JPH0952511A - Air conditioning controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shift starting control to normal control in the early stage, so as to prevent deterioration of air conditioning performance by using a detected value just before failures when a detecting means fails in normal control, and respectively using first and second detected value substituting means using the set value when the detecting means fails in starting control. SOLUTION: Several kinds of sensors 24 to 28 are provided on an air conditioner, the detected signals are inputted as voltage signals in the range of 0.5 to 4.5V into a control unit 22 in the practical detecting range, and failures of the sensors 24 to 28 are detected by a failure detecting means 44 when the input value is 0V or 5V. For instance, when failures of the room temperature sensor 24 is detected in normal control, a detected value just before failures is taken as a detected value of the room temperate sensor 24 by a first detected value substituting means 45. Moreover, when failures are generated in start control, the preset fixed value (for example, 25 deg.C) is taken as a detected value of the room temperature sensor 24 by a second detected value substituting means 46, and the blow-off air capacity in normal control is calculated. Therefore, control is early shifted to normal control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a blown air volume, a blown air temperature and the like of air conditioning air supplied from an air conditioner to a vehicle interior.
The present invention relates to a vehicle air conditioning control device that controls based on an environmental condition inside a vehicle compartment detected by a detection unit such as a room temperature sensor and an operating state of an air conditioner, and particularly relates to measures when the detection unit fails.

[0002]

2. Description of the Related Art Generally, in this type of air conditioning control device, the control values of the blown air volume and the blown air temperature of the air conditioning device are respectively controlled based on the heat balance formula between the heat exchange capacity of the air conditioning device and the heat load acting on the vehicle. By calculating and controlling the operation of the air conditioner based on the control value, the passenger compartment is maintained at a desired comfortable temperature.

By the way, since the heat balance equation includes two variables, that is, the blowing temperature of the air conditioning air and the blown air volume, as parameters for setting the heat exchange capacity of the air conditioner, the heat balancing equation is It is not possible to uniquely determine the control values for both the blowing temperature and the blowing air volume.

On the other hand, in the air conditioner disclosed in Japanese Examined Patent Publication No. 62-8327, the relationship between the environmental conditions such as the outside air temperature and the blowing amount of the air for air conditioning is set in advance and the detecting means is used. The air flow rate is determined based on the detected environmental conditions, and the air temperature is controlled to control the vehicle interior temperature to the target value under the air flow rate, and the air conditioner is operated based on these values. Although it is configured to control the operation of the device, this configuration can quickly control the passenger compartment temperature to a comfortable temperature, but when the blowout temperature deviates greatly from the comfortable temperature, An uncomfortable feeling may be given to passengers who are boarding a position near the air-conditioning air outlet by being blown with excessively cold or warm air.

Further, as described in Japanese Patent Publication No. 57-77216, setting means for setting the blowing temperature of the air-conditioning air is provided, and the blowing temperature set by the occupant is set to the above heat balance formula. It is also practiced to calculate the control value of the blown air volume by substituting into, and control the operation of the air conditioner based on these values. However, in this case, when the temperature in the passenger compartment changes, the blown air volume also changes accordingly, and the sensible temperature of the occupant changes, so the set value is frequently adjusted using the setting means. The complicated work is required, and the occupant is excessively burdened.

Therefore, in order to eliminate the above-mentioned inconvenience, the applicant of the present invention, in the previous application (see Japanese Unexamined Patent Publication No. 5-116521), discloses the blowing temperature and the blowing air amount of the air conditioning air,
A characteristic expression of a comfort index that parameterizes the heat load acting on the vehicle is set in advance, and the comfort index calculated by this characteristic expression is set so as to be a preset target comfort index. There is proposed a vehicle air conditioner configured to determine the control values of the blowout temperature and the blown air volume and to control the operation of the air conditioner based on these values.

[0007]

However, in the above proposed example, the sensible temperature of the air conditioning air blown to the occupant is set by setting the blowing temperature and the blowing air volume so that the comfort index matches the target comfort index. On the other hand, while having the advantage of being able to control the blowing air volume to an optimum value, for example, when riding in hot weather, hot air conditioning air is blown out from the air conditioning system immediately after startup, which has not yet reached a steady operating state, and this causes the occupant. Is not sufficiently considered, and it is difficult to perform appropriate air conditioning control.

With respect to this, when the air conditioner is in a steady operation state, normal control is performed to increase the amount of blown air and gradually decrease it, while at the time of startup when the air conditioner is in an unsteady operation state, for example, it is set in advance. It is conceivable to gradually increase the air volume from the minimum air volume and perform the start control to shift to the normal control when the air volume reaches the blowout air volume by the normal control.

By the way, as described above, the proper control values for the blowing temperature and the blowing air amount are determined based on the environmental condition inside the vehicle compartment and the operating condition of the air conditioner detected by the detecting means. Therefore, when such a detecting means fails, control itself becomes difficult.

An example of countermeasures against the failure of the detecting means is to use the detected value immediately before the failure. However, considering the case where the room temperature sensor fails during heating operation, for example, the detected value is still low at startup when the air conditioner is in an unsteady operation state, and therefore,
If the above startup control is performed by substituting such a low detection value, there arises a disadvantage that the normal control cannot be shifted indefinitely, which deteriorates the air conditioning property.

On the other hand, as another countermeasure, for example, Japanese Patent Publication No. 6
As known from JP-A-2-28005, it is possible to set a fixed value in advance and use the fixed value at the time of failure. However, with such a fixed value, if the room temperature sensor fails during normal control,
Since there is always a difference from the actual temperature inside the vehicle depending on the season, region, etc., deterioration of air conditioning is inevitable. .

The present invention has been made in view of the above points, and its main purpose is to perform normal control when the air conditioner is in a steady operation state, and to perform the normal control when the air conditioner is in an unsteady operation state. When the starting control different from the normal control is performed before the shift, by taking a countermeasure against the failure according to each control, the shift from the start control to the normal control can be performed early for the failure of the detecting means. In addition to being performed, deterioration of air conditioning performance can be avoided in both normal control and startup control.

[0013]

In order to achieve the above object, according to the invention of claim 1, when the detection means fails during normal control in which the environmental condition in the vehicle interior and the operating condition of the air conditioner are stable. While the detected value immediately before the failure is used, a preset fixed value is used when the failure occurs during start-up control in which each state is unstable.

Specifically, in the present invention, as shown in FIG. 1, a cooling unit 12 for cooling the air and a heating unit 14 for heating the air are provided. Air-conditioning unit A that blows out air-conditioning air, which is a mixture of the cold air from the heating unit 14 and the warm air from the heating unit 14, into the passenger compartment from the selected outlets 5 to 7 of the plurality of outlets 5, 6 and 7, and the passenger compartment. Detecting means 24 (27, 28) for detecting at least one of the environmental state of the vehicle and the operating state of the air conditioning means A, and the temperature in the vehicle interior is controlled based on the detection value of the detecting means 24 (27, 28). And a control means 22 for controlling the air conditioning means A so as to approach the target room temperature, and when the air conditioning means A is in a non-steady operation state, at startup, shifts to normal control performed when the air conditioning means A is in a steady operation state. Before starting the start control different from the normal control Vehicle air conditioning control device for performing is premised.

Then, the control means 22 is a failure determination means 4 for determining a failure of the detection means 24 (27, 28).
4 and the first detection value substitution means for making the detection value immediately before the failure the detection value of the detection means 24 (27, 28) when it is determined that the detection means 24 (27, 28) has failed during the normal control. 45, and the detection means 24 (27, 2 at the time of starting control)
When it is determined that 8) has failed, a second fixed value is set as a detection value of the detection means 24 (27, 28).
The detection value substitution means 46 is included.

In the above configuration, when the failure determination means 44 determines that the detection means 24 (27, 28) has failed during the normal control of the air conditioning means A, the first detection value substitution means 45 causes the detection means. The detection value immediately before the failure of 24 (27, 28) is set as the detection value of the detecting means 24 (27, 28). At this time, the air conditioning means A is in a steady operation state, the environmental condition inside the vehicle compartment and the operating state of the air conditioning means A are stable, and do not change significantly. Therefore, based on the detected value immediately before the failure, it becomes possible to perform the air conditioning control in accordance with the actual state, and the detecting means 24 (27, 2).
Deterioration of air conditioning performance due to the failure of 8) is avoided.

On the other hand, when the failure determining means 44 determines that the detecting means 24 (27, 28) has failed during the startup control of the air conditioning means A, the second detected value substituting means 46 sets a preset fixed value. Is the detection means 24 (27, 2
It is set as the detection value of 8). At this time, the air conditioner A is in an unsteady operation state, the environmental condition inside the vehicle compartment and the operating condition of the air conditioner A are unstable, and are changing greatly.
Therefore, based on the fixed value, it becomes possible to perform the air-conditioning control that is not affected by the current change, and the detection means 24 (2
Despite the failure (7, 28), the transition from the starting control to the normal control is performed.

According to a second aspect of the present invention, in the above first aspect of the invention, the control means 22 at the time of start-up control is for controlling the blowing amount of the air conditioning air, controlling the blowing temperature of the air conditioning air, and controlling the air conditioning air. It is assumed that at least one of the controls for selecting the blowout ports 5 to 7 to be blown out is configured to be different from the normal control. As a result, the action of the invention of claim 1 is carried out specifically.

In the invention of claim 2, in the invention of claim 3, the control means 22 at the time of start control is configured so that the rate of change of the blown air volume with time becomes larger than that at the time of normal control. It is assumed that Further, in the invention of claim 4, it is assumed that the control means 22 at the time of startup control is configured to control so that the mixing ratio of the cool and warm air is fixed. Further, in the invention of claim 5, the control means 22 at the time of start control is configured to control so that the air-conditioning air is blown out only from the outlets 5, 6, 7 located at the predetermined positions. . Therefore, in any of the inventions of claims 3 to 5, the action of the invention of claim 2 is specifically carried out.

According to a sixth aspect of the invention, in the above-mentioned second aspect of the invention, the control means 22 at the time of activation control is the detection means 24.
The increase gradient of the blown air volume is determined based on the detected value detected by (27, 28), and the air volume is gradually increased from the preset minimum air volume according to the increase gradient to obtain the blown air volume during the normal control. It shall be configured to shift to the normal control when it reaches.

