JPS60263046A - Control device for air conditioner - Google Patents

Abstract

PURPOSE:To obtain the control device of air conditioner capable of effecting more comfortable air-conditioning service by a method wherein the follow-up control of temperature and humidity in a vehicle is effected so that the temperature and humidity are controlled within predetermined ranges at all times. CONSTITUTION:When the control is started, initial setting is effected at first and, thereafter, the set point of the temperature in the vehicle is detected. Next, all detecting temperatures of a plurality of temperature sensors 11 are measured to compute the average value thereof. Subsequently, the humidity is measured by a humidity sensor 16 and an OR condition, whether the measured temperature is higher than 25 deg.C and the measured humidity is higher than 70% RH, is detected. When the condition is established, the operations of a compressor 10 and a fan are switched from weak into strong. When the condition is not established, the operating condition, strong or weak, is set based on the decision of combined temperature and humidity. These controls are effected at every given unit times to correct the temperature and humidity in the vehicle. The series of operations are carried out by a CPU13E and the control signals of strong and weak instructions are outputted from a DO13C to equipments to be controlled, such as the compressor 10 or the like.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to an air conditioning control device, and in particular is used to efficiently perform sequential control such as deviation control and pattern control in an air conditioning device for a vehicle. It is something that

[Technical background of the invention]

Traditionally, air conditioners for vehicles have been used as service devices that provide comfortable living for passengers by appropriately correcting humidity, especially in seasons with large temperature differences such as summer and winter. It is used.

FIG. 8 is a schematic configuration diagram of a conventionally well-known vehicle air conditioner II. In the following description of the drawings, the same elements are indicated by the same reference numerals.As shown in Figure 10, the air conditioner for a vehicle includes a cooling unit 1-1 for cooling, a sheathed wire heater 12 for heating, and a room temperature sensor. The device cooling unit 1 is composed of a temperature sensor 11 for use in the air conditioning system, and an air conditioning control section 13 that receives external control signals from a control signal input terminal 14 and controls the air conditioning system all at once, and has a heat pump type cooling function. Cooling is performed by using a refrigerant such as Freon 22 (CHCj! F2) and a general refrigeration cycle based on the heat dissipation effect when liquid is vaporized. This cooling unit 1 is divided into an outdoor unit 2 and an indoor unit 3, each of which is relayed by a relay valve 4.

Note that an outdoor air heat exchanger 5 and an outdoor fan 7 are installed inside the outdoor unit 2. On the other hand, inside the indoor unit 3, an indoor air heat exchanger 6, a compressor 10, an indoor fan 8,
A blower fan 9 etc. is installed. Incidentally, the outdoor air heat exchanger 5, the indoor air heat exchanger 6, and the compressor 10 are connected in a loop, through which the refrigerant circulates.

In this configuration, when the compressor 10 operates, the refrigerant gas is compressed, and as the pressure rises, the temperature also rises. The high-temperature, high-pressure refrigerant gas enters the outdoor air heat exchanger 5, where it is cooled by the outside air, condenses, and liquefies to become a high-pressure liquid. Subsequently, the refrigerant passes through a dryer section (not shown) filled with a spherical desiccant, and moisture in the liquid is removed. Furthermore, the refrigerant is depressurized and expands adiabatically. The temperature of the refrigerant decreases with the adiabatic expansion, and enters the indoor air heat exchanger 6 as a low-pressure, low-temperature liquid. Here, the refrigerant liquid absorbs indoor heat and evaporates to perform a cooling effect. Here, the refrigerant is gasified again, compressed by the compressor 10, and sent to the outdoor air heat exchanger 5, where cooling is repeated by the same action. Note that when indoor air passes through the indoor air heat exchanger 6, moisture contained in the air condenses into water droplets, so that dehumidification is also performed.

Incidentally, the indoor fan 7 and the indoor fan 8 are for forced ventilation to efficiently exchange heat by the indoor air heat exchanger 6 and the outdoor air heat exchanger 5, respectively, and the ventilation fan 9 is for blowing cooled air. Blow air into the room.

