JPH1127989A - Actuator control - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an optimum torque suitable for environmental conditions at that time by changing the drive signal from a high frequency to a low frequency, when the power source voltage is judged to be lower than the second set point and a drive load is judged to be large. SOLUTION: In addition to the selection of a drive torque by a power source voltage, a drive torque is selected based on the compartment temperature at the front side as one of the environmental conditions. By so doing, it becomes possible to carry out a finer actuator control. In particular, the range from V7 to V11, normally set to a high frequency mode can be set to low frequency when an increase in the drive torque is required depending on the environmental conditions, so that the drive torque can be secured. Also conversely in an ordinary condition, setting to the high frequency mode is possible when the power source voltage is more than V7, so that the range of the high-frequency mode can be made larger, by which a drive torque high than nucled can be avoided and the frequency of having higher operating speeds can be increased.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an actuator control device used to move each damper of an air conditioner for a vehicle, for example, an intake door, a mix door, a mode door and the like to a predetermined position.

[0002]

2. Description of the Related Art As a method for controlling an actuator, a method disclosed in Japanese Patent Application Laid-Open No. 60-39399 is disclosed.
The drive speed is changed in proportion to the change in the supply voltage.

[0003] In addition, a driving device for a stepping motor disclosed in Japanese Patent Publication No. 2-31598 includes a resistor for converting a current flowing through the stepping motor into a voltage, a low-pass filter for forming an average value of the converted voltage, and a low-pass filter. A high-pass filter for detecting a change in the average value of the voltage, and changing a frequency or a phase of a pulse supplied to the stepping motor according to the change in the average value of the voltage.

[0004] Furthermore, the throttle control method for an engine disclosed in Japanese Patent Publication No. 52108/1990 detects a voltage of a power supply section for supplying a drive pulse current to a step motor connected to the throttle of the engine, and detects the detected voltage. The upper limit of the drive frequency of the drive pulse current corresponding to the output time interval when sequentially outputting the pulse signal is calculated, and the drive pulse is supplied to the stepping motor in a frequency range up to the upper limit of the drive frequency. It is driven by passing a current.

[0005]

However, in both of the above references, when the power supply voltage is reduced and the motor torque is insufficient, the frequency is reduced and the drive torque is increased. The frequency switching voltage is determined from the magnitude of the load and the operating torque characteristics of the actuator. When the actuator according to the above reference is used to open and close the damper of a vehicle air conditioner, the load of the actuator greatly changes depending on the environment of the air conditioner, and therefore, it is not possible to correct the drive torque due to the fluctuation of the power supply voltage. Occurs. Such an unsupported state causes an unpleasant sensation such as a decrease in air conditioning feeling and an intrusion of exhaust gas in the vehicle air conditioner.

[0006] Therefore, an object of the present invention is to provide an actuator control device which can obtain a driving torque optimal for the environmental conditions at that time.

[0007]

According to the present invention, a drive shaft connected to a driven member is returned to an origin in order to move the driven member to a predetermined position, and the drive shaft is moved from the origin to the predetermined position. Driving means for rotating a predetermined step, power supply voltage detecting means for detecting a power supply voltage supplied to the driving means, and a comparison between the power supply voltage detected by the power supply voltage detecting means and a first set value A first power supply voltage determination unit, and when the first power supply voltage determination unit determines that the power supply voltage is equal to or less than the first set value, the drive signal to the drive unit is set to a low frequency. A drive signal setting unit for setting a drive signal to the drive unit to a high frequency when the power supply voltage is determined to be higher than a first set value. Second power supply voltage determining means for comparing the power supply voltage detected by the power supply voltage detecting means with a second set value which is larger than the first set value by a predetermined value; The drive load determination means for determining the degree of the drive load and the second power supply voltage determination means determine that the power supply voltage is equal to or less than the second set value, and the drive load determination means determines A drive signal changing means for changing a drive signal to the drive means from a high frequency to a low frequency when it is determined that the drive load is large (claim 1). Preferably, the driving means is a stepping motor.