In the above-mentioned structure, the blow-off air volume of the air conditioning air is set to the minimum air volume by the activation control of the control means 22. As a result, since the capacities of the cooling unit 12 and the heating unit 14 of the air conditioning unit A are insufficient, a large amount of warm air is blown out in the case of cooling, and a large amount of cool air is blown out in the case of heating, respectively. It avoids the situation of giving discomfort to. Further, the blown air volume gradually increases from the minimum air volume according to the increase gradient determined based on the detection value of the detection means 24 (27, 28). As a result, the amount of blown air increases as the respective capacities of the cooling unit 12 or the heating unit 14 increase, so that the vehicle interior temperature can be brought close to the target temperature while suppressing the discomfort. Then, when the blown-air amount reaches the blown-air amount in the normal control, that is, when the change in the blown-air amount in the normal control matches, the startup control shifts to the normal control.

According to the invention of claim 7, on the same premise as that of the invention of claim 1, the control means 22 includes the detection means 24 (2).
(7, 28) the failure determination means 44 for determining a failure and the detection means 24 (27, 28) for detecting the failure of the detection means 24 (27, 28) during normal control. 27, 28) as the detection value substitution means 45 and the detection means 24 (27, 28) when it is determined that the detection means 24 (27, 28) has failed during the startup control, the startup control is faster than the first fixed value. And a second detection value substitution means 46 for setting a second fixed value preset to a value for shifting to the normal control as a detection value of the detection means 24 (27, 28).

In the above configuration, when the failure determination means 44 determines that the detection means 24 (27, 28) has failed during the normal control of the air conditioning means A, the first detection value substitution means 45 sets it in advance. The first fixed value is set as the detection value of the detection means 24 (27, 28). At this time, the air conditioning means A is in a steady operation state, the environmental condition inside the vehicle compartment and the operating state of the air conditioning means A are stable, and do not change significantly. Therefore, by appropriately setting the first fixed value, in both cases of cooling and heating,
Air conditioning control that does not give passengers a great deal of discomfort becomes possible,
Significant deterioration of the air conditioning performance due to the failure of the detection means 24 (27, 28) is avoided.

On the other hand, when the failure determination means 44 determines that the detection means 24 (27, 28) has failed during the startup control of the air conditioning means A, the second detection value substitution means 46 causes the second fixed value to be changed. The detection value of the detection means 24 (27, 28) is used. At this time, since the second fixed value is set to a value that shifts to the normal control earlier than the first fixed value, the normal control is started from the start control despite the failure of the detection means 24 (27, 28). The transition to control will be performed relatively early.

According to the invention of claim 8, in the invention of claim 7, the first detection value substitution means 45 is the first detection value substitution means 45 when the detection means 24 (27, 28) is determined to have failed during normal control. In addition to using the fixed value as the detection value of the detection means 24 (27, 28), the first fixed value is replaced with the second fixed value when the control means 22 shifts from the starting control to the normal control. It has been done.

In the above configuration, the control means 22 is controlled from the start control to the normal control by determining that the detection means 24 (27, 28) has failed during the start control and setting the detected value to the second fixed value. When the process shifts to, the second detected value substitution means 45 replaces the second fixed value with the first fixed value. Therefore, based on this first fixed value, the normal control of the air conditioning means A can be performed in a state close to the actual state, and the air conditioning performance is not significantly deteriorated due to the failure of the detection means 24 (27, 28). Avoided.

In the invention of claim 7, in the invention of claim 9, when the detecting means 24 detects the temperature inside the vehicle, the second fixed value is the first relative to the temperature inside the vehicle.
Is set to a value that is on the same side as the fixed value of (for example, 25 ° C) and that is farther from the vehicle interior temperature than the first fixed value (for example, 20 ° C in the case of cooling operation, and 30 ° C in the case of heating operation). It is assumed that Further, in the invention of claim 10, when the detecting means 27 detects the air outlet temperature of the cooling section 12 of the air conditioning means A, the second fixed value is:
A value lower than the first fixed value (eg 5 ° C.) (eg 0
℃) is set. And Claim 11
In the invention, the detecting means 28 is the heating unit 14 of the air conditioning means A.
The second fixed value is set to a value (for example, 90 ° C.) higher than the first fixed value (for example, 70 ° C.) when the heat source temperature is detected. Therefore, in any of the inventions of claims 9 to 11, the action of the invention of claim 7 is specifically carried out.

According to a twelfth aspect of the present invention, in the above-mentioned first or seventh aspect of the present invention, an outdoor condition detecting means 25 (26) for detecting an environmental condition outside the vehicle is provided, and the control means 22 is provided.
Is based on the detection value of the detection means 24 (27, 28) and the detection value of the outdoor state detection means 25 (26), and controls the air conditioning means A so that the vehicle interior temperature approaches the control target room temperature. In this case, the control means 22 determines the failure of the outdoor state detection means 25 (26) in addition to the failure determination means 44 and the first and second detection value substitution means 45 and 46. When it is determined that the determining means 47 and the outdoor state detecting means 25 (26) have failed, a preset outdoor fixed value is set to the outdoor state detecting means 25 (26).
The outdoor detection value substitute means 48 for setting the detection value of 1.

In the above structure, the outdoor condition detecting means 2
5 (26) has failed, the outdoor failure determination means 47 determines that the outdoor fixed value that has been set in advance is determined by the outdoor detection value substitution means 48.
The detected value is (26). Therefore, when the control of the air conditioning means A is also performed based on the state outside the vehicle compartment, the air conditioning caused by the failure of the outdoor state detecting means 25 (26) regardless of the failure of the outdoor state detecting means 25 (26). Sexual deterioration is avoided.

According to a thirteenth aspect of the present invention, in the twelfth aspect of the present invention, the outdoor condition detecting means 25 (26) is at least one of detecting the vehicle outside temperature and detecting the amount of solar radiation. Thereby, the above-mentioned claim 12
The action of the invention is specifically carried out.

[0031]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) FIG. 2 shows an overall configuration of a vehicle air conditioning control device according to a first embodiment of the present invention. A vehicle air conditioning device A provided in this air conditioning control device supplies air for air conditioning to a passenger compartment. It has a ventilation duct 1 that leads to.

On the upstream side of the ventilation duct 1, an outside air introduction port 2 for introducing outside air, an inside air introduction port 3 for introducing air in the passenger compartment, the outside air introduction port 2 and the inside air introduction port 3 are provided. And an inside / outside air switching damper 4 for selectively opening and closing. On the other hand, on the downstream side of the ventilation duct 1, a vent outlet 5, a foot outlet 6, and a defroster outlet 7 are provided, and the mode switching dampers 8, 9, 1 are provided.
0 is arranged at a predetermined position. The mode switching dampers 8 to 10 selectively open and close the duct portions communicating with the air outlets 5 to 7 to control the amount of air-conditioning air discharged from the air outlets 5 to 7 into the vehicle compartment. It is designed to be adjusted.

In the air conditioner A, a variable air volume type blower 11 is provided on the upstream side of the ventilation duct 1, and a cooling heat exchanger 12 as a cooling unit is provided on the downstream side thereof.
And an air mix damper 13 and a heating heat exchanger 14 serving as a heating unit, which are arranged on the downstream side.
The blower 11 takes in air from the outside air introduction port 2 or the inside air introduction port 3 into the ventilation duct 1 and blows it out into the vehicle compartment from the blowout ports 5 to 7. The cooling heat exchanger 12 has a function as an evaporator and is connected to a refrigerant circulation circuit X having a compressor 15, a condenser 16 and a receiver 17.
The compressor 15 turns on an electromagnetic clutch described later.
The ON / OFF control selectively engages and disengages the rotating elements of the engine 18. The heating heat exchanger 14 is configured as a heater core and is connected to the cooling water circulation path of the engine 18. The flow rate of engine cooling water as a heat source that is passed through the heating heat exchanger 14 is controlled by an open / close control valve (not shown) that is controlled in association with the air mix damper 13.

The air flow rate of the heating heat exchanger 14 is controlled according to the opening degree of the air mix damper 13 arranged between the cooling heat exchanger 12 and the heating heat exchanger 14. It is like this. This air mix damper 13
The air conditioning air that has passed through the cooling heat exchanger 12 is selectively guided to the heating heat exchanger 14, and the air mix damper 13
The mixing ratio of the air heated by the heating heat exchanger 14 and the air bypassing the heating heat exchanger 14 is adjusted in accordance with the position control. That is, the air mix damper 13 sends all of the air conditioning air to the outlets 5 to 7 without passing through the heating heat exchanger 14, and the fully closed position shown by the solid line in FIG. A heat exchanger for heating 1
4 can be selectively set to the fully opened position shown by phantom lines in FIG. 4 to be sent to each of the air outlets 5 through 7 and a part of the air-conditioning air can be passed through the heat exchanger 14 for heating.
It can be set to an intermediate position for sending to ~ 7. The air mix damper 13 is at the fully closed position (θ where all of the air conditioning air is supplied to the heating heat exchanger 14).
= 1), and all of the air for air conditioning is the heat exchanger 14 for heating.
The opening degree θ is adjusted steplessly with respect to the fully open position (θ = 0) that bypasses the air conditioner. By this, the blowout temperature T of the air conditioning air can be obtained at the maximum temperature obtained at the opening degree θ = 1. And opening θ = 0
In the range of the minimum temperature obtained in step 2, the air-conditioning air is adjusted steplessly according to the mixing ratio. The opening degree θ of the air mix damper 13 is given by θ = (T−Te) / (Kw · Tw−Te) by the following equation. In the above equation, Te is the air outlet temperature of the cooling heat exchanger 12, Tw is the temperature of the engine cooling water,
Kw is a coefficient for converting the cooling water temperature Tw into the air outlet temperature of the heat exchanger 14 for heating.

In the vehicle air conditioning control device, the electric motor 19 for driving the inside / outside air switching damper 4, the electric motor 20 for driving the mode switching dampers 8 to 10, and the servo motor for driving the air mix damper 13 are provided. 21 for driving various dampers and the motors 19-21
There is provided a control unit 22 as a control means for controlling the operating state of the air conditioner and the amount of air blown by the blower 11, and an operation unit 23 for manually setting the air conditioning conditions such as the control target temperature Tset in the passenger compartment.

