JPH05246232A - Air-conditioning device for automobile - Google Patents

Abstract

PURPOSE:To carry out an air-conditioning control suitable for bodily sensation feeling by providing a correcting means to correct the control treatment contents of air-conditioning output control means depending on the detecting data of an interior temperature sensor when the air circulation is generated or stopped. CONSTITUTION:An interior temperature sensor 1 set at a specific position inside a car room, an air circulation generating means 2 to generate the air circulation to circulate the indoor air to the sensitive part of the interior temperature sensor 1, and an air-conditioning output control means 3 to control an air- conditioning apparatus according to the output of the interior temperature sensor 1 in the air circulation generating condition are provided. An air circulation generating and stopping control means 4 to stop the operation of the air circulation generating means 2 periodically is provided, and the control treatment contents of the air-conditioning output control means 3 is corrected by a correcting means 5 depending on the detecting data of the interior temperature sensor 1 when the air circulation is generated or stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioning system for a vehicle which controls the air conditioning in the vehicle based on the detection output of a temperature sensor in the vehicle.

[0002]

2. Description of the Related Art Generally, in an automobile air conditioner (automatic air conditioner), a sensor installed at a predetermined location inside the vehicle, for example, inside an instrument panel, detects the temperature inside the vehicle, and the air conditioning is performed so that the temperature approaches a set temperature. The output (blowout temperature, blown air volume, outlet, etc.) is controlled.

In this case, in order to detect the temperature inside the vehicle with high accuracy, as shown in FIG. 6, there is known an aspirator A in which the air inside the vehicle is circulated to the temperature sensing portion P of the sensor (Japanese Patent Laid-Open No. 2000-242242). See Japanese Patent Laid-Open No. 58-96934).

[0004]

By the way, at the time of cool-down or warm-up, the temperature of the instrument panel or seat may still be away from the target temperature even if the air temperature inside the vehicle is at the target temperature. The radiant heat may make the occupant's bodily feel difficult to improve.

[0005] For example, in the cool-down period, while the temperature of the instrument panel and the seat are high, it is desirable for the occupant to maintain a large air volume and a low blowout temperature. However, since the vehicle interior temperature sensor detects the air temperature inside the vehicle sent by the aspirator, when the air temperature reaches the target temperature, the air conditioner recognizes that the vehicle interior temperature has reached the target temperature, and accordingly, The air volume is controlled to be smaller and the outlet temperature is controlled to be higher. As a result, the air conditioning control as desired by the occupant is not performed, and a comfortable situation cannot be obtained.

In view of the above circumstances, the present invention has an object to provide an automobile air conditioner capable of creating a more comfortable air conditioning environment by considering the influence of radiant heat from an instrument panel, a seat and the like. To do.

[0007]

As shown in FIG. 1, an automobile air conditioner according to the present invention includes an in-vehicle temperature sensor 1 installed at a predetermined location in a vehicle interior and a temperature sensing portion of the in-vehicle temperature sensor 1. An air conditioner for a vehicle, comprising: an air flow generating means 2 for generating an air flow for circulating the air in the vehicle; and an air conditioning output control means 3 for controlling an air conditioner according to the output of the vehicle temperature sensor 1 in the air flow generating state. In air flow generation stop control means 4 for periodically stopping the operation of the air flow generation means 2,
And a correction unit 5 for correcting the control processing content of the air conditioning output control unit 3 based on the detection data of the vehicle interior temperature sensor 1 when the air flow generation is stopped.

[0008]

In the automobile air conditioner of the present invention, when the air flow generation stop control means 4 stops the air flow generation, the in-vehicle temperature sensor 1 is not the temperature of the air in the vehicle, but the temperature sensing part of the sensor. The temperature close to the temperature of the surrounding members, for example, the instrument panel will be detected. Therefore,
The correction means 5 corrects the contents of the air conditioning control based on temperature data close to the temperature of the instrument panel or the like.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is a schematic diagram showing the overall configuration of the air conditioner of the embodiment. In this figure, reference numeral 10 is a ventilation duct, and an inside air intake 12 switched by an intake door 11 is provided at an upstream end of the ventilation duct 10.
An outside air intake 13 is provided, and a VENT outlet 15, a DEF outlet 16, and a FOOT outlet 17 that are switched by the outlet doors 14a and 14b are provided at the downstream end.

A blower fan 18, an evaporator 19, an air mix door 20 and a heater 21 are provided in this ventilation duct 10 in order from the upstream side to the downstream side. Then, by controlling the opening degree (position) of the air mix door 20, the mixing ratio of cold air and warm air is adjusted to adjust the temperature of the air blown into the vehicle.