On the other hand, heating in winter is performed by a sheathed wire heater 12 placed under the passenger's seat.

Now, the air conditioning control unit 13 receives commands from the crew to start/stop the cooling w1 room, strength commands for heating and cooling, commands to start/stop the ventilation fan during cooling, dehumidification commands during cooling, etc. In response to each command, each device in the cooling unit 1 is started and stopped fIllIm sequentially, and the sheathed wire heater 12 is pressurized or unpressurized, or pressurized or unpressurized several meters long. Switching is being carried out.

When an air conditioner such as the one described above is manually set to a target temperature, it continues to operate at the rated temperature until the target temperature is reached, stops when the target temperature is exceeded, and then restarts when a certain humidity difference occurs. or change the output. In this case, the indoor temperature is detected by the temperature sensor 11. As the temperature sensor 11, a WfU switch type sensor using a bimetal or the like is mainly used, but its output state is only two values, on or off.

However, with the control method that starts and stops the air conditioner to follow the setting of 1111 degrees, there is a large difference in the hysteresis width between on and off, and it is not always possible to apply it to vehicles where the indoor conditions are not constant. This cannot be said to be the optimal control method. For this reason, a vehicle is generally used as a backup? i! A method is used in which the start/stop timing of an air conditioner is adjusted using the occupancy rate based on the i weight. In this case, a dedicated variable load detection device attached to the bogie of the vehicle is used to detect the vehicle load. This variable load detection device is mainly used with a switch configuration that detects when the vehicle has reached a certain load and outputs a detection command to the outside, or with a type that changes the resistance value depending on the load. ing.

[Problems with background technology]

In the above-mentioned vehicle air conditioning system, the air conditioning control unit 13 includes a mechanical part in the control loop and sequentially controls the cooling/air conditioning system based on external commands from the crew. I can't hold it. In other words, the control only extends to the minimum operations of starting and stopping each part of the device, that is, the operations to prevent damage to each drifting vessel. In addition, since the crew inputs these commands in a separate crew from the passenger car that is to be air-conditioned, it is difficult to perform the setting operations with high precision.Also, setting errors due to individual differences are added, so it may not be possible to match the actual cabin environment. Adapted operation is extremely difficult.

Moreover, the air conditioning system based on the set temperature detects the temperature of a part of the room and determines whether it is above or below the preset temperature and cools or heats it! Since this is done by starting and stopping the system, it is almost impossible to control the temperature and humidity in the vehicle in a finely tuned manner due to operational response, hysteresis, temperature distribution in the vehicle, humidity electrodeposition, degree of door opening and closing, etc. It is. Furthermore, since the correction that exposes the detection of the occupancy rate using a variable load detection device is based only on the information that a certain occupancy rate has been reached, it cannot necessarily be said to be suitable as air conditioning υl111 information.

For the above reasons, conventional devices often have problems such as insufficient cooling during cooling, insufficient dehumidification or too much cooling, insufficient heating during heating, or too much heating.

Further, there are also problems in that the control system itself is not necessarily optimal, and there is a lot of waste and loss, making labor-saving operation difficult.

(Object of the Invention) In order to eliminate the drawbacks of the above-mentioned prior art, the present invention provides optimal control corresponding to the occupancy rate, optimal control corresponding to temperature and humidity, optimal control corresponding to temperature and humidity distribution or change, and the like. R, which takes into account the state of
To provide an air conditioning control device that automatically determines overcontrol and enables optimal air conditioning for a vehicle without involving a crew member.

