JPH0725220A - Air conditioner for vehicle - Google Patents

Abstract

PURPOSE:To enable the solar radiation correction close to the temperature feeling of a driver by carrying out each different control in the evening, in the morning and at night. CONSTITUTION:An automatic air conditioner 1 for vehicle is equipped with an air mixing damper 28 for adjusting the temperature of the air blown into the car room after varying the mixing ratio between the hot air and cold air, light sensor 38 for detecting the solar radiation quantity having the short wave length, solar radiation sensor 42 for detecting the solar radiation quantity having the long wave length, and an ECU 6 which calculates the target blow-out temperature according to the outputs of the light sensor 38 and the solar radiation sensor 42 and varies the target opening degree of the air mixing damper 28 according to the result of the calculation. The ECU 6 judges the evening when the output of the solar radiation sensor 42 is zero and the output of the light sensor 38 is not zero, and carries out the solar radiation correction which is different from that at night.

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 capable of automatically controlling the temperature of air blown into a vehicle compartment.

[0002]

2. Description of the Related Art Conventionally, an air mix damper for adjusting the temperature of air blown into a vehicle by changing a mixing ratio of cold air and hot air, and a vehicle according to a set temperature, an inside temperature, an outside temperature, and an amount of solar radiation. Calculation means for calculating a target blowout temperature of air blown into the room, daytime control means for controlling the opening degree of the air mix damper based on the calculation result of this calculation means and a predetermined control characteristic, and vehicle headlights When the light switch that lights up is turned on, the nighttime control that controls the opening of the air mix damper based on the control characteristics during night driving that corrects the air mix damper to the hot side against the control characteristics during daytime driving Techniques including means (for example, JP-A-62-253508 and JP-A-3-32918) are known.

[0003]

However, in the prior art, the solar radiation amount of sunlight having a long wavelength is detected according to the output of the solar radiation sensor, but the output of the solar radiation sensor is in the evening (for example, at sunset). 30 minutes before), the accuracy deteriorates due to the increase of the reflection component due to the low elevation angle incidence on the light receiving surface of the solar radiation sensor, the reduction of the projected area, the influence of the resolution of the control device side, and the graph of FIG. As shown in, the output of the solar radiation sensor becomes 0 even if the sunlight is still bright and the wavelength is short. Therefore, in the conventional technology, it is possible to correct the target outlet temperature for nighttime driving and daytime driving, but since it is not possible to distinguish between evening or morning and nighttime, no solar radiation correction is performed in the evening or morning. There was a problem.

It is an object of the present invention to provide a vehicle air conditioner capable of performing solar radiation correction closer to the thermal sensation of a vehicle occupant by performing different controls in the evening or morning and night.

[0005]

According to the present invention, as shown in FIG. 10, an air conditioning means 101 for adjusting the heat load in the passenger compartment.
And a solar radiation sensor 10 that detects the amount of solar radiation that enters the vehicle interior.
2, detection means 103 for detecting the evening or the morning when there is no output of the solar radiation sensor 102, and when there is an output of the solar radiation sensor 102, it is predetermined according to the output of the solar radiation sensor 102. Based on the daytime control characteristics, the first control means 104 for controlling the adjustment state of the heat load by the air conditioning means 101, and the solar radiation sensor 102.
When the detection means 103 detects that it is in the evening or in the morning, the heat load adjustment state by the air conditioning means 101 is based on the evening control characteristic or the morning control characteristic different from the night control characteristic. The technical means provided with the 2nd control means 105 which controls is adopted.

[0006]

According to the present invention, when there is an output of the solar radiation sensor, the adjustment state of the heat load by the air conditioning means is controlled based on the daytime control characteristic which is predetermined according to the output of the solar radiation sensor. Further, when there is no output of the solar radiation sensor and the detection means detects that it is in the evening or in the morning, the heat load of the air conditioning means based on the evening control characteristic or the morning control characteristic different from the night control characteristic The regulation state is controlled.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, a vehicle air conditioner of the present invention will be described based on each embodiment shown in FIGS. [Structure of First Embodiment] FIGS. 1 to 7 show a first embodiment of the present invention.
1 shows an embodiment, and FIG. 1 is a diagram showing a schematic configuration of an automotive air conditioner. Vehicle air conditioner 1
Is a duct 2 for sending air into the passenger compartment, a blower 3 for generating an air flow toward the passenger compartment in the duct 2, an evaporator 4 for cooling the air flowing in the duct 2, and heating the air passing through the evaporator 4. Heater core 5,
And an electronic control unit for controlling each air conditioner (hereinafter referred to as ECU
6).

