JPH05124417A - Air-conditioning device for vehicle - Google Patents

Abstract

PURPOSE:To further reduce fuel consumption through synthetic control of two air-conditioning devices by operating an auxiliary air-conditioning device in state to reduce capacity thereof when operation rate operation of a compressor is effected by a main air-conditioning device. CONSTITUTION:In a main air-conditioning device 501, a refrigerant compressed by a compressor is vaporized by an evaporator to effect cooling of suction air. Simultaneously, a part of cooled air is re-heated to discharge it in a car room and operation rate operation wherein capacity of the compressor is regulated according to heat load information can be executed. Separately from the main air-conditioning device 501, an auxiliary air-conditioning device 502 by which the temperature of a part of the interior of a car room is individually regulatable is provided in the car room. An auxiliary air-conditioning device control means 503 is arranged to the auxiliary air-conditioning means 502 and when operation rate operation of the compressor is commanded, operation is controlled in a state that capacity of the auxiliary air-conditioning device 502 is reduced compared with a case wherein the operation rate operation is commanded.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner having a main air conditioner and a sub air conditioner.

[0002]

2. Description of the Related Art Conventionally, an air conditioner for controlling the temperature inside a vehicle compartment to an optimum value by comprehensively controlling a cooling device and a heating device is well known (for example, JP-A-1-254418). In this type of air conditioner, a heater unit and an evaporator are provided in an air conditioning duct provided between the engine room and the front part of the vehicle compartment, and air sucked from outside or inside the vehicle compartment is used as a heat load inside and outside the vehicle compartment. Accordingly, the heater unit and the evaporator are in harmony with each other at an appropriate temperature, and the air having the appropriate temperature is blown out from the air outlets provided in various parts of the vehicle interior.

On the other hand, Japanese Utility Model Laid-Open No. 2-29813, JP-A-57 / 1982.
As disclosed in Japanese Laid-Open Patent Application No. 177804, in addition to this type of air conditioner, there is known a heater device in which a heater is embedded in, for example, a steering wheel or a door trim, and those heaters are driven as desired. Has been. In the present specification, the former air conditioner is called a main air conditioner, and the latter heater device is called a sub air conditioner.

[0004]

However, in the conventional vehicle air conditioner having the main air conditioner and the sub air conditioner as described above, the main air conditioner and the sub air conditioner are controlled separately from each other. However, comprehensive air conditioning control was not possible. For example, in the main air conditioner, it is possible to perform an operating rate operation in which the capacity of the compressor is increased / decreased according to heat load information. Whether the main air conditioner is operating at the operating rate or not, the system operates uniformly based on the heat load information, etc., and fuel saving operation is not performed.

An object of the present invention is to provide a vehicle capable of performing a comprehensive fuel-saving operation by operating the compressor of the main air conditioner while lowering the capacity of the auxiliary air conditioner when operating at the operating rate. To provide an air conditioner for use.

[0006]

The present invention will be described with reference to FIG. 1 which is a diagram corresponding to claims. An air conditioner according to the present invention cools intake air by vaporizing a refrigerant compressed by a compressor by an evaporator. At least a part of this cooling air can be reheated and blown out into the passenger compartment, and further, a main air conditioner 501 capable of operating at an operating rate for increasing or decreasing the capacity of the compressor according to heat load information, and this main air conditioner A sub-air conditioner 50 that is provided separately from the vehicle interior 501 and is capable of individually adjusting the temperature of at least a part of the vehicle interior.
2 and a sub air conditioner control means 503 that controls the operation of the sub air conditioner 502 by lowering its capacity when the operation rate operation of the compressor is instructed as compared to when the operation rate operation is not instructed. By doing so, the above-mentioned object is achieved.

[0007]

When the operation rate of the compressor is being operated in the main air conditioner 501, the capacity of the sub air conditioner device is also reduced. As a result, effective fuel-saving driving can be realized.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle air conditioner according to the present invention will be described with reference to FIGS. FIG. 2 is a schematic view of the entire air conditioner. The center vent outlets CV1 and CV2 and the side vent outlets SV1 and SV2 provided in the instrument panel IP are harmonized by a heater unit of the main air conditioner and an evaporator. The air is blown out.

(1) Main air conditioner (1.1) Refrigeration cycle As shown in FIG. 3, the main air conditioner comprises a compressor 2, a condenser 3, an evaporator 4, a liquid tank 5, an expansion valve 6 driven by an engine 1. And a cooler unit 100 for a compression refrigeration cycle. The compressor 2 is rotated by the engine and is connected or disconnected from the engine by the electromagnetic clutch 15. In the following description, “compressor off” means that the power of the engine is cut off from the compressor by the electromagnetic clutch 15. When the compressor is a variable capacity compressor, turning off the compressor means making the discharge capacity zero or a minimum value. Further, the evaporator 4 is arranged in an air conditioning duct 7 having an outside air introduction port 7a and an inside air introduction port 7b. Each inlet 7a, 7b
Control the flow rate of the air introduced into the air conditioning duct 7 (for example, 100% outside air introduction, 100% inside air introduction, 2
The inside / outside air switching door 8 is provided. Further, as is well known, a blower fan 9, a heater unit 10 and an air mix door 11 are provided in the air conditioning duct 7, and the variable vent outlet 7c and the foot outlet 7d provided in the air conditioning duct 7 are also provided. A vent door 12 and a foot door 13 that adjust the amount of blowout are provided. Further, a defroster door 14 is provided at the defroster outlet 7e provided in the air conditioning duct 7. The variable vent outlet 7c is composed of the center vent outlets CV1 and CV2 and the side vent outlets SV1 and SV2.

