JPH10138732A - Air conditioning control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an occupant with a comfortable warm and cool feeling by using temperature detected by a temperature sensor on the side of higher correlation with a warm and cool feeling of the occupant as temperature in a car room out of two of the temperature sensors to detect air temperature of upper and lower parts of the car room in case when it is discriminated as in case of air conditioning transition. SOLUTION: Various kinds of doors 6, 11, 12a, 12b, an air blower 8, etc., are controlled to converge car room inside temperature to target temperature by inputting output signals of upper and lower part temperature sensors B, C, an outside air temperature season D, a temperature setter 16, etc., to a control unit 15 and computing necessary blowout temperature according to the input signals here. At this time, a difference between the upper and lower part temperature and the target temperature and a difference between the upper and lower temperature are computed, and when the differences are large, it can be judged as it is a primary transient time of air conditioning, and in a ventilation mode, correlation of temperature in a periphery of a heat part and a warm and cool feeling of an occupant becomes higher, and accordingly, temperature from the upper part temperature sensor B is specified as the car room inside temperature, and further airconditioning control is carried out accordingly.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air-conditioning control device for inputting environmental information including a vehicle interior temperature to a control unit, controlling an air-conditioning device according to a predetermined program, and controlling the temperature of the vehicle interior. .

[0002]

2. Description of the Related Art A conventional air conditioner control device for a vehicle generally has an indoor temperature sensor for detecting the temperature in a vehicle interior disposed in a dashboard.
In Japanese Unexamined Patent Publication No. 269646 and Japanese Utility Model Publication No. 57-14087, an indoor temperature sensor is provided upstream of an intake passage of an aspirator provided in a dashboard so that air in a vehicle cabin sucked by the aspirator is constantly monitored. It is disclosed that the room temperature is appropriately detected by flowing around an indoor temperature sensor, and the detection result is used for air conditioning control.

Japanese Patent Application Laid-Open No. 55-143345 discloses that the upper and lower temperatures of a passenger compartment are detected and input to a control unit, and the control unit detects the upper and lower temperatures according to a predetermined program. A vehicle air-conditioning control device is disclosed in which a representative room temperature is synthesized by varying the weighting of the vehicle according to the blowing mode, and the temperature of the vehicle interior is controlled by controlling the air-conditioning equipment based on the synthesized value. .

[0004]

However, in the configuration in which one temperature sensor is installed on the dashboard, the temperature near the dashboard (the temperature around the abdomen of the occupant) is maintained even if the temperature distribution in the vehicle compartment varies. Since the cabin temperature is represented, if the air conditioning equipment is controlled at this temperature, it is not necessarily possible to perform air conditioning control that matches the thermal sensation of the occupant not only during the initial transition of air conditioning but also in the steady state. Absent.

For example, considering a vent mode (upper blowing) at the time of cooling, in the transition of the initial stage of cooling, the vicinity of the head (position B in FIG. 1) and the abdomen (around the dashboard) of the passenger compartment are illustrated. 1 position A), around the leg (position C in FIG. 1)
Changes as shown in FIG. That is, the temperature around the head falls first, then the temperature around the abdomen falls fast, and the temperature around the legs falls most slowly.

In order to investigate the correlation between the temperature and the occupant's thermal sensation during such a transition, an evaluation value relating to the thermal sensation was measured from a large number of subjects, and this was used as a value between subjects for each blowing mode. Is normalized by Yi = (Xi−X′i) / σi, and evaluated by the correlation coefficient using the average value, as can be seen from the correlation coefficient (LH, MH) represented by the absolute value in FIG. The temperature around the head has the highest correlation with the thermal sensation of the occupant,
If the blown air has a low flow rate, the area around the leg is the next highest, and the area around the abdomen has the lowest correlation. If the air velocity is medium, the correlation decreases in the order of head, abdomen, and legs. In any case, the thermal sensation of the occupant has the highest correlation with the temperature around the head. In the equation used for normalization, Yi is X of subject i.
The normalized value of i, Xi is the evaluation value of the subject i, X'i is the average of the evaluation values of the subject i in each condition, and σi is the standard deviation of the evaluation value of the subject i in each condition.
Further, the correlation shown in FIG. 6 indicates a correlation for each blowing mode that is not related to cooling and heating.

