JPH0742823Y2 - Air distribution control device for automobile air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an air distribution control device for an air conditioner for an automobile, which automatically controls the left and right air blowing states in a vehicle compartment in accordance with an incident azimuth and an incident altitude.

(Prior Art) Conventionally, as a device for controlling the air distribution on the left and right sides of a passenger compartment in consideration of the influence of solar radiation, Japanese Utility Model Publication No. 59-80109 and Japanese Patent Publication No. 62-5 are available.
There are those disclosed in Japanese Patent No. 085, etc., which determine the incident azimuth and the amount of solar radiation based on the output signal from the solar radiation sensor provided in the passenger compartment, and according to these values, the left and right ventilation conditions in the passenger compartment. By controlling the air distribution door that changes the temperature, if the solar radiation hits the right side, the wind direction is corrected to the right, and if it hits the left side, the wind direction is corrected to the left, thereby attempting to mitigate the temperature imbalance in the passenger compartment caused by solar radiation. It is a thing.

(Problems to be solved by the invention) However, control of the air distribution door based on the incident azimuth is conventionally performed so as to obtain a predetermined characteristic pattern, and the incident altitude is not taken into consideration. Therefore, in the midsummer when the incident altitude is considerably high and in the midwinter when it is considerably low, the amount of solar radiation entering the vehicle interior from the window glass is somewhat smaller than in the spring and autumn, and this is uniformly set to the specified characteristic pattern. However, if the wind distribution is controlled so that the feeling is deteriorated at a predetermined incident altitude.

In view of this, it is an object of the present invention to provide a wind distribution control device for an air conditioner for a vehicle, which can appropriately control the air distribution on the left and right sides of the vehicle while taking into consideration the incident altitude and improve the feeling. .

(Means for Solving the Problem) However, the gist of the present invention is that, as shown in FIG. 1, a blower state changing mechanism 100 for changing the left and right blower states in the vehicle interior and the vehicle interior. The solar radiation detecting means 200 that receives the light and outputs a signal according to the amount of the light, the incident azimuth calculating means 300 that calculates the incident azimuth of the solar radiation with respect to the traveling direction of the vehicle based on the output of the solar radiation detecting means 200, and the solar radiation. An incident altitude calculation means 400 for calculating the incident altitude based on the output of the detection means 200, and an air distribution balance determination means 500 for determining the air distribution balance on the left and right sides of the vehicle compartment based on at least the calculation result by the incident direction calculation means 300. The drive control means 600 for driving and controlling the blower state variable mechanism 100 according to the air distribution balance determined by the air distribution balance determination means 500, and the incident altitude calculated by the incident altitude detection means 400 are Incident altitude determining means 700 for determining whether or not it is in a constant intermediate altitude range, and the wind distribution balance for the incident azimuth when the incident altitude is determined by the incident altitude determining means 700 to be in a predetermined intermediate altitude range. Change rate of the incident altitude determination means 700
The correction means 800 for correcting the incident altitude to be larger than the rate of change when it is determined that the incident altitude is outside the predetermined intermediate altitude range.

(Operation) Therefore, the blower state variable mechanism is drive-controlled so that the air distribution balance determined by the air distribution balance determination means is set with the incident azimuth as one condition, but the incident altitude is higher than the predetermined intermediate range. When it becomes lower than the middle range, the change of the air distribution balance is small even if the incident direction changes.Although the influence of the temperature control balance due to solar radiation is small, the left and right air distributions become unbalanced more than necessary. Prevent it from getting lost.
In addition, when the incident altitude is in the predetermined intermediate region, the change in the air distribution balance with respect to the change in the incident azimuth is larger than in the above case, and the air distribution control is affected by the influence of the solar radiation on the temperature control balance. Can be done actively,
Therefore, the above-mentioned subject can be achieved.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings.

In FIG. 2, the automobile air-conditioning control device is provided with an inside / outside air switching device 2 on the most upstream side of the air conditioning duct 1, and this inside / outside air switching device 2 is provided at a portion where an inside air inlet 3 and an outside air inlet 4 are separated. An inside / outside air switching door 5 is arranged. By operating the inside / outside air switching door 5 by an actuator 6, the air introduced into the air conditioning duct 1 is selected between inside air and outside air, and the suction mode can be changed. .