[Summary of the invention]

In order to achieve the above object, the present invention provides an air conditioning means with variable capacity having a heating function and an air conditioning function, a sensor means for detecting the temperature and humidity of each part of the air-conditioned school (inside the vehicle), and a desired air conditioner. A setting means for setting the air conditioning temperature of the sensor means and a signal from the setting means are taken in, and the temperature is set in advance based on the deviation between the sensor signal and the setting signal, the distribution of the sensor signal, and the temporal @ difference of each signal. An air conditioning control comprising: a calculation means for calculating a control object and a controlled amount corresponding to a control pattern; and a control means for selecting a function and switching the capacity of an air conditioning means based on the control object signal and control amount from the calculation means. It provides equipment.

(Embodiments of the Invention) The present invention will be described in detail below with reference to FIGS. 1 to 7 of the accompanying drawings.

FIG. 1 is a schematic configuration diagram of an air conditioning control device according to an embodiment. As shown in the figure, a plurality of temperature sensors 11 and humidity sensors 16 are connected to a sensor input interface (hereinafter referred to as SEI) 131, which selects and inputs the temperature and humidity of each part of the vehicle in analog values, and levels After replacing it, it is insulated and converted into a digital quantity. Processor (hereinafter referred to as CPU)
It measures the 131-karat digitized numerical value, performs various numerical oil cylinder selections, and input/output control.

Watchdog timer (hereinafter referred to as WDT) 13G
monitors the runaway of programs processed within the CPU 13E. Digital input interface (hereinafter referred to as D
(referred to as I) 13D receives the control signal input from the control signal input terminal 14 and performs processing such as level exchange and insulation.
Give data to 3E. Digital output interface (hereinafter referred to as Do) 13C1, tCPUl 3
Sends control commands from E to the outside. The driver (referred to as "g" and "OR") 13B insulates the command from the D1130, exchanges the level, and operates the controlled equipment in the cooling unit 1 and the sheathed wire heater 12. Random access memory (hereinafter referred to as RAM) 13F is the CPU 13E
Stores various information processed in . A read-on memory (hereinafter referred to as ROM) 13H stores various pattern data, entaku procedures, etc. for the CPU 13E to execute calculations. Power outage detector (hereinafter referred to as LVD) 1
3A detects the level of the power supply 15, and when this level is below a certain value, it is detected as a power outage.

Next, the operation of the embodiment shown in FIG. 1 will be explained. The rQ degree and humidity detected by the temperature sensor 11 and humidity sensor 16 placed in each part of the vehicle are converted into equivalent analog If (for example, I!!mM, etc.) and input to the 5E1131.

By the way, the temperature sensor 11 is generally placed in places where temperature changes are greater (for example, near the door of the vehicle, at the top and bottom of the center of the vehicle, especially in the vicinity of the cold air outlet or the cold air return opening in an air conditioner). It is desirable that the humidity sensor 16
It is desirable to place it at the highest point in the center of the vehicle's interior.

The signals from the temperature sensor 11 and humidity sensor 16 input to the 5E1131 are converted to appropriate levels here,
The signal is corrected, further insulated, and input to the CPU 13E. At this time, the CPU 13E uses the plurality of sensors 11.16.
is sequentially scanned through S[[131 and the respective values are read. The electrical quantities corresponding to the temperature and humidity from the temperature and humidity sensors 11 and 16 read by the CPU 13E in this manner are treated as data per fixed sampling time.

Next, when operation commands such as starting or stopping the air conditioning and the strength of the output are received from the outside through the control signal input terminal 14, these commands are input to the D113D. The D113D converts these control signals to appropriate levels and isolates them to generate data for the CPU 13E. This D113D
In addition, the output of the LVD 13A, which determines whether or not the power supply voltage from the power supply 15 is equal to or higher than a set level, is provided. This is to detect when a level drop occurs in the power supply 15 and become below the set voltage due to a momentary power outage or a power outage, etc., and this information is taken into the CPU 13E. This information regarding the voltage drop in the power supply 15 from the LVD 13A is especially useful when restarting after a momentary power outage.
It is used to generate a timing signal to manage startup time to prevent damage to the compressor 10.