In the operation section 23, various switches operated by the occupant, for example, an auto switch 23a for selecting automatic control and manual control of air conditioning, and a set value of the passenger compartment temperature required by the occupant, that is, a control target. A vehicle interior temperature setting switch 23b for manually setting the room temperature Tset, an inside / outside air changeover switch 23c for manually setting the introduction ratio of the inside and outside air, a blowout mode changeover switch 23d for selecting a blowout mode, and a defroster. A defroster switch 23e for manually setting the opening of the outlet 7 is provided. The vehicle interior temperature setting switch 23b sets the control target room temperature Tset to 18
The input is made within the range of ℃ to 32 ℃.

As shown in FIG. 3, the control unit 22 has a CPU 30 (microprocessor) which is connected to the stabilized power supply 32 and outputs display data to the operation unit 23. The CPU 30 drives the motors 19 to 21 via the drivers 35 to 37, and at the same time, the electromagnetic clutch 31 of the compressor 15 via the driver 38.
It is designed to be engaged and released. That is,
The control unit 22 switches the air conditioning mode by operating the drive motors 19 and 20, and adjusts the opening degree θ of the air mix damper 13 by operating the servo motor 21. In addition, the control unit 22
Is a D / A that drives the blower motor 11a of the blower 11.
It has a converter 33 and a driver 34, controls the operation and stop of the blower motor 11a, and controls the applied voltage to the blower motor 11a, thereby adjusting the air flow rate of the blower 11 to control the air flow rate V of the air conditioner A. It is designed to be controlled.

Further, in the air conditioning control device, various sensors for detecting environmental conditions, for example, a room temperature sensor 24 as a detecting means for detecting the passenger compartment temperature Tr based on the inside air temperature introduced into the ventilation duct 1 or the like. An outside air temperature sensor 25 for detecting the outside air temperature Ta, an insolation sensor 26 for detecting the insolation amount Ts, and an air outlet temperature Te of the cooling heat exchanger 12.
A duct sensor 27 for detecting the temperature of the engine, a water temperature sensor 28 for detecting the temperature Tw of the engine cooling water, and a potentiometer 29 for detecting the opening degree θ of the air mix damper 13 are provided. The detection signal is input to the CPU 30. The detection signals from the sensors 24 to 29 are input to the control unit 22 as voltage signals in the range of 0.5 to 4.5 V in their practical detection ranges. When the input value to the control unit 22 is 0V or 5V, the control unit 22 determines that the sensors 24 to 29 are out of order.

In the control section 22, as shown in FIG. 4, a heat balance between the heat exchange capacity of the air conditioner A and the heat load acting on the vehicle body is obtained in accordance with the detection signals of the sensors 24 to 29. The vehicle interior temperature Tr is controlled to control the target room temperature Tset.
There is provided a first arithmetic circuit 40 for obtaining a basic condition for maintaining the above, that is, the correlation between the blowout temperature T of the air conditioner A and the blown air volume V, that is, the blown air volume of the blower 11. For example, the heat exchange capacity of the air conditioner A is QA, the heat transfer load due to the temperature difference between the outside air temperature Ta and the passenger compartment temperature QU, the heat load due to solar radiation QS, and the heat load due to the heat generated by the occupant QM.
The heat load generated from vehicle equipment such as
Then, the heat balance during cooling operation can be calculated by the following heat balance equation as follows: QA = QU-QS-QM-QE ... However, QA = Cp.gamma.V (T-Tr) QU = K.A (Tr- Ta) QS = Ks · Ts is defined. In the above equation, Cp is the specific heat of air at constant pressure, γ is the specific gravity of air, K is the heat transfer coefficient, A is the heat transfer area, and K is the heat transfer area.
s is a solar radiation-heat transfer conversion coefficient, and Ts is a temperature conversion value of the amount of solar radiation.

Further, in the above equation, if the heat load QM due to the heat generation of the human body of the occupant and the heat load QE generated from the vehicle equipment such as the engine are considered to be approximately constant, and this is replaced with a constant C, the above is obtained. The equation can be expressed by the following heat balance equation: Cp · γ · V (T−Tr) = K · A (Tr−Ta) −Ks · Ts−C. Then, assuming that the vehicle interior temperature Tr and the manually set control target room temperature Tset in the above equation are substantially equal to each other, the above equation can be expressed by the following heat balance equation as Cp · γ · V (T− Tset) = K * A (Tset-Ta) -Ks * Ts-C ... It can express. Therefore, the correlation between the blowing temperature T of the air conditioning air and the blowing air amount V can be obtained based on the above equation.

Further, the control unit 22 calculates the comfort index F which is an index of the comfort felt by the occupant, that is, an index showing the satisfaction of the occupant for the air conditioning control.
have. The comfort index F is an environmental condition when the vehicle is running (outside air temperature Ta, vehicle interior temperature Tr, and solar radiation amount T).
It shows the comfort level of the occupant corresponding to the air conditioning control condition consisting of the blown air temperature T and the blown air volume V of the air conditioning air in (s). The comfort index F is a comfort index F3 that indicates the overall comfort level of the upper body comfort centering on the head and the lower body comfort centering on the legs, and the upper body in a windless condition. Comfort index F6 indicating the comfort level of
And a comfort index F7 indicating the comfort level of the lower body in a windless state, a comfort index F8 indicating the comfort level of the upper body during the blowing mode control, and a comfort index F9 indicating the comfort level of the lower body during the blowing mode control. , A comfort index F1 indicating the comfort level of the upper body during the cool-down control as one of the start controls, a comfort index F2S indicating the comfort level of the upper body during the cool-down control at the time of boarding, and one of the start controls Comfort index F5 indicating the comfort level of the lower body during warm-up control, and comfort index F indicating the comfort level of the lower body during warm-up control at the time of boarding
There is WUP.

For example, the whole body comfort index F3 can be calculated by the following characteristic formula: F3 = [α · K101 + (1-α) K107] V + [α · K102 + (1-α) K108] T + [Α · K103 + (1-α) K109] Tr + [α · K104 + (1-α) K110] Ta + [α · K105 + (1-α) K111] Ts + [α · K165 + (1- α) K112] + [(Ta−K113) · K114 · K115] ... The comfort index F3 fluctuates within a range of 0 to 11 according to changes in the air conditioning control condition and the environmental condition.
Then, as the temperature decreases and approaches 0, the occupant feels the cold, while as the temperature increases and approaches 11, the occupant feels the heat. In the above equation, K101
~ K106 is the coefficient and constant for the upper body of the occupant, K107
~ K115 is the coefficient and constant for the lower body of the occupant,
Each is obtained in advance by experiments and stored in the control unit 22. In addition, [(Ta-K113) / K114 / K115
] Is a correction term for making a comfortable point when the occupant feels neither hot nor cold when F3 = 5. Further, α is a coefficient read from the graph shown in FIG. 5 according to the vehicle heat load Qsat of the stability control unit obtained by subtracting the heat capacity of the vehicle interior component from the vehicle heat load at the time of introducing the outside air,
The vehicle heat load Qsat is -200 to 200 (kcal)
When it fluctuates within the range of 0, it is set so as to linearly change within the range of 0 to 1.

Further, the control unit 22 controls the blowout temperature control value of the air conditioning air so that the comfort index F3 obtained by the second arithmetic circuit 41 is closest to a target comfort index Ftset described later. To and blown air volume control value V
The selection circuit 42 for selecting the optimum combination of A and the opening of the air mix damper 13 based on the blowing temperature control value TO and the blowing air volume control value VA of the air conditioning air and the blowing mode selected by the selection circuit 42. The operation control circuit 43 controls the degree θ, the blowing amount of the blower 11, and the open / close positions of the mode switching dampers 8 to 10.

-Control Operation- Next, the control operation of the control unit 22 will be described. In the present embodiment, when the air conditioner A is started in the unsteady operation state, before starting the normal control performed when the air conditioner A is in the steady operation state, the start control different from the normal control (cool-down control or warm-up control) is performed. Up control).

Specifically, at the time of the start control, the time point at which the air flow rate Vs is gradually increased from the preset minimum air flow rate Vmin to reach the blowout air volume Vs by the normal control (V ≧ V
In s), the startup control for shifting to the normal control is performed. In other words, this startup control can prevent the comfort of the occupant from being impaired due to excessive blowing of insufficiently conditioned air (warm air during cooling or cold air during heating). Has been done.

That is, in the above-mentioned normal control, each sensor 2
Based on the detection signals 4 to 29 and the setting data of the vehicle interior temperature set by the vehicle interior temperature setting switch 23b of the operation unit 23, the thermal load applied to the vehicle (vehicle thermal load) and the comfort felt by the occupant The exponents are respectively calculated, and further, based on these calculated values, the blowout air volume V of the air conditioning air, the blowout temperature T, the blowout port mode, etc. are calculated and determined, and the blower 1
1, the operation of the servo motor 21 for the air mix damper 13, the electric motor 20 for the mode switching dampers 8 to 10, etc. is controlled. When the difference between the detected value Tr by the room temperature sensor 24 and the control target room temperature Tset is large, the blown air volume V is first increased as shown in FIGS. 6 and 7, and eventually the vehicle room temperature Tr becomes equal to the control target room temperature Tr. Temperature Tse
It is made to decrease as it approaches t and stabilizes.

On the other hand, the start-up control is composed of a cool-down control during cooling and a warm-up control during heating. The cool-down control is selected during the cooling operation in the state where the vehicle heat load value at the time of starting the air conditioning is considerably large. In this cooldown control, the blown air volume Vc is first set to a preset minimum air volume Vo. Then, the outside air temperature T detected for the first time during the startup control is
a, solar radiation Ts, vehicle interior temperature Tr, and cooling heat exchanger 1
Increase gradient Δ of the blown air volume Vc based on the air outlet temperature Te of 2
V is determined, and as shown in FIG. 7, the blown-out air volume Vc is gradually increased from the minimum air volume Vo according to the increasing gradient ΔV.
Eventually, Vc becomes equal to or more than V, and the above normal control is performed. At that time, the air outlet mode is controlled so that all of the air conditioning air is discharged from the vent outlet 5 into the vehicle interior.