Reference numeral 22 is an intake door actuator, 23 is a compressor that constitutes a cooling system together with an evaporator, 24 is an air mix door actuator, 25 is a heater water valve, and 26 is a mode door actuator.

The actuators are controlled by the control unit 30. Control unit 3
Reference numeral 0 is mainly composed of a microcomputer, and includes at least a vehicle interior temperature sensor 1 and an outside air temperature sensor 3.
2. Based on the input information from the temperature setter 33 and the solar radiation sensor 34, the air mix door 20, the blower fan 18, the intake door 11, the mode doors 14a and 14b are drive-controlled, and the temperature of the evaporator 19 and the heater 21 is further changed. Control. Therefore, here, the control unit 3
The means from 0 to the air-conditioning equipment such as the air mix door 20 and the blower fan 18 constitutes the air-conditioning output control means 3 shown in FIG.

The vehicle interior temperature sensor 1 is arranged inside the instrument panel in the same manner as the conventional example shown in FIG. That is, the in-vehicle temperature sensor 1 is the aspirator A.
The temperature-sensing portion is arranged in a flow path through which the air inside the vehicle is circulated by the (airflow generating means). When the aspirator A is turned on, the air temperature inside the vehicle can be detected accurately. The aspirator A in this case is controlled by the control unit 30
N / OFF control is performed.

Next, an example of control operation of the microcomputer in the control unit 30 will be described.
The microcomputer repeatedly executes the air conditioning main routine shown in FIG. 3 at a constant cycle (for example, a short cycle within 1 second). It should be noted that in the first execution, the count values “t” and “ΔTrc” of the timer, which will be described later, are all initialized to zero.

When the processing of this main routine starts, in step 101, the detection signals of the respective sensors (the detection signal Tro of the vehicle interior temperature sensor 1, the detection signal Ta of the outside air temperature sensor 32, the set temperature signal from the temperature setter 33) are detected. Ts, the signal Qs of the solar radiation sensor 34) are input. Then, in step 102, the signals Tro, Ta, Ts, Q from the respective sensors are sent.
Based on s, the total signal T1 corresponding to the air conditioning heat load is calculated. The arithmetic expression of the total signal T1 is as follows, for example. However, K1, K2, and K3 are coefficients. T1 = (Tro-25) + K1Qs + K2 (Ta-25) -K3 (Ts-25)

After that, the routine proceeds to step 103, where it is judged whether or not the value of the total signal T1 is within a predetermined range defined by α and β. Here, the fact that the total signal T1 is within the predetermined range indicates that the air conditioning heat load in the vehicle is in a stable state. Further, the fact that the temperature is not within the predetermined range indicates that the situation is such that rapid warm-up or cool-down should be (or is being) performed.

Therefore, when it is determined that the total signal T1 is within the predetermined range (YES), the process proceeds to step 104, and the total signal T1 is directly replaced with the formal total signal T used for the air conditioning control. On the other hand, when it is determined (NO) that the total signal T1 is not within the predetermined range, there is a high possibility that the problematic situation (the situation described in the above-mentioned “Problems to be solved by the invention”) occurs. Then, the routine proceeds to step 105 to execute the in-vehicle temperature correction calculation, and in step 106, the corrected in-vehicle temperature Tr is used to calculate the total signal T based on the following equation. T = (Tr-25) + K1Qs + K2 (Ta-25) -K3 (Ts-25)

After that, in either case, the direct total signal T
Various air-conditioning output control is executed in relation to, or indirectly in relation to the total signal T. That is, in step 107, air mix door control is performed, in step 108 air blowing control is performed, in step 109 blowout mode control is performed, in step 110 intake door control is performed, and in step 111 compressor control is performed.

Next, step 1 of the vehicle interior temperature correction calculation
The detailed contents of 05 will be described with reference to FIG. As described above, when the value of the total signal T1 calculated using the data Tro of the vehicle interior temperature sensor in advance does not fall within the predetermined range, the routine of this vehicle interior temperature correction calculation is started. When the processing of this routine starts, it is determined in step 201 that the current processing is the first processing (first processing after entering this routine). In the case of the first processing, the routine proceeds to step 202, the timer (t) for measuring the cycle of temperature correction calculation is started, and step 203
Proceed to step "Tro + A"
・ ΔTrc ”.