Based on the various w control commands inputted as described above and the detected values of the temperature sensor 11 and the humidity sensor 16, the CPU 13
Calculate the optimal control pattern with E, and send the result to DO.
It is sent to the DR 13B as a control signal via the DR 13C.

The DR 13B insulates and converts the level of this control signal, and individually controls the controlled equipment and the sheathed wire heater 12 in the cooling unit 1. In this case, the conversion data and operation pattern necessary for calculation by the CPU 13E are stored in the ROM 131.
-1 in advance.

On the other hand, the RAM 13F is used for temporary data storage such as intermediate data calculated by the CPU 13E. In addition, CPU13
When E executes a series of program operations, the WDT 13G is used to monitor program runaway.

Here, the example shown in FIG. The functional features of the lJm method will be explained. Unlike conventional on/off control of controlled devices based on a fixed point of set temperature, this embodiment not only handles information from multiple temperature sensors 11 and humidity sensors 16, but also handles information from multiple temperature and humidity sensors. Since changes in information from 11.16 can be processed linearly and at a fast sampling period, follow-up control that always matches the actual environment inside the vehicle is possible. In addition, temperature and humidity sensors 11° and 16
Since it is possible to control the temperature close to the sensible temperature only by changing the software.

Furthermore, the air blower fan 9 of the cooling unit 1 and the compressor 1
By independently switching the output of 0, etc. according to the current situation, and by combining these, more efficient correction follow-up control can be performed.

The main function of the embodiment shown in FIG. 1, which combines the above-mentioned functions, is to turn on and off each fan 7, 8, and 9 by means of a skewer that performs deviation proportional control using a microprocessor suitable for numerical control. By effectively combining the respective strengths, starting and stopping the compressor 10, and turning on and off the sheathed wire heater 12, the equipment of each part can be efficiently controlled in response to temperature changes over time.

By the way, in the embodiment shown in Fig. 1, in order to reduce the deviation from the set point at one time, a result proportional to the deviation is fed back, and this deviation is integrated to stabilize the set point. Integral control (PIllllll) is performed. However, in reality, proportional-integral-derivative control (PI) is used that adds a differentiator circuit to compensate for the length of the stabilization time that occurs when the deviation is integrated over the time element, that is, the fast tracking speed.
We are implementing a control method that uses D control) on both software and hardware.

Furthermore, each device in the cooling unit 1 and the sheathed wire heater 12
By creating a control pattern for each operation of C.
The characteristics of microprocessors, including P (J13E), will be fully discussed, and efficient operation will be possible by eliminating lost timing and unnecessary equipment operation as much as possible.

On the other hand, by accurately grasping the changes and distribution of temperature and humidity according to the input signals from multiple temperature and humidity sensors #J11 and #J16, and by combining the rated control of each device, more accurate control is possible. There is.

Another advantage of the embodiment shown in FIG. 1 that is not found in the prior art is the correction control for the occupancy rate. this is,
This system corrects and controls the set temperature relative to the temperature outside the vehicle according to the occupancy rate, and if the temperature inside the vehicle exceeds a certain level at the standard flux Φ rate, the set temperature will be adjusted uniformly as shown in the set temperature pattern diagram in Figure 3. By raising the back of the vehicle, it is also possible to prevent humidity shock when getting on and off due to temperature differences.

Even in such pattern operation, the setting value can be optimally selected by changing the correction of the pattern itself.

On the other hand, appropriate control of the occupancy rate involves calculating the occupancy rate from the difference between the interior temperature and the set temperature, the temperature change m over time, etc., and adjusting the operating mode during standard operation as shown in the control characteristic diagram in Figure 4. This is carried out by switching the operating mode when the vehicle is full as shown in the control characteristic diagram of FIG. 5, and changing the rating of the air conditioner corresponding to the occupancy rate.