On the other hand, the warm-up control is
It is selected during heating operation when the vehicle heat load value at the start of air conditioning is considerably small. In this warm-up control, the outside air temperature Ta, the amount of solar radiation Ts, the passenger compartment temperature Ta, and the engine cooling water temperature Tw detected at the start-up control first time are respectively detected.
Based on the above, the increasing gradient ΔV ′ of the blown air volume Vw is determined. Then, it is controlled so as to gradually increase with a gradient of ΔV 'from the preset minimum air volume VO. At this time, the opening degree θ of the air mix damper 13 is controlled so that all the air for air conditioning is heated by the heat exchanger 14 for heating. Further, the air outlet mode is controlled so that the air conditioning air is discharged from the foot air outlet 6 and the defroster air outlet 7 at a constant rate.

-Basic Control Operation-Here, the basic control operation in the control section 22 will be described with reference to FIG.
A description will be given based on the flowchart.

When this control operation starts, first in step S1, initial setting is performed, and then in step S2.
In, the passenger inputs the setting data of the passenger compartment temperature set by operating the passenger compartment temperature setting switch 23b and the detection data of the sensors 24 to 29.

Next, in step S3, a target comfort index Ftset is calculated based on the target room temperature Tset of the vehicle interior temperature as described later, and then in step S4, a stable target value of the vehicle interior temperature Tr, that is, the target. Temperature Ttr
In addition to calculating g, the control values TO and VA of the air-conditioning air outlet temperature T and the outlet air volume V are calculated in step S5 to select the optimum combination.

Further, in step S6, the inside / outside air control for controlling the introduction ratio of the inside / outside air is executed by adjusting the opening / closing position of the inside / outside air switching damper 4, and then in step S6.
In 7, the opening temperature θ of the air mix damper 13 and the blowing amount of the blower 11 are controlled on the basis of the control values TO and VA to control the blowing temperature T and the blowing amount V of the air conditioning air.

In step S8, the air-conditioning air blowing mode control is executed by adjusting the open / close positions of the mode switching dampers 8-10, and in step S9 the operating state of the compressor 15 is turned on / off.
The compressor control for OFF control is executed.

-Calculation of target comfort index Ftset- Of the basic control operations described above, the processing operation in step S3 for calculating the target comfort index Ftset will be described in detail with reference to the flowchart of FIG.

When the above processing operation is started, first, in step S11, it is determined whether or not the control target room temperature Tset of the vehicle interior temperature set by the occupant is the minimum temperature 18 ° C., and if YES is determined. In step S12, the operation mode of the air conditioner A is set to the maximum cooling operation state (MAXCOOL). As a result, when it is necessary to reduce the temperature inside the vehicle compartment early, such as when the vehicle is started in summer, the air conditioner A enters the cooling only operation state without considering the comfort. That is, the air mix damper 13 is set to the fully closed position (opening θ = 0), and all the air conditioning air from the cooling heat exchanger 12 is supplied by bypassing the heating heat exchanger 14. Further, the compressor 15 is fully operated, and the blower 11
Is set to the maximum air flow rate.

On the other hand, if NO at step S11, the target temperature Tse is reached at step S13.
It is determined whether or not t is the maximum temperature of 32 ° C., and if YES is determined, in step S14, the operation mode of the air conditioner A is set to the maximum heating operation state (MAXHOT). As a result, when the vehicle starts in winter,
When it is necessary to raise the temperature inside the vehicle early,
The air conditioner A is in the heating only operation state without considering comfort. That is, the air mix damper 13 is set to the fully open position (opening θ = 1), and all of the air for air conditioning is supplied to the heating heat exchanger 14 and is also supplied to the heating heat exchanger 14. The flow rate of engine cooling water is set to the maximum value. Further, the air flow rate of the blower 11 is set to the maximum air flow rate.

Further, the above-mentioned steps S11 and S
13 is determined as NO, and the target temperature Tset is 18
When it is confirmed that the temperature is higher than 0 ° C and lower than 32 ° C, the set reference value Ftseto of the target comfort index Ftset is set according to the target temperature Tset. That is, in step S15, the target temperature Tset is 27
It is determined whether or not it is higher than ° C. This determination result is Y
When it becomes ES and it is confirmed that the target temperature Tset is higher than 27 ° C. and lower than 32 ° C.,
In step S16, the set reference value Ftseto is (Tse
t -13) / 2 is set. For example, when the target temperature Tset is 29 ° C., the set reference value Ftseto is set to 8.

Next, at step S17, it is judged if the set value Tset is smaller than 23.degree. When it is determined to be YES in step 17 and it is confirmed that the set value Tset of the vehicle compartment temperature is higher than 18 ° C. and lower than 23 ° C., the set reference value Ftseto is ( Tset-19). For example, when the target temperature Tset is 22 ° C,
The set reference value Ftseto will be set to 3.

Further, when it is determined NO in steps S15 and S17, and it is confirmed that the set value Tset of the passenger compartment temperature is within the range of 23 ° C. to 27 ° C., the setting reference is set in step S19. The value Ftseto is set to (Tset-15) / 2. For example, the target temperature T
When set is 25 ° C, the set reference value Ftseto is 5
Will be set to.

Setting reference value F set as described above
tseto is as shown in FIG. 10, and 0 to 11 as the target temperature Tset rises within the range of 18 ° C. to 32 ° C.
It is set to increase gradually within the range of.

Then, in step S20, the target comfort index Ftset is calculated by obtaining the average value of the previous value and the current value of the set reference value Ftseto.

-Calculation of Target Temperature Ttrg- The processing operation in step S4 for calculating the target temperature Ttrg of the blowout temperature in the above basic control operation will be described in detail with reference to the flowchart of FIG.

When the above processing operation starts, first, in step S31, the target temperature Ttrg is set to the set temperature Tse set by the vehicle interior temperature setting switch 23b.
After t, the vehicle heat load Qsat at the time of stable control is calculated based on the heat load equation described later according to the value.

Next, in step S32, arithmetic control of the blowing temperature and the blowing air amount of the air-conditioning air, which corresponds to step S5 of the basic control operation, is executed and the whole body comfort index F3 necessary for this arithmetic control is obtained. . In step S33, it is determined whether or not the air conditioner A is in the full heating state (FULLHEAT), and if NO is determined, the air conditioner A is in the full cooling state (FULLCOOL) in step S34. Or not.

When it is determined YES in steps S33 and S34 and it is confirmed that the vehicle heat load Q is outside the air conditioning capacity frame, the process proceeds to steps S37 and S39, respectively, in order to bring the vehicle heat load Q close to the air conditioning capacity frame. Then, the target temperature Ttrg is reduced or increased by a preset temperature ΔT.

If it is determined NO in step S35 and it is confirmed that the air conditioner A is not in the heating only state or the cooling only state, in steps S35 and S36, the calculated value of the comfort index F3 is calculated. Then, it is determined whether or not the deviation from the target comfort level index Ftset obtained in step S3 is within a minute range. That is, in step S35, it is determined whether or not the deviation is less than −0.1, and in step S36, the deviation is 0.
It is determined whether it is greater than 1.

If YES is determined in the above step S34,
If it is confirmed that the deviation between the whole body comfort index F3 and the target comfort index Ftset is smaller than -0.1, it is assumed that the occupant feels relatively cold, so step S37. At a target temperature Ttrg of 40 ° C
If it is determined to be NO, the target temperature Ttr is determined in step S38.
After making a correction to increase g by a preset temperature ΔT, the process returns.

If YES is determined in step S36 and it is confirmed that the deviation between the whole body comfort index F3 and the target comfort index Ftset is larger than 0.1, the occupant feels heat. Since it is assumed that the target temperature Ttrg is relatively strong, it is determined in step S39 whether or not the target temperature Ttrg is 10 ° C. or lower. If NO is determined, the target temperature Ttrg is set in step S40. After the correction for reducing the temperature ΔT set in advance is performed, the process returns.

NO in steps S35 and S36, respectively.
It is determined that the whole body comfort index F3 and the target comfort index F
When it is confirmed that the deviation from tset is within the minute range of -0.1 to 0.1, it is determined in step S41 whether or not the vehicle heat load Q is a negative value. , It is determined whether it is in a control state in which the blowing temperature of the air-conditioning air should be lowered or in a control state in which the blowing temperature should be raised.

If it is determined to be NO in the above step S41 and it is confirmed that it is in the heating control state, it is determined in step S42 whether or not the target temperature Ttrg is 40 ° C. or more, and it is determined to be NO. In this case, in step S43, the target temperature Ttrg is corrected by increasing it by a preset temperature ΔT.

If it is determined YES in step S41 and it is confirmed that the cooling control state is set,
In step S44, the target temperature Ttrg is 10
If it is determined to be NO, the target temperature Ttr is determined in step S45.
Correction is performed to decrease g by a preset temperature ΔT.

After that, in step S46, the vehicle heat load Q is calculated, and then the process returns to step S32 and the above control operation is repeated, so that as shown in the graph of FIG. The target temperature Ttrg is set so that the curve showing the value of the vehicle heat load Qsat and the straight line of the comfort index F3 = the target comfort index Ftset intersect. That is, the value of the target temperature Ttrg is set so that the passenger compartment temperature Tr can be brought close to the set temperature Tset while the occupant feels comfortable due to the air conditioning air blown from the air conditioner A. Become.

-Calculation of Vehicle Thermal Load Q-Here, in the processing operation for calculating the target temperature Ttrg, the vehicle thermal load Q is calculated in step S.
The processing operation of 46 will be described in more detail based on the flowchart of FIG.

When this processing operation starts, the vehicle heat load Qsat at the time of stable control in the outside air introduction control state is calculated in step S47. The stable vehicle heat load Qsat is a predicted value calculated based on the following equation according to the detected value Ta of the outside air temperature sensor 25, the target temperature Ttrg, and the heat load QS due to solar radiation.

Qsat = KQF1. (Ta-Ttrg) + KQF
2 * QS + KQF3 Next, in step S48, the vehicle heat load QF at the time of introduction of outside air is calculated based on the following equation.

QF = Qsat + KQF4.multidot. (QTr-Ttrg) In step S49, the vehicle heat load QR during internal air circulation is calculated based on the following equation.