(1.2) Variable Vent Mechanism 110 As shown in FIG. 4 (a), the instrument panel IP
The center vent outlet CV1 (CV2 and side vent outlets SV1, SV1) provided in the horizontal louver LR whose vertical direction is manually adjusted and the vertical louver whose left and right direction are manually adjusted by a motor. VR is provided. Then, the vertical louver VR provided at the outlet can be blown by being swung by the motor between the spot position shown in FIG. 5 (a) and the wide position shown in FIG. 5 (b). Therefore, as shown in FIG. 4A, a variable vent switch 125 is provided in the vicinity of the center vent SV1, and every time the switch 125 is turned on, a forced swing → off is executed. Reference numeral 126 is an indicator light that lights up when the forced swing is selected.

The variable vent is automatically operated when the integrated air conditioning switch 281 and the air conditioner switch 21 which will be described later are operated regardless of the operation of the switch 125, and the corrected solar radiation amount Q'sun and the vehicle are corrected as described later. Depending on the indoor temperature Tinc, the spot position fixed operation (spot mode) of FIG. 5A, the wide position fixed operation (wide mode) of FIG. 5B, and the swing operation (swing mode) described above are selected. .. This variable vent mechanism 11
0 will be described with reference to FIG.

FIG. 4B shows an arrow D centered on the axis VX.
The detail of the drive mechanism of the vertical louver VR which rotates in one direction is shown. The slide plate 111 is supported so as to be capable of reciprocating in the direction of arrow D2. The rack 111a provided on one side wall of the slide plate 111 meshes with the reduction gear 114, and the slide plate 111 reciprocates in conjunction with the rotation of the reduction gear 114 in the clockwise and counterclockwise directions. The reduction gear 114 is driven by a motor 116 via a clutch 115, and a manual dial 117
It is also driven by operating the manual dial 117 in the direction of arrow D3. The slide plate 111 is provided with a plurality of grooves 112 extending in a meandering direction. Reference numeral 119 is a lever that swings around the shaft 118, and an engaging shaft CAX of the vertical louver VR is attached to a tip fork portion 119a of the lever 119.
And a pin 113 standing on the lower surface of the intermediate portion of the lever 119 penetrates the groove 112. Therefore, the lever 119 moves in the direction of the arrow D4 via the pin 113 in conjunction with the reciprocating movement of the slide plate 111.
The vertical louver VR is swung in the direction of (a), (b) in FIG.
It can be repeatedly operated in the directions of (c) and (d).

A conductive brush 121 is provided on the lower surface of the slide plate 111, and a position detection pattern 123 consisting of a conductive pattern and a non-conductive pattern is provided on a substrate 122.
The brush 121 slides on the position detection pattern 123 when the slide plate 111 reciprocates.
In this embodiment, the swing mode in which the vertical louver VR is operated between (a) and (b) of FIG. 5, the spot mode of FIG. 5 (a), and the wide mode of FIG. 5 (b) can be set. When the slide plate 111 reaches the position corresponding to FIG. 5A,
The shape of the position detection pattern 123 is determined so as to detect when the position corresponding to (b) is reached.
That is, for example, when the swing mode is set, when the vertical louver VR moves to the position corresponding to FIG. 5A to FIG. 5B, the contact relationship between the brush 121 provided on the slide plate 111 and the position detection pattern 123. Thus, it is detected that the vertical louver VR is oriented as shown in FIG. 5B, and the motor 116 is rotated in the reverse direction. Also, the motor 1
The vertical louver RV is changed from FIG. 5B to FIG.
When the slide plate 11 moves to the position corresponding to
No. 1 brush 121 and position detection pattern 123
It is detected from the contact relationship that the vertical louver VR is oriented as shown in FIG. 5A, and the motor 116 is rotated in the normal direction.

(2) Sub air conditioner (2.1) Seat heater, seat fan, trim heater In FIG. 2, reference numerals 210, 220, 230 and 25
Reference numeral 0 denotes a seat heater, a seat fan, a trim heater, and a steering heater, respectively, and these seat heater 210, seat fan 220, and trim heater 230.
The steering heater 250 constitutes a sub air conditioner. FIG. 6 shows a seat heater 210 and a seat fan 2.
20 is a perspective view showing the trim heater 230 in detail,
A seat heater 210 and a seat fan 220a are provided in the seat portion of the seat ST of the driver seat, a seat fan 220b is provided in the seat back SB, and a trim heater 230 is provided in the driver seat door trim DT. ..
These seat heater 210 and trim heater 230 are
For example, the nichrome wire is arranged in the seat outer skin or the trim outer skin as shown in the figure. By switching the total length of the nichrome wire, the strong or weak operation is selected and the heat generation amount is adjusted. A sheet heating element may be used. Although not shown in FIG. 2, a seat heater 210 and seat fans 220a and 220b are similarly arranged in the passenger seat, and a trim heater 230 is arranged in the passenger seat door trim. Reference numeral SCU in FIGS. 2 and 6 is a controller that controls the seat heater 210, the seat fans 220a and 220b, and the trim heater 230.

Further, in FIGS. 2 and 6, reference numeral 240 denotes an operation panel, which is a heater operation switch 241, a fan operation switch 242, and an automatic seat temperature control switch 243.
And are provided. Each time the heater operation switch 241 is turned on, the seat heater 210 and the trim heater 2
Each 30 repeats weak driving → strong driving → driving stop (off). Similarly, every time the fan operation switch 242 is turned on, the seat fans 220a and 220b respectively repeat the weak operation → strong operation → operation stop (OFF). An indicator light 244a is provided near these switches 241 and 242.
.About.244d are provided, and these indicator lights are turned on according to the weak driving and the strong driving. Also, every time the auto seat temperature control switch 243 is turned on, the seat heater 21
0, seat fans 220a and 220b, trim heater 2
30 is automatic operation (seat temperature adjustment auto mode) → automatic operation stop (OFF), and when automatic operation is started, the indicator lamp 245 arranged near the switch 243 is turned on.