Here, "Tro" indicates actual detection data of the vehicle interior temperature sensor 1. Also, "A" is a correction coefficient,
It is set to an arbitrary value in the range of “0 <A <1”, for example, “0.5”. Further, “ΔTrc” will be described in detail later.

Since "ΔTrc" is initially set to "zero" at the time of the first processing, the above arithmetic expression "Tro +
The second term of “A · ΔTrc” becomes “zero” and “Tr = Tr
o ”. That is, the vehicle interior temperature Tr used for the calculation is the value itself detected by the vehicle interior temperature sensor 1. And
At the first time, this routine is finished as it is, and the process returns to the main routine. Then, the total signal T is calculated based on the calculated vehicle temperature Tr.

In the next round of processing, the judgment in step 201 is NO, so the routine proceeds to step 204. here,
If the count value “t” of the timer has not elapsed for 5 minutes, the process proceeds to step 203. At this stage, "Tr =
Tro ”.

At the time when exactly 5 minutes have passed, step 2
From 04 to step 205, turn off the aspirator
To stop the air flow. Then, the process proceeds to step 206 and the detection data “Tr
"o" is stored as temperature data "Trm" immediately before the aspirator is stopped (strictly in this flow, immediately after the stop). At this stage, since the aspirator is stopped and the accurate temperature cannot be detected, the previous in-vehicle temperature Tr is updated as it is in step 207.

Next, when the count value of the timer exceeds 5 minutes, the process proceeds to step 208. If the count value of the timer does not exceed "5 minutes + 5 seconds", step 208
From step 207 to step 207, during which the value of "Tr" is updated with the previous value. Then, when the count value of the timer has just passed “5 minutes + 5 seconds”, step 208
To Step 209, the sensor data "Tro" in the aspirator stopped state is set to the temperature "Tr" when the aspirator is stopped.
Remember as "c". In this case, five seconds after the aspirator is stopped, the vehicle interior temperature sensor 1 detects not the temperature of the air inside the vehicle but the temperature of a member near the sensor, that is, the temperature close to the temperature of the instrument panel. Therefore, in calculation, the value of "Trc" is treated as a value close to the temperature of the instrument panel.

After obtaining "Trc", the deviation ΔTrc between "Trc" and "Trm" is calculated in step 210. Then, in step 211, the aspirator is turned on again, and the process proceeds to step 212. In step 212, the deviation “ΔTr
It is checked whether or not “c” exceeds a predetermined range indicated by “γ”. Deviation “ΔTrc” is small (YES)
In the case, that is, when the difference between the vehicle interior temperature “Trm” detected in the aspirator ON state and the instrument panel temperature “Trc” detected in the aspirator OFF state is small, there is not much need to correct the vehicle interior temperature data. In step 213, the actual sensor data “Tro” is set as the temperature data “Tr” for calculation, and the deviation is considered to be zero in the subsequent calculations.
"Trc" is set to "0", the correction calculation timer is reset in step 215, and the process returns to the main routine.

On the other hand, the deviation "ΔTrc" is large (NO).
In this case, the process proceeds from step 212 to step 207, and at this stage, the temperature data “Tr” is still updated with the value up to the previous time. Then, in the next processing, step 201 →
The process proceeds from 204 to 208, and the count value "t" of the timer exceeds "5 minutes + 5 seconds", so step 21
Proceed to 6. In this step 216, the timer value "t"
Check whether "5 minutes + 10 seconds" has elapsed, and if not, proceed to step 207. When “5 minutes + 10 seconds” has just passed, the process proceeds to step 217, the timer is reset and restarted. Then,
At step 218, the vehicle interior temperature “Tr” used for the calculation is set to “Tro + A · ΔTrc” and the process returns to the main routine. In this case, since the deviation “ΔTrc” is the value obtained in the previous processing, the value obtained by raising the deviation “ΔTrc” by A times to the sensor data “Tro” is the temperature data used for the calculation. Tr ".

At the next time, since the processing of this routine is not the first time, the routine proceeds from step 201 to step 204.
Then, since the value of the timer is smaller than "5 minutes", the routine proceeds to step 203, and the vehicle interior temperature "Tr" used for the calculation is set to "Tro + A · ΔTrc".

Thereafter, until 5 minutes have elapsed, a value obtained by raising the sensor data "Tro" by "A.ΔTrc" is set as the temperature data "Tr" used for the calculation, and the total signal T is calculated based on the value. The air conditioning control is performed based on the calculated signal T. Then, a new deviation is obtained approximately every 5 minutes, and the vehicle interior temperature is corrected according to the deviation.