Similarly, in the heating foot mode (lower blowing), as shown in FIG. 5, in the initial stage of heating, the temperature around the legs rises first, and then the temperature around the abdomen rises fast. The temperature around the head rises the slowest. In this case, the correlation with the thermal sensation of the occupant during the transition is, as can be seen from the experimental results in FIG. 6, the temperature around the legs is the highest, the temperature around the head is the next highest, and the temperature around the abdomen is high. Has the lowest correlation.

For this reason, when the temperature near the dashboard (the temperature around the abdomen) is used for control during the transition of air conditioning,
In other words, the control is performed at the temperature of the portion having the lowest correlation with the thermal sensation of the occupant, and the control is performed without regard to the thermal sensation of the occupant.

[0009] In an auto air conditioner in which the required blowing temperature for converging the cabin temperature to the target temperature is calculated from factors such as the cabin temperature, the outside temperature, and the target temperature, the higher the required blowing temperature, the higher the heating required. Since the demand is high, the blow mode is set to the foot mode, and as the demand decreases, control is performed to switch the blow mode to the bi-level mode and the vent mode (see FIG. 7). For this reason, it is normal to be in the vent mode in the initial stage of the cooling in the automatic air-conditioning control, and in the foot mode in the initial stage of the heating. However, in FIG. 5, the blowing mode is the bi-level mode, the differential foot mode, Temperature changes at respective points when the foot mode is set or when the blowing mode is set to the vent mode, the bi-level mode, or the differential foot mode at the beginning of heating are also shown.

After all, when summarizing these, as shown in FIG. 8, in the transient mode, the correlation between the temperature around the head and the thermal sensation of the occupant is most significant in the vent mode irrespective of cooling or heating. This indicates that in the foot mode, the temperature around the legs has the highest correlation with the thermal sensation of the occupant. Although the vent mode at the time of transition in FIG. 8 corresponds to LH in FIG. 6, even in the case of MH, only the order of the correlation between A and C is changed, and the temperature around the head becomes the temperature of the occupant. It remains the highest correlation with cold sensation. Also,
The foot mode during the transition corresponds to LL, but the order of correlation does not change even when expressed in ML.

[0011] Even if a sufficient time has elapsed since the start of air conditioning, taking cooling as an example, FIG.
As shown in (a), in a conventional air conditioner in which a temperature sensor is installed on a dashboard, the temperature detected by the temperature sensor is controlled so as to converge to a target temperature Tset as shown by a line A. If the mode is the vent mode, the temperature of the head is lower than the target temperature, and if the mode is the foot mode, the legs are too cold.

Similarly, even during heating, as shown in FIG. 9B, if the blowing mode is the vent mode, the temperature of the head becomes higher than the target temperature and the mode is the foot mode. If so, the legs will be too warm.

As described above, when the temperature is controlled by the temperature sensor A on the dashboard, it is shown that there is discomfort caused by the temperature of the head and legs deviating from the target temperature even in the steady state. I have.

On the other hand, in the latter prior art, the difference between the upper and lower temperatures of the cabin temperature is taken into consideration in that the temperatures of the upper and lower portions of the cabin are detected. The weighting is changed between the upper blow and the lower blow to form a combined signal, and the air conditioner is controlled based on the combined signal. It cannot be said that the temperature control that matches the cooling sensation is always performed.

That is, in the transient state, determining the room temperature by changing the weight for each blowing mode is based on the above conclusion (the upper temperature is highly correlated with the thermal sensation in the vent mode, and the lower temperature is higher in the foot mode). It is considered that the correlation between the temperature around the head and the thermal sensation of the occupant, regardless of the blowing mode, can be dealt with in the steady state, as shown in FIG. It has been confirmed that it will be the highest. That is, in the steady state, there remains a question as to whether it is possible to realize a temperature control that the occupant feels comfortable by changing the weight for each blowing mode and determining the room temperature.