(2.2) Steering Heater In FIG. 2, reference numeral 250 is a steering heater,
As shown in detail in FIG. 7, heater elements 251 and 252 embedded in two opposite positions of the steering wheel SH.
Is equipped with. These heater elements 251, 252 are
Power is supplied through a ring contact 253 provided at the tip of the steering shaft on which the handle is mounted. The amount of heat generated by the heater elements 251 and 252 is adjusted by the amount of energization, and strong and weak operation is performed. Further, as shown in FIG. 7, a steering heater switch 2 is provided on the instrument panel IP.
Steering heater operation panel 260 provided with 61
Are arranged. Each time the switch 261 is turned on, the steering heater 250 repeats automatic operation (steering heater auto mode) → weak operation → strong operation → stop operation (off), and the indicator lights 262a to 262c are turned on in accordance with the respective operating states. Each lights up.

(3) Overall Control System Further, in FIG. 2, reference numeral 280 is a control circuit for integrally controlling the main air conditioner and the sub air conditioner, and this control circuit 280 is a CPU, ROM, RAM, etc. It is composed of a peripheral circuit of, and inputs various signals from various switches and sensors described later and outputs control signals to various actuators. FIG. 8 is a schematic configuration diagram showing a control system of the entire apparatus including the control circuit 280. On the input side of the control circuit 280, the seat heater / trim switch 24 described above is provided.
1, a seat fan switch 242, an automatic seat temperature control switch 243, a steering heater switch 261, and the following various switches are connected.

(1) Integrated Air Conditioning Switch 281 When this switch 281 is turned on, the integrated automatic mode is entered, and the main air conditioner and the sub air conditioner are comprehensively controlled according to the heat load inside and outside the vehicle. The basic operation will be described later. In addition, in the following, this switch 281 is automatically TACS
(Total Air Conditioning System) switch. (2) Main air conditioner switch group 20 The main air conditioner switch group 20 is provided on the main air conditioner panel 20P of the instrument panel IP as shown in FIG. , O
An FF switch 22, an outlet switch 23, inlet switches 24a and 24b, a fan switch 25,
It has a differential switch 26, a temperature setting dial 27, and an economy switch 28. Reference numeral 29 is a display unit that displays the setting state of the main air conditioner.

When the air conditioner switch 21 is turned on, the air conditioner auto mode is entered, and various manually selected modes are canceled and the compressor is always turned on to perform automatic operation such as temperature control and outlet control. The economy switch 28 is a switch for selecting any one of economy mode I, economy mode II, and economy mode off. In economy mode I, the manually selected various modes are canceled and the operating rate of the compressor is increased. It controls according to the load condition and operating condition, and also performs automatic operation such as temperature control and outlet control. In economy mode II, the manually selected various modes are canceled, the compressor is always turned off, and automatic operation such as temperature control and outlet control is performed. The OFF switch 22 is a switch for stopping the fan and the compressor. The outlet switch 23 is a switch for setting the outlet to vent, bilevel, or foot. The suction port switches 24a and 24b are switches for setting the suction port for introduction of outside air or circulation of inside air. The fan switch 25 is a switch for setting the fan speed to one of the first speed to the fourth speed or turning it off. The differential switch 26 is a switch for setting the outlet to differential. The temperature setting dial 27 is a switch for setting a desired temperature inside the vehicle compartment.

As shown in FIG. 10, the next sensor group 40 is also connected to the control circuit 280 of FIG. Outside air temperature sensor 41 for detecting outside air temperature Tamb Indoor temperature sensor 42 for detecting passenger compartment temperature Tinc 42 Insolation sensor 43 for detecting solar radiation amount Qsun Suction temperature sensor for detecting air temperature (hereinafter referred to as suction temperature) Tint downstream of the evaporator 4 44 Air mix door opening sensor 45 for detecting the opening X of the air mix door 11 Water temperature sensor 46 for detecting the engine cooling water temperature Tw Vehicle speed sensor 47 for detecting the vehicle speed

The following main air conditioning actuator group 50 is also connected to the control circuit 40 of FIG. 8 as shown in FIG. Intake door actuator 54 that switches between intake doors 7a and 7b Air mix door actuator 55 that controls the opening of the air mix door Vent door actuator 51 that opens and closes the vent outlet 51 Foot door actuator 52 that opens and closes the foot outlet 52 Open and close the defroster outlet Defroster door actuator 53 Blower fan motor that drives blower fan 9 Electromagnetic clutch 15 that turns the compressor on and off

The control circuit 280 further includes the variable vent motor 16 and the steering heater elements 251 and 25 described above.
2, the sheet controller SCU is also connected. On the output side of the seat controller SCU, a seat heater 210, a trim heater 230. The seat fans 220 are connected to each other. The seat heater 210 has a pair of heater elements 210a and 210b, and the trim heater 230 has a pair of heater elements 230a and 230b.
And the heater element 21 on the downstream side at the time of weak operation.
0b and 230b are energized.

The control circuit 280 drives and controls various actuators on the basis of various information inputted from these respective sensors and respective switches to appropriately turn on / off the air inlet / outlet and outlet temperatures or the compressor. To control. Further, the blower fan motor 9 is drive-controlled to appropriately control the air volume of the blower fan, and each actuator of the sub air conditioner is also controlled.

(4) Operation of the Embodiment Next, the operation of the embodiment will be described. (4.1) Basic Flowchart FIG. 12 is a diagram showing a basic processing procedure for integrally controlling the main air conditioner and the sub air conditioner, and C of the control circuit 280.
It is executed in PU. In step S1, auto TA
CS switch 281 is turned off → on (integrated auto mode)
If it is determined that the button has been operated to, in step S2,
The air volume manual flag, the outlet manual flag, the intake manual flag, the compressor manual flag (this flag is set when the economy mode I or mode II is set by the economy switch 28), and the variable vent manual flag are turned off. At the same time, the main air conditioner off flag is also turned off. In step S3, the seat heater manual flag, the trim heater manual flag, the seat fan manual flag, the seat heater off flag, the trim heater off flag, and the seat fan off flag are also turned off. Further, in step S4, the steering heater manual flag and the steering heater off flag are also turned off.