QR = KQF1. (Ta-Ttrg) + KQF2
* QS + KQF3 + KQF4 * (QTr-Ttrg) In the above equations, KQF1 to KQF4 are coefficients and constants obtained by experiments based on the vehicle body structure, and QTr.
Is the temperature inside the vehicle when the vehicle heat load is calculated.

-Calculation of blow-out temperature T and blow-out air volume V- In step S5 of the basic control operation described above, the processing operation for calculating the blow-out temperature of the air conditioning air and the control values TO, VA of the blow-out air quantity will be described with reference to FIGS. A detailed description will be given based on the flowchart of FIG.

When the above-mentioned processing operation is started, first, in step S51, the blowing air volume V of the air conditioning air is set to the minimum air volume Vmin which can be set by the blower 11,
In step S52, various flags FH, FC, L
Set OOP. That is, the flag FH is set to 1 during heating only to indicate that the air conditioner A is in the heating only operation state, and the flag FC is set to 1 during cooling only to cause the air conditioner A to operate. Is a flag that indicates that it is in the cooling only operation state. Also, L
OOP is a flag that is set to 1 only during the initial control.

Then, in step S53, the blowing temperature T of the air conditioning air corresponding to the vehicle heat load Q and the blowing air amount V is calculated based on the following equation. In this equation, 0.
28 is a numerical value obtained by multiplying the specific heat of air at 20 ° C. and the specific weight.

T =-(Q / 0.28V) + Tr ... Next, in step S54, it is determined whether or not the calculated blowout temperature T is lower than the minimum temperature Te1 that can be cooled by the cooling heat exchanger 12. judge. If this determination result is NO and it is confirmed that the blowout temperature T is equal to or higher than the minimum temperature Te1, step S
At 55, the flag FC is set to 0. Then, in step S56, the maximum temperature Two that can be heated by the heating heat exchanger 14 is calculated.

Then, in step S57, it is determined whether or not the blowout temperature T calculated in step S53 is higher than the maximum temperature Two, and if NO is determined, the flag FH is set in step S58. After setting to 0, in step S59, the comfort index F3 is calculated as described later.

If it is determined YES in step S54 and it is confirmed that the blowout temperature T is lower than the minimum temperature Te1, the flag FC is set to 1,
The cooling only control mode is selected. In addition, the above step S
When it is determined to be YES in 57 and it is confirmed that the blowout temperature T is higher than the maximum heatable temperature Two set according to the temperature of the engine cooling water supplied to the heating heat exchanger 14, The flag FH is set to 1, and the heating only control mode is selected.

Next, in step S60, it is determined whether or not the above-mentioned flag LOOP indicating the control at the first time is set to 1, and if YES is determined,
In step S61, the calculated value F3 of the comfort level index
Then, the deviation from the target comfort index Ftset is calculated, the value is stored, and the flag LOOP is set to 0. In step S62, the calculated value of the blowout temperature T is set as the blowout temperature control value TO, and the set value of the blowout air volume V, that is, the minimum airflow rate Vmin is set as the blowout air volume control value VA.
To be stored.

If NO in step S60 and it is confirmed that the control is not the initial control, the comfort index F in the previous control is determined in step S63.
Deviation between the calculated value of 3 and the target comfort index Ftset | F3-F
From tset | n-1, comfort index F3 at the time of this control
Between the calculated value of F and the target comfort index Ftset | F3-Fts
It is determined whether the value obtained by subtracting et | n is a positive value.

Then, in step S63, it is determined NO, the calculated value of the comfort index F3 and the target comfort index Fts.
When it is confirmed that the deviation from et is in a decreasing tendency, the stored value of the deviation F3-Ftset is updated in step S64, and the calculated value of the blowout temperature T at the current control time and the stored value of the deviation F3-Ftset are updated in step S65. The set value of the blown air volume V is stored as the blown air temperature control value TO and the blown air volume control value VA.

Next, in step S66, the set value of the blown air volume V is increased by a predetermined amount ΔV, and in step S67, the increased blown air volume V is changed to the blower 1
It is determined whether or not it is larger than the maximum blown air volume Vmax of 1. If the result of this determination is NO, by returning to step S53 and repeating the above control,
Within the range of the air conditioning capacity of the air conditioner A, a control that minimizes the deviation between the optimum combination of the outlet temperature control value TO and the outlet air volume control value VA, that is, the calculated value of the comfort index F3 and the target comfort index Ftset. The combination of the values To and VA will be selected.

That is, the vehicle heat load equation curves QF and QR for setting the vehicle interior temperature Tr to the target temperature Ttrg,
When the air-conditioning capacity of the air conditioner A is balanced, the combination of the air-conditioning air outlet temperature and the outlet air amount for which F3 = Ftset on the curves QF and QR is selected, so that the comfort level of the occupant is improved. Control for maintaining the vehicle interior temperature at the optimum value while maintaining the appropriate state is executed.

If it is determined YES in step S67, the flag F is determined in step S68.
If it is determined whether or not C is set to 1 and it is determined to be YES and the cooling only control mode is selected, in step S69, the blow-out temperature control value To is set to the air conditioner A. Minimum temperature Te1 that can be set by
And the blown air volume control value VA is set to
1 is set to the maximum air volume Vmax that can be sent. As a result, the air conditioner A enters the cooling only operation state in which the cooling capacity is maximized.

If NO in step S68, it is determined in step S70 whether the flag FH is set to 1. If YES, the heating only control mode is selected. If it is confirmed that the blowout temperature control value To is
Is set to the maximum temperature Two that can be set by the air conditioner A, and the blown air volume control value VA is set to the maximum air volume Vmax that can be blown by the blower 11. As a result, the air conditioner A enters the heating only operation state in which the heating capacity is maximized.

-Calculation of Comfort Index F3- In the processing operation of calculating the control values of the blowout temperature and the blown air volume, the processing operation of step S59 of calculating the comfort index F3 will be described in more detail with reference to the flowchart of FIG. explain.

When the control operation is started, first in step S81, it is determined whether or not the vehicle heat load Qsat in the stable heat load state when the outside air is introduced is larger than 200 kcal. If YES is determined, In step S82, the value of the coefficient α is set to 1.

If NO in step S81, it is determined in step S83 whether the vehicle heat load Qsat in the stable heat load state is smaller than -200 kcal, and if YES is determined. Sets the value of the coefficient α to 0 in step S84. Further, it is determined to be NO in steps S81 and S83, and the vehicle heat load Qsat in the stable heat load state is -200 to 200 kc.
If it is confirmed that it is within the range of al, the value of the coefficient α is read from the graph of FIG. 5 in step S85.

Then, in step S86, the comfort index F3 is calculated. That is, by substituting the blowout air volume V of the air conditioning air in the current air conditioning control state, the blowout temperature T, the passenger compartment temperature Tr, the outside air temperature Ta, the target comfort index Ftset and the value of the coefficient α into the above characteristic equation, The comfort index F3 is calculated.

-Inside / Outside Air Control- The inside / outside air control operation executed in step S6 of the basic control routine will be described in detail with reference to the flowcharts of FIGS. 17 and 18.

When the above control operation is started, first in step S91, it is determined whether or not the auto switch 23a is set to the automatic control mode (AUTO). If NO is determined, in step S92, the blowout is performed. It is determined whether the mode changeover switch 23d is set to the outside air introduction mode (FRE).

If YES in step S92, in step S93, the switching damper 4 fully closes the inside air introduction port 3 and the outside air introduction port 2 is fully opened. FRE). Further, if NO in step S92, in step S94, the inside air introduction port 2 is fully closed by the switching damper 4 and the inside air introduction port 3 is fully opened, and the inside air introduction control state (REC) is performed. And

If it is determined to be YES in step S91, it is determined in step S95 whether the air conditioning control mode is set to the maximum cooling state (MAXCOOL), and if it is determined to be YES. Moves to step S94 and the inside air introduction control state (RE
C).

If NO in step S95, it is determined in step S96 whether the vehicle heat load QF when introducing the outside air is positive. If the result of this determination is NO and it is confirmed that the vehicle is in a heating state, the above-mentioned step S9
Then, the process proceeds to 3 and the outside air introduction control state (FRE) is set.

When it is determined YES in step S96 and it is confirmed that the vehicle is in the cooling state, it is determined in step S97 whether or not the first control is being executed, and it is determined YES. In this case, step S98
In step S99, after setting the outlet temperature Te of the cooling heat exchanger 12 to the minimum temperature Te1, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX). If the determination is YES, the process proceeds to step S94 and the inside air introduction control state (REC) is set.

If it is determined NO in step S99 and it is confirmed that the vehicle heat load QF is within the cooling capacity frame in the inside / outside air introduction control state (MIX), the inside / outside air is determined in step S100. It is set to the introduction control state (MIX).

If it is determined NO in step S97 and it is confirmed that the initial control is not being executed, it is determined in step S101 whether the previous control state was the inside air introduction control state (REC). judge. If the determination result is YES, step S102.
In the inside / outside air introduction control state (MIX), the outlet temperature predicted value Tmixmax at the maximum cooling capacity is calculated, and then the outlet temperature predicted value Tmixmax at the maximum cooling capacity is calculated at the outlet of the cooling heat exchanger 12 in step S103. Temperature Te
Set as

Next, in step S104, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX), and if YES is determined, the process proceeds to step S94. Then, the inside air introduction control state (REC) is set. In addition, the above step S10
If NO is determined in step 4, it is determined in step S105 whether or not the air-conditioning air outlet temperature control value T0 is higher than the outlet temperature predicted value Tmixmax at the time of maximum cooling capacity (MIXMAX) by 3 ° C. Whether it is YES
If it is determined that the above, the process proceeds to step S100. If NO in step S105, the process proceeds to step S94.

It is determined to be NO in the above step S101,
When it is confirmed that the previous control state is not the inside air introduction control state (REC), in step S106,
It is determined whether or not the previous control state was the inside / outside air introduction control state (MIX). If the result of this determination is NO, in step S107, the outlet temperature predicted value T at the maximum cooling capacity in the outside air introduction control state (FRE) is reached.
After calculating fremax based on the following formula, Tfremax = KFM1. (Ta + KFM3) + KFM2 In step S108, the above-mentioned blown air temperature predicted value Tfrem
The ax is set as the outlet temperature Te of the cooling heat exchanger 12. In the above equation, KFM1 to KFM3 are coefficients and constants previously obtained by experiments.

