperature. The water temperature detection signal from the sensor 120, the outlet temperature detection signal from the mouth temperature sensor 130, and each outlet temperature detection signal from the defined hot water sensors 140 and 150 are digitally converted into first to eighth digital signals, respectively.

The microcomputer 170 executes the computer program according to the flowcharts shown in FIGS. 4 and 5.
This is executed in cooperation with the A-D converter 160, and during this execution, the drive circuit 30a and each servo motor 20a
, 50 a, 7 Q Performs calculation processing necessary for drive control of a. However, the above-mentioned computer program is stored in the ROM of the microcomputer 170 in advance. Further, the microcomputer 170 is supplied with power from the battery B in response to the closing of the ignition switch IG of the vehicle, and enters the operating state, and the microcomputer 170 is activated by the operation switch S.
Execution of the computer program is started in response to an operation signal from W.

In this embodiment configured as described above, it is assumed that the vehicle is running under the operation of the engine based on the closing of the ignition switch IO.

Further, it is assumed that the microcomputer 170 executes a computer program according to the flowcharts of FIGS. 4 and 5 after the operation signal is generated from the operation switch SW. Therefore, step 210 occurs when the computer program starts executing in step 200.
After initializing each internal element in step 220, the microcomputer 170 inputs the first to eighth digital signals from the AD converter 160, and determines rNOJ in step 220a. However, step 2
The symbol θ in 20a indicates the control period (for example, 2 seconds).

After determining rYESJ in step 220a, the microcomputer 170 determines, in step 230a, the value of the Ws1 digital signal in step 220 (hereinafter referred to as set temperature Tset) and the value of the second digital signal based on the following relational expression (1). (hereinafter referred to as the inside temperature Tr), the value of the third digital signal (hereinafter referred to as the outside temperature Tan), and the value of the fourth digital signal 4! ! (Hereinafter, solar radiationff1T
(referred to as s), the required blowing temperature T aoo into the vehicle interior
Calculate.

Taoo= Ksei Tset −Kr0Tr −K
amITan-Ks-TS+C...(1) However, in relational expression (1), K set, Kr,
K am and Ks represent coefficients, and C represents a constant. Also, relational expression (1) is expressed by the microcomputer 1
70 ROM in advance.

Next, in the blowout mode determination routine 230b, the microcomputer] 70 performs step 2 based on the mode pattern (see the stepped curve shown by the solid line in FIG. 6) representing the relationship between the blowout mode and the blowout temperature Taoo.
Depending on the required blowing temperature T aoo at 30a, the blowing mode is determined to be one of pentillation mode, pie level mode, and heat mode, and a blowing mode output signal is generated.

After that, the microcomputer 170 performs step 24.
At step 0, the blowout mode is determined based on the determined blowout mode. If it is determined in step 240 that the pentillation mode is in effect, the microcomputer 170 advances the computer program to step 250 and calculates the value of the seventh digital signal in step 220 (hereinafter referred to as the pentillation outlet temperature Tav). ) is set as the outlet temperature Tao, and step 25
At 0a, the target opening degree S of the air mix damper 50, which will be described later.
Integral time Ti used for PID control calculation of W n is T
Set i=10 (seconds).

Further, if the determination in step 240 is that the heat mode is selected, the microcomputer 170 advances the computer program to step 260 and converts the value of the eighth digital signal (hereinafter referred to as heat outlet temperature Tah) in step 220 to the outlet temperature. Set with Tao,
And in step 260a, the integration time Ti is set to Ti=40.
(seconds). Further, if the determination in step 240 is pie level mode, the microcomputer 170 executes the computer program in step 2.
70, and set the outlet temperature Tao to Tao= (Tav+
Tah)/2, and in step 270a,
Let the integration time Ti be Ti=20 (seconds).

Here, each step 250a, 260a,
The basis for setting Ti=10.40.20 in 270a will be explained. As mentioned above, air duct 1
Air outlet 14 from air mix damper 50 in 0
The flow path for the blown air flow up to the air mix damper 50
It is longer than the flow path of the blown air flow from 5 to 5.

Therefore, when the blowout mode is the pentillation mode, when the integral time Ti is selected to ensure good stability and responsiveness of the blowout temperature control, when the blowout mode is the heat mode,
The response and stability of the outlet temperature control in the heat mode is improved by lengthening the integral time Ti in order to make the detection response of the outlet temperature sensor appear slower than in the pentillation mode and slowing down the response of the outlet temperature control. It is necessary to make it the same as in pentilization mode. Therefore, the integration time Ti = 10 (
(seconds), and the integration time in the heat mode was set to Ti = 40 (seconds). In addition, in the pie level mode, since each detection result of the imaging sensor 140, 150 is used, the intermediate value between Ti=10 and Ti=40,
It was decided to adopt Ti=20 (seconds).