Therefore, in the present invention, a new method different from the conventional vehicle interior temperature detection mode is required in order to perform the temperature control that the occupant feels comfortable both in the transition of the air conditioning and in the steady state. Therefore, an object of the present invention is to provide a vehicle air-conditioning control device capable of appropriately collecting indoor temperature information during a transitional state and a steady state, and giving a more comfortable thermal sensation to an occupant.

[0017]

SUMMARY OF THE INVENTION As described above, the inventor of the present invention has found that the correlation between the temperature around the head and the thermal sensation of the occupant is high regardless of cooling or heating in the vent mode during the transition of air conditioning. In the mode, the correlation between the temperature around the legs and the thermal sensation is high regardless of the air conditioning, and when the air conditioner is steady (the difference between the temperature around the head and the temperature around the legs, the temperature around the head and the target temperature, Difference, or a state in which the difference between the leg surrounding temperature and the target temperature is small), based on the finding that the correlation between the head surrounding temperature and the thermal sensation increases regardless of the blowing mode,
The present invention has been completed. In the bi-level mode, when the difference between the head surrounding temperature and the target temperature is smaller than the difference between the leg surrounding temperature and the target temperature, the present inventor has determined that the correlation between the leg surrounding temperature and the thermal sensation is low. The present invention has also been constructed based on the finding that the ratio is higher.

That is, the vehicle air-conditioning control device according to the present invention has a lower outlet for blowing air to the lower body of the occupant, and an upper outlet for blowing air to the upper body of the occupant. Into the control unit, adjusts the temperature of the blown air according to the environmental information according to a program given in advance, and supplies temperature-controlled air from the selected outlet to the cabin. A first temperature sensor for detecting the air temperature, a second temperature sensor for detecting the air temperature in the lower part of the passenger compartment, and whether the passenger compartment is in a condition that is assumed to be in a state of transient air conditioning or in a condition that is assumed to be in a steady state of air conditioning. An air-conditioning state judging means for judging the temperature, and a temperature of the first and second temperature sensors having a higher correlation with the occupant's thermal sensation when the judgment is made that the air conditioning is in transition. For sensors Therefore, temperature information using the detected temperature as the vehicle interior temperature, and using the temperature detected by the first temperature sensor as the vehicle interior temperature when the determination unit determines that the air conditioning is in a steady state. Switching means (claim 1).

A control method realized by such a control device includes a step of discriminating whether the vehicle compartment is in a condition considered to be in a state of transient air conditioning or a condition considered to be in a condition of steady air conditioning. Using the temperature detected by the one of the first and second temperature sensors having a higher correlation with the thermal sensation of the occupant as the vehicle interior temperature when it is determined that the air conditioning is in transition. And a step of using the temperature detected by the first temperature sensor as the vehicle interior temperature when it is determined that the air conditioning is in a steady state in the determination step. A determination is made as to whether the room is in a condition considered to be during air conditioning transition or a condition considered to be in air conditioning steady state. When it is determined that the room is in air conditioning transition, the first and second temperatures are determined. The temperature detected by the temperature sensor having a higher correlation with the thermal sensation of the occupant of the sensor is input, and when it is determined that the air conditioning is in a steady state, the temperature detected by the first temperature sensor is determined. This is realized by providing a computer with a medium in which a program to be input as the vehicle interior temperature is stored.

Therefore, during air conditioning transition, the first
And a temperature signal detected by the temperature sensor having a higher correlation with the thermal sensation of the occupant of the second temperature sensor is input to the control unit, and the temperature of the blown air is adjusted by a predetermined program. The temperature-controlled air is supplied to the passenger compartment from the selected outlet.

