JPH0739244B2 - Control device for vehicle air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to the actual air temperature of a passenger compartment, a set temperature that is a control target of the passenger compartment, and the temperature of air cooled or heated in the passenger compartment. Based on the above, it relates to a control device that selects one from a plurality of air conditioning modes to obtain a desired air conditioning state, and is particularly suitable for an air conditioning device such as a bus.

[Conventional technology]

Generally, as a means for performing dehumidification while controlling the room temperature in the above vehicle air conditioner, cooling and dehumidification are performed by cooling and dehumidifying with a cooler arranged in a flow path of air that supplies indoor and outdoor air to the vehicle interior.
After that, heating is generally performed with a heater core (heater) to control the room temperature.

(Problems to be solved by the invention) In this case, to remove the fog on the window glass even during heating in winter,
The compressor that supplies the refrigerant to the cooler (evaporator) is in operation.

Therefore, there is a problem that the maximum heating capacity of the system cannot be exerted against a load that requires maximum heating, and there is a possibility of insufficient heating. Further, in order to solve the above problem, the heater capacity must be increased more than necessary.

The present invention has been made in order to solve the above problems, when automatically selecting the optimum mode from a plurality of air conditioning modes to obtain a desired air conditioning state, without suddenly changing the blown air temperature, and The purpose is to enable efficient heating during heating.

[Means for solving problems]

Therefore, in order to achieve the above object, the present invention has a cooler and a heater arranged in the flow path of the air supplied to the vehicle compartment as shown in FIG. In the vehicle air conditioner for selecting the heat exchange capacity of the cooler and the heater by selecting, the actual air temperature of the vehicle compartment and the set temperature to be the control target of the vehicle compartment, respectively, a vehicle temperature signal, First means M ₁ established inside the control device as a set temperature signal, and a reference representing a proportional-integral calculation result of a temperature deviation between the vehicle compartment temperature and the set temperature by the vehicle compartment temperature signal and the set temperature signal. Second means M ₂ for extracting a signal and third means M for selecting one of the plurality of air conditioning modes from the capacity range selected based on the reference signal.
₃ and a fourth means for stopping the cooling capacity of the cooler when the air conditioning mode selected by the third means M ₃ is the maximum heating mode.
The technical means of comprising means M ₄ is adopted.

[Action effect]

By adopting the above-mentioned technical means, when the third means M ₃ selects one of the plurality of air conditioning modes according to the reference signal from the second means, the third means M ₃ makes the second means M _{3 Since} the selection range is changed according to the reference signal indicating the proportional-plus-integral calculation result of the vehicle interior air temperature from ₂ and the set temperature, the selection range is significantly changed in response to a temporary fluctuation of the vehicle interior air temperature. That is, since the third means M ₃ does not suddenly change the steps of the cooling capacity and the heating capacity, the temperature of the blown air is not changed suddenly and the air temperature inside the vehicle is controlled stably. To be done.

Further, in the heating state at room temperature is near the set temperature of the third means M ₃ does not select the maximum heating mode, after the air was moistened once divided by the cooler, it is heated to the required heating temperature in the heater Therefore, a favorable heating state can be obtained without causing fogging on the window glass of the passenger compartment.

Here, when the room temperature drops significantly below the set temperature, the third means M ₃ selects the maximum heating mode by the reference signal.
As a result, the fourth means M ₄ controls to stop the cooling capacity of the cooler, so that the heat exchange capacity of the heater can be maximized and the room temperature can be set to the set temperature.

〔Example〕

FIG. 2 shows the overall configuration of an embodiment of the present invention. The air flow path 0 forms a passage for taking in vehicle interior air from the left side in the drawing and delivering it to the vehicle room on the right side in the drawing. In the air flow path 0, a heat exchanger (evaporator) 2 for refrigerant, a heat exchanger (heater core) 3 for heating, and an airflow generating blower 4 are provided. The electric control device 1 having a microcomputer as a main component includes a vehicle interior air temperature center 6, a blower air temperature sensor 5 on the downstream side of the heat exchanger, and a temperature setter 7 operated by an occupant to detect a vehicle interior temperature and a blowout temperature. Receives analog electrical signals that represent the temperature and set temperature respectively.

The electric control device 1 converts the received analog electric signal into a digital electric signal by an A / D conversion circuit (not shown) and stores it in a temporary memory (not shown) of the microcomputer. The microcomputer refers to these digital electric signals in the course of executing the arithmetic processing according to a preset control program, and finally generates an output signal representing the heat exchanger capacity of the heat exchangers 2 and 3, and the capacity adjusting actuator. It is given to 8-12.

In the cooling capacity adjusting actuators 8 and 9, the actuator 8 is for setting the operation of the cooling heat exchanger 2 in the operating state and the inactive state, and the operating element 9 is activated when the heat exchanger 2 is in the operating state. 100% of capacity (mode 1, below M ₁ ) and 50% (mode 2, below M 1
₂ ) and are to be selected. For example, the actuator 8 is an electromagnetic clutch that connects and disconnects a refrigerant compressor (not shown) in the refrigerant circulation cycle including the cooling heat exchanger 2 shown in FIG. It is possible to use a solenoid valve that reduces the refrigerant discharge amount from 100% to 50%.