Then, in step S109, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the outside air introduction control state (FRE). If YES is determined, the process proceeds to step S100. To the inside / outside air introduction control state (MIX). In addition, the above step S1
If NO is determined in 09, the process proceeds to step S93 and the outside air introduction control state (FRE) is set.

Further, if YES is determined in the above step S106, the previous control state is the inside / outside air introduction control state (MI
X) is confirmed, step S11
At 0, the predicted outlet temperature value Tmixmax at the maximum cooling capacity in the inside / outside air introduction control state (MIX) is calculated, and then at step S111, the predicted outlet temperature value T is calculated.
Mixmax is set as the outlet temperature Te of the cooling heat exchanger 12.

Then, in step S112, it is determined whether or not the vehicle heat load QF is outside the cooling capacity frame in the inside / outside air introduction control state (MIX), and if the determination is YES, the process proceeds to step S94. Then, the inside air introduction control state (REC) is set. In addition, the above step S11
If NO is determined in 2, the process proceeds to step S100 and the inside / outside air introduction control state (MIX) is set.

Further, in step S112, it is determined to be NO, and the vehicle heat load QF is in the inside / outside air introduction control state (MI
If it is confirmed that it is within the cooling capacity frame in X), in step S113, the outlet temperature prediction value T at the maximum cooling capacity in the outside air introduction control state (FRE) is obtained.
After calculating fremax, in step S114, it is determined whether or not the blowout temperature control value To of the air conditioning air is larger than the blowout temperature predicted value Tfremax. If the result of this determination is YES, the process moves to step S93 and the outside air introduction control state (FRE) is entered. If NO in step S114, step S114
The process proceeds to 100 and the inside / outside air introduction control state (MIX) is set.

In this way, the auto switch 23a is
The inside / outside air control that is suitable for the set state and the switching state of the blowout mode changeover switch 23d is performed, and the air conditioning control that is suitable for the cooling capacity of the air conditioner A is executed. That is, when it is confirmed that the blowout temperature control value To of the air conditioning air has reached a temperature that can be achieved in the outside air introduction control state or the inside / outside air introduction control state, the outside air is introduced from the inside air introduction control state. After the air introduction control state is automatically changed to the outside air introduction control state, the passenger compartment is sufficiently ventilated without impairing the occupant's comfort.

-Blowout Temperature and Air Volume Control- The control operation of the outlet temperature T and the air volume V executed in step S7 of the basic control routine will be described in detail with reference to the flowchart of FIG.

When the control operation is started, first, in step S121, the blow-out temperature control value TO and the blow-out air volume control value VA are input, and then in step S122, the START flag indicating that the vehicle is starting is set to 1. It is determined whether or not it is set.

If it is determined YES in step S122, the vehicle heat load Q is determined in step S123.
Is negative. If the determination result is YES and it is confirmed that the vehicle is in the heating operation state, the warm-up flag is set to 1 in step S124, and then the comfort index F5 during warm-up is set in step S125. , FWUP is used to control the blowout temperature and blowout amount of the air conditioning air, and warm-up control is performed to quickly warm the passenger compartment during riding in cold weather.

When it is determined NO in step S123 and it is confirmed that the vehicle is in the cooling operation state, the cool down flag is set to 1 in step S126, and then the cool down is performed in step S127. Based on the comfort factors F1 and F2S at the time of control, the blowout temperature and the blown air amount of the air-conditioning air are controlled, and cooldown control is performed to quickly cool the passenger compartment when riding in hot weather.

If it is determined NO in step S122 and it is confirmed that the vehicle is not in the activated state, it is determined in step S128 whether the warm-up flag is set to 1 and YES. If it is determined that the above, the process proceeds to step S125. If NO in step S128, it is determined in step S129 whether or not the cooldown flag is set to 1, and if YES, the process proceeds to step S127.

In step S129, it is determined to be NO,
When it is confirmed that the current control state is neither the warm-up control state nor the cool-down control state, in step S130, the blowing temperature and the blowing amount of the air conditioning air are controlled based on the comfort index F3. Perform normal control.

-Cooldown Control-The operation of the cooldown control executed in step S127 in the processing operation of the blowout temperature and air volume control is described as an example of the startup control.
A description will be given based on the flowchart of FIG.

When the above control operation is started, it is first determined in step S131 whether or not the START flag indicating that the vehicle is being started is set to 1, and if YES is determined, step S132.
In, the comfort index of the upper body at the time of boarding, that is, the comfort index F2S before the execution of the cooling control is calculated based on the following formula.

F2S = K2S1 * V + K102 * TO + K103
-Tr + K104-Ta + K105-Ts + K106 The above K2S1 to K106 are coefficients and constants relating to the upper body of the occupant, K2S1 is the coefficient K101 of the above characteristic equation with the opposite sign, and the other coefficients K102 to K106 are
It is the same as the coefficient and the constant in the above characteristic equation. When calculating the comfort index F2S before the start of the cooling control,
The value of the blown air volume V is set to 0, and the outlet temperature Te of the cooling heat exchanger 14 is substituted as the value of the blown air temperature TO.

Next, in step S133, it is determined whether or not the calculated value of the comfort index F2S is a preset determination value, for example, 7 or more. If the determination is YES, it is for air conditioning at the time of boarding. Since it is considered that the air blowing temperature is considerably high, in step S134, the air blowing air amount VMC of the air conditioning air is suppressed to the minimum air amount Vmin.

If it is determined NO in step S131 and it is confirmed that the START flag has become 0, it is determined in step S135 whether or not the air volume is currently being raised, that is, the minimum air volume. Based on the flag, it is determined whether or not the air volume rising control for gradually increasing the blown air volume V of the air conditioning air to the normal state from the state of being suppressed to Vmin.

If NO in step S135, a flag 10S indicating that a preset reference time (for example, 10 seconds) has elapsed from the starting time is set to 1 in step S136. It is determined whether or not there is. Then, in step S136, NO
If it is determined that, in step S137, the comfort index of the upper body during the cool down control, that is, the comfort index F1 after the cooling control is executed is calculated based on the following formula.

F1 = K101-V + K102-TO + K103
-FTR + K104-TA + K105-TS + K106 Next, in step S138, the above-mentioned step S13.
It is determined whether the calculated value of the comfort index F1 after the execution of the cooling control obtained in 5 is smaller than the calculated value of the comfort index F2S before the execution of the cooling control obtained in step S132, and it is determined as NO. If step S
In step 134, the blowing air volume V of the air conditioning air is changed to the minimum air volume V
Keep at min.

When it is determined YES in step S138 and it is confirmed that the calculated value of the comfort index F1 after the execution of the cooling control is smaller than the calculated value of the comfort index F2S before the execution of the cooling control. Then, step S
In 139, the air volume rising control is started and a flag indicating that the air volume rising control is being executed is set to 1. Then, in step S140, the air volume rising speed ΔV is calculated based on the following equation.

ΔV (V / s) = 1 / (KVD2 −KVD1
| F2S-Ftset |) The above KVD2 and KVD1 are preset coefficients and constants. For example, the coefficient KVD1 is set to a value of about 11.2, and the constant KVD2 is set to a value of about 1.3. There is. Then, based on the above equation, the air volume rising speed ΔV is the calculated value of the comfort index F2S before the execution of the cooling control,
It is calculated based on the deviation | F2S-Ftset | from the target comfort index Ftset, and the larger the deviation | F2S-Ftset |
The value of the air volume rising speed ΔV is set to a large value.

Next, in step S141, it is determined whether or not the air volume rising speed ΔV is larger than a preset reference value β, and if YES is determined,
In step S142, after rewriting the value of the air flow rate of rise ΔV to the reference value β, the above step S134.
Move to If NO in step S141, the flow returns to the step S134 without rewriting the air volume rising speed ΔV.

When the start-up of the air volume is started, YES is determined in the step S135, and in step S143, the blown air volume V during the cool down control is increased by a preset increase amount ΔV. Then, step S1
At 44, the increased blown air volume V is the blown air volume during the normal control, that is, the blown air volume control value V calculated in the above-described blown air temperature and blown air volume calculation control.
It is determined whether or not it is larger than A.

Then, the control for gradually increasing the blown air volume V is repeatedly performed until the determination result of the step S144 becomes YES, and when the determination result becomes YES, the cool down is performed at the step S145. The flag is set to 0 and the cool down control is ended.

If it is determined to be NO in step S132 and it is confirmed that the calculated value of the comfort index F2S is less than 7, the blowing temperature of the air conditioning air at the time of boarding is relatively low. Therefore, the flow proceeds to step S139 to start the air volume rising control without executing the suppression control for maintaining the blown air volume V at the minimum air volume Vmin.

If YES is determined in step S136 and it is confirmed that the preset reference time has elapsed, the above-mentioned step S136
Without calculating the comfort index F1 in 137 and comparing the comfort index F1 with the comfort index F2S in step S138, the flow proceeds to step S139 to start the air volume rising control.

-Control of the Present Invention- Here, the control operation corresponding to the failure of the room temperature sensor 24 will be described with reference to the flowchart of FIG.

When the control operation is started, first, in step S201, the data (detection value) from each of the sensors 24 to 29 is input, and then in step S202, it is determined whether the control operation is the first control operation of the air conditioner A. To do. Then, when the determination is YES, the process proceeds to step S203, while when the determination is NO, the process proceeds to step S212.

In step S203, the room temperature sensor 2
It is determined whether or not 4 is out of order. Specifically, if the voltage of the output value of the room temperature sensor 24 is 0V or 5V, it is determined that there is a failure. Then, when the determination is YES, the process proceeds to step S205, while when the determination is NO, the process proceeds to step S204, and in this step S204, the detection value Tr of the room temperature sensor 24 is set to a fixed value of Tr = 25 ° C., and then the above step is performed. The process proceeds to S205, the vehicle heat load Q is calculated, and the process proceeds to step S206.

In step S206, it is determined whether the calculated vehicle heat load Q is larger than a predetermined value Qref (Q> Qref). When the determination is YES, the process moves to step S207 and the cool down control is initialized. On the other hand, when the determination is NO, step S208
Move on to the initial setting of warm-up control.