The blower 7 sucks air into the air conditioning duct 1 and blows the air downstream, and an evaporator 8 and a heater core 9 are provided behind the blower 7.

The evaporator 8 is pipe-connected with a compressor or the like (not shown) to configure a cooling cycle, and the heater core 9 circulates engine cooling water to heat air. An air mix door 10 is provided in front of the heater core 9.
By adjusting the opening of 10 with the actuator 10a,
The amounts of the air passing through the heater core 9 and the air bypassing the heater core 9 are changed, and as a result, the temperature of the blown air is controlled.

The downstream side of the air conditioning duct 1 is divided into a defrost outlet 11, a vent outlet 12, and a heater outlet 13, and mode doors 14, 15 and 16 are provided at the divided portions. By operating the actuators 15 and 16 with the actuator 17, a desired blowout mode can be obtained. Further, a vent duct 18 is connected to the vent outlet connection port 12, and the downstream side of the vent duct 18 is divided into a central outlet 19 and left and right outlets 20 and 21 to open to a vehicle compartment 35. A partition wall 22 for partitioning the left and right is provided in the opened portion. An air distribution door 24 driven by a motor actuator 23 is provided in front of the partition wall 22, and by controlling the operation of the air distribution door 24, the air volume ratio (air distribution) supplied to the left and right of the vehicle compartment 35 Ratio) is adjusted.

27 is a vehicle interior temperature sensor that detects the temperature of air in the vehicle interior,
28 is an outside air temperature sensor that detects the outside air temperature, and 29, 30, 31 are the first to third insolation sensors that detect the solar radiation. These output signals are A / D converted via a multiplexer MPX32 that performs signal selection. It is input to the device 33, converted into a digital signal here, and input to the microcomputer 34.

In addition, the microcomputer 34 displays the set temperature in the passenger compartment.
A temperature setter 37 for adjusting T _D , an operation panel 38 for manually operating the presence or absence of the cooling cycle including the blowout mode and the blowing capacity, and the presence or absence of the automatic control mode, and the left and right air distribution ratios in the passenger compartment The output signals from the air distribution ratio manual setting device 39 set in step 3 are input.

The first to third solar radiation sensors 29, 30, 31 are mounted on a base 42 provided on an instrument panel 41 at the substantially center of the vehicle.
The solar radiation detecting device is arranged on the surface of the above, and its concrete mounting structure is shown in FIGS. 3 (a) and 3 (b).

In FIG. 3, the base 42 is in the shape of a quadrangular pyramid having an upper portion, and is fixed so that the ridge lines face the front and rear and left and right of the vehicle. The first to third solar radiation sensors 29, 30, 31 are provided on the two slopes 42 of the base 42 that faces the windshield 43 of the base 42.
It is attached to a, 42b and the upper end surface 42c, and the left slope 42a
The first solar radiation sensor 29 mounted on the vehicle and the second solar radiation sensor 30 mounted on the right slope 42b have their respective sensor surfaces perpendicular to an imaginary vertical plane extending in the vehicle traveling direction (α = 0 °). Direction and horizontal direction, and as shown in FIG. 4, the respective outputs I _L and I _R are when the position of the sun is tilted to the left or right at a predetermined angle α ₁ from the traveling direction of the vehicle (α = 0 °). It is supposed to be maximum. In addition, the surface of the third solar radiation sensor 31 attached to the upper end surface 42c is substantially horizontal, and as shown in FIG. 4, a substantially uniform output I _H can be obtained regardless of the incident direction. ing. Needless to say, the output of any of the solar radiation sensors depends on the incident altitude.

The microcomputer 34 is a central processing unit CP (not shown).
U, read-only memory ROM, random access memory RA
M, an input / output port I / O, etc., which are known per se, based on the above-mentioned various input signals, the actuator 6,
10a, 17,23,26, the drive circuit 40 to the motor of the blower 7, respectively
Output the control signal via a ~ 40f, each door 5,10,14,15,1
Drive control of 6, 24 and grill 25 and rotation control of blower 7 are performed.