In this way, the absolute humidity of the air-fuel mixture in the minimum outside air and the allowable absolute humidity range are calculated from the outside temperature, inside the car temperature, and inside humidity obtained from the temperature and humidity sensors 11 and 16, and the mixing ratio of these, and the comfortable range. As one parameter of the prescribed data, the CPU 13E calculates the temperature, i degree candy, the occupancy rate simulation value, etc., and determines where these values are in the comfort range data converted into pattern data. Then, by determining and generating the driving pattern that most closely matches the obtained Song Dynasty, it becomes possible to operate the air conditioner in a sequentially appropriate manner, and by simply correcting these various patterns, it is possible to adapt to different types of vehicles. This makes it possible to realize a flexible system configuration.

On the other hand, the comfortable humidity control can also be controlled using a similar patterning method. As an example, as shown in the temperature/humidity control operation pattern diagram in Figure 2, each edition/humidity r!
By matching the combination patterns of normal operation, save operation, ventilation operation, stop, etc. to the temperature and humidity values in the i range, the inside condition of the vehicle can be controlled to ideal ti within the generally considered comfortable humidity range. I can do things.

Next, a method of patterning air conditioning control will be described below, taking as an example the pattern of temperature/humidity i control shown in FIG.

Here, we will discuss the definition of the pattern that is the basis of control. Normally, the comfortable air conditioning felt by humans is determined by a range of combinations of temperature and humidity. For example, within a range of temperatures, comfort is determined by temperature. This will be explained using the psychrometric diagram (t-X diagram) shown in FIG. Incidentally, in Figure 6, 1p is the set temperature, C is the current air supply state point, P max is the upper limit of the comfortable state when the room temperature is the set value, and Pln is the comfortable state when the room temperature is the set value. The lower limit, P is the room temperature and humidity setting state, R is the current ambient air state point, [↓ is the dew point state point to bring the indoor state to the P lllax point, and Z (XX) is the temperature required to maintain comfort. The supply air humidity range, Z(tX), is the supply air temperature range necessary to maintain comfort.

In the figure, comfort is maintained in the area indicated by the comfort range f. For example, if it is a set point for temperature and humidity P, it is sufficient that the humidity falls within the range between the upper limit state P wax and the lower limit state P10, and it is only necessary to perform humidity control when it deviates from this range. By the way, there are two ways to express humidity: absolute humidity and relative humidity, but especially relative humidity 111i (
If R1-() is not annotated and it is simply referred to as humidity, it represents absolute humidity. Examples of expressions of the comfort range include relative humidity 70-40% RH, absolute temperature 0.015 (*g/NyDA) or less, and temperature 22-40% RH.
26℃ etc.

If we have the comfort range f obtained based on these things as a basic pattern for temperature and humidity control, the corresponding response to the actual uJtll will be the upper limit state pHa × and the lower limit state l in Fig. 6.
Within the comfort range of Pm1n, correction control may be performed to keep the humidity and temperature within the comfort range f based on the predetermined value of the set room temperature tp.

Next, the specific til11! in the configuration shown in FIG.
An example of l1 will be explained using the lagoon/humidity ti111!11 flowchart in FIG. When the control starts, initial setting is first performed in 7O-Fl, and then the fA degree set point in the vehicle is detected in flow F2. Next, in flow F3, all detected temperatures of the plurality of temperature sensors 11 are measured and the average value thereof is calculated. Next, in flow F4, the humidity sensor 16
In the next flow F5, the humidity is measured, and in the next flow F5, the logical sum condition of whether the measured temperature is 25°C or higher or the humidity is 70% Rl-1 or higher is taken, and if the conditions are met, the compressor is 10 and switch the ventilation from weak to strong. As a result of the judgment in flow F5, if the condition is not satisfied, flow F5 is executed.
7 subroutine 5UBI is executed. Subroutine 5
When entering UB1, 7O-F8°F9. Flo
, temperature (TM) and humidity 1 (1-(UM)
The strength of the compressor 10 is determined based on the determination of the combination of "o-F12°Fl3." Fl4. Set the strength or weakness of the compressor 10 with Fl5. Subroutine 5
When the extractor is removed from UB1, the strength of the compressor 10 set in flow F16 is determined, and if it is set to strong, it is set to 7O-F.
Set compressor 10 to strong with 6, and 7O-Fl if set to weak.
At 7, turn the compressor 10 down to 14 degrees. These controls are performed in units of a certain period v1, and the i degree and humidity inside the vehicle are corrected. A series of these operations is executed by the CPU 13E, and a control signal is sent from 0013G as a strong/weak command to a controlled device such as the compressor 10.