Therefore, according to the present invention, when the power supply voltage is equal to or lower than the first set value, the frequency of the driving signal supplied to the driving means is switched from a high frequency to a low frequency to secure the driving torque and If the driving load is larger than the first setting value but smaller than or equal to the second setting value that is larger than the first setting value by a predetermined value, the magnitude of the driving load is determined from the environmental conditions and the driving load is larger. In this case, even if the value is larger than the first set value, the frequency of the drive signal can be set to a low frequency and the drive torque can be secured, so that the above object can be achieved.

Further, the driven member is a damper provided in a vehicle air conditioner. Preferably, the actuator control device is used to drive a damper of a vehicle air conditioner. Since the driving torque of an air conditioner for a vehicle greatly varies depending on environmental conditions, it is desirable to use the actuator control device according to the present invention.

Further, the driving load determining means determines that the driving load is large when the temperature in the cabin of the vehicle equipped with the vehicle air conditioner is equal to or lower than a predetermined temperature. When the blowing air volume of the vehicle air conditioner is equal to or more than a predetermined amount, it is determined that the driving load is large (Claim 4), and the speed of the vehicle in which the vehicle air conditioner is mounted is equal to or higher than a predetermined value. In this case, it is determined that the driving load is large (claim 5). Accordingly, when the vehicle interior temperature is equal to or lower than a predetermined temperature, a dimensional change due to shrinkage of the resin of the drive system, the drive load increases due to hardening of grease, and when the blown air amount is equal to or higher than a predetermined value, the damper is driven. Since the wind pressure increases, the driving load increases, and when the vehicle speed is equal to or higher than a predetermined value, the driving resistance of the damper that opens and closes the suction port increases. Since the frequency is switched, the driving torque can be secured.

It is desirable that both the first set value and the second set value have hysteresis. As a result, stable switching from high frequency to low frequency and from low frequency to high frequency can be performed.

Further, the first set value is a lower limit value of a hysteresis at which a high frequency is switched to a low frequency,
The second set value is an upper limit value of a hysteresis that is switched from a low frequency to a high frequency, and the drive signal changing unit includes:
When the power supply voltage is determined to be equal to or less than a second set value by the determination of the second power supply voltage determination means, and the drive load determination means determines that the drive load is large, The driving signal to the driving means is changed from a high frequency to a low frequency by setting a priority between the first set value and the second set value to a low frequency priority (Claim 7). It is a good thing. Thus, when the driving load is large, a low frequency can be set within the range of hysteresis formed between the first set value and the second set value. Something that can be achieved.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 schematically shows a vehicle air conditioner 1 provided with an actuator control device according to the present invention. The vehicle air conditioner 1 is mounted on, for example, a one-box car, and includes a front air conditioner 2 and a rear air conditioner 3.

The front-side air conditioner 2 includes an air-conditioning duct 4, an outside air inlet 6 and an inside air inlet 8 which are open at the most upstream side of the air-conditioning duct 4, and the outside air inlet 6 and the inside air inlet 8 are appropriately connected to each other. An intake damper 10 that selectively opens and closes;
Fan 1 arranged downstream of intake damper 10
2, an evaporator 14 disposed downstream of the fan 12, a heater core 16 disposed downstream of the evaporator 14 and using engine cooling water as a heat source, and air passing through the heater core 16 and bypass air. Mix damper 18 to be diverted, differential air outlet 26, vent air outlet 20, and foot air outlet 22 opening to the most downstream side of air conditioning duct 4, and selectively opening these air outlets 26, 20, and 22 as appropriate. And a mode damper 24.

The rear air conditioner 3 includes an air conditioning duct 5, an inside air inlet 9 opening at the most upstream side of the air conditioning duct 5, and a fan 13 arranged downstream of the inside air inlet 9. An evaporator 15 disposed downstream of the fan 13, a heater core 17 disposed downstream of the evaporator 15 and using engine cooling water as a heat source, and diverting air passing through the heater core 17 and air bypassing the heater core 17. A mix damper 19, an upper outlet 19 and a lower outlet 21 which open at the most downstream side of the air conditioning duct 4, and a mode damper 23 which selectively and selectively opens the upper outlet 19 and the lower outlet 21. Have