The situation around this will be described with reference to FIG. In FIG. 5, the detection data “T
“Ro” is shown by a solid line, temperature data “Tr” used in the calculation is shown by a chain double-dashed line, and the expected temperature of the instrument panel is shown by a dotted line.

As shown in FIG. 5 (a), the detected data "Tro" of the vehicle interior temperature sensor is used as it is as the temperature data "Tr" for the calculation until 5 minutes have elapsed since the routine for the temperature correction calculation was started. .. Then, as shown in (b), the aspirator is turned off when 5 minutes have elapsed, and the sensor data at that time is set to "Trm". Also, 5 seconds after the aspirator stops, the sensor detects a value close to the temperature of the instrument panel, so the sensor data at that time is set to "Trc" and the deviation between "Trc" and "Trm" is set to "Δ
Trc ". Then, at that time, the aspirator is turned on again, and after 5 seconds, the timer is reset and restarted.

For the next 5 minutes, the deviation "ΔTrc"
A value obtained by raising the sensor detection data “Tro” by a value obtained by multiplying by A is set as temperature data “Tr” for calculation, and the total signal T is calculated using the value. After that, "5 minutes + 10
The same operation is performed in the cycle of “second”, and when the deviation “ΔTrc” becomes small, the sensor detection value is directly used as the temperature data “Tr” without performing any correction.

As described above, at the time of cool down or warm up, the aspirator is turned on almost every 5 minutes.
The instrument panel temperature is checked by FF, and if the instrument panel temperature is far from the vehicle interior air temperature, it is recognized that the effects of the radiant heat cannot be ignored, and the effects are corrected. Calculates the total signal, and performs air conditioning control based on the total signal. That is, when it is determined that the effect of radiant heat due to the instrument panel or the like cannot be ignored, the vehicle interior temperature detected by the sensor is corrected, and air conditioning control is performed in consideration of the increase in the sensible temperature corresponding to the radiant heat. Therefore, although the influence of the radiant heat from the instrument panel and the like is still present, the reduction of the air flow and the change of the blowout temperature are ignored, and the air conditioning is performed according to the sensation of the occupant to create a comfortable situation.

Further, when considering the effect of radiant heat, it is possible to reflect the detection data in the air conditioning control by using a dedicated sensor. However, the above-mentioned air conditioner does not use such a dedicated sensor, Using an in-vehicle temperature sensor,
The effect of radiant heat can be measured only by changing the software. Therefore, it can be easily realized without increasing the cost.

[0034]

As described above, according to the present invention,
The in-vehicle temperature sensor can determine not only the air temperature in the vehicle but also the influence of the radiant heat of the instrument panel or the seat. Therefore, by correcting the air-conditioning output such as the blowing temperature and the air volume in consideration of the influence, it is possible to perform the air-conditioning control suitable for the sensible feeling. In addition, the above effect can be obtained only by using the existing in-vehicle temperature sensor without adding a dedicated sensor such as a radiant heat sensor, so that it is not necessary to increase the cost and it is necessary to secure a new sensor arrangement space. There is no effect.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of an automobile air conditioner of the present invention.

FIG. 2 is a block diagram showing a configuration of an automobile air conditioner according to an embodiment of the present invention.

FIG. 3 is a flowchart of a main routine of air conditioning control of the same embodiment.

FIG. 4 is a flowchart showing the contents of step 105 of vehicle temperature correction calculation in the flowchart of the main routine.

FIG. 5 is a characteristic diagram showing a relationship of various data in the example.

FIG. 6 is a cross-sectional view showing a mounting example of a conventional aspirator type vehicle interior temperature sensor.

[Explanation of symbols]

 1 In-vehicle temperature sensor 2 Air flow generation means 3 Air conditioning output control means 4 Air flow generation stop control means 5 Correction means 18 Blower fan 19 Evaporator 20 Air mix door 21 Heater 30 Control unit A Aspirator (air flow generation means) P Temperature sensing part

Claims (1)

[Claims] 1. An in-vehicle temperature sensor installed at a predetermined location in a vehicle compartment, an air flow generating means for generating an air flow for circulating air in the vehicle to a temperature sensing portion of the in-vehicle temperature sensor, and the inside of the vehicle in an air flow generating state. An air conditioner output control means for controlling an air conditioner according to an output of a temperature sensor, and an air conditioner for an automobile, comprising: an air flow generation stop control means for periodically stopping the operation of the air flow generation means; A vehicle air conditioner, comprising: a correction unit that corrects the control processing content of the air conditioning output control unit based on the detection data of the vehicle interior temperature sensor.