When the difference between the temperatures detected by the first temperature sensor and the second temperature sensor is equal to or greater than a predetermined value, the air-conditioning state determination means determines that the temperature is in a transition to a temperature control state, and Even if it is considered that the air conditioning is in the steady state when the air conditioner is small (claim 2), if the rate of change of the temperature detected by the first temperature sensor or the second temperature sensor is equal to or more than a predetermined value, the air conditioner is in the transient state. Even if it is considered that the air conditioner is in a steady state when the air conditioning is smaller than the predetermined value (claim 3), a period from when the temperature control is started to when a predetermined time elapses is considered as the air conditioning transition, After the lapse of a predetermined time, it may be considered that the air conditioning is in a steady state (claim 4).

A temperature setting unit for setting a target temperature in the vehicle compartment; a difference between a temperature detected by the first temperature sensor and a temperature set by the temperature setting unit; If the difference between the temperature detected by the temperature sensor and the temperature set by the temperature setting unit is equal to or more than a predetermined value, it is considered that there is a temperature control transition, and if it is smaller than the predetermined value, it is in a temperature control steady state. It may be considered (claim 5).

The temperature sensor only needs to be able to substantially detect the temperature of the upper or lower part of the vehicle interior, and may use a normal thermistor, an infrared sensor, an IC temperature sensor, a temperature-sensitive ferrite, or the like.

The temperature detected by the temperature sensor having a higher correlation with the thermal sensation of the occupant among the first and second temperature sensors is used as the vehicle interior temperature. When it is determined that the air conditioner is in the transition to the air conditioner in a state where the outlet is set to the opening degree forming the vent mode, the temperature detected by the first temperature sensor is regarded as the vehicle interior temperature. If the upper air outlet and the lower air outlet are set to the opening degree forming the foot mode and the air conditioning state determination means determines that air conditioning is in transition, the second temperature sensor detects The determined temperature is used as the vehicle interior temperature (Claim 6). Further, the upper outlet and the lower outlet form an opening that forms a mode other than the vent mode or the foot mode. When it is determined by the air-conditioning state determining means that the air-conditioning is in transition, the difference between the temperature detected by the first temperature sensor and the target temperature is determined by the second temperature sensor. If the difference between the detected temperature and the target temperature is smaller than the temperature detected by the second temperature sensor, the temperature detected by the first temperature sensor is used as the vehicle interior temperature. It is used as a vehicle interior temperature (claim 7).

Therefore, in the vent mode during the transition of the air conditioning, the output of the first temperature sensor having a high correlation with the occupant's thermal sensation is used regardless of whether the air conditioner is cooling or warming or heating. The output of the first temperature sensor is used.
On the other hand, in the case of the foot mode at the time of air conditioning transition, the output of the second temperature sensor having a high correlation with the occupant's thermal sensation is used regardless of cooling, heating, or heating. A high first temperature sensor output is used.

If the air conditioning transition is a mode other than the vent mode or the foot mode, the difference between the temperature detected by the first temperature sensor and the target temperature is determined by comparing the temperature detected by the second temperature sensor with the target temperature. When the difference from the temperature is smaller, the output of the second temperature sensor has a high correlation with the thermal sensation of the occupant. This output is used. Conversely, when the output is larger, the output of the first temperature sensor is used as the occupant. This output is used because it has a high correlation with the thermal sensation. Then, when shifting to the steady state, the output of the first temperature sensor having a high correlation is used.

[0027]

Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, the vehicle air-conditioning control device is assumed to be disposed inside a dashboard 1 of a vehicle, and has an inside air inlet 3 and an outside air inlet 4 on the most upstream side of an air-conditioning case 2. An intake switching device 5 is provided, and the intake ratio between the inside air and the outside air is controlled by the intake door 6.
Is to be adjusted. A blower 8 rotated by a motor 7 is provided in the air-conditioning duct 2 so as to face the inlet, and the rotation of the blower 8 sucks air from the inlet and sends it to the downstream side by pressure.

