JPH05124427A - Air-conditioning device for vehicle - Google Patents

Abstract

PURPOSE:To provide optimum heating performance without controlling the temperature of an auxiliary air-conditioning device during starting at a low water temperate by driving the auxiliary air-conditioning device with a rather high power when control of starting at a low temperature is effected on the main-air-conditioning device side during operation of an integrated operation member. CONSTITUTION:A main air-conditioning device 501 wherein air from a blower fan 501a is heated by engine cooling water and fed to a car room is provided and separately from the main air-conditioning device 501, an auxiliary air-conditioning device 502 through the working of which a part of the interior of a car room is individually heated is disposed. An integrated operation member 503 from which a command for integrated operation of the two air- conditioning devices 501 and 502 is transmitted is provided. When the integrated operation member 503 is operated, a blower fan 501a and the auxiliary air-conditioning device 502 are operated and controlled individually from each other so as to provide heating performance responding to a vehicle heat load. Further, a control means 505 with the aid of which, when the temperature of engine cooling water is below a given value, an airflow of the blower fan 501a is decreased and the auxiliary air-conditioning device 502 is driven with a rather high power than a usual time is provided, resulting in automatic provision of optimum heating performance.

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 blower fan, a heater core, and an evaporator are provided in an air conditioning duct provided between the engine compartment and the front of the vehicle compartment, and the air is sucked from outside or inside the vehicle compartment and sent by the blower fan. The heater unit and the evaporator harmonize the air to a proper temperature according to the heat load inside and outside the vehicle, and blow out the air at a proper temperature from the outlets provided in various parts of the vehicle interior. Here, the heater core heats the air from the blower fan by utilizing the engine cooling water. In addition, in such an air conditioner, there is known an air conditioner in which low water temperature start control is performed during heating. This low water temperature startup control is performed when the engine cooling water temperature is low, such as immediately after the engine is started, that is, when only a low heating capacity is obtained, the blower fan is stopped for a predetermined time and cold air is blown into the vehicle interior. The control is to prevent the above, and then gradually increase the blower fan air volume.

On the other hand, as disclosed in Japanese Utility Model Laid-Open No. 2-29813 and Japanese Patent Application Laid-Open No. 57-177804,
In addition to this type of air conditioner, there is known a heater device in which a heater is embedded in a steering wheel or a door trim, and these heaters are driven as desired. 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]

By the way, while the low water temperature start control is being performed on the side of the main air conditioner, the heating performance by the main air conditioner is low, and therefore the sub air conditioner is set to be stronger only during that time. It is desirable to keep warm. However, in the conventional vehicle air-conditioning system, the main air-conditioning system and the sub-air-conditioning system are controlled separately from each other.Therefore, in such cases as described above, the operation for strongly setting the sub-air conditioning system is performed. After that, when the blower fan air volume returned to the normal state, it was necessary to perform an operation to set a weaker value, and there was a problem that the operation was troublesome.

An object of the present invention is to control a main air conditioner and a sub air conditioner comprehensively, and to obtain an optimum heating performance without performing temperature control operation of the sub air conditioner during low water temperature start control. 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 heats air from a blower fan 501a by using engine cooling water and blows the air into a passenger compartment. A main air conditioner 501 for outputting, and a sub air conditioner 502 which is arranged in the vehicle compartment separately from the main air conditioner 501 and individually heats at least a part of the vehicle compartment,
An integrated operation member 503 for instructing to operate the main air conditioner 501 and the sub air conditioner 502 comprehensively, and when this integrated operation member 503 is operated, the main operation is performed so that the heating performance according to the vehicle heat load is obtained. Blower fan 501a of air conditioner
And controlling the sub air conditioner 502 individually, and when the temperature of the engine cooling water is lower than a predetermined value, a control for reducing the blower fan air volume more than usual and operating the sub air conditioner 502 stronger than usual. And means 504 for achieving the above-mentioned objects.

[0007]

When the integrated operation member 503 is operated, the control means 504 individually controls the blower fan 501a of the main air conditioner and the sub air conditioner 502 so as to obtain the heating performance according to the heat load of the vehicle. Further, when the temperature of the engine cooling water is lower than the predetermined value, the blower fan air volume is reduced by the low water temperature start control, and the sub air conditioner 502 is operated more strongly than usual. As a result, optimum heating performance can be obtained without performing the temperature control operation of the sub air conditioner 102 during the low water temperature startup control.

[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, in which the center vent outlets CV1 and CV2 and the side vent outlets SV1 and SV2 provided in the instrument panel IP are harmonized by the heater core of the main air conditioner and the evaporator. 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 core 10 and an air mix door 11 are provided in the air conditioning duct 7, and the amount of air blown out from the variable vent outlet 7c and the foot outlet 7d provided in the air conditioning duct 7. A vent door 12 and a foot door 13 for adjusting the above are respectively provided. Further, a defroster door 14 is provided at the defroster outlet 7e provided in the air conditioning duct 7. Here, the heater core 10 heats the air from the blower fan 9 using the engine cooling water as described above. 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 CV1, and every time the switch 125 is turned on, swing → off is executed. Reference numeral 126 is an indicator light that lights up when a 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, and the heat generation amount is adjusted by switching the total length of the nichrome wire. 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. In addition, the reference numeral SCU in FIGS. 2 and 6 is the seat heater 210 and the seat fan 2.
The controller 20a, 220b, trim heater 230 is controlled.