On the other hand, in step S212, as in step S203, it is determined whether the room temperature sensor 24 is out of order. Then, when the determination is YES, the process proceeds to step S213. On the other hand, when the determination is NO, the process proceeds to step S215.

In step S213, it is determined whether or not normal control is in progress. Then, if the determination is YES, the process proceeds to step S214, where the room temperature sensor 24
The detection value immediately before the failure of is set as the detection value Tr of the room temperature sensor 24. On the other hand, when the determination is NO, step S216
Then, as in step S204, the detection value Tr of the room temperature sensor 24 is set to a fixed value Tr = 25 ° C. Then, in step S215, each detected value Tr
Based on the above, the blow-out temperature T and the blow-out air volume V under normal control
Calculate s. After that, the routine goes to the subsequent Step S209.

In step S209, it is determined whether or not the current blown air volume V is equal to or more than the blown air volume Vs under the normal control (V ≧ Vs). Then, when the determination is YES, the process proceeds to step S210, and the normal control is started here. On the other hand, when the determination is NO, step S21
Move to 1 and perform warm-up control or cool-down control.

In the above control operation, step S20
3 and S212 constitute the failure determination means 44 in the present invention. Further, step S214 constitutes the first detection value substitution means 45 in the present invention. further,
Steps S204 and S216 are the second step in the present invention.
The detection value substitution means 46 is configured.

Therefore, according to the present embodiment, when it is determined that the room temperature sensor 24 has failed during the normal control of the air conditioner A (for example, when the failure occurs at the time t1 in FIG. 6), the room temperature is above the room temperature. The detection value immediately before the failure of the sensor 24 is set as the detection value Tr of the room temperature sensor 24. At this time, the air conditioner A is in a steady operation state, the environmental condition inside the vehicle compartment and the operating condition of the air conditioner A are stable, and do not change significantly. Therefore, based on the detected value immediately before the failure, it becomes possible to perform stable air conditioning control even after the failure, and it is possible to avoid deterioration of the air conditioning performance due to the failure of the room temperature sensor 24.

On the other hand, when it is determined that the room temperature sensor 24 has failed during the startup control of the air conditioner A (for example, t in FIG. 7).
When a failure occurs at time 3), unlike the case of normal control, a preset fixed value (25 in this embodiment) is set.
C) is set as the detection value Tr of the room temperature sensor 24, and the blown air volume V in normal control is calculated based on this fixed value. As a result, the behavior of the blown air volume V in the normal control converges to the air volume stable state earlier than in the normal state shown by the solid line in FIG. 7 as indicated by the broken line in FIG. 7, so that the transition condition is Vc ≧ Vs. The point (point indicated by t4 in the figure) can also be reached earlier than the normal point indicated by t2 in the figure, and normal control can be performed earlier to perform air conditioning control.
If the control is continued during the startup control based on the value immediately before the failure determination as in the case of the normal control, as shown by the broken line in FIG. Continues to increase, and the blowout air volume V under normal control is also maintained at a high level.

In the first embodiment, the same fixed value is set for the cool-down control and the warm-up control, but different fixed values should be set for each control. You may In particular, a fixed value (for example, 25
In the case of performing the control based on (° C.), etc., when the room temperature sensor fails during the cool down control, a fixed value lower than the fixed value in the normal control (for example, 2
On the other hand, when the room temperature sensor failure is judged during the warm-up control while the control is performed using 0 ° C.), a fixed value (for example, 3) which is higher than the fixed value in the normal control is used.
If the control is performed by using (0 ° C.), it is possible to shift to the normal control earlier.

Further, in the first embodiment, the start-up control is performed as the cool-down control and the warm-up control by the blowing air volume of the air-conditioning air, but it is performed as the blow-out temperature control, the outlet selection control, and the like. May be

Furthermore, in the first embodiment, the room temperature sensor 2 is used.
Although it has been described as the countermeasure against the failure of No. 4, it can be applied to the case of another detecting means such as the duct sensor 27 and the water temperature sensor 28.

(Second Embodiment) A vehicle air conditioning control device according to a second embodiment of the present invention will be described. Since the basic configuration of the vehicle air conditioning control device of the present embodiment is the same as that of the first embodiment, the same parts are designated by the same reference numerals and the description thereof will be omitted.

In the first embodiment described above, the control is shifted based on the blown air volume V. Instead of this, in the present embodiment, the duct heat sensor 27 is used by the duct sensor 27 during the cool down control. The air outlet temperature Te is detected, and when the detected value becomes smaller than a predetermined value (for example, 5 ° C.), the control is shifted to the normal control, while at the time of warm-up control, the water temperature sensor 28 uses the heat exchange for heating. Temperature Tw of engine cooling water that is passed through the device 14
Is detected, and when the detected value becomes larger than a predetermined value (for example, 70 ° C.), the control is shifted to the normal control.

Then, in the normal control state in which each of the heat exchangers 12 and 14 can sufficiently exert its function, the duct sensor 27
Alternatively, when it is determined that the water temperature sensor 28 has failed, the control is performed based on the value immediately before the failure determination as in the case of the failure determination of the room temperature sensor 24 in the first embodiment, but the duct sensor 27 fails during the cool down control. When the determination is made, the cooling heat exchanger 12 is set to perform control based on a fixed value (for example, 0 ° C.) that is determined to exhibit sufficient capacity, and the control is shifted to normal control. On the other hand, when it is determined that the water temperature sensor 28 has failed during the warm-up control, control is performed based on a fixed value (for example, 90 ° C.) at which it is determined that the heating heat exchanger 14 is exhibiting sufficient capacity. Set to and shift to normal control.

Therefore, according to the present embodiment, it is possible to avoid a situation in which the cool-down control or the warm-up control is continued forever due to a failure of the duct sensor 27 or the water temperature sensor 28 and an excessive amount of air conditioning air is blown out. be able to.

[0147]

As described above, according to the first aspect of the invention, the cooling section for cooling the air and the heating section for heating the air are provided, and the cooling air and the heating from the cooling section are provided. At least one of an air conditioner that blows out air-conditioning air, which is a mixture of warm air from a vehicle section, into a vehicle compartment from a selected outlet of the plurality of outlets, an environmental condition of the vehicle interior, and an operating state of the air conditioner. The air conditioner is in a non-steady operation state, and includes a detection means for detecting one of the two, and a control means for controlling the air conditioning means so that the temperature in the vehicle compartment approaches the target temperature based on the detection value of the detection means. At the time of start-up, the vehicle air-conditioning control device that performs start-up control different from the normal control before shifting to the normal control performed when the air-conditioner is in a steady operation state is used by the control means to determine a failure of the detection means. Failure determination means When it is determined that the detection means has failed during the normal control, it is determined that the first detection value substitution means that uses the detection value immediately before the failure as the detection value of the detection means and the detection means during the startup control. At this time, since the second detection value substitution means for setting the preset fixed value as the detection value of the detection means is provided, the normal control in which the environmental condition in the vehicle interior and the operating condition of the air conditioning means are both stable Sometimes, based on the detection value immediately before the failure, it becomes possible to control the air conditioning in accordance with the actual state, and it is possible to avoid the deterioration of the air conditioning performance due to the failure of the detection means, while the unstable state of each of the above states. Based on a fixed value during startup control, it is possible to perform air conditioning control that is not affected by changes in the state. Despite the malfunction of the detection means, the startup control is switched to the normal control while avoiding deterioration of air conditioning. Can Kill.

According to the second aspect of the present invention, the control means at the time of the start control is selected as the control of the blowing amount of the air conditioning air, the control of the blowing temperature of the air conditioning air, and the blowout port from which the air conditioning air is blown. Since at least one of the controls to be performed is configured to be different from the normal control, the above-mentioned claim 1
The effect according to the invention of (1) can be specifically obtained.

According to the invention of claim 3, the control means at the time of the start control is controlled so that the rate of change of the blown air volume with time becomes larger than that at the time of the normal control, and in the invention of claim 4, Since the cooling / heating air is controlled so that the mixing ratio is fixed, and in the invention of claim 5, the air-conditioning air is controlled to be blown out only from the blowout port at the predetermined position. According to any of the inventions of claims 3 to 5, the effect of the invention of claim 2 can be concretely obtained.

According to the sixth aspect of the invention, the control means at the time of the start control determines the increasing gradient of the blown air volume based on the detection value detected by the detection means, and increases it from the preset minimum air volume. The air volume is gradually increased according to the gradient,
Since it is configured to shift to the normal control when the amount of air blown during the normal control is reached, the passenger compartment temperature is controlled while suppressing the occupant's discomfort caused by a large amount of insufficiently air-conditioned air being blown out from the air outlet. You can get closer to the target value, so
The effect of the invention of claim 2 can be obtained specifically and effectively.

According to the invention of claim 7, it has a cooling part for cooling the air and a heating part for heating the air, and cool air from the cooling part and warm air from the heating part are mixed. An air-conditioning unit that blows out the air-conditioning air into the vehicle compartment from a selected outlet of the plurality of outlets, and a detection unit that detects at least one of the environmental condition of the vehicle interior and the operating state of the air-conditioning unit, Based on the detection value of this detection means, the air conditioning means is provided with a control means for controlling the air conditioning means so that the temperature in the vehicle interior approaches the target temperature, and the air conditioning means is in a steady state at the time of startup. For the vehicular air-conditioning control device that performs start-up control different from the normal control before shifting to the normal control performed in the operating state, the control means includes failure determination means for determining failure of the detection means, and During normal control When it is determined that the output means has failed, it is determined that the first detection value substitution means that uses a preset first fixed value as the detection value of the detection means and the detection means during the startup control have failed. At this time, a second detection value substitution means for setting a second fixed value preset to a value for shifting the start control to the normal control earlier than the first fixed value as a detection value of the detection means is provided. Therefore, by properly setting the first fixed value, it is possible to perform normal control that does not give a large discomfort to the occupants in both cases of cooling and heating, and to greatly improve the air conditioning performance due to the failure of the detection means. On the other hand, it is possible to avoid such deterioration, and at the time of startup control, it is possible to make the transition to the normal control relatively early despite the failure of the detection means.