The cooling cycle 30 includes a compressor 31, a condenser 32 connected to the discharge side of the compressor 31, and an expansion valve (front) disposed between the condenser 32 and the evaporator (front side) 14. Side) 34 and the front side evaporator 14, and an expansion valve (rear side) 35 branched from the downstream side of the condenser 32 and disposed between the condenser 32 and the evaporator (rear side) 15. And a solenoid valve (RR) 37 for opening and closing a passage to the rear side is provided between the rear expansion valve 35 and a branch point on the downstream side of the condenser 32. Is something that can be done. Reference numeral 36 denotes a condenser fan, and reference numeral 45 denotes an electromagnetic clutch for driving the compressor 31 by connecting the compressor 31 to a traveling engine (not shown).

An actuator 40 for driving the intake damper 10, the front side mix damper 18, the mode damper 24, and the rear side mix damper 19 is provided.
To 44 are provided. In the embodiment of the present invention, a stepping actuator driven by a stepping motor is used as the actuators 40 to 44.

The vehicle air conditioner 1 further includes an air conditioning control device, for example, the actuators 40 to 43,
It has a control unit 50 for controlling the front fan 12, the condenser fan 36, the electromagnetic clutch 45, the RR electromagnetic valve 37, the rear fan 13, and the like, and an operation panel 70.

The control unit 50 receives at least a detection signal detected by a vehicle interior temperature sensor 58 for detecting a vehicle interior temperature, an outside air temperature sensor 59, a solar radiation sensor 60, a vehicle speed sensor 61, and a power supply voltage detector 62. Multiplexer (MPX) 51 and this MPX
An A / D converter 52 for converting an analog signal sequentially output by the digital camera 51 into a digital signal;
2. Input / output ports (I / O) 53A and 53B for exchanging data between the operation panel 70 and an output circuit 57 for outputting an output signal to the air conditioning control device, and a data bus 56 for transmitting and receiving data. A memory unit (ROM / RAM) 54 for temporarily storing data input from the I / O ports 53A and 53B via the data bus 56 and for storing programs,
And a central processing unit (CPU) 55 that calls the program and data stored in the CPU 4 and processes the data according to the program to calculate a control instruction. The control command is output to the output circuit via the input / output port 53B, where it is converted into a control signal and supplied to each control device. The vehicle interior temperature sensor 58 includes a front vehicle interior temperature sensor and a rear vehicle interior temperature sensor.

The air conditioning control executed by the control unit 50 will be described below with reference to FIGS.

The flowchart shown in FIG. 2 shows the first part of the air conditioning control. The process is started by turning on the ignition switch from step 100, and in step 102, each data and flag are initialized. Then, the process proceeds to step 104, where the actuators 40 to 44 are checked (ACT check). In this actuator check, the intake damper 10, the front side mix damper 18, the rear side mix 19, the front side mode damper 24, and the rear side mode damper 23 are limitedly forcibly reset to detect a position shift and correct the position. To check the continuity.

Then, in step 106, it is determined whether or not self-diagnosis is to be performed. In this self-diagnosis, it is determined that self-diagnosis is performed when an ignition switch is turned on and a predetermined switch (for example, an OFF switch) is continuously pressed for a predetermined time or more within a predetermined time immediately after the ignition switch is turned on. It is.
This self-diagnosis checks input data of each of the sensors 58 to 62, checks a failure of the actuators 40 to 44, checks a front side (FR) output signal, checks a rear side (RR) output signal, and the like.
To end the diagnosis. Then, in step 112, it is determined whether or not the ignition switch (IG) is turned on and it is the first time. If it is the first time, the process proceeds to step 114 via the connector A; To step 136 via.

In step 114 shown in FIG. 3, it is determined whether or not a stop switch (OFFSW) for stopping the air conditioning control of the front air conditioner 2 has been operated. If it is determined in this determination that the stop switch has been operated, the process proceeds to step 136 via the connector B.
If it is determined that the operation has not been performed, the process proceeds to step 116, and from step 116 to step 1
A normal control routine indicated by reference numeral 34 is executed. Then, in step 116, a processing operation of the input signal is executed.