The duct 2 is arranged on the front side in the vehicle compartment. Two inlets, an inside air inlet 7 and an outside air inlet 8, are provided on the inlet side of the duct 2, and an inside / outside air switching damper 9 is installed inside the inside air inlet 7 and the outside air inlet 8. It is movably attached. The inside / outside air switching damper 9 is driven by the servomotor 10, and based on the control characteristics shown in FIG. 2, an inside air circulation mode for introducing the vehicle interior air (inside air) from the inside air introduction port 7 and an outside air introduction port 8 are provided. The outside air introduction mode for introducing the outside air (outside air) from the vehicle interior and the semi-inside outside air introduction mode for opening both the inside air introduction port 7 and the outside air introduction port 8 are switched.

On the outlet side of the duct 2, the defrost outlet 11, the face outlet 12, and the foot outlet 1 are provided.
Three blowout ports 3 are provided, and a defrost damper 14, a face damper 15, and a foot damper 16 are rotatably attached to the inside of each blowout port. The defrost damper 14 includes a servo motor 17
Driven by.

The face damper 15 and the foot damper 16 are driven by servomotors 18 and 19, respectively, and based on the control characteristics shown in FIG. 3, a face mode for mainly blowing cold air toward the head and chest of the vehicle occupant. , A bi-level mode that mainly blows cold air toward the head and chest of the vehicle occupant and mainly blows warm air toward the foot of the vehicle occupant, and a foot mode that mainly blows warm air toward the foot of the vehicle occupant. Switch.

In this embodiment, the function to switch from the foot mode to the bi-level mode, the function to switch from the bi-level mode to the foot mode, the function to switch from the bi-level mode to the face mode, and the function to switch from the face mode to the bi-level mode. It has a function to switch.

The blower 3 is the air conditioning means of the present invention,
The rotation speed is controlled by the blower motor 21 whose applied voltage is controlled by the blower drive circuit 20, and the inside air inlet 7
Alternatively, air is sucked from any of the open inlets of the outside air inlet 8 and blown into the vehicle interior through the duct 2. The air volume of the blower, that is, the applied voltage of the blower motor 21 is determined based on the control characteristic of FIG. Then, the determined applied voltage of the blower motor 21 is set to the blower voltage V0.
Then, based on the determined blower voltage V0, the blower 3 is automatically controlled by the ECU 6 via the blower drive circuit 20.

Further, in the blower voltage control based on the control characteristic of FIG. 4, the blower voltage ranges from 0V to 12V from 1V to 1V.
It is divided into 15 steps up to 15 and controlled. The control of the blower voltage V0 according to the control characteristic of FIG. 4 is performed after a predetermined time (for example, 15 seconds) has passed after the ignition switch (not shown) is turned on or when the cooling water temperature signal Tw from the water temperature sensor 41 is output. It is performed after the temperature rises above the set water temperature (for example, 70 ° C.).

The evaporator 4 is a refrigerant evaporator which is disposed in the duct 2 on the downstream side of the blower 3 and cools the air sent by the blower 3, and is one of the elements constituting the refrigeration cycle 22. The refrigeration cycle 22 is formed so that the refrigerant circulates from the evaporator 4 to the evaporator 4 via the compressor 23, the condenser 24, the receiver 25 and the expansion valve 26. The compressor 23 is rotationally driven by transmitting the rotational power of the engine via an electromagnetic clutch (not shown). In the refrigeration cycle 22, the compressor 23 operates (ON) to obtain the air cooling function by the evaporator 4, and the compressor 23 stops operating (OFF) to stop the air cooling by the evaporator 4.

The heater core 5 is a heat exchanger that heats air by using engine cooling water (not shown) as a heat source, and heats the cold air sent from the evaporator 4. An air mix damper 28 is rotatably attached to the inlet side of the heater core 5. The air mix damper 28 is an air conditioner of the present invention, and is driven by a servo motor 29 so as to have a target opening θ0 determined by the ECU 6. The air mix damper 28 adjusts the amount of air that passes through the heater core 5 and the amount of air that bypasses the heater core 5 and passes through the bypass passage 30 based on the determined target opening degree θ0, and thus each of the above-described air outlets 11 Controls the blowout temperature of the air blown from 13 to 13.