According to the eighth aspect of the present invention, the first detection value substitution means uses the first fixed value as the detection value of the detection means when it is determined that the detection means has failed during normal control. In addition, since the first fixed value is replaced with the second fixed value when the control means shifts from the start control to the normal control, when the detection means fails during the start control and then shifts to the normal control. , Based on the first fixed value,
It is possible to perform normal control in a state that is close to the actual state, and it is possible to avoid a significant deterioration in air conditioning performance due to a failure of the detection means.

In the ninth aspect of the invention, when the detecting means detects the vehicle interior temperature, the second fixed value is on the same side of the vehicle interior temperature as the first fixed value, and In order to set the value farther from the vehicle interior temperature than the first fixed value, and in the invention of claim 10, when the detection means detects the air outlet temperature of the cooling section of the air conditioning means, The value is set to a value lower than the first fixed value, and in the invention of claim 11, when the detection means detects the heat source temperature of the heating unit of the air conditioning means, the first
Since it is set to a value higher than the fixed value, the effect of the invention of claim 7 can be obtained concretely by any of the inventions of claims 9-11.

According to the twelfth aspect of the present invention, there is provided the outdoor state detecting means for detecting the environmental state outside the vehicle compartment, and the control means is based on the detected value of the detecting means and the detected value of the outdoor state detecting means. When controlling the air conditioner,
When the control means determines that the outdoor failure determination means determines a failure of the outdoor status detection means and the outdoor status detection means fails, a preset outdoor fixed value is set to the outdoor status detection means. Since the outdoor detection value substitute means for setting the detection value of 1 is provided, it is possible to avoid the deterioration of the air conditioning performance due to the failure of the detection means regardless of the failure of the outdoor state detection means.

According to the thirteenth aspect of the present invention, the outdoor condition detecting means is at least one of detecting the vehicle exterior temperature and detecting the amount of solar radiation. Therefore, the effect of the invention of the twelfth aspect is achieved. It can be obtained specifically.

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle air conditioning control device according to the present invention.

FIG. 2 is an overall configuration diagram showing a vehicle air conditioning control device according to a first embodiment of the present invention.

FIG. 3 is an electric circuit diagram showing a vehicle air conditioning control device.

FIG. 4 is a block diagram showing a control system of a vehicle air conditioning control device.

[Fig. 5] Coefficient α for comfort index calculation and vehicle heat load Qset
It is a characteristic view which shows the corresponding relationship with.

FIG. 6 is a timing chart showing changes in the blown air volume V in normal control in relation to the vehicle compartment temperature Tr.

FIG. 7 is a time chart diagram showing changes in the blown air volume V in normal control and startup control in association with room temperature sensor failure determination.

FIG. 8 is a flowchart showing a basic control operation in the control unit.

FIG. 9 is a flowchart showing a calculation processing operation of a target comfort index Ftset in the basic control operations.

FIG. 10 is a characteristic diagram showing a correspondence relationship between a control target room temperature Tset and a comfort index Ftset.

FIG. 11 is a target temperature Ttrg in the basic control operation.
It is a flowchart figure which shows the arithmetic processing operation of.

FIG. 12 is a characteristic diagram showing a relationship between a vehicle heat load Qset and a comfort index Ftset, and an air-conditioning air outlet temperature T and an outlet air volume V.

FIG. 13 is a flowchart showing a vehicle thermal load Q calculation operation of the target temperature Ttrg calculation processing operation.

FIG. 14 is a flow chart diagram showing a first half part of a calculation processing operation of a blowout temperature and a blown air volume in the basic control operation.

FIG. 15 is a flowchart showing the latter half of the calculation processing operation of the blown air temperature and the blown air amount.

FIG. 16 is a flowchart showing a calculation processing operation of a comfort index F3 among the calculation processing operations of the blowing temperature and the blowing air amount.

FIG. 17 is a flowchart showing the first half of the internal / external air control processing operation of the basic control operations.

FIG. 18 is a flowchart showing the latter half of the processing operation of inside / outside air control.

FIG. 19 is a flowchart showing a processing operation of blowout temperature and blown air volume control in the basic control operation.

FIG. 20 is a flow chart diagram showing the processing operation of the cool-down control of the processing operations of the blowout temperature and the blown air volume control.

FIG. 21 is a flowchart showing a control operation for countermeasures against failure of the room temperature sensor.

[Explanation of symbols]

 5 Vent blowout port (blowout port) 6 Foot blowout port (blowout port) 7 Defroster blowout port (blowout port) 12 Cooling heat exchanger (cooling part) 14 Heating heat exchanger (heating part) 22 Control part (control means) ) 24 room temperature sensor (detection means) 25 outside air temperature sensor (outdoor state detection means) 26 solar radiation sensor (outdoor state detection means) 27 duct sensor (detection means) 28 water temperature sensor (detection means) 44 failure determination means 45 first detection value Substitution means 46 Second detection value substitution means 47 Outdoor failure determination means 48 Outdoor detection value substitution means A Air conditioner (air conditioning means) Tr Vehicle interior temperature Tset Control target room temperature V Blowoff air volume T Blowout temperature

Claims (13)

[Claims] 1. A plurality of air-conditioning air having a cooling unit for cooling air and a heating unit for heating air, in which cold air from the cooling unit and warm air from the heating unit are mixed. The air-conditioning unit that blows out from the selected outlet of the air outlets into the vehicle compartment, the detection unit that detects at least one of the environmental condition of the vehicle interior and the operating state of the air-conditioning unit, and the detection value of the detection unit. Based on the above, the control means controls the air conditioning means so that the temperature in the vehicle interior approaches the control target room temperature, and when the air conditioning means is in a non-steady operation state, it is performed when the air conditioning means is in a steady operation state. A vehicular air-conditioning control device for performing start-up control different from the normal control before shifting to the normal control, wherein the control means includes failure determination means for determining a failure of the detection means, and detection means during the normal control. Is out of order When it is determined that the first detection value substitute means that uses the detection value immediately before the failure as the detection value of the detection means, and a preset fixed value when it is determined that the detection means has failed during the startup control. And a second detection value substitution means having the detection value of the detection means as a detection value. 2. The vehicular air-conditioning control device according to claim 1, wherein the control means at the time of start-up control is a control of a blowing air amount of the air-conditioning air, a control of a blowing temperature of the air-conditioning air, and a blowing of the air-conditioning air. At least one of the controls for selecting the outlet
An air conditioning control device for a vehicle, wherein the two controls are configured to be different from those during normal control. 3. The vehicle air conditioning control device according to claim 2, wherein the control means at the time of startup control is configured to control such that the change rate of the blown air volume over time becomes greater than that at the time of normal control. A vehicle air-conditioning control device characterized by the above. 4. The vehicle air-conditioning control device according to claim 2, wherein the control means at the time of start-up control is configured to control so that the mixing ratio of cold and warm air is fixed. Air conditioning control device. 5. The vehicle air-conditioning control device according to claim 2, wherein the control means at the time of start-up control is configured to control so that the air-conditioning air is blown out only from the air outlet at the predetermined position. A vehicle air-conditioning controller. 6. The vehicle air-conditioning control device according to claim 2, wherein the control means at the time of start-up control determines an increasing gradient of the blown air volume based on a detection value detected by the detection means, and sets a preset minimum value. An air conditioning control device for a vehicle, which is configured to gradually increase the air volume from the air volume in accordance with the increasing gradient, and to shift to the normal control when the blowing air volume during the normal control is reached. 7. A plurality of air-conditioning air, which has a cooling unit for cooling air and a heating unit for heating air, and is a mixture of cold air from the cooling unit and warm air from the heating unit. The air-conditioning unit that blows out from the selected outlet of the air outlets into the vehicle compartment, the detection unit that detects at least one of the environmental condition of the vehicle interior and the operating state of the air-conditioning unit, and the detection value of the detection unit. Based on the above, the control means controls the air conditioning means so that the temperature in the vehicle interior approaches the control target room temperature, and when the air conditioning means is in a non-steady operation state, it is performed when the air conditioning means is in a steady operation state. A vehicular air-conditioning control device for performing start-up control different from the normal control before shifting to the normal control, wherein the control means includes failure determination means for determining a failure of the detection means, and detection means during the normal control. Is out of order When it is determined that the first detection value substitute means that uses a preset first fixed value as the detection value of the detection means, and when it is determined that the detection means has failed during the startup control, For a vehicle characterized by having a second detection value substitution means which uses a second fixed value preset to a value for shifting the start control to the normal control earlier than the fixed value of 1. Air conditioning control device. 8. The vehicular air-conditioning control device according to claim 7, wherein the first detection value substitution means sets the first fixed value to the detection value of the detection means when it is determined that the detection means has failed during normal control. In addition to the above, the vehicle air-conditioning control device is configured so that the first fixed value is replaced with the second fixed value when the control means shifts from the start control to the normal control. 9. The vehicular air-conditioning control device according to claim 7, wherein the detection means detects the vehicle interior temperature, and the second fixed value is the same as the first fixed value with respect to the vehicle interior temperature. An air conditioning control device for a vehicle, which is on the side and is set to a value farther from a vehicle interior temperature than a first fixed value. 10. The vehicular air-conditioning control device according to claim 7, wherein the detecting means detects the air outlet temperature of the cooling part of the air-conditioning means, and the second fixed value is greater than the first fixed value. Is also set to a low value, a vehicle air-conditioning control device. 11. The vehicle air conditioning control device according to claim 7, wherein the detecting means detects a heat source temperature of a heating portion of the air conditioning means, and the second fixed value is higher than the first fixed value. A vehicle air-conditioning control device characterized by being set to a high value. 12. The vehicular air-conditioning control device according to claim 1, further comprising an outdoor state detecting means for detecting an environmental state outside the vehicle, wherein the control means includes a detection value of the detecting means and the outdoor state detecting means. Based on the detected value, the air conditioning means is controlled so that the temperature in the vehicle compartment approaches the control target room temperature. The control means includes failure determination means, first and second detected value substitution means, and An outdoor failure determination means for determining a failure of the outdoor state detection means, and when it is determined that the outdoor state detection means has failed,
An air conditioning control device for a vehicle, comprising: an outdoor detected value substitution unit that uses a preset outdoor fixed value as a detection value of the outdoor state detection unit. 13. The vehicular air conditioning control device according to claim 12, wherein the outdoor condition detecting means is at least one of a vehicle exterior temperature detecting device and a solar radiation amount detecting device. apparatus.