In step 116, the set temperature TPTC set by the temperature setter on the operation panel 70 is set.
, The outside air temperature TAM, the solar radiation amount QSUN, and the vehicle interior temperature TINC to calculate at least the target outlet temperature XM by the following equation 1.

[0026]

XM = (A + D) (TPTC + ΔTPTC) + BT
AM + CQSUM-DTINC + E

In step 118, the opening degree of the front side mix door (FR A / MIX) 18 is calculated from the target outlet temperature XM calculated in step 116 according to the characteristic diagram F1 shown in FIG. The actuator 41 is driven according to the result. Similarly,
In step 120, the rear side mix door (RR
A / MIX) 19 is calculated from the target outlet temperature XM calculated in step 116 in accordance with the characteristic diagram F1 shown in FIG. 5, and the actuator 43 is driven based on the calculation result.

Then, in step 122, front side (FR) outlet control is executed. This is based on the target blowing temperature XM calculated in step 116, the blowing mode calculated according to the characteristic diagram F2 shown in FIG. 5, for example, the vent blowing mode (VENT) in which only the vent outlet 20 is opened, and the foot blowing port. The mode damper 24 is driven by the actuator 42 in one of a heat mode (HEAT) in which only the opening 22 is opened and a bilevel mode (BI / L) in which the vent outlet 20 and the foot outlet 22 are opened at a predetermined ratio. It is opened appropriately. In the front side outlet control in step 122, when the blow mode is manually set by a blow mode setting switch (not shown) provided on the operation panel 70, or when the differential switch of the operation panel 70 is operated. Is to control the actuator 42 to set the blowing mode.

The rear (RR) outlet control executed in step 124 is such that the upper outlet 19 is opened in the cooling mode, and the lower outlet 21 is opened in the heating mode. In addition, the mode damper 23 is controlled by the actuator 44. Similarly, in the rear (RR) outlet control in step 124, when the blow mode is manually set or when the differential switch is operated, the actuator 44 is controlled to set the blow mode. Is what is done.

Then, in step 126, front side (FR) air volume control is executed. This control is based on the target blow-off temperature XM calculated in step 116 according to the characteristic diagram F3 shown in FIG.
The voltage applied to the second motor is determined when the target blowing temperature XM is extremely low or when the target blowing temperature XM
When M is extremely high, the maximum air volume (MAX) is set assuming that rapid cooling or rapid heating is required. In addition, when a fan switch (not shown) in the operation panel 70 is operated in the front-side air volume control in step 126, the voltage applied to the fan 12 is determined according to the setting result of the fan switch. is there. Similarly, in step 128, rear (RR) air volume control is performed.

In step 130, the ON / OFF of the electromagnetic clutch 45 is controlled in accordance with the characteristic diagram F4 shown in FIG. Control is performed. Step 13
2, it is determined whether the rear air conditioner 3 is driven or not, and the expansion valve 35 and the evaporator 15 of the rear air conditioner 3 are determined.
A solenoid valve (RR solenoid valve) 37 that opens and closes a refrigerant path leading to is controlled.

Further, in step 134, the suction mode is set according to the characteristic diagram F5 shown in FIG. 5 based on the target blowing temperature XM calculated in step 116, and the actuator 40 is driven by the set suction mode. The outside air inlet 6 and the inside air inlet 8 are appropriately selected and opened by the intake damper 10 driven by the actuator 40. REC is the inside air circulation mode, MIX is the mixing mode, and FRE is the outside air introduction mode. Step 1
When the REC switch for manually setting the inside air circulation mode (REC) in the operation panel 70 is operated in the suction port control of 34, the intake damper 10 driven by the actuator 40 closes the outside air inlet 6. When the REC switch is operated again, the mode shifts to the outside air circulation mode.

Then, after the step 134, the process returns to the step 114 again, and the control from the step 116 to the step 134 is repeated until the off switch (OFFSW) of the air conditioner is turned on in the judgment of the step 114. It is.

If it is determined in step 112 that the ignition switch is not turned on for the first time,
The process proceeds to step 136 shown in FIG. Also, in the determination in step 114, when the off switch is turned on, step 1 is performed via the connector B.
Proceed to 36.