The ECU 6 is the first control means and the second control means of the present invention.
Control means, such as CPU 31, ROM 32 and RA
The control program for controlling the air conditioning in the vehicle compartment is stored in advance in the ROM 32, and various calculations and processes are performed based on the control program. The output terminals A to E of the ECU 6 are connected to the servomotors 10, 29, 17 to 19, respectively, and the output terminal F is connected to the blower motor 21 via the blower drive circuit 20. The servomotor 29 is provided with an air mix damper opening sensor 34 that detects the current opening θ of the air mix damper 28, and is connected to an input terminal G of the ECU 6.

The output terminal H of the ECU 6 is connected to the electromagnetic clutch of the compressor 23 via the compressor drive circuit 35. By energizing the coil of the electromagnetic clutch, the rotational force of the engine is transmitted to the compressor 23. To rotate. The compressor drive circuit 35 has an operation state detection function of detecting a current flowing through the coil of the electromagnetic clutch, and the detection signal is connected to the input terminal I of the ECU 6.

The input terminals J and K of the ECU 6 are provided with an inside / outside air changeover switch 36 and a temperature setting installed on an operation panel (not shown) provided on an instrument panel (not shown) in front of the driver's seat in the vehicle compartment. The switch 37 is connected to each of the input terminals L to Q and the light sensor 3
8, an inside air temperature sensor 39, an outside air temperature sensor 40, a water temperature sensor 41, a solar radiation sensor 42, and a post-evaporation temperature sensor 43.

The inside air temperature sensor 39 and the outside air temperature sensor 40 detect the temperature inside the vehicle (inside air temperature) and the temperature outside the vehicle (outside air temperature), respectively, and detect the inside air temperature signal Tr and the outside air according to the detected temperatures. The temperature signal Tam is output to the ECU 6. The water temperature sensor 41 and the after-evaporator temperature sensor 43 detect the cooling water temperature of the engine and the outlet air temperature (after-evaporator temperature) of the evaporator 4, and send the cooling water temperature signal Tw and the after-evaporator temperature signal Te to the ECU 6 according to the detected temperatures. Output.

Further, as shown in the graph of FIG. 5, the solar radiation sensor 42 detects the light amount (solar radiation amount) of long-wavelength sunlight entering the vehicle compartment, and the solar radiation amount signal Ts corresponding to the detected value. Is output to the ECU 6.

The light sensor 38, which is the detecting means of the present invention, is mounted on the dashboard in the vehicle compartment, and as shown in the graph of FIG. 6, the amount of light of the short wavelength light around the vehicle ( The illuminance) is detected and an illuminance signal Tc corresponding to the detected value is output to the ECU 6. Light sensor 38
Detects that it is in the evening or morning when the illuminance signal Tc is larger than 0 and smaller than the predetermined level Tc1, and detects that the illuminance signal Tc is 0 at night. Here, in the graph of FIG. 6, the illuminance Lx1 corresponds to a predetermined level Ts1 (for example, the solar radiation amount is 80 W / m ^{2 to} 100 W / m ² ) at which the solar radiation signal Ts of the solar radiation sensor 42 becomes zero.

The light sensor 38 senses the ambient brightness to automatically turn on a tail lamp system (not shown) in the evening and a head lamp (not shown) at night or in a tunnel. It is used for the light control system and the auto light system that turn on the lights and turn them off when the surroundings become bright.

[Operation of First Embodiment] Next, the operation of the vehicle automatic air conditioner 1 will be briefly described with reference to FIGS. 1 to 7. Here, FIG. 7 is a flowchart showing a basic control program. When the power is turned on, the ECU 6 executes calculation and processing according to the control program shown in FIG. First, various timers and flags are initialized (step S1). Next, the set temperature signal Tset set by the temperature setting switch 37 is read (step S
2).