An evaporator 9 is disposed downstream of the blower 8. This evaporator 9 is connected to a pipe together with a compressor, a condenser, a liquid tank, an expansion valve and the like (not shown) to constitute a cooling cycle. Supplies the refrigerant to the evaporator 9 to cool the air passing through the evaporator 9.

Downstream of the evaporator 9, a heater core 10 that uses engine cooling water as a heat source is disposed, and an air mix door 11 is disposed in front of the heater core 10. With respect to the air that has passed through the evaporator 9, the ratio of the air that passes through the heater core 10 and the air that bypasses the heater core 10 is adjusted by the air mix door 11.

Then, the evaporator 9 and the heater core 1
The air whose temperature is controlled by the air outlet 0 is opened and closed by mode doors 12a and 12b provided at the most downstream side of the air conditioning duct 2 (differential outlet 13a, vent outlet 13b,
Air is blown from the foot outlet 13c) to the vehicle interior 14. Here, the vent outlet 13b for supplying air to the upper body of the occupant is connected to the upper outlet 17a for supplying air to the upper body of the occupant, and the foot outlet 1 for supplying air to the feet.
Reference numerals 3c communicate with the lower outlets 17b for supplying air to the feet of the occupant.

Each of the above-described air conditioners is driven and controlled by a control signal from a control unit 15.
U, ROM, a microcomputer provided with a ROM, a RAM and the like, a signal input / output port, and the like, convert various input signals into control signals based on a predetermined program given in advance,
Each air conditioner is controlled.

That is, an upper temperature sensor B for detecting the temperature (Tr1) of the upper part of the vehicle compartment, a lower temperature sensor C for detecting the temperature (Tr2) of the lower part of the vehicle compartment, an outside air temperature sensor D for detecting the outside air temperature (Ta), A signal from a temperature setting device 16 or the like for setting a target temperature (Tset) in the vehicle compartment is input to the control unit 15, and a required blowing temperature To is calculated based on the various signals input here, and the target temperature (Tset) is calculated. Various doors 6, 11, 12 a, 12 b and a blower 8 so that the cabin temperature converges.
And so on. Here, the upper temperature sensor B may be disposed near the occupant's head, such as the ceiling, and the lower temperature sensor C may be disposed near the foot outlet 13c below the dash panel.

FIG. 2 is a flowchart showing an operation example of controlling each air conditioner by the control unit 15, particularly a process up to calculation of the target blowout temperature. The control unit 15 enters this processing routine after the operation of the air conditioner. , Upper compartment temperature (Tr1), lower compartment temperature (Tr
2) Various information such as outside air temperature (Ta) and target temperature (Tset) is input (step 50).

The various input information is used in each automatic control of the automatic air conditioner. In the step of calculating the target blowout temperature, the difference between the upper temperature and the target temperature (| Tr1
−Tset |) and the difference between the lower temperature and the target temperature (| Tr2
−Tset |) and the difference (| Tr1−Tr2 |) between the upper temperature and the lower temperature (steps 52 and 5).
4).

The difference between the upper temperature and the target temperature (| Tr1-Tse
t |) or the difference between the lower temperature and the target temperature (| Tr2-Tset
|) Is large, it can be said that the vehicle interior temperature is not sufficiently converged to the target temperature during the transition of the initial stage of air conditioning. If it is equal to or less than α, it is further determined whether the air conditioner is in the transient state or the steady state based on the difference (| Tr1−Tr2 |) between the upper temperature and the lower temperature (step 56).

When the difference between the upper temperature and the lower temperature is small, it can be said that the air conditioning is in a steady state when the vehicle interior temperature converges to the target temperature, and | Tr1−Tr2 | is less than or equal to the predetermined value β. If so, it is considered that a steady state has been reached, and if it is larger than β, it is determined that the apparatus is still in a transient state (step 58).