Next, in step S5, the air conditioner (A
/ C) switch 21 is determined to have been operated from off to on (air conditioner auto mode), or when it is determined that the economy mode has been changed from off to mode I by the economy switch 28, the air volume manual flag is determined in step S6. , The outlet manual flag, the inlet manual flag, the compressor manual flag, and the variable vent manual flag are turned off. When it is determined in step S13 that the economy mode is changed from the mode I to the mode II, in step S14, the air volume manual flag, the blowout port manual flag, the suction port manual flag, and the variable vent manual flag are turned off.

Thereafter, when it is determined in step S7 that the automatic seat temperature control switch 243 is operated from OFF to ON (seat temperature control auto mode), in step S8, the seat heater manual flag, the trim heater manual flag, and the seat fan are operated. Each manual flag is turned off. If it is determined in step S9 that the steering heater switch 261 has been operated from OFF to ON (steering heater auto mode), the steering heater manual flag is turned OFF in step S10.

Next, in step S11, it is determined whether each manual switch has been operated from off to on, and in step S12, the manual flag of the manual switch operated from off to on is turned on. Further, the automatic air conditioner control flow is executed in step S20, the variable vent control flow is executed in step S40, the seat temperature adjustment control flow is executed in step S60, and step S8 is executed.
At 0, the steering heater control flow is executed. Details of each of these control flows will be described later. The above flags are used in the following control flow as identifiers for each switch and each mode.

(4.2) Automatic Air Conditioner Control Flow FIG. 13 is a flowchart showing the automatic air conditioner control executed by the CPU of the control circuit 280. Step S2
In 1, the initial setting is performed, and in the normal auto air conditioner mode, for example, the set temperature Tptc is initially set to 25 ° C. In step S22, various information from each sensor is input. Explaining the data information of each of these sensors concretely, the outside air temperature Tamb from the outside air temperature sensor 41, the vehicle interior temperature Tinc from the indoor temperature sensor 42, the insolation Q
sun is supplied from the solar radiation sensor 43, intake temperature Tint is supplied from the intake temperature sensor 44, air mix door opening X is supplied from the air mix door opening sensor 45, and engine water temperature Tw is supplied from the water temperature sensor 46. The set temperature Tptc is given from the temperature setting dial 27.

Next, in step S23, the outside air temperature sensor 4
The outside air temperature Tamb obtained from No. 1 is processed to a value Tam corresponding to the actual outside air temperature by removing influences from other heat sources. Next, in step S24, the solar radiation amount information Qsun as the light amount from the solar radiation sensor 43 is processed into a value Q'sun as a heat amount suitable for the subsequent conversion. Step S25
Then, the set temperature Tpt set by the temperature setting dial 27
c is processed into a value T′ptc corrected according to the outside air temperature. These control flows are omitted.

In step S26, T'ptc, Tin
The target outlet temperature Xm is calculated from c, Tam, and Q'sun, and the control opening of the air mix door 11 is calculated according to the deviation between the target outlet temperature Xm and the actual outlet temperature. In step S27, the compressor 2 is controlled as described later. In step S29, each outlet is controlled.
In step S31, selective switching of the suction port, that is, the outside air introduction port 7a and the inside air introduction port 7b is controlled. Step S3
In 3, the blower fan 9 is controlled to control the air volume from the air outlet. Hereinafter, these control flows will be described in detail.

(4.3) Air mix door control opening calculation flow FIG. 14 shows an air mix door control opening calculation flow.
In step S261, the constants A, B, C, D, E, F, and G are initialized, and in step S262, the current air mix door opening degree X is input by the signal from the air mix door opening degree sensor 45. Next, in step S263, the deviation S between the target blowout temperature Xm and the actual blowout temperature is obtained based on the equation shown. Then, in step S264, the deviation S is compared with the predetermined value So. If S <−So, then in step S265, the air mix door opening is set to the cold side, that is, to the close side so that the flow rate of the air passing through the heater unit 10 decreases. If S> + So,
In step S266, the air mix door opening is set to the hot side,
That is, the air mix door is opened so that the flow rate of air passing through the heater unit 10 increases. -So≤S
If ≦ + So, the current opening is maintained as it is in step S267.

(4.4) Compressor Control Flow FIG. 15 shows a compressor control flow. Step S2
When it is determined that the fan voltage is not output in 71,
In step S282, the compressor is turned off. If it is determined that the fan voltage is being output, step S2
Proceeding to 72, the state of the differential switch 26 is judged. If the diff switch 25 is off, it is determined in step S273 whether or not the economy mode II. If the economy mode II, the compressor is turned off in step S282. When the diff switch 26 is on, and when it is not the economy mode II, the process proceeds to step S274, and on / off of the compressor is determined based on the corrected outside air temperature Tam.
Specifically, the compressor is protected from freezing by turning off the compressor when the outside air temperature Tam is, for example, -1 degree or less and turning on the compressor when it is 2 degrees or more.

If it is determined in step S275 that the compressor is off, the compressor is turned off in step S282, and if it is determined that the compressor is on, step S27.
It is determined whether the economy mode I is set in 6 and it is determined that the economy mode I is not set (that is, in this case, the air conditioner switch 21 is turned on and the automatic air conditioner mode is set, or the TASC switch 281 is set). It is turned on and the integrated auto mode is set.) Proceed to step S281 to turn on the compressor,
If it is determined that the economy mode I is selected, step S27 is performed.
Proceed to 7. In step S277, the state of the currently set intake port is determined, and the internal air circulation state (called REC)
If it is 20% FRESH (the outside air inlet is 20% open and the inside air inlet is 80% open), step S2
At 81, the compressor is turned on. Outside air introduction (FRESH
Then, in step S278, the actual blowout temperature Xam is calculated by the following equation. Xam = (FX + G) (82-Tint) + Tint Then, the process proceeds to step S279, the on / off of the compressor is determined based on the deviation between the actual blowout temperature Xam and the corrected outside air temperature Tam, and it is determined that the compressor is off in step S280. If so, the compressor is turned off in step S282, and if it is determined that the compressor is on, the compressor is turned on in step S281. In step S279, T1> T2, and the actual blowing temperature X
When Tam is higher than am by T2 degrees or more, the compressor is turned on, and when Tam is higher than actual blowing temperature Xam by T1 degrees or more, the compressor is turned off. These steps S
From 276 to S282, the operation rate operation of the compressor in economy mode I is performed.