Next, input signals are read from various sensors in order to detect a vehicle environmental condition that affects the air conditioning condition in the vehicle interior. That is, the illuminance signal Tc from the light sensor 38, the inside air temperature signal Tr from the inside air temperature sensor 39, the outside air temperature signal Tam from the outside air temperature sensor 40, the cooling water temperature signal Tw from the water temperature sensor 41, and the amount of solar radiation from the solar radiation sensor 42. The signal Ts and the post-evaporation temperature signal Te from the post-evaporation temperature sensor 43 are read and stored in the RAM 33 (step S
3). Here, the illuminance signal Tc from the light sensor 38
Can be regarded as the amount of solar radiation because it has a correlation with the solar radiation signal Ts from the solar radiation sensor 42 in the same light source, that is, sunlight.

Next, various input data (inside temperature signal Tr, outside temperature signal Tam,
The target blow-out temperature signal TAO of the air blown into the vehicle compartment is calculated based on the solar radiation signal Ts) and the following equation 1 stored in the ROM 32 in advance (step S4).

[Equation 1] TAO = A ・ Tset + B ・ Tr + C ・ Tam + D ・
Ts + E / Tc + F

A is a temperature setting gain, Tset is a set temperature signal set by the temperature setting switch 37, B is an inside temperature gain, Tr is an inside temperature signal from the inside temperature sensor 39, and C is
Is the outside temperature gain, Tam is the outside temperature signal from the outside temperature sensor 40, D is the insolation gain, Ts is the insolation amount signal from the insolation sensor 42, Tc is the illuminance signal from the light sensor 38, and F is F.
Is a correction constant.

Here, the solar radiation amount signal Ts output from the solar radiation sensor 42 is 0 (for example, the solar radiation amount is 80 W / m ^{2 to} 100).
W / m ² ) and the illuminance signal Tc output from the light sensor 38 is Tc 1 (for example, the amount of solar radiation is 80 W / m ² to 1).
00W / m ² ), that is, when it is detected that it is daytime, the set temperature signal Tset and the internal temperature signal T
From r, the outside air temperature signal Tam, the solar radiation amount signal Ts, and the illuminance signal Tc, the target outlet temperature TAO having the daytime control characteristic is calculated.

When the illuminance signal output from the light sensor 38 is 0, that is, when night is detected, the set temperature signal Tset, the inside temperature signal Tr, and the outside temperature signal Tam are used for daytime control characteristics. A target outlet air temperature TAO having a different nighttime control characteristic is calculated.

The solar radiation amount signal Ts output from the solar radiation sensor 42 is 0 (for example, the solar radiation amount is 80 W / m ^{2 to} 100).
W / m ² ) and the illuminance signal output from the light sensor 38 is larger than 0 (for example, the amount of solar radiation is 0 W / m ² ), that is, when it is detected that it is in the evening, the set temperature signal Tset , Inside temperature signal Tr, outside temperature signal Tam,
From the illuminance signal Tc, a target outlet temperature TAO having an evening or morning control characteristic different from the daytime control characteristic and the nighttime control characteristic is calculated.

Next, based on the various input data (cooling water temperature signal Tw, post-evaporation temperature signal Te) read in the RAM 33 as described above and the following formula 2 stored in the ROM 32 in advance, the air mix damper is used. The target opening θ0 of 28 is calculated (step S5).

[Mathematical formula-see original document] .theta.0 = {(TAO-Te) / (Tw-Te)} *
100 (%)

Incidentally, Te is a post-evaporation temperature signal from the post-evaporation temperature sensor 43, and Tw is a cooling water temperature signal from the water temperature sensor 43. Then, the air mix damper 28 is controlled by the servo motor 29 so that the actual opening degree becomes the target opening degree θ0. Thereby, the blowing temperature of the air blown into the vehicle interior is controlled based on the set temperature. Here, the cooling water temperature signal Tw and the post-evaporation temperature signal Te are given by the equation (2).
The reason for using is to prevent the blowout temperature from changing even with the same target opening θ0 due to changes in the engine coolant temperature and the post-evaporator temperature.

Next, the air volume of the blower 3 is set based on the control characteristic of FIG. 4 for determining the blower voltage V0 according to the target blowout temperature TAO stored in advance in the ROM 32. That is, the blower voltage V0 applied to the blower motor 21 via the blower drive circuit 20 is set (step S6).