In step 136, it is determined whether or not the auto switch (AUTOSW) for setting the control mode of the vehicle air conditioner 1 to the automatic operation mode (AUTO) is operated, and it is determined that the operation is performed. In this case, the process returns to step 114 via the connector C, and if it is determined that the operation has not been performed, the process proceeds to step 138, where the defrosting of the vehicle air conditioner 1, especially the front (FR) air conditioner 2, is performed. It is determined whether or not the differential switch (DEFSW) for setting the mode (DEF) has been operated. If it is determined in step 138 that the differential switch has been operated, the process returns to step 114 via the connector C. If it is determined that the differential switch has not been operated, the process proceeds to step 140. It is determined whether the fan switch (FANSW) of the front (FR) air conditioner 2 has been operated. In this determination, when it is determined that the fan switch has been operated, the process proceeds to step 114 via the connector C,
If it is determined that the fan switch has not been operated, the process proceeds to step 142. In the above determinations in steps 136 to 140, it is determined that a switch or the like has not been operated in a direction to automatically or manually operate the air conditioner (stop mode). Therefore, the OFF control in steps 142 to 152 is performed. The routine is executed.

The OFF control routine from step 142 to step 152 corresponds to the normal control routine 11
From 6 to 134, a control signal substantially similar to the control corresponding to each of the steps 134 is calculated, but the control signal is not substantially output, and then a switch or the like is automatically or manually operated in the direction in which the air conditioning control is operated. When operated, various control signals are continuously calculated so that smooth air-conditioning control is performed without a sense of discomfort.

The control signal of each air-conditioning control device is calculated by the air-conditioning control as shown in the above-mentioned flowchart, and is output to each air-conditioning control device. Actuator 40 ~
The drive control of 44 will be described.

The flowchart shown in FIG. 6 shows the reset mode of the actuator (ACT).
The actuator driving process R started from step 200 is a process for moving the actuators 40 to 44 to the reference position 0 step in order to surely move the actuators 40 to 44 to the predetermined positions in the reset mode of the actuator. This process is performed once immediately after the ignition switch is turned on.
After that, the actuators 40 to 44 may be driven by calculating a relative movement step, or the position may be corrected by executing the actuator driving process R periodically to respond to environmental changes. Although it is also good, it can be said that it is best to execute each time a drive signal is output to the actuators 40 to 44.

In step 210, a drive torque is set by the power supply voltage. The stepping actuator has a characteristic that the smaller the drive pulse, the slower the drive speed but the larger the drive torque, and the larger the drive pulse, the faster the drive speed but the smaller the drive torque. Therefore, it is necessary to set a low frequency as a driving pulse.

In the determination in step 210, if the power supply voltage is equal to or lower than V1 (9V in this embodiment), the stop mode is determined, and the stop mode is determined to be equal to or higher than V2 (9.5V).
3 (12.5 V), the low-frequency mode P1 (1
66PPS), and if V3 or more (12.5V), the high frequency mode P2 (250PPS) is determined. Note that between V1 and V2 and between V3 and V4 (13.0
Hysteresis is formed during V), and it is determined that the stop mode is prioritized between V1 and V2, and that P2 is prioritized between V3 and V4.

In the determination at step 210, P1
Is determined, the process proceeds to step 230, where the frequency of the drive pulse is set to the low frequency mode P1 (166 PPS).
Is set, and the shortage of the driving force due to the decrease of the power supply voltage is compensated by setting the frequency of the driving pulse to the low frequency mode. In step 260, the actuator is driven by one-phase excitation in the low-frequency mode of the driving pulse. The one-phase excitation has a smaller driving torque than the two-phase excitation, but has the advantage that the driving noise is smaller than the driving by the two-phase excitation because the driving torque is smaller.

If P2 is determined in step 210, the process proceeds to step 240, where a predetermined time (t1) has elapsed since the actuator was driven.
Seconds: 50 ms) It is determined whether or not the time has elapsed. If not, the process proceeds to step 230 to set the low frequency mode, to secure the driving torque at the start of driving, and to step 250 after a predetermined time has elapsed. Go to high frequency mode P
2 (250 PPS) is set, and it is possible to quickly move to the reset position.