When the arithmetic processing in step 250a, 260a or 270a is completed, the microcomputer 17
0, in step 280c, the air mix damper 50
Set the target opening SWn to 5Wrrl, and each individual difference En
, En-1 are set as E n-1 and E n-2, respectively, and the target opening degree SWn is calculated based on the following relational expressions (2) to (4).

SWn = SWn-1+KP ((En-En-1)
That is, in step 280, based on the relational expression (2), the temperature is determined according to the necessary outlet temperature Taoo in step 230a and the values of the fifth and sixth digital signals in step 220 (hereinafter referred to as cooling water temperature Tw and outlet temperature Te). , initially set the target opening degree of the air mix damper 50 to S.
Step 23 is calculated based on relational expression (3).
C) Required blowout temperature Ta (Kl, step 25 at a)
Calculate the outlet temperature Tao and deviation En at 0,260 or 270, and based on relational expression (4), target opening degree SWo, 5Wn-1 and En, En-1, En
-2, calculate the target opening degree SWn. However, the relational expression (
4) represents a PID III calculation formula, and in this relational formula (4), KP is a proportional coefficient (for example, 0.1).
represents. Further, Td represents a differential time (for example, 2 seconds), and θ and Ti represent the above-mentioned control end period and integration time. Further, each of the relational expressions (2) to (4) is stored in advance in the ROM of the microcomputer 170.

When the arithmetic processing in step 280 is completed, the microcomputer 170 performs step 28 in step 290.
The target opening SWn at 0 is generated as an opening output signal, and in the air flow control routine 30o, the target opening SWn at 0 is generated as an opening output signal, and in step 130a, it is based on the Q - T aoo characteristic representing the relationship between the air flow rate Q blown into the vehicle interior and the required air outlet temperature Taoo. The required blowing temperature Ta at

A blowout air flow rate Q is determined according to O and generated as a flow rate output signal, and an air flow introduction mode into the air duct 10 is determined as an inside air introduction mode or an outside air introduction mode in an outside air mode control routine 310, and an introduction mode output signal is generated. Occur. Note that the mode pattern shown in FIG. 6 is stored in advance in the ROM of the microcomputer 170.

As described above, when the blowout mode output signal, the opening degree output signal, the flow rate output signal, and the introduction mode output signal are generated from the microcomputer 170, the servo motor 70a responds to the blowout mode output signal from the microcomputer 170 and operates the blowout port. The switching damper 70 is switched to the switching position shown in FIG. 2 by a solid line, a dash-dot line, or a chain double-dashed line. Also,
The servo motor 50a drives the air mix damper 50 toward the target opening SWn in response to the opening output signal from the microcomputer 170. Further, the motor M is driven by the drive circuit 30a in response to the flow rate output signal from the microcomputer 170 to drive the blower 30, and the servo motor 20a switches between inside and outside air in response to the introduction mode output signal from the microcomputer 170. Switch the damper 20 to the first or second switching position.

Then, inside air or outside air is introduced into the air duct 10 as an air flow with an air flow rate Q via the inside/outside air switching damper 20 by the blower 30, and after being cooled by the evaporator 40, flows toward the air mix damper 50. .

Then, a part of the cooling airflow from the evaporator 40 directly flows into the pentillation duct 10a according to the target opening SWn of the air mix damper 50, and the remaining cooling airflow is heated by the heater core 60 to form a pentillation. Duct 10a and heat duct 10b
flow inside.

At this time, if the blowout mode determined in step 230b above is pentillation mode,
As described above, the outlet switching damper 70 is switched to the switching position shown by the dashed line in FIG. Therefore, each inflow air flow into the penetration duct [Oa] and the heat duct 10b is blown out into the vehicle interior from the air outlet [4] as a mixed air flow.

Further, when the determined blowing mode in step 230b described above is the heat mode, the blowing outlet switching damper 70
However, as described above, the switch is switched to the switching position shown by the dashed double-dashed line in FIG. Therefore, pentillation duct 1
The inflow air flows into the heat duct 10a and the heat duct 10b are blown out into the vehicle interior from the air outlet 15 as a mixed air flow. Further, when the determined blowing mode in step 230b described above is the pie level mode, the blowing outlet switching damper 7°
As described above, the switch is switched to the switching position shown by the solid line in FIG. Therefore, the incoming airflow into the pentillation duct 10a is blown out from the air outlet 14 into the vehicle interior, and the incoming air flow into the heat duct 10b is blown out from the air outlet 15.
It blows out into the passenger compartment.