Next, based on the control characteristics of FIG. 3 for determining the outlet mode in accordance with the target outlet temperature TAO stored in advance in the ROM 32, the face mode for opening the face outlet 12 is performed, or Perform the foot mode of opening the foot outlet 13 or use the face outlet 12
Then, it is determined whether to perform the bi-level mode in which both the foot outlet 13 and the foot outlet 13 are opened (step S7).

Next, the inside air circulation mode for opening the inside air introduction port 7 is performed based on the control characteristic of FIG. 2 for determining the inside / outside air introduction mode in accordance with the target outlet temperature TAO stored in advance in the ROM 32. It is determined whether the outside air introduction mode for opening the outside air introduction port 8 or the semi-inside outside air introduction mode for opening both the inside air introduction port 7 and the outside air introduction port 8 is performed (step S8).

Next, based on the post-evaporation temperature signal Te from the post-evaporation temperature sensor 43 or the state of the air conditioner switch (not shown), the coil of the electromagnetic clutch drivingly connecting the compressor 23 and the engine is turned on or off. Or not (step S9).

Next, the blower drive circuit 20, the servo motor 10, and the control signal determined in steps S5 to S9 are applied.
It outputs to 17, 18, 29, the compressor drive circuit 35, etc., and operates the blower 3, the inside / outside air switching damper 9, the air mix damper 28, and the compressor 23 (step S10). Next, the process returns to step S2, and the above calculation and process are repeated. The vehicle automatic air conditioner 1 is automatically controlled by repeatedly executing the above calculation and processing.

Here, the target opening θ0 of the air mix damper 28, the blower voltage V0, the outlet mode, and the inside / outside air introduction mode are changed according to the target outlet temperature TAO. Therefore, the side where the target outlet temperature TAO has the daytime control characteristic, that is, the cooler side (the side where the target outlet temperature TAO becomes smaller)
When set to, the air mix damper 28 is driven to a cooler side, the blower voltage V0 is controlled to the side where the air volume of the blower 3 increases, and the outlet mode and the inside air introduction mode are also switched to a cooler side. To be

On the contrary, when the target outlet temperature TAO is set to the side having the nighttime control characteristic, that is, the hotter side (the side where the target outlet temperature TAO is higher), the air mix damper 28 is hotter. The blower voltage V0 is controlled to the side where the air volume of the blower 3 decreases, and the blowout port mode and the inside air introduction mode are switched to the hot side.

When the target outlet temperature TAO is set to the side having the evening or morning control characteristic, the air mix damper 28 is driven to the cool side from the side having the night control characteristic, and the air volume of the blower 3 is increased. Blower voltage V on the increasing side
0 is controlled, and the outlet mode and the inside air introduction mode are also switched to the cooler side.

[Effects of First Embodiment] As described above, FIG.
6 shows, even if the solar radiation amount signal Ts from the solar radiation sensor 42 becomes 0, as shown in the graph of FIG. If detected, it is determined that it is in the evening or in the morning, and the target outlet temperature TAO is corrected to the side having the evening or morning control characteristic. Therefore,
Since it is possible to make the solar radiation correction different in the evening or morning when the solar radiation amount cannot be detected by the solar radiation sensor 42 and at night when the output of the light sensor 38 is 0, it is more suitable for the warmth of the vehicle occupant. Air conditioning control such as cooling or heating can be realized even in a region where the solar radiation sensor 42 cannot detect the amount of solar radiation.

[Second Embodiment] FIGS. 8 and 9 show a second embodiment of the present invention, and FIG. 9 is a diagram showing a schematic configuration of an automatic air conditioner for a vehicle. In this embodiment, instead of the light sensor 38, an on position of a vehicle headlight (not shown) and a small vehicle light (not shown).
The light switch 44 having the ON position of, and the off position of the headlight and the small light is used as the detecting means. The light switch 44 is connected to the input terminal R of the ECU 6.

Here, the target outlet temperature TAO of this embodiment is calculated based on the following equation (3).

[Equation 3] TAO = A / Tset + B / Tr + C / Tam + D /
Ts + G + F When the light switch 44 is set to the off position of the headlight and the small light, the ECU 6
Is determined to be daytime, and as shown in the graph of FIG.
Enter and perform the calculation.