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 the seat automatic operation (auto mode) → automatic operation stop (off), and when the automatic operation is started, the switch 24
The indicator lamp 245 arranged near 3 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, 252 is adjusted by the amount of energization.
As shown in FIG. 7, the instrument panel IP is provided with a steering heater operation panel 260 provided with a steering heater switch 261. Each time the switch 261 is turned on, the steering heater 250 repeats automatic operation (steering auto mode) → weak operation → strong operation → stop operation (off).
The indicator lights 262a to 262c are turned on according to each operating state.

(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

As shown in FIG. 11, the following main air conditioning actuator group 50 is also connected to the control circuit 280 of 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,
Air volume manual flag, outlet manual flag, intake manual flag, compressor manual flag,
The variable vent manual flags are turned off and 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 of switches and modes.

(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 from the solar radiation sensor 43, suction temperature Tint is from the suction temperature sensor 44, air mix door opening X is from the air mix door opening sensor 45, engine cooling water temperature Tw.
Are supplied from the water temperature sensor 46, respectively. 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 26 is off, it is determined in step S273 whether the economy mode II or not. 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 in 6 whether the economy mode I is set, and if 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), the process proceeds to step S281. When the compressor is turned on and it is determined that the economy mode I is selected, the process proceeds to step S277. In step S277, the state of the intake port that is currently set is determined, and the inside air circulation state (called REC) or 20% FRESH (the outside air inlet is 20% open and the inside air inlet is 80% open)
If so, the compressor is turned on in step S281. If outside air is introduced (called FRESH), step S2
At 78, the actual blowing 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.

(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. It should be noted that H <I <J <K, and vent when the target outlet temperature Xm is low, differential when the target outlet temperature Xm is high, differential gear or differential 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 or not the manual fan switch 25 is turned on, and if it is turned on, T is determined in step S332A.
The W flag (low water temperature flag) is turned off and step S341
When it is determined that the first speed is instructed, the fan voltage Vf 'is set to 5V in step S344 and output in step S348. If the second speed is instructed, the process proceeds from step S342 to step S345, and the fan voltage V
f'is set to 8.5 V and output in step S348. If the third speed is instructed, the process proceeds from step S343 to step S346, the fan voltage Vf 'is set to 10.5 V, and the fan voltage Vf' is 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 cooling water temperature Tw is less than 45 degrees and the corrected outside air temperature Tam is less than 15 degrees, and the step S3 is performed.
If affirmative, then in step S335A the above T
The W flag is turned on, the process proceeds to step S338, and it is further determined whether the engine cooling water temperature Tw is less 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. When the engine cooling water temperature Tw is determined to be 30 degrees or more in step S338, the process proceeds to step S339, 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 S334 that the vent is set, and if it is determined in step S333 that the diff switch 26 is on, the TW flag is turned off in step S333A. Then, the process proceeds to step S336. Step S33
In 6, the target blowout temperatures Xm1 to Xm4 are set for the constants L, M, N, and P, respectively, and the process proceeds to step S337.
In step S337, the fan voltage Vf ′ is calculated using the target outlet temperature Xm calculated in step S293 (FIG. 16) based on the graph of the relationship between the target outlet temperature Xm and the fan voltage Vf ′ set in step S336. Is determined, and the fan voltage Vf ′ is output in step S348. Here, according to the above procedure, the TW flag is turned on only when the low water temperature start control is being performed.

(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. When it is determined in step S413 that the fan voltage Vf 'is 0 or less, the process proceeds to step S415, and it is determined whether the vehicle speed exceeds 80 km / h and the suction door is set to the outside air introduction. If affirmative, the motor 116 is similarly started in step S414. this is,
Even when the fan is stopped, the variable vent is set to the swing mode in an operating state in which a large amount of air is sucked in from the outside air inlet. 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. If the operation mode is off in step S411, or if it is not determined in step S412 that the outlet is bent or bilevel, the motor 16 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. When the process proceeds from step S404 to step S406, if the vehicle speed exceeds 80 km / h and it is determined that the intake door is set to the outside air introduction, even if the fan voltage Vf ′ is 0 or less. In step S405, the variable vent operation mode is set.

(4.9) Seat Temperature Control Flow FIG. 20 and FIG. 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 S603.
Based on the vehicle interior temperature Tinc read in step S601, it is determined which of A to E the automatic operation mode (hereinafter referred to as TACS mode) should be.
Then, in step S604, the TAC determined
S mode is determined, and if mode E, step S60
If the target blowout temperature Xm is determined to be less than a in step 7, the seat fan 220 is strongly operated in step S609. If the target blowout temperature Xm is equal to or higher than a and if the mode D is determined in step S604, the process proceeds to step S608, where the target blowout temperature Xm is b.
If it is less than b, the seat fan 220 is weakly operated in step S610. Target outlet temperature Xm
If is greater than or equal to b, the seat fan 220 is stopped in step S611.