(4.5) Outlet Control Flow FIG. 16 shows an outlet control flow. Step S291
The constants H, I, J, and K are set with, and it is determined in step S292 whether the outlet switch 23 is turned on. If it is turned on, the process proceeds to step S303. If the vent is determined in step S303, step S299
Drive the door actuator with and set the outlet to vent. If it is not a vent, the process proceeds to step S304 to determine whether it is a bi-level, and if it is a bi-level, step S
At 300, the door actuator is driven to set the outlet to bilevel. If it is not bi-level in step S304, it is determined in step S305 whether it is a differential foot,
If it is a differential foot, the process proceeds to step S301 to drive the door actuator to set the outlet to the differential foot. If it is determined in step S305 that it is not the differential foot, the process proceeds to step S302 to drive the door actuator to set the outlet to the differential.

On the other hand, if it is determined in step S292 that the outlet switch 23 is off, then in step S293 the target outlet temperature Xm is calculated by the following equation. Xm = (FX + G) (82-Tint) + Tint + S where F and G are constants, X is the actual opening of the air mix door, S is the control opening value of the air mix door, and the target blowout obtained in step S294. The outlet is determined based on the temperature Xm. That is, as shown in step S294, constants H, I, J, K
One of the preset outlets is determined according to the above. Then, in step S295, it is determined whether the determined outlet is a vent, and if it is a vent, step S2
At 99, set the outlet to vent. If it is not vent, it is determined in step S296 whether it is bilevel. If it is bilevel, the outlet is set to bilevel in step S300. If not bi-level, step S297
Then, it is determined whether the outlet is to be differential or differential foot based on the outside air temperature Tam, and if it is differential, the process proceeds from step S298 to step S302 to set the outlet to differential. If it is a differential foot, the process proceeds from step S298 to step 301, and the outlet is set to the differential foot. Note that H <I <J <K, and the target outlet temperature Xm
When is low, vent, when high, diff or diff foot,
At intermediate temperature, it is set to bilevel.

(4.6) Suction Port Control Flow FIG. 17 shows a suction port control flow. Step S311
When it is determined that the ignition switch is operated from OFF to ON in step S318, the intake port is set to the outside air introduction in step S318. If step S311 is denied, it is determined in step S312 whether the differential switch 26 has been operated from off to on, and if affirmed, the suction port is set to the outside air introduction in step S318. If step S312 is denied, the process proceeds to step S313, and the suction port switch 24a
Determines whether the internal air circulation is instructed by. If the inside air circulation is instructed, it is determined in step S319 whether the compressor is off due to the low outside air temperature (when step S275 in FIG. 15 is determined to be off). If it is ON, the suction port is set to the internal air circulation in step S320. When it is determined in step S319 that the compressor is off, the process proceeds to step S318, and the suction port is set to the outside air introduction.

If it is determined in step S313 that the internal air circulation is not instructed, it is determined in step S314 whether external air introduction is instructed. If the result is affirmative, the process proceeds to step S318 to introduce the intake air into the external air. Set. If it is determined in step S314 that the outside air introduction is not instructed, the process proceeds to step S315, and the suction port to be set is determined based on the target blowout temperature Xm. Note that T21
<T22 <T23 <T24. Then, from step S316 to step S316 depending on the determined suction port state.
317, S318, S320, 20% each
Suction ports are set for outside air introduction, outside air introduction, and inside air circulation.

(4.7) Air Volume Control Flow FIG. 18 shows an air volume control flow. If the off switch 22 is determined to be on in step S331, step S34
At 9, the drive of the blower fan motor 9 and the compressor 2 is stopped. If the off switch 22 is off, step S3
In 32, it is determined whether the manual fan switch 25 is turned on. If it is turned on, the process proceeds to step S341, and if it is determined that the first speed is instructed, the step S3 is performed.
In step 44, the fan voltage Vf 'is set to 5V in step S3.
Output at 48. If the second speed is instructed, step S3
From 42, the process proceeds to step S345, the fan voltage Vf 'is set to 8.5 V, and the fan voltage Vf' is output in step S348. If the third speed is instructed, steps S343 to S3
Proceeding to 46, the fan voltage Vf 'is set to 10.5 V and output in step S348. Further, if the fourth speed is instructed, the process proceeds to step S347, the fan voltage Vf 'is set to 12V, and the fan voltage Vf' is output in step S348.

When it is determined in step S332 that the fan switch 25 is off, it is determined in step S333 whether the diff switch 26 is on, and if it is off, it is determined in step S334 whether the outlet is currently set to vent. If the vent is not set, the process proceeds to step S335, and it is determined whether the engine water temperature Tw is less than 45 degrees and the corrected outside air temperature Tam is less than 15 degrees, and step S335 is performed.
Is positive, the process proceeds to step S338, and it is further determined whether the engine water temperature Tw is lower than 30 degrees. If it is less than 30 degrees, the process proceeds to step S340, and the fan motor 9 is stopped for 90 seconds. If it is determined in step S338 that the engine water temperature Tw is 30 degrees or higher, step S33.
9, the fan voltage Vf ′ is first set to 5V and gradually increased to 12V by the time t20.
These steps S338 to 340 are low water temperature start control of the fan.

If the determination in step S335 is negative, if it is determined in step S333 that the diff switch 26 is on, and if it is determined in step S334 that the differential switch 26 is set to vent, then the routine proceeds to step S336, where the constant L , M, N, P respectively, target blowout temperatures Xm1 to X
After setting m4, the process proceeds to step S337. Step S3
At 37, based on the graph of the relationship between the target outlet temperature Xm and the fan voltage Vf ′ set at step S336,
The fan voltage Vf ′ is determined using the target blowout temperature Xm calculated in step S293 (FIG. 16), and the fan voltage Vf ′ is output in step S348.