In such a case, in the pent torsion mode, the target opening degree SWn is set at each step 23 based on the relational expressions (3) and (4).
Taoo at 0 a, 250 and 250a,
It is calculated according to Tao=Tav and Ti=10, and in the heat mode, the target opening SWn is calculated according to each relational expression (
3) Based on (4), Taoo in each step 230a, 260 and 260a is calculated according to Tao=Tab and Ti=40, and in the pie level mode, the target opening S W n is calculated according to each relational expression (3 ) (4), Taoo in each step 230a, 270, and 270a is calculated according to Tao=(Tav+Goah)/2 and Ti=20.

In other words, in relational expression (4), which is a PID control calculation formula, the deviation En is used as a value that takes into account the outlet temperature Tao that matches each step outlet mode.

In addition, since the integral time Ti is specified with a value that matches each blowout mode, even if the lengths of the air flow paths from the air mix damper 50 to each blowout port 14.15 are different from each other, The responsiveness of the blowout temperature control in each blowout mode becomes uniform. Therefore, even if the blowout mode changes,
Blowout temperature control can be stably realized without causing hunting or the like.

In such a case, since the response of the outlet temperature control is made uniform by changing the integral time Ti in relational expression (4), each outlet temperature sensor 140, 150 can be used as a general-purpose one even if the specifications of the normal air duct are maintained. Adopt one for each air outlet.
4.15 only.

Note that in implementing the present invention, the blowout mode in the blowout mode determination routine 230b may be determined by relying on a setting mechanism that manually operates the blowout mode without depending on the mode pattern shown in FIG. .

Furthermore, in the embodiment described above, an example was explained in which the integral time Ti in the relational expression (4) is changed, but instead of this, the proportionality coefficient KP or the differential time Td in the relational expression (4) may be changed. It may also be carried out. In such a case, in the heat mode, the proportional coefficient KP is made smaller or the derivative time Td is shortened, and in the penti-torsion mode, the proportional coefficient KP is made larger or the derivative time Td is made longer,
In addition, at pi level, the proportional coefficient Kp or the differential time T
d may be the average value of the value in the heat mode and the value in the pentation torsion mode.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to the claims. Figure iB2 is a block diagram showing one embodiment of the present invention, Figure 3 is a diagram showing the arrangement of each outlet temperature sensor in Figure 2 for each outlet of the air duct, Figures 4 and 5 A flowchart showing the operation of the computer and FIG. 6 are blowout mode pattern diagrams showing the relationship between the blowout mode of the airflow into the vehicle interior and the required blowout temperature of the airflow. Explanation of symbols 1o...Air duct, ], Oa...Pentilation duct, 14.15...Blowout outlet, ]Ob
...Heat duct, 30...Blower, 40...
Evaporator, 50...Air mix damper, 60...
... Heater core, 70 ... Air outlet switching damper, 80.
...Temperature setting device, 90...Inside temperature sensor, 140.
150... Outlet temperature sensor, 170... Microcomputer.

Claims (1)

[Claims] An air duct that has at least two air outlets and introduces an air flow to be blown into the vehicle interior from at least one of the air outlets, and adjusts a blowing mode so that the air flow is blown out from at least one of the air outlets. a temperature setting means for setting a desired temperature in the vehicle interior; an interior temperature detection means for detecting the actual temperature in the vehicle interior as an interior temperature; and a difference between the set temperature and the detected interior temperature. and a blowout temperature control means for controlling the actual blowout temperature of the airflow from at least one of the blowout ports in accordance with a blowout temperature control amount so as to reduce the temperature of the airflow from the blowout temperature control means to each of the blowout ports. In an air conditioning control device in which each flow distance of the airflow is made different, a first air conditioning control device that detects the actual blowout temperature of each airflow from the two airflow outlets, respectively.
and a second blowout temperature detection means, wherein the blowout temperature control means calculates a necessary blowout temperature of the air flow into the vehicle interior by multiplying the set temperature and the detected internal temperature; an outlet temperature setting means for setting an outlet temperature that matches the adjusted outlet mode based on each detected outlet temperature; and a means for equalizing temperature changes associated with the flow of the outlet air flow in relation to each of the flow distances. control gain changing means for changing a control gain necessary for PID control of the blowout temperature control amount according to the adjusted blowout mode; An air conditioning control device for a vehicle, comprising: a PID calculation means for performing a PID calculation on the outlet temperature control amount, and the control is performed in accordance with the PID calculation result.