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 B mode is selected, when it is determined in step S614 that the target blowout temperature Xm exceeds d, the process proceeds to step S614A. If it is determined in step S614A that the TW flag is on,
If the TW flag is determined to be off in step S615, the seat heater 210 and the trim heater 230 are weakly operated in step S616. Further step S612
If it is determined to be the C mode in step S612A
If the TW flag is determined to be ON in step S612A, the process proceeds to step S616, and if it is determined to be OFF, the process proceeds to step S617 and the seat heater 210,
The trim heater 230 is stopped. TACS mode is A
In the mode, when the target outlet temperature Xm is less than or equal to c and greater than d, the process proceeds to step S614A, and when the target outlet temperature Xm is less than or equal to c and less than or equal to d, step S6.
Proceed to 12A. Note that a to d compared with Xm are a <b
<C <d, and c is sufficiently larger than b.

(4.10) Steering Heater Control Flow FIG. 22 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 determined to be other than off, step S8
In 11, 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 it exceeds d, the process proceeds to step S805A. If it is determined in step S805A that the TW flag is off, the process proceeds to step S808, and steering heater elements 251, 25
Drive 2 weakly. If it is determined that the TW flag is on, the process proceeds to step S807 and the steering heater element 25
Drive 1,252 strongly. In the case of the C mode, the process proceeds to step S804A, and when it is determined that the TW flag is off, the process proceeds to step S809 and the steering heater element 25
The energization of 1, 252 is stopped. If it is determined that the TW flag is on, the process advances to step S808 to weakly operate the steering heater elements 251 and 252. Also, step S
If the target outlet temperature Xm is determined to be c or less in 806, the process proceeds to step S805, and if the target outlet temperature Xm is determined to be d or less in step S805, step S804A.
Proceed to.

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 210 and the trim heater 23 are determined by determining the S mode and comparing the reference temperatures a to d determined according to each TACS mode with the target blowout temperature Xm.
0, the steering heater 250, and the seat fan 220 are automatically controlled to be strong, weak, and stopped.

(2) When the TACS switch 281 is turned on, when the low water temperature start control is being performed on the main air conditioner side (when the TW flag is on), the seat heater 210 and the trim heater 230 on the sub air conditioner side are provided. The steering heater 250 is operated more strongly than during normal control. Specifically, during normal control, each of the above heaters 210, 230, 2 is
Even under the condition that both 50 are turned off, these are weakly operated during the low water temperature start control. Furthermore, during normal control, each of the above
Even under the condition that all the switches 210, 230, and 250 are weakly operated, they are strongly operated during the low water temperature start control. As a result, it is possible to warm up even during low water temperature startup control in which the heating performance of the main air conditioner is poor.

(3) 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 integrated switch 281 constitutes the integrated operation member 503, and the control circuit 280 constitutes the control means 504.

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.
Further, the sub air conditioner may be configured by a device other than the above embodiment, and the configuration of the sub air conditioner device is not limited to the embodiment. Furthermore, the heat load information and the like used for automatic operation are not limited to those in 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.

Furthermore, each heat forming the sub air conditioner
Although an example in which data can be controlled in two steps, Hi and Lo, was shown,
It may be more than stages. For example, if an extra Hi is further provided on top of Hi so that it can be switched to three stages, and if the low water temperature start-up control is being performed under the condition that Hi is set under normal control, then it should be set to Extra Hi. Good. Also, the content of the low water temperature start control is not limited to the embodiment,
For example, when the engine cooling water temperature is lower than a predetermined value, the blower fan air flow rate may be simply reduced or the blower fan may be stopped. In this case, the same effect can be obtained by applying the present invention. be able to.

[0054]

As described in detail above, according to the present invention, when the low water temperature start control is being performed on the main air conditioner side during the operation of the integrated operation member, the sub air conditioner is operated more strongly than usual. Since it is driven, optimal heating performance can be automatically obtained without performing the operation to set the auxiliary air conditioning system to a stronger setting and then to set it to a weaker setting again. Can be improved.

[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.

FIG. 22 is a diagram showing a steering heater control flow.

[Explanation of symbols]

 20 Main Air Conditioner Switch Group 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 Integrated operation member 504 Control means

Claims (1)

[Claims] 1. A main air conditioner that heats air from a blower fan using engine cooling water and blows the air into the passenger compartment, and the main air conditioner is disposed separately from the passenger compartment, and at least a part of the passenger compartment is individually provided. A sub-air conditioner for heating, an integrated operation member for instructing comprehensive operation of the main air conditioner and the sub air conditioner, and when this integrated operation member is operated, heating performance according to the heat load of the vehicle is obtained. The blower fan and the sub air conditioner of the main air conditioner are individually controlled so as to be obtained, and when the temperature of the engine cooling water is lower than a predetermined value, the blower fan air volume is reduced more than usual and more than usual. An air conditioning system for a vehicle, further comprising: a control means for operating the sub air conditioning system.