(4.8) Variable Vent Control Flow FIG. 19 shows a variable vent control flow. Step S40
1, the vehicle interior temperature Tint, the corrected amount of solar radiation Q'sun,
The fan voltage Vf ', the vehicle speed V and the outlet mode are read. When it is determined in step S402 that the variable vent manual flag is on, the process proceeds to step S411,
It is determined by the variable vent switch 125 whether the variable vent is turned off or the swing mode is set. If it is set to OFF, the process proceeds to step S416 to stop the variable vent motor 116. If the swing mode is set, it is determined in step S412 whether the current outlet is set to vent or bi-level, and if affirmed, it is determined in step S413 whether the fan voltage Vf 'is greater than 0. To do. If the fan voltage Vf 'is larger than 0, the motor 116 is started to swing the vertical louver VR in step S414.

In step S413, the fan voltage Vf 'is 0.
When it is determined that the following is true, the process proceeds to step S415, it is determined whether the vehicle speed exceeds 80 km / h, and the intake door is set to the outside air introduction. Then, the motor 116 is started. This is to set the variable vent to the swing mode in an operating state in which the ram pressure at the suction port is high and a large amount of air is sucked in from the outside air introduction port even when the fan is stopped. When it is determined that the vehicle speed is 80 km / h or less, or the intake door is not set to introduce the outside air, the motor 116 is stopped in step S416. Step S
If the operation mode is off at 411, or step S
Even if the outlet is not vented or bilevel in 412, the motor 116 is stopped in step S416.

When the variable manual flag is determined to be off in step S402, it is determined in step S403 whether the current outlet is vent or bi-level. If not, the variable vent motor 116 is stopped in step S416. If the current outlet is vent or bi-level, it is determined in step S404 whether the fan voltage Vf 'is greater than 0, and if affirmative, in step S405, according to the solar radiation amount Q'sun and the vehicle interior temperature Tinc. The operation mode of either spot, swing, or wide is determined from the graph of the variable vent mode that is set in advance. Then, the operation mode is determined in step S407,
Depending on the determination result, steps S408, S409, S
At 410, the vertical louver VR of the variable vent is fixed at the spot position, or the vertical louver VR is swung, or the vertical louver VR is fixed at the wide position.

Incidentally, from step S404 to step S4
When you proceed to 06, the vehicle speed is over 80km / h,
Further, if it is determined that the intake door is set to the outside air introduction, even if the fan voltage Vf 'is 0 or less, step S4
Proceed to 05 to set the variable vent operating mode.

In such a variable vent control flow, when the TACS switch 281 is operated to set the integrated auto mode, the air conditioner switch 21 is operated to set the auto air conditioner mode, or the economy mode is set. When the economy mode I or II is set by operating the switch 28, even if the fan voltage Vf 'calculated by the control circuit 280 is 0 or less, if the vehicle speed is 80 km / h or more and the outside air introduction mode is set. , Q's
The variable vent mechanism 110 is driven according to the air distribution mode determined by un and Tinc. Further, when the swing mode is set by operating the variable vent switch 215, even when the fan voltage Vf ′ calculated by the control circuit 280 is 0 or less, the vehicle speed is 80 km / h or more in the outside air introduction mode. If so, the variable vent mechanism 110 is driven in the swing mode.

(4.9) Seat Temperature Control Flow FIGS. 20 and 21 show a seat temperature control flow. In step S601, the vehicle interior temperature Tinc and the target blowout temperature Xm are read, and in step S602, the seat heater 210, the trim heater 230, and the seat fan 2 are read.
It is determined whether each of the 20 manual flags is on. If the manual flag is on, the process proceeds to step S605, and the operation mode instructed by the manual is determined by the above-mentioned flags, and if this operation mode is off,
In step S618, the seat heater 210, the trim heater 230, and the seat fan 220 are stopped. When an operation mode other than OFF is determined in step S605,
In step S619, the seat heater 210, the trim heater 230, and the seat fan 220 are driven according to the operation mode manually instructed (according to the set flags).

If it is determined in step S602 that the manual flag is off, in step S621
It is determined whether the main air conditioner is operating in economy mode I (whether the compressor is operating at operating rate). Step S if not operated in economy mode I
If it is operating in economy mode I, the process proceeds to step S622 (FIG. 22). Step S6
03, the automatic operation mode (hereinafter, referred to as “T”) based on the vehicle interior temperature Tinc read in step S601.
(Which is referred to as ACS mode) should be set to any one of A to E modes. Then, in step S604,
The determined TACS mode is determined, and in the case of mode E, the process proceeds to step S607, and when it is determined that the target blowout temperature Xm is less than a, the seat fan 220 is strongly driven in step S609. If the target outlet temperature Xm is equal to or higher than a, and if it is determined to be mode D in step S604, the process proceeds to step S608, it is determined whether the target outlet temperature Xm is less than b, and if it is less than b, step S610. Then, the seat fan 220 is slightly operated. If the target outlet temperature Xm is b or higher, step S611.
At, the seat fan 220 is stopped.

If the TACS mode is any of A, B, and C in step S604, step S604
The program proceeds to 606, the seat fan 220 is stopped, and then the program proceeds to step S612. In step S612, the TACS mode is determined again. In the case of A mode, if it is determined in step S613 that the target blowout temperature Xm exceeds c, the seat heater 210 and the trim heater 230 are turned on in step S615. drive. When it is determined in step S612 that the mode is the B mode, when it is determined in step S614 that the target blowout temperature Xm exceeds d, the seat heater 210 and the trim heater 230 are weakly operated in step S616. Further, when it is determined in step S612 that the mode is the C mode, the process proceeds to step S617 to stop the seat heater 210 and the trim heater 230. When the target outlet temperature Xm is less than or equal to c and greater than d when the TACS mode is A mode,
In step S616, the seat heater 210 and the trim heater 230 are weakly operated, and when the target outlet temperature Xm is c or less and d or less, the seat heater 21 is operated in step S617.
0 and the trim heater 230 are stopped. Note that a to d compared with Xm are a <b <c <d, and c is sufficiently larger than b.