If it is determined in step 210 that the stop mode is set, the timer is started in step 270 to measure the time in which the stop mode is set, and the power supply voltage is equal to or less than a predetermined value (9 V or 9.
(5 V or less) when a predetermined time (t2: 2 seconds) or more has elapsed, the reset mode is automatically interrupted. After the above control is executed, the process exits the reset mode from step 300 and another control is executed.

The flow chart shown in FIG. 7 shows the normal mode of the actuator control according to the first embodiment of the present invention. Step 40
Actuator (ACT) drive processing N starting from 0
Is the normal mode of the actuator and the actuator 4
This is a process for surely moving 0 to 44 to a predetermined position.

In this actuator driving process N,
First, in step 410, the front side compartment temperature Tin
It is determined whether cf is lower than a predetermined value (T1: 0 ° C.). In this determination, when the front-side vehicle interior temperature Tincf is equal to or higher than the predetermined value, the process proceeds to step 420,
The power supply voltage is determined (first determination). In the first determination, V5 is 9 V, V6 is 9.5 V, and V7 is 10.V.
5V and V8 are set to 11.0V. by this,
As a whole, the driving pulse is set to the high frequency mode (P2: 250P
PS). Note that V5 (9V) and V5
6 (9.5 V) is a lower limit value and an upper limit value of the hysteresis formed in the switching portion between the stop mode and the low frequency mode, and the stop mode has priority between V5 (9 V) and V6 (9.5 V). It is set to be performed. Similarly, V7 (10.5 V) and V8 (11
V) is a lower limit value and an upper limit value of the hysteresis formed in the switching portion between the low frequency mode and the high frequency mode.
7 (10.5 V) and V8 (11 V) are set so that the high-frequency mode is prioritized.

However, if it is determined in step 410 that the front-side vehicle interior temperature Tincf is lower than the predetermined value (0 ° C.), the process proceeds to step 430 to determine the power supply voltage (second determination). Will be In the second determination, V9 is set to 9V, V10 is set to 9.5V, V11 is set to 13V, and V12 is set to 13.5V. As a result, the driving pulse is set to the low frequency mode (P1: 16
6 PPS). For this reason, the drive torque can be secured against a change in the size of the drive system resin, which occurs when the vehicle interior temperature is equal to or lower than the predetermined temperature, and an increase in drive resistance due to solidification of grease. In addition, V9
(9V) and V10 (9.5V) are the lower and upper limit values of the hysteresis formed in the switching portion between the stop mode and the low frequency mode, and are V9 (9V) and V1
The stop mode is set to be prioritized between 0 (9.5 V). Similarly, V11 (13V)
And V12 (13.5V) are the lower limit and upper limit of the hysteresis formed in the switching portion between the low frequency mode and the high frequency mode, and V11 (13V) and V12
(13.5 V), the high-frequency mode is set to be prioritized.

Then, in step 440, the above step 4
20 or the mode selected in step 430, the stop mode, the low-frequency mode (P1) or the high-frequency mode (P2) is determined. If the low-frequency mode is determined, the process proceeds to step 450, where the drive pulse is set to the low-frequency mode. Mode (P1: 166 PPS), and 2 in step 480.
Drive by phase excitation. In the case of the normal mode, since it is desired to move to a predetermined position quickly and surely, it is desirable to drive by two-phase excitation.

When it is determined in step 440 that P2 has been selected, in step 460,
A predetermined time (t3 seconds: 50) after the actuator is driven
ms) is determined. If the determination is within the predetermined time, the process proceeds to step 450, where the drive pulse is set to P1, and after the predetermined time elapses, the drive pulse is set to P2. As a result, the driving torque can be secured in the initial stage of driving the actuator, and the moving speed can be increased after the lapse of a predetermined time, so that the actuator can quickly move to the predetermined position.