In the heating capacity adjusting actuators 10, 11, 12, the actuator 10 is a solenoid valve that opens and closes the hot water passage 13 that allows the engine cooling water that is the heat medium to flow into the heater core 3, and the actuator 11 is the engine cooling water in the hot water passage 13. A water pump and an actuator 12 for forcibly circulating are provided in the middle of the hot water passage 11 and are preheaters for further heating the engine cooling water in the hot water passage 13 by burning light oil.

In this case, when the solenoid valve 10 is open and the water pump 11 is operating, the heating capacity is in the normal state (mode 4, below M ₄ ). In addition to the above operating state, if the preheater is turned on, the engine cooling The water is further heated and the heating capacity is further improved,
(Mode 5, below M ₅ ) If the electromagnetic clutch 8 is further turned off to stop the refrigerant compressor in this state, the maximum heating capacity (Mode 6, below M ₆ ) is reached, and the heating capacity is changed in stages. Can be made.

When all the above-mentioned actuators 8 to 12 are in the non-operating state,
Both the heating capacity and the refrigerant capacity are 0%, and only air is blown (mode 3, M ₃ ).

FIG. 3 illustrates a procedure of a control program of a microcomputer constituting the electric control device 1. The operation of the electric control device 1 will be described according to this flowchart.

In step 101 of the program, this control device converts the analog signal into a digital signal and inputs and stores it.
In the next step 102, a proportional-plus-integral operation corresponding to the second means of the present invention is executed. Details of step 102 are shown in FIG.

In FIG. 4, step 200 determines whether it is the first routine as a program start. If it is the first routine, the routine proceeds to step 201, where the initial data SEN = 0 is set,
In step 202, FLAG = 1 is set and the process proceeds to step 203. Since FLAG = 1 after the first time, the process jumps from step 200 to step 203. In step 203, the deviation EN between the latest actual passenger compartment temperature Tin and the set temperature Tset is obtained, and in step 204 it is determined whether this deviation EN is extremely large or small. If it is larger than 10, step 205 In EN
It is corrected to = 10. If less than −10, step
The process proceeds to 206 and EN = −10 is set, and if -10 ≦ EN ≦ 10, step 2
Proceed to step 207 to use the deviation EN of 03 as it is.
In step 207, KEN is calculated as the sum of SEN which is the previous accumulated data and the deviation EN obtained in steps 203, 205 and 206. In step 208, it is determined what range the product Z * KEN of KEN and the constant Z is. Here, as the constant Z, a value obtained by dividing the sampling time by the integration constant is used. In this case, Z * KE
If N> 10, set Z * KEN = 10 in step 209 and step 211
Proceed to. If Z * KEN> -20, step 210 Z * KE
Set N = -20 and proceed to step 211. −20 ≦ Z * KEN ≦ 20
If so, the value calculated in step 208 is used as it is, and the process proceeds to step 211. In step 211, reference data Y which is proportional integration data is obtained. In step 212,
The range of this reference data Y is calculated, and Y
If> 5, Y = 5 is fixed in step 213 and the process proceeds to step 114 in FIG. If Y <-10, then in step 214 Y =
Fix to -10 and proceed to step 114 in FIG. Also −10
If ≦ Y ≦ 5, SE is the accumulated data KEN obtained in step 207.
After placing it in N, proceed to step 114 in FIG. That is, in this case, the reference data Y obtained in step 211 is used as it is.

Based on the reference data Y obtained in the above step 102 (steps 200 to 215), the heat quantity Q of the air supplied from the air passage 0 to the vehicle compartment is the air quantity V generated by the air blower 4 and the heat exchanger 2, 3 is determined as the temperature difference Δt to be imparted to the air flow. In this case, the air volume V and the temperature difference Δt are the reference data Y.
Is preset so as to have a correlation as shown in FIG. 5, and is derived by a table search or an appropriate calculation procedure.

The reference data Y is also used to determine the range of modes to be selected, as will be described below with reference to FIGS. 3 and 5, in determining the above-mentioned 6-step mode. First, referring to FIG. 5, modes 1 to 6 are determined according to the magnitude of the value of the reference data Y. When the reference data Y is in the range of 5 to 2.5, M ₁ or M ₂ can be selected, and within the range of 2.5 to 0, M ₂ or M ₃
Can be selected, M ₃ or M ₄ is in the range of 0 to 6.0, M ₅ is in the range of −6.0 to −9.0, −9.0 is in the range of −9.0.
M ₆ In--10.0 is selectable. In FIG. 5, for example, when the reference value Y is a value of +5.0 to 0, the temperature difference Δt becomes smaller as the value of Y becomes smaller, so the heat quantity Q to be supplied also becomes smaller. In this case, the blower 4
The heat quantity Q also changes in a stepwise manner because the airflow rate of H decreases from H ₁ (large air quantity) to L ₀ (small air quantity) in a stepwise manner.