Note that the control flow shown in Figure 7 is an example of a control method, and it is also possible to set more detailed combinations of temperature and humidity.
II control can be carried out.

Further, by combining the output of the compressor 10 with the strength 111111 of the blower fan 9, indoor fan 8, and outdoor fan 7, it becomes possible to perform more detailed t+1IIll.

[Effects of the Invention] As described above, according to the present invention, the temperature and humidity inside the vehicle are detected by a sensor, and the air conditioning condition inside the vehicle can be determined from the amount of change per hour, distribution movement, and distribution condition of the sensor output horn. In particular, by controlling the 'fIA degree and humidity so that they are always within a predetermined comfortable range, it is possible to obtain an air conditioning service that is even more comfortable. For example, when using the blue pattern operation in numerical calculations using a CPU, it is easy to modify the pattern in detail according to the user's wishes, so it is possible to make settings that are more in line with the current situation.

In addition, the startup of air conditioning equipment, which was previously done by crew members,
Switching of driving ability, such as stopping and switching strength, is also carried out in real time according to the environment inside the car, allowing for more efficient driving. Therefore, it is possible to save labor in terms of electric power and operation by the crew, and it is possible to realize more flexible and accurate Togu service.

[Brief explanation of the drawing]

FIG. 1 shows an air conditioner 111111 according to an embodiment of the present invention.
A schematic configuration diagram of the device, FIG. 2 is a temperature/humidity control operation pattern diagram for explaining the operation of the embodiment shown in FIG. 1, and FIG. 3 is a set temperature pattern in the embodiment shown in FIG. 1. Figure 4 shows the operating mode during standard riding. Figure 4 shows the control characteristic diagram, Figure 5
The figure shows the fII11Il characteristic diagram showing the operating mode when the vehicle is full.
FIG. 6 is a psychrometric diagram, and FIG. 7 is a flowchart showing an example of the control operation of the embodiment shown in FIG. FIG. 8 is a schematic configuration diagram of an example of a conventional device. 1... Cooling unit, 2... Outdoor unit, 3...
・Indoor unit, 5...Outdoor air heat exchanger, 6...
Indoor air heat exchanger, 7... Outdoor fan, 8... Indoor fan, 9... Ventilation fan, 10... Compressor, 11... Temperature sensor, 12... Sheathed wire heater,
13... Air conditioning i control unit, 13A... Power outage detector, 1
3B...Driver, 13C...Digital output interface]-113D...Digital input interface, 13E...Process controller, 13F...Random access memory, 13G...Watchdog timer, 13 H...Read-on memory, 16...Humidity sensor 1no. Applicant's representative Kiyoshi Inomata Figure 1 Figure 2 ra Figure 3 Degree of buoyancy outside the vehicle (°C) Figure 4

Claims (1)

[Claims] A variable-capacity air conditioning means having a heating function and a cooling function, a sensor means for detecting the temperature and humidity of each part of the room to be air conditioned and emitting a sensor V signal, and a setting means for setting a desired air conditioning temperature; The signals from the sensor means and the setting means are taken in, and presetting is performed based on the deviation between the sensor signal and the output signal of the setting means, the distribution of this sensor signal, and the temporal deviation between this sensor signal and the output signal of the setting means. Control object and control m corresponding to the control pattern
An air conditioning control device comprising: a calculation means for calculating the t+ control target signal and a control amount from the calculation means, and a control means for selecting a function and switching the capacity of the air conditioning means based on the t+ control target signal and the control amount from the calculation means.