If it is determined that the current time is a transitional time, it is determined whether the current blowing mode is a vent mode, a foot mode, or another mode (such as a bi-level mode) (step 6).
0, 62), when it is determined that the vehicle is in the vent mode, the temperature around the head has a high correlation with the thermal sensation of the occupant, so the temperature (Tr1) from the upper temperature sensor B is used as the vehicle interior temperature. And the subsequent air conditioning control is performed. That is, the required blowing temperature To is set to To = f (Tr1, Ta, Tset,...).
The various doors 6, 11, 12a, 12b, the blower 8 and the like are drive-controlled so that Tr1 converges to the target temperature Tset (step 64).

On the other hand, if it is determined that the mode is the foot mode during the transition, the temperature around the leg is highly correlated with the thermal sensation of the occupant. ) Is used as the vehicle interior temperature, and the subsequent air conditioning control is performed. That is, the required blowing temperature To is set to To = f (Tr2, T
a, Tset,...), and Tr2 is the target temperature T
Various doors 6, 11, 12a, 12b to converge on set
And the blower 8 are controlled (step 66).

When it is determined that the blowing mode is a mode other than the vent mode such as the bi-level mode or the foot mode, the following processing is performed. First, during the transition of the bi-level mode, if the difference (| Tr1-Tset |) between the upper temperature and the target temperature is smaller than the difference (| Tr2-Tset |) between the lower temperature and the target temperature, the lower temperature and the occupant are set. Since it is known that the correlation between the thermal sensation of the occupant and the occupant's thermal sensation increases when the correlation between the thermal sensation and the thermal sensation of the occupant increases, the process proceeds to step 68 where | Tr1-Tset | <| Tr2 −
If it is determined that Tset |, the temperature (Tr2) from the lower temperature sensor C is used as the vehicle interior temperature.
The temperature (Tr1) from the upper temperature sensor B is used as the vehicle interior temperature.

As a result, in the transient state, the temperature of the vehicle compartment is controlled by the temperature of the portion having a high correlation with the thermal sensation of the occupant in accordance with the blowing mode, and the temperature of the portion converges toward the target temperature. The passenger can be given a comfortable thermal sensation.

As the air conditioning progresses and the output of the temperature sensor selected in each of the blowout modes converges to the target temperature, and at step 58, when | Tr1−Tr2 | becomes β or less, the blowout mode becomes the bi-level mode. (Step 70), and the subsequent control is performed based on the relationship between the thermal sensation of the occupant and the upper temperature which has the highest correlation in the steady state. That is, the required blowing temperature To is set to To = f (Tr1, Ta, Tset
,...), And various doors 6, 11, 12a, and 12 are set so that Tr1 maintains convergence to the target temperature Tset.
b and the blower 8 are controlled.

In the above configuration, if the vent mode is set during the transition, the bi-level mode is set when the steady state is reached. In this case, the upper temperature Tr1 is set to the vehicle interior temperature regardless of the transition or the steady state. Air conditioning control. If the foot mode is set during the transition, air conditioning control is performed using the lower temperature Tr2 as the vehicle interior temperature during the transition. However, in the steady state, the blowing mode is switched to the bi-level mode, and the temperature sensor used is changed. Is also switched to the upper temperature sensor B, and air conditioning is controlled using the upper temperature Tr1 as the vehicle interior temperature.

If the transition time is the bi-level mode, the temperature on the side having a high correlation with the thermal sensation of the occupant is used as the vehicle interior temperature for air-conditioning control during the transition, and when the air conditioner shifts to the steady state, the air is blown out. Although the mode is not switched, the air conditioning is controlled only by the upper temperature Tr1.

Therefore, the air conditioning control is performed while referring to the temperature of the portion having the highest correlation with the thermal sensation of the occupant, not only in the transient state but also in the steady state. Disappears.

Also, in the steady state, the bi-level mode is set regardless of the blowing mode in the transient state. Therefore, if the occupant's thermal sensation changes by switching the blowing mode, the operation of changing the target temperature or the like is performed. In the above configuration, the temperature sensor is appropriately switched so that the thermal sensation of the occupant is not impaired.
The operation of changing the target temperature or the like becomes unnecessary, and the trouble of controlling the air conditioner for the occupant can be reduced.