In FIG. 5, an example of a routine relating to the solar radiation control of the air conditioning control device by the microcomputer 34 is shown as a flowchart, and the microcomputer 34 executes
Starts executing this program from 50, receives the output I _L, I _R, I _H of the solar radiation sensor 29, 30, 31 in step 52,
Hereinafter, the incident azimuth α and the incident altitude β are calculated. here,
The incident azimuth α represents a deviation angle of the position of the sun with respect to the traveling direction of the vehicle as shown in FIG. 6, and is on the driver side (right side).
The deviation to (+) is positive, and the deviation to the assist side (left side) is negative (-). The incident altitude β is the horizontal direction (β = 0
Represents the elevation angle of the sun's position from °).

First, the calculation method of the incident azimuth α will be described.
In, the magnitudes of the output I _{L of} the first solar radiation sensor 29 and the second solar radiation sensor I _R are compared, and if I _R ≧ I _L , the process proceeds to step 56 and the incident direction detection signal SD is calculated by the formula (1). Then, if I _R <I _L , the process proceeds to step 58 and SD is calculated by the equation (2).

Then, using this SD, as shown by the solid line in FIG.
If I _R ≧ I _L , the deviation of solar radiation toward the driver side with respect to the vehicle traveling direction is given by equation (3), and if I _R <I _L , the deviation of solar radiation toward the assist side with respect to vehicle traveling direction is given by equation (4). To calculate the incident azimuth α.

α = K · SD (3) Equation α = −K · SD (4) where K is the actual incident azimuth calculated by Equations (3) and (4). It is an operation constant previously obtained by experiments or the like so as to agree.

Next, in the calculation of the incident altitude β, it is determined in step 64 whether or not the incident azimuth α obtained in the previous stage is within a predetermined range (0 ≦ α ≦ 2α ₁ ) on the driver side, Further, in step 66, it is determined whether or not α is a value within a predetermined range (−2α ₁ ≦ α <0) on the assist side.
If 0 ≦ α ≦ 2α ₁ , the routine proceeds to step 68, where the incident altitude detection signal SH is expressed by equation (5), and −2α ₁ ≦ α <0.
If so, proceed to step 70 to express SH by equation (6), and in the next step 72, calculate the incident altitude β by (7)
Calculate by formula.

β = K _B · SH + β ₀ (7) Here, K _B is a proportional constant, and β ₀ is a correction term.

It should be noted that the calculation of the incident altitude β is limited to the incident azimuth within a predetermined range, because when the incident azimuth greatly shifts to the left and right, the sunlight incident on the vehicle interior through the windshield decreases. Can be neglected for control, and as shown in FIG. 8, -2α ₁ ≤α <2
If α ₁ , the incident altitude β can be calculated as almost the same value regardless of the incident azimuth α (solid line), but α is ± 90
This is because the error of β becomes large (wavy line) when the angle becomes close to °. Therefore, the incident altitude β is not newly calculated for values of α other than −2α ₁ ≦ α <2α ₁ , and the previous value of β is used.

In this way, after the incident altitude β is obtained, the step
Proceed to 74, and the incident altitude β is within the predetermined range (β ₁ ≤ β ≤
β ₂ ) is determined. This judgment is required when the incident altitude is considerably high and when it is very low, the overall amount of solar radiation hitting the occupant is small, and the influence of the solar radiation on the occupant is less than in the intermediate altitude region. Therefore, it is necessary to distinguish this also in the left and right air distribution control described later.

Then, in step 74, β is within the predetermined altitude range (β ₁ ≦
If it is determined that β ≦ β ₂ ), the above step is performed.
Using α calculated in 60,62 as it is (step 76),
In step 80, the air distribution capability balance is controlled based on the incident azimuth so that a preset predetermined characteristic pattern shown by the solid line in FIG. 9 is obtained. Here, the air distribution capacity balance shown in FIG. 9 corresponds to the position of the air distribution door 24, and is 0% when there is no air flow on the assist side (in this case, air is sent only to the driver side), Air is sent only to the assist side, and there is no air blow to the driver side as 100%. In this embodiment, when the actual incident azimuth is inclined to the driver side by 60 ° or more with respect to the vehicle traveling direction, the ventilation capacity balance is set to 0%, and when it is inclined to the assist side by 60 ° or more, 100%. During that time, the incident azimuth gradually increases from 0% to 100% as it shifts to the assist side.