Next, the procedure for selecting the above modes M _{1 to} M ₆ will be described with reference to FIG.

In FIG. 3, steps 115, 116, 117 and 133 serve as a third procedure of the present invention for discriminating the range of the reference data Y, and when M ₁ or M ₂ described above is selected,
The following steps 118 are executed. Steps 118 and 119
, The actual outlet temperature Ton is lower reference value T _L and upper reference value T
Step 120 is compared with _H and is smaller than the lower reference value T _L.
And M ₂ is larger than the upper reference value T _H in step 121, M ₁
Is selected and is between the reference values T _L and T _H , the previous (n-1) selected state is continued in step 122.

The upper reference value T _H and the lower reference value T _L are calculated as follows as values that can obtain the temperature difference Δt derived from the reference data Y based on the actual vehicle interior temperature Tin. A hysteresis of 1 ° C. is provided between the upper reference value T _H and the lower reference value T _L.

T _H = Tin−Δt + 0.5 (° C.) T _L = Tin−Δt−0.5 (° C.) When the reference data Y is in the range for selecting either M ₂ or M ₃ , steps 123 and 124 are executed, Step 125 ~
127 is executed as above.

Similarly, when the reference data Y selects M ₃ and M ₄ ,
Steps 128-132 are performed.

Here, when selecting the modes M ₅ and M ₆ , the selection is performed based on the value of the reference value Y without using the above-mentioned reference values T _L and T _H.

First, when the reference value Y is in the range of −6.0 ≧ Y> −9.0, Δt = −∞, and therefore the mode M for turning on the preheater 12 in order to further heat the engine cooling water to increase the heating capacity. It will be ₅ .

On the other hand, when the reference value Y is Y ≦ −9.0, the vehicle compartment temperature Tin is much smaller than the predetermined temperature, so it is determined that maximum capacity heating is required, the electromagnetic clutch 8 is turned off, and the refrigerant The compressor is stopped and the cooling capacity of the evaporator 2 is stopped. As a result, 100% of the heating capacity obtained by the heater core 3 can be utilized. That is, as shown in FIG. 5, in the mode M ₆ , the heat quantity Q can be reliably ensured by Q ₀ as compared with M ₅ .

The control program described above has a delay process of 10 to 20 seconds.
The optimum air conditioning mode is selected moment by moment in response to changes in the passenger compartment temperature, the outlet temperature, and the set temperature. In such a case, since the stage of the air conditioning mode is selected from the range determined based on the reference data Y obtained as a result of the proportional-plus-integral calculation, there is no immediate response to a rapid change in the vehicle compartment temperature or the set temperature. , Stable mode selection is made.

Therefore, hunting or large fluctuation of the blown air temperature does not occur, power saving is not hindered, and the vehicle compartment temperature can be maintained at the set temperature. In the above embodiment, the air conditioning mode is changed stepwise as shown in FIG. 5, but it goes without saying that the air conditioning mode can be continuously changed by continuously changing the air flow rate of the blower, for example. .

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention, FIG. 2 is a schematic configuration diagram showing a configuration of an air conditioner to which the present invention is applied, and FIGS. 3 and 4 are electric control devices shown in FIG. FIG. 5 is a flow chart showing the control program of No. 1 and FIG. 5 is a characteristic diagram for explaining the operation. 1 …… Electric control device, 2,3 …… Heat exchanger, 4 …… Blower, 5
...... Blowout air temperature sensor, 6 …… Inside vehicle air temperature sensor, 7
...... Temperature setter, 8-11 …… Actuator.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Honor Nakamura, 1-1, Showa-cho, Kariya, Aichi Prefecture, Nihon Denso Co., Ltd. (72) Inventor, Satoshi Watanabe 1-1, Showa-cho, Kariya, Aichi Prefecture, Nidec Within the corporation

Claims (1)

[Claims] 1. A cooler and a heater arranged in a flow path of air to be supplied to a passenger compartment, and one of a plurality of air conditioning modes is provided.
In a control device for a vehicle air conditioner that selects one of the two to adjust the heat exchange capacities of the cooler and the heater, the actual air temperature of the passenger compartment and the set temperature that is the control target of the passenger compartment are respectively set in the vehicle. First means for establishing inside the control device as a room temperature signal and a set temperature signal, and a proportional-integral calculation result about a temperature deviation between the vehicle room temperature and the set temperature by the vehicle room temperature signal and the set temperature signal. Second means for extracting a reference signal to represent, third means for selecting one of the air conditioning modes from a capacity range selected based on the reference signal, and air conditioning selected by the third means And a fourth means for stopping the cooling capacity of the cooler when the mode is the maximum heating mode.