Further, in the determination of step 440,
If it is determined that the mode is the stop mode, step 49
0, it is determined whether or not a soft reset has been performed. If the soft reset mode has been set, step 50 is executed.
The process proceeds to 0 and the stop time is counted, and at step 510, the time counted by the timer is determined. In the determination of step 510, the time measured by the timer is a predetermined time (t4: 2 seconds).
If it is less than the above, the process returns to step 410 to continue the above process, and if it has continued for a predetermined time or more, the process goes to step 520 to interrupt the above soft reset.
If it is determined in step 490 that it is not a soft reset, step 53 is immediately executed.
The control exits from the normal mode from 0 and shifts to another control.

As described above, in addition to the conventional selection of the driving torque based on the power supply voltage, the driving torque is selected based on the vehicle interior temperature, which is one of the environmental conditions, and in this embodiment, the front interior temperature. By doing so, finer actuator control can be performed. In particular, from V7 (10.5 V) set to the normal high-frequency mode to V11 (1
Up to 3.0 V), the driving frequency can be set to the low frequency mode when the driving torque needs to be increased due to environmental conditions, so that the driving torque can be secured. On the other hand, under normal conditions, since the high-frequency mode can be set when the power supply voltage is equal to or higher than V7 (10.5 V), the range of the high-frequency mode can be widened. Can be avoided, and the frequency at which the operating speed increases can be increased.

FIGS. 8 to 10 show another embodiment of the present invention. The parts and effects similar to those of the first embodiment shown in FIG. 6 are described below. The same reference numerals are given and the description is omitted.

In the second embodiment shown in FIG. 8, instead of determining the front side compartment temperature Tincf in step 410, it is determined whether or not the air volume is equal to or higher than a predetermined value. The duty ratio (FFAN) of the drive pulse of the brushless fan applied to the side fan 12 is used. In step 411 instead of step 410, it is determined whether the duty ratio of the drive pulse applied to the fan 12 is equal to or greater than a predetermined value (R1: 60%), and the duty ratio is equal to or greater than the predetermined value. In this case, since it is necessary to increase the drive torque in response to the increase in the drive load accompanying the increase in the air flow, it is determined to proceed to step 430 where the low frequency mode is easily set. .

The third embodiment shown in FIG.
Step 43 instead of Step 430 in the embodiment
1 is provided. This step 431 sets the priority of the switching hysteresis between the low-frequency mode and the high-frequency mode to low-frequency priority, so that the power supply voltage becomes V7.
The low-frequency mode can be prioritized in a range from (10.5 V) to V8 (11.0 V). Therefore, the environmental conditions, in this embodiment, step 41
In step 412 instead of 0, if the front-side vehicle compartment temperature Tincf is equal to or lower than the predetermined value (T2: 0 ° C.), the power supply voltage falls within the range of V7 (10.5 V) and V8 (11.0 V). Since the mode can be set, the driving torque can be increased in response to an increase in the driving load due to a decrease in the vehicle interior temperature. Further, by setting V8 to 13.5 V, a result substantially equal to that of the first embodiment can be obtained. The predetermined value T2
May be different from those in the first embodiment.

The fourth embodiment shown in FIG. 10 is different from the second embodiment in that step 430 is used instead of step 430.
31 are provided. This step 431 sets the priority of the switching hysteresis between the low frequency mode and the high frequency mode to the low frequency priority, so that the power supply voltage is V
The low-frequency mode can be prioritized in a range from 7 (10.5 V) to V8 (11.0 V). Therefore,
Environmental conditions, in this embodiment, step 4
The duty ratio FFAN of the drive pulse applied to the fan 12 in step 413 instead of the step 11 is a predetermined value (R
2: 60%) or more, the power supply voltage can be set to the low frequency mode within the range of V7 (10.5 V) and V8 (11.0 V), so that the driving load increases due to the air volume. , The driving torque can be increased. Further, by setting V8 to 13.5 V, a result substantially equal to that of the second embodiment can be obtained. Note that the predetermined value R2 may be a value different from that of the second embodiment.