In the configuration example described above, the determination between the transient state and the steady state is made by using the temperature factor.
The determination may be made based on factors of temperature and time, or only time. For example, as shown in FIG. 3, a rate of change of the upper temperature or a rate of change of the lower temperature is calculated instead of the step 54 (step 72). It is an initial state of convergence, and if it is small, it can be considered that it is almost converged.Therefore, when the change rate is larger than a predetermined value γ, it is regarded as a transient state, and when the change rate is smaller, it is considered as a steady state. The determination in step 58 may be substituted (step 74).

Alternatively, as shown in FIG. 4, a timer is started to measure the time from the start of operation of the air conditioner (step 76), and the longer the time from the start of operation, the more the vehicle interior converges to the target temperature. Therefore, when the timer is shorter than the predetermined time δ as a boundary, it is regarded as a transient state, and when the timer is longer than the predetermined time δ, it is determined that the timer is a steady state.
8 may be substituted (step 7
8).

Even in these control modes, it is needless to say that the same operation and effect as those of the control using only the temperature as a factor can be obtained. Since an appropriate switching time from the transient state to the steady state differs depending on the temperature, the blowing mode, and the like, it is desirable to assign a time δ determined in advance by experiments or the like according to the vehicle interior initial temperature, the blowing mode, and the like.

[0049]

As described above, according to the present invention,
During the transition of the air conditioning, the temperature signal detected by the one of the first and second temperature sensors having the higher correlation with the thermal sensation of the occupant is used for the air conditioning control, and it is determined that the air conditioning is in the steady state. In this case, since the temperature signal detected by the first temperature sensor is used for air conditioning control, the temperature of the vehicle interior is controlled by a temperature signal that has a high correlation with the thermal sensation of the occupant both in the transient state and in the steady state. Therefore, it is possible to appropriately collect the room temperature information at any time and to give the occupant a more comfortable thermal sensation than before.

Also, since the first and second temperature sensors can cope with the transition of the air conditioning and the steady state, if the conventional hardware configuration has the temperature sensors at the upper and lower portions of the vehicle compartment, the control unit can be used. It can be dealt with simply by changing the program, and a normal auto air conditioner has at least one temperature sensor, so even if a temperature sensor is added, only one needs to be added. Can be achieved.

Also, since the temperature sensor on the side having a high correlation with the thermal sensation of the occupant is automatically selected and used, the purpose is to bother switching from the transition from the air conditioning transition to the steady state, or every time the blowout mode is switched. It is less likely that the occupant's sensation deviates from the actual temperature control and the user must manually change the setting of the air conditioner. As a result, appropriate temperature control according to the heat load can be realized, and energy saving can be realized.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a hardware configuration example of a vehicle air conditioning control device according to the present invention.

FIG. 2 is a flowchart illustrating a control operation example of the control unit illustrated in FIG. 1;

FIG. 3 and

FIGS. 3 and 4 are flowcharts showing another control operation example of the control unit shown in FIG.

FIG. 5 is a diagram for cooling and heating.
It is a characteristic diagram which showed the outline of the temperature change at the time of air conditioning transition for every blowing mode.

FIG. 6 is experimental data showing a correlation between an abdominal temperature, a head temperature, a leg temperature, and an occupant's thermal sensation.

FIG. 7 is a characteristic diagram showing a relationship between a blowing mode of the automatic air conditioner and a required blowing temperature.

FIG. 8 schematically shows the correlation between the abdominal peripheral temperature A, the head peripheral temperature B, the leg peripheral temperature C, and the thermal sensation of the occupant, for each of the air-conditioning transient and the steady-state, for each blowing mode. FIG.

FIG. 9 is a diagram showing the relationship between the abdominal temperature A and the target temperature (25 °);
FIG. 9 is a characteristic diagram showing deviations of the head surrounding temperature B and the leg surrounding temperature C from the target temperatures when the temperature converges to C).