When the light switch 44 is set to the on position of the small light, the ECU 6 determines that it is in the evening or in the morning and, as shown in the graph of FIG. The output signal TcL is put into G of the above to perform the calculation.

Further, when the light switch 44 is set to the on position of the headlight, the ECU 6 determines that it is nighttime, and as shown in the graph of FIG. A relatively small output signal Tc0 (= 0) is put in the calculation.

[Modification] Instead of the evaporator 4, cooling means such as a Peltier element may be used. Instead of the heater core 5, a heating means such as a condenser of a refrigeration cycle may be used. In this case, the flow rate of the refrigerant flowing into the evaporator 4 and the condenser may be corrected by solar radiation. Note that the correction of the flow rate of the refrigerant includes correction by changing the frequency by the inverter and correction by changing the rotation speed of the compressor.

In the present embodiment, the output of the light sensor 38 and the output of the solar radiation sensor 42 are used to determine daytime, nighttime, evening or morning, and the target outlet temperature TAO is changed according to the determination result. The daytime, nighttime, evening or morning is determined by the output and the output of the solar radiation sensor 42, and the air mix damper 2 is determined according to the determination result.
The target opening θ0, the blower voltage V0, etc. of 8 may be changed by a predetermined correction amount.

In this embodiment, the solar radiation is corrected so that the evening control characteristic or the morning control characteristic is different from the daytime control characteristic and the nighttime control characteristic. However, the solar radiation is corrected so that the evening control characteristic or the morning control characteristic and the daytime control characteristic are the same. You may correct it. Further, the solar radiation may be corrected so that the control characteristic of either the evening control characteristic or the morning control characteristic and the night control characteristic are different. Further, the solar radiation may be corrected so that the control characteristics of both the evening control characteristic and the morning control characteristic and the night control characteristic are different.

[0048]

According to the present invention, since it is possible to detect evening or morning, which is a region where the amount of solar radiation cannot be detected by the solar radiation sensor, the daytime control characteristic, the evening control characteristic or the morning control characteristic and the nighttime control characteristic can be obtained. Since different control can be performed by, the solar radiation correction closer to the warm feeling of the vehicle occupant can be realized even in the region where the solar radiation sensor cannot detect the solar radiation amount.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a schematic configuration of a vehicle automatic air conditioner according to a first embodiment of the present invention.

FIG. 2 is a graph showing a control characteristic of an inside / outside air introduction mode with respect to a target outlet temperature.

FIG. 3 is a graph showing a control characteristic of an outlet mode with respect to a target outlet temperature.

FIG. 4 is a diagram showing a control characteristic of a blower voltage with respect to a target outlet temperature.

FIG. 5 is a graph showing a relationship between a solar radiation amount signal output from a solar radiation sensor and the amount of solar radiation.

FIG. 6 is a graph showing the relationship between the illuminance signal output from the light sensor and the illuminance.

FIG. 7 is a flowchart showing a basic control program of the ECU.

FIG. 8 is a configuration diagram showing a schematic configuration of a vehicle automatic air conditioner according to a second embodiment of the present invention.

FIG. 9 is a graph showing the relationship between the setting position of the light switch and the output signal according to the second embodiment of the present invention.

FIG. 10 is a block diagram showing a schematic configuration of a vehicle air conditioner of the present invention.

[Explanation of symbols]

 1 Vehicle Auto Air Conditioner (Vehicle Air Conditioner) 2 Duct 3 Blower (Air Conditioning Means) 4 Evaporator 5 Heater Core 6 ECU (First Control Means, Second Control Means) 28 Air Mix Damper (Air Conditioning Means) 38 Light Sensor (Detection) Means) 42 solar radiation sensor 44 light switch (detection means)

Claims (1)

[Claims] 1. An air conditioning unit for adjusting a heat load in a vehicle compartment, a solar radiation sensor for detecting an amount of solar radiation incident on the vehicle interior, and a non-output of the solar radiation sensor. (D) When there is an output of the solar radiation sensor, based on a daytime control characteristic predetermined according to the output of the solar radiation sensor, the heat load by the air conditioning means (E) When there is no output of the solar radiation sensor and when the detection means detects evening or morning, an evening control characteristic different from the night control characteristic or A vehicle air conditioner comprising: a second control unit that controls the adjustment state of the heat load by the air conditioning unit based on the morning control characteristic.