[0055]

As described above, according to the present invention, it is possible to change the driving torque of the actuator in accordance with the fluctuation of the power supply voltage and to cope with the fluctuation of the driving load due to environmental conditions. In addition, since the frequency of the drive pulse applied to the actuator according to the actual operation force of the actuator can be switched, the drive of the actuator can be performed quickly and stably.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram illustrating a configuration of a vehicle air conditioner on which an actuator control device according to an embodiment of the present invention is mounted.

FIG. 2 is a flowchart illustrating a first part of the air conditioning control of the vehicle air conditioner.

FIG. 3 is a flowchart illustrating a normal control routine of the vehicle air conditioner.

FIG. 4 is a flowchart illustrating an OFF control routine of the vehicle air conditioner.

FIG. 5 is a characteristic diagram showing a relationship between a target outlet temperature of the vehicle air conditioner and each control mode.

FIG. 6 is a flowchart illustrating a reset mode of the actuator control device according to the embodiment of the present invention.

FIG. 7 is a flowchart illustrating a normal mode of the actuator control device according to the first embodiment of the present invention.

FIG. 8 is a flowchart illustrating a normal mode of an actuator control device according to a second embodiment of the present invention.

FIG. 9 is a flowchart illustrating a normal mode of an actuator control device according to a third embodiment of the present invention.

FIG. 10 is a flowchart illustrating a normal mode of an actuator control device according to a fourth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 2 Front side air conditioner 3 Rear side air conditioner 10 Intake damper 18 Front side mix damper 19 Rear side mix damper 23 Rear side mode damper 24 Front side mode damper 40-44 Actuator 50 Control unit 70 Operation panel

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI H02P 8/38 H02P 8/00 S 8/00 303B

Claims (7)

[Claims] A driving means for returning a driving shaft connected to the driven member to an origin to move the driven member to a predetermined position, and rotating the driving shaft by a predetermined step from the origin to the predetermined position; A power supply voltage detecting means for detecting a power supply voltage supplied to the driving means, and a first setting value for comparing the power supply voltage detected by the power supply voltage detecting means with a first set value.
Power supply voltage determination means, and when it is determined by the determination of the first power supply voltage determination means that the power supply voltage is equal to or less than the first set value, the drive signal of the drive means is set to a low frequency, A drive signal setting unit configured to set a drive signal to the drive unit to a high frequency when the power supply voltage is determined to be higher than the first set value; Second power supply voltage determination means for comparing the detected power supply voltage with a second set value that is larger than the first set value by a predetermined value; and a degree of a drive load applied to the drive shaft from a predetermined environmental condition. A driving load determining unit that determines that the power supply voltage is equal to or less than a second set value, and that the driving load determining unit determines that the power supply voltage is equal to or less than a second set value. If it is determined precursor driving load is large, the actuator control device being characterized in that the drive signal to the drive means comprises a drive signal changing means for changing from a high frequency to a low frequency. 2. The actuator control device according to claim 1, wherein the driven member is a damper provided in a vehicle air conditioner. 3. The driving load determining unit determines that the driving load is large when the temperature in the vehicle compartment of the vehicle on which the vehicle air conditioner is mounted is equal to or lower than a predetermined temperature. Actuator control device for vehicle air conditioner. 4. The vehicle air conditioner according to claim 2, wherein the drive load determination unit determines that the drive load is large when the blowout air volume of the vehicle air conditioner is equal to or more than a predetermined amount. Actuator control device. 5. The vehicle according to claim 2, wherein the drive load determination unit determines that the drive load is large when the speed of the vehicle on which the vehicle air conditioner is mounted is equal to or higher than a predetermined value. Actuator control device for air conditioner for home use. 6. The actuator control device according to claim 1, wherein both the first set value and the second set value have hysteresis. 7. The drive signal according to claim 1, wherein the first set value is a lower limit value of hysteresis for switching from high frequency to low frequency, and the second set value is an upper limit value of hysteresis for switching from low frequency to high frequency. The changing unit determines that the power supply voltage is equal to or less than the second set value by the determination of the second power supply voltage determination unit, and that the drive load determination unit determines that the drive load is large. Wherein the driving signal to the driving unit is changed from a high frequency to a low frequency by setting a priority between the first set value and the second set value to a low frequency priority. The actuator control device according to claim 1.