[Explanation of symbols]

 15 Control unit 16 Temperature setting unit 17a Upper outlet 17b Lower outlet B Upper temperature sensor C Lower temperature sensor D Outside air temperature sensor

Claims (7)

[Claims] 1. An air conditioner having a lower air outlet for blowing air to the lower body of an occupant and an upper air outlet for blowing air to the upper body of the occupant, inputs environmental information including vehicle interior temperature to a control unit, and receives a predetermined value. In a vehicle air conditioner in which a blow-out air temperature is adjusted in accordance with the environmental information by a program and temperature-controlled air is supplied from a selected outlet to a vehicle cabin, an air temperature in an upper part of the vehicle cabin is detected. A first temperature sensor, a second temperature sensor for detecting an air temperature in a lower part of a vehicle compartment, and an air-conditioning state discriminating device for discriminating whether the vehicle compartment is in a condition considered to be in an air-conditioning transition or in a condition considered to be in a steady-state condition. And a temperature detected by a temperature sensor of the first and second temperature sensors having a higher correlation with the thermal sensation of the occupant when the determination unit determines that the air conditioning is in transition. A temperature information switching unit that uses a temperature detected by the first temperature sensor as the vehicle interior temperature when the air conditioner is determined to be in a steady state by the determination unit. An air conditioning control device for a vehicle, comprising: 2. The air-conditioning state determination means, when a difference between respective temperatures detected by the first temperature sensor and the second temperature sensor is equal to or more than a predetermined value, is regarded as being in an air-conditioning transition, 2. The air conditioning control device for a vehicle according to claim 1, wherein when the air conditioning is smaller than the predetermined value, the air conditioning is considered to be in a steady state. 3. The air-conditioning state determining means determines that the air-conditioning is in a transitional state when the rate of change of the temperature detected by the first temperature sensor or the second temperature sensor is equal to or more than a predetermined value. 2. The air conditioning control system for a vehicle according to claim 1, wherein when the air conditioning is smaller than the value, the air conditioning is considered to be in a steady state. 4. The air-conditioning state determination means regards a period from the start of temperature control to a lapse of a predetermined time as an air-conditioning transition, and considers a period after the lapse of the predetermined time as an air-conditioning steady state. An air conditioning control device for a vehicle as described in the above. 5. A temperature setting section for setting a target temperature in the vehicle interior, wherein a difference between a temperature detected by the first temperature sensor and a temperature set by the temperature setting section, or the second temperature is set. If the difference between the temperature detected by the temperature sensor and the temperature set by the temperature setting unit is equal to or more than a predetermined value, it is considered that there is a temperature control transition, and if it is smaller than the predetermined value, it is in a temperature control steady state. The vehicle air-conditioning control device according to claim 1, which is considered. 6. When the air-conditioning state determining means determines that the air-conditioning is in a transitional state while the upper air outlet and the lower air outlet are set to the opening degree forming the vent mode, the first temperature is set. The temperature detected by the sensor is used as the vehicle interior temperature, and the air conditioning state determination unit determines that the air conditioning is in a transitional state in a state where the upper air outlet and the lower air outlet are set to the opening degree forming the foot mode. The air-conditioning control device for a vehicle according to claim 1, wherein the temperature detected by the second temperature sensor is used as the vehicle interior temperature. 7. A temperature setting unit for setting a target temperature in the vehicle compartment, wherein the upper outlet and the lower outlet are set to an opening that forms a mode other than the vent mode or the foot mode. When it is determined by the air-conditioning state determining means that air conditioning is in transition, the difference between the temperature detected by the first temperature sensor and the target temperature is determined by comparing the temperature detected by the second temperature sensor with the target temperature. The temperature detected by the second temperature sensor is used as the vehicle interior temperature when the difference from the temperature is smaller, and the temperature detected by the first temperature sensor is used as the vehicle interior temperature when the difference is larger than the temperature. 7. The air conditioning control device for a vehicle according to 6.