When it is determined in step S621 that the main air conditioner is operating in economy mode I. Step S
In 622, an automatic operation mode (hereinafter, T) based on the vehicle interior temperature Tinc read in step S601.
(Which is referred to as ACS mode) should be set to any one of A to E modes.

Here, the graph of step S622 is different from the graph of step S603 referred to when the vehicle is not operating in economy mode I, as compared with the graph of step S603.
The range setting on the high temperature side of is different. Specifically, the vehicle interior temperature Tinc that shifts from the mode C to the mode D is 30 degrees in step S603, but in step S622.
Is set to 40 degrees, and the vehicle interior temperature Tinc at which the mode D is switched to the mode E is 40 degrees in step S603, but is set to 43 degrees in step S622. Furthermore, the vehicle interior temperature Tinc that shifts from the mode E to the mode D is 37 degrees in step S603, but is set to 40 degrees in step S622.
The vehicle interior temperature Tinc that shifts from the mode to the mode C is 27 degrees in step S603, but is set to 37 degrees in step S622. ,

Then, in step S623, the determined TACS mode is determined, and in the case of mode E, the process proceeds to step S624, where the target outlet temperature Xm is a '(<
If it is determined to be less than a), the seat fan 220 is strongly operated in step S625. If the target blowout temperature Xm is equal to or higher than a ', and if it is determined to be mode D in step S623, the process proceeds to step S628, it is determined whether the target blowout temperature Xm is less than b'(<b), and b '
If it is less than, the seat fan 220 is determined in step S626.
Drive weakly. If the target blowout temperature Xm is b'or more, the seat fan 220 is stopped in step S627. If it is determined in step S623 that the mode is A, B, or C, the process proceeds to step S612 (FIG. 21).

As described above, when the main air conditioner is set to the economy mode I and the compressor is operating at the operating rate, the vehicle in which the seat fan is switched from the off state to the weak operating mode is operated as compared with the case where the compressor is not operating at the operating rate. Indoor temperature Tinc, vehicle interior temperature Tin that changes the seat fan from weak operation to strong operation
c, a reference value for setting the set values of the vehicle interior temperature Tinc for changing the seat fan from strong operation to weak operation, and the vehicle interior temperature Tinc for turning off the seat fan from weak operation, respectively, and comparing with the target blowout temperature Xm. The value a is set to a ′ and b is set to b ′, respectively, to reduce fuel consumption.

For example, a = −35 ° C., a ′ = − 45 ° C.,
The case where b = −30 ° C. and b ′ = − 35 ° C. is set will be described more specifically with reference to FIG. In FIG. 23, the horizontal axis represents the target blowout temperature Xm, and the vertical axis represents the vehicle interior temperature Tinc. When the economy mode I is not selected (normal time), in the D mode in which the vehicle interior temperature Tinc is 27 ° C to 40 ° C, if the target blowout temperature Xm is lower than -30 ° C, the seat fan is weakly operated, and the vehicle interior temperature is low. In the E mode in which Tinc is higher than 37 ° C, the seat fan is strongly operated if the target blowout temperature Xm is lower than -35 ° C. On the other hand, when the economy mode I is selected, the passenger compartment temperature Tin
In the D mode where c is 37 ° C to 40 ° C, the target outlet temperature Xm
If the temperature is lower than -35 ° C, the seat fan is weakly operated,
In the E mode in which the vehicle interior temperature Tinc is higher than 40 ° C., the seat fan is strongly operated if the target blowout temperature Xm is lower than −40 ° C. Therefore, in the area surrounded by the straight lines L1 and L2 and the area surrounded by the straight lines L2 and L3,
In economy mode I, seat fan capacity reduction (fuel saving) operation is performed.

(4.10) Steering Heater Control Flow FIG. 24 shows a steering heater control flow. In step S801, the vehicle interior temperature Tinc and the target blowout temperature Xm are read, and it is determined in step S802 whether the manual flag is on. If it is determined that the manual flag is on, the process proceeds to step S810, and the operation mode instructed by the manually operated steering heater switch 261 is determined by the above flags. If it is off, step S809
Then, the power supply to the steering heater elements 251 and 252 is stopped. If it is not OFF, in step S811, the steering heater elements 251 and 252 are driven according to the operation mode manually instructed (according to the above flags).

If it is determined in step S802 that the manual flag is off, the process proceeds to step S803, the TACS mode is determined based on the vehicle interior temperature Tinc, and the TACS mode determined in step S804.
Determine the mode. When it is determined to be the A mode, the process proceeds to step S806, and it is determined whether the target blowout temperature Xm exceeds c. If it exceeds c, the steering heater elements 251 and 252 are strongly operated in step S807.
If it is determined to be the B mode, it is determined in step S805 whether the target outlet temperature Xm exceeds d,
If d is exceeded, the steering heater elements 251 and 252 are weakly operated in step S808. In the case of the C mode, the steering heater element 25 is operated in step S809.
Stop 1,252. If it is determined in step S806 that the target blowout temperature Xm is equal to or lower than c, step S80
5, the target outlet temperature Xm is d in step S805.
If the following is determined, the process proceeds to step S809.

According to such an air conditioner, the following operations can be performed. (1) The main air conditioner and the sub air conditioner can be comprehensively controlled only by operating the TACS switch 281. Specifically, in the main air conditioner, the blowout temperature is automatically controlled so that the temperature inside the vehicle interior becomes the set temperature Tptc by a procedure conventionally known in, for example, JP-A-1-254418, and the vehicle heat load is Or outlet according to the driving condition,
The suction port and blown air volume are automatically controlled. On the other hand, the sub air conditioner detects the detected vehicle interior temperature Tinc and the control circuit 28.
Control is performed using the target blowout temperature Xm calculated by 0. Specifically, TAC based on the vehicle interior temperature Tinc
The seat heater 21 is determined by determining the S mode and comparing the reference temperatures a to d or a ', b'determined according to each TACS mode with the target blowout temperature Xm.
0, trim heater 230, steering heater 250,
The operating state of the seat fan 220 is automatically controlled to be strong, weak, or stopped.