On the other hand, when β is determined to be smaller than β ₁ or larger than β ₂ in step 74, the α calculated in the step (60 or 62) is corrected (step 7
8), the air distribution is controlled with this α. That is, as shown by the broken line in FIG. 7, the value of the proportional constant K is changed to correct the incident azimuth α used for control to a value different from the actual incident azimuth, and the blowing ability balance is originally The control shown by the solid line in FIG. 9 is corrected so that the characteristic shown by the broken line is obtained. Here, according to the corrected characteristics, the air-blowing capacity balance is set to 0% when the actual incident azimuth is inclined by 90 ° or more to the driver side, and is set to the assist side.
It is set to 100% when it is tilted by 90 ° or more, and during that time, it gradually increases from 0% to 100% as the incident azimuth shifts to the assist side.

Therefore, in summer when the incident altitude is high and in winter when the incident altitude is low, the air distribution control by driving the air distribution door is impaired,
The wind distribution control can be sensitively performed in the mid-incidence altitude range where the occupant is most exposed to the sun and the influence of solar radiation is large.

(Effect of the Invention) As described above, according to the present invention, the air distribution control is actively performed when the incident altitude is in the predetermined intermediate region, and the air distribution control is performed in the regions other than the predetermined intermediate region. Since it was made to shake, when the influence of the solar radiation on the temperature control is small, it is possible to prevent the air flow volume from becoming unbalanced more than necessary,
The left-right air distribution control can be performed by appropriately considering the influence of the incident altitude, and the occupant's feeling can be improved.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing an air distribution control device in the present invention, FIG. 2 is a schematic configuration diagram showing an embodiment of an automobile air conditioner in the present invention, and FIGS. 3 (a) and 3 (b) are insolation detections. FIG. 4 is a plan view and a side view showing a concrete structure of the means, FIG. 4 is a characteristic diagram showing an output state of a solar radiation sensor, FIG. 5 is a flow chart showing an example of control operation by a microcomputer of an automobile air conditioner, and FIG. Is a characteristic diagram illustrating the incident azimuth and incident altitude, FIG. 7 is a characteristic diagram showing the relationship between the incident azimuth and the incident azimuth detection signal SD, and FIG. 8 is a relationship between the incident altitude and the incident altitude detection signal SH. The characteristic diagram shown in FIG. 9 is a characteristic diagram showing the movement of the air distribution door. 29 …… First solar radiation sensor, 30 …… Second solar radiation sensor, 31
...... Third solar radiation sensor, 24 ...... Blank distribution door, 100 ...... Blasting state variable mechanism, 200 ...... Sunlight detection means, 300 ...... Injection azimuth calculation means, 400 ...... Injection altitude calculation means, 500 ...... Distribution Wind balance determination means, 600 ... Drive control means, 700 ... Incident altitude determination means, 800 ... Correction means.

Claims (1)

[Scope of utility model registration request] 1. A ventilation condition changing mechanism for varying the left and right ventilation conditions in a vehicle compartment, a solar radiation detecting means for receiving light incident on the vehicle compartment, and outputting a signal according to the amount of the light, and an output of the solar radiation detecting means. An incident azimuth calculating means for calculating an incident azimuth of solar radiation with respect to the vehicle traveling direction based on the above, an incident altitude calculating means for calculating an incident altitude based on an output of the solar radiation detecting means, and at least a calculation result by the incident azimuth calculating means. An air distribution balance determining unit that determines the air distribution balance between the left and right of the vehicle compartment based on the air distribution balance; and a drive control unit that drives and controls the air distribution state variable mechanism according to the air distribution balance determined by the air distribution balance determination unit, An incident altitude determining means for determining whether or not the incident altitude calculated by the incident altitude detecting means is in a predetermined intermediate altitude range; and the incident altitude is determined by the incident altitude determining means. The change ratio of the wind distribution balance with respect to the incident azimuth when it is determined to be in the intermediate altitude range, from the change rate when the incident altitude is determined to be outside the predetermined intermediate altitude range by the incident altitude determination means. An air distribution control device for an air conditioner for an automobile, comprising: a correction unit that corrects the air conditioner so that it becomes larger.