(2) When the TACS switch 281 is off, the main air conditioner and the sub air conditioner can be automatically operated independently. As is conventionally known, the independent automatic operation of the main air conditioner turns on the air conditioner switch 21 or uses the economy switch 28 to enter the economy mode I.
Alternatively, by setting the mode II, it is executed as in the conventional case. The compressor is turned off when the economy mode II is set. Further, the automatic operation of the seat heater, trim heater, and seat fan of the sub air conditioner is performed by turning on the auto seat temperature adjustment switch 243.
It is performed in the same manner as the automatic operation by the CS switch 281.
Further, the automatic operation of the steering heater 250 can be performed by turning on the steering heater switch 261.
The same operation is performed as the automatic operation by the ACS switch 281.

In the configuration of the above embodiment, the control circuit 2
Reference numeral 80 constitutes a sub air conditioner control means. For more details,
The procedure of FIGS. 20 to 22 constitutes a sub air conditioner control unit.

In the above embodiment, the operating rate operation of the compressor is performed only when the economy mode I is set by the air conditioner switch 28. Therefore, the capacity reducing (fuel-saving) operation of the sub air conditioner is also performed. The operation is performed only when the device is operated in the economy mode I. However, when the integrated auto mode is set by the TACS switch 281, the operating rate operation of the compressor is performed, and at this time, the auxiliary air conditioner is operated. You may make it perform capacity reduction operation.

The present invention is not limited to the control processing of the main air conditioner and the control processing of the sub air conditioner described above, and various processing methods can be adopted. Further, the compressor of the main air conditioner may be of a variable capacity type, and in this case, the operating rate operation is performed with the discharge capacity reduced. Further, the sub air conditioner may be configured by a device other than the above embodiment, and the configuration of the sub air conditioner is not limited to the embodiment.
In this case, capacity reduction operation and operation rate operation are performed according to each type of sub air conditioner. Furthermore, the heat load information used in the automatic operation mode is not limited to the above embodiment. Further, in the above embodiments, the same control parameters as those for the main air conditioner were used for controlling the sub air conditioner, but it is easy to comprehensively adjust the temperature of the air conditioner and the sub air conditioner. It is not necessary to use the same parameters as long as the temperature inside the vehicle can be controlled to the optimum value.

[0061]

As described above in detail, according to the present invention, the capacity of the sub air conditioner can be increased when the compressor is operating in the main air conditioner as compared with when the operation rate is not controlled. Since the air conditioner is operated in a reduced number, it is possible to provide an air conditioner capable of comprehensively controlling the main air conditioner and the sub air conditioner and further reducing fuel consumption.

[Brief description of drawings]

[Fig. 1] Claim correspondence diagram

FIG. 2 is an overall configuration diagram of an embodiment of an air conditioner according to the present invention

FIG. 3 is a diagram showing a refrigeration cycle of a main air conditioner.

4A and 4B are explanatory views of a variable vent mechanism. FIG. 4A is a perspective view showing the vicinity of a vent, and FIG. 4B is a perspective view of a vertical louver drive mechanism.

FIG. 5 is a view showing a ventilation state of a variable vent.

FIG. 6 shows a seat heater, a trim heater, and a seat fan, (a) is a perspective view, and (b) is a front view of an operation panel.

FIG. 7 is a perspective view of a steering heater.

[Figure 8] Overall control block diagram

FIG. 9 is a front view of the operation panel of the main air conditioner.

FIG. 10 is a diagram illustrating a sensor connected to a control circuit 280.

FIG. 11 is a diagram illustrating an actuator of a main air conditioner connected to a control circuit 280.

FIG. 12 is a diagram showing a basic flow.

FIG. 13 is a diagram showing an automatic air conditioner control flow.

FIG. 14 is a diagram showing an air mix door control opening calculation flow.

FIG. 15 is a diagram showing a compressor control flow.

FIG. 16 is a diagram showing an outlet control flow.

FIG. 17 is a diagram showing a suction port control flow.

FIG. 18 is a diagram showing an air volume control flow.

FIG. 19 is a diagram showing a variable vent control flow.

FIG. 20 is a diagram showing a seat temperature control flow.

21 is a diagram showing a continuation flow of FIG. 20. FIG.

22 is a diagram showing a continuation flow of FIG. 20. FIG.

FIG. 23 is a graph illustrating the degree of seat fan capacity reduction.

FIG. 24 is a diagram showing a steering heater control flow.

[Explanation of symbols]

 20 Main Air Conditioner Switch Group 28 Economy Switch 40 Sensor Group 50 Main Air Conditioner Actuator Group 100 Refrigeration Cycle 110 Variable Vent Mechanism 125 Variable Vent Switch 210 Seat Heater 220 Seat Fan 230 Trim Heater 241 Seat Heater Switch 242 Seat Fan Switch 243 Auto Seat Temperature Control Switch 250 Steering heater 261 Steering heater switch 280 Control circuit 281 Integrated switch 501 Main air conditioner 502 Sub air conditioner 503 Sub air conditioner control means CV1, CV2 Center vent

Claims (1)

[Claims] 1. A refrigerant compressed by a compressor is vaporized by an evaporator to cool intake air, and at least a part of this cooling air can be reheated and blown out into a passenger compartment. A main air conditioner capable of operating at an operating rate to increase or decrease the capacity of the compressor accordingly, and a sub air conditioner arranged separately from the main air conditioner and capable of individually adjusting the temperature of at least a part of the vehicle interior, When the operation rate operation of the compressor is instructed, as compared with when the operation rate operation is not instructed, a sub air conditioner control means for controlling the operation of the sub air conditioner by lowering its capacity is provided. A vehicle air conditioner.