JPS6141617A - Air conditioner of automobile - Google Patents

Abstract

PURPOSE:To simply and easily operate the entitled unit which has both a selection and an operation means with a display function for an air condition controlling mode, a checking mode and an adjusting mode, by constituting said unit as that when the adjusting or the checking mode is selected, the elected mode is displayed on the display unit which is provided for the operation means. CONSTITUTION:Content in each register of a main flow is periodically retired in RAM22d by interruption from a timer 22c. When an accessary switch 42 is on and a trouble content display switch 43 is also on, the logical sum of the stored data in the trouble data storing ranges 22d1-22d5 is computed on the basis of item relating to detected trouble. And the corresponding lamps are selected among the lamps 302-306 and lit on. An off-lamp 304 is made to blink, whereby indicating that operation is ongoing in a trouble content display mode. And it is determined whether the off-lamp 304 is on or off and if on-state is determined, said lamp is turned on while if not, the lamp is turned on. By use of such configuration, misoperation of the trouble contents display switch is indicated by lighting a lamp so that a unit may be operated in an easier and simpler manner.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an air conditioner for an automobile, and particularly to a control device suitable for indicating operation of an air conditioner in an inspection/adjustment mode.

[Summary of the invention]

In the conventional inspection/adjustment mode of air conditioners, there is no indication of the mode's operation, so even if the failure details display switch is activated by mistake, you will not be able to tell, and looking at the display device that is in the failure details display mode may give you the illusion that there is a failure. I had something to do.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide an air conditioner for an automobile that can notify a user of the operation of an air conditioning control device in a one-device inspection/adjustment mode that is different from a normal air conditioning control mode.

[Summary of the invention]

In the case of devices that use microcomputers to optimally control air conditioning under various conditions, they operate based on complex logic, so it is difficult to inspect or adjust them if they operate as is. Therefore, we have provided a mode for inspection and adjustment that only the dealer knows. However, if the switch that switches to the inspection/adjustment mode is accidentally activated, not only general users but also dealers may be under the impression that the device is malfunctioning. Therefore, I decided to display the transition to another mode.

[Embodiments of the invention]

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5.

, FIG. 2 shows the configuration of this embodiment. The details will be described later; but from the heat exchange section 1, the control section that controls the heat exchange section 1, the operation section that gives instructions to the control section 2, and the switch 43 that switches the display of the operation section to the failure details display. configured. In this embodiment, the selection of the failure mode is indicated by the blinking of the "OFF" lamp, but other lamps may be used without being limited to the "OFF" lamp, and a dedicated display may be provided on the operation unit 3. In addition to the failure details display of this embodiment, the air conditioner inspection/adjustment mode may be one that simplifies the target value calculation process.

FIG. 1 shows the principle theory of automatic temperature control adopted in the embodiment shown in FIG. 2 according to the present invention. It shows A. Compare the target set temperature (CTs) set on the operation panel and the vehicle interior temperature (CTR), and calculate the temperature difference ΔT=TsTR.
Perform PI calculation. If we set the result of the PI operation as X, the following formula holds true.

[x)"klcΔT]+ktJ(ΔT)dtPI calculation unit 290 is a method commonly used in the field of automatic control, and as seen in the above equation, it calculates the proportional component and the temporal accumulation of the difference between the target and the actual state of the controlled object. , and measures the fasting required to shift the controlled object to the target state. The exchanger 190 is driven.In addition to the heat tQ, the cabin air (heat load 490) receives disturbance heat QD.The disturbance heat QD includes heat entering from outside the vehicle, radiant heat due to sunlight, and heat transferred from the engine compartment. , occupant heat generation, etc.The cabin air receives a heat amount of Q + QD, and the temperature [T
R] changes.

This C'TR) is negatively fed back to the control section. Such a negative feedback control system is 1:Tn) if the coefficients of each element are appropriately drawn.
Since it is mathematically proven that Tl! stably converges to (Tl!), automatic temperature control is achieved.

The heat exchange section 1 is provided with an inside air inlet 102 that takes in air from inside the vehicle interior, an outside air inlet 101 that takes in air outside the vehicle interior, and an inlet door 111 that controls opening and closing of these inlets. This suction door 111 is equipped with a two-stage action negative pressure actuator 112 and a return spring 113.
It is controlled to the 3rd position. That is, each negative pressure working chamber of this negative pressure actuator 112 is connected to a negative pressure source such as a negative pressure pump 90 (not shown) via solenoid valves 114 and 115, and the suction port door 111 114.1
15 When both the solenoid valves 114 and 115 are not energized, the outside air suction port 101 is closed by the force of the return spring 113, and the inside air is sucked in. When both the solenoid valves 114 and 115 are energized, both negative pressure operating chambers of the negative pressure actuator 1i2 are closed. Then, the inside air suction port 102 is closed due to negative pressure, and the state of outside air suction is established. Also, the solenoid valve 114 is energized, and the solenoid valve 11
5, when no current is applied, negative pressure acts only on one negative pressure working chamber of the negative pressure actuator 112, so the suction port door 111 stops at an intermediate position between the above states and opens the outside air suction port! o2
, the inside air suction port 101 is both opened, and the inside and outside air is being sucked.

The heat exchange unit case 100 is provided with a blower 121 that sucks air from the suction port and sends it to the heat exchange unit, which will be described later. The air volume by the blower 121 is controlled by the motor 122 by the driver 123 which is controlled by the controller.
is controlled by controlling the applied voltage supplied to the An evaporator 131 is provided downstream of the blower 121,
This evaporator 131 includes a compressor 132 and an expansion valve 133.
This constitutes a compression refrigeration cycle, and serves as a means of cooling the air that passes through it.

The compressor 132 is driven by the car's engine via an electromagnetic clutch 132a, and the electromagnetic clutch 132a is energized or de-energized by a compressor relay 132b whose driving or non-driving is controlled by a control signal from the control unit. It is done well.

Furthermore, a heater core 141 serving as a heating means is provided downstream of the evaporator 131, and automobile engine cooling water (warm water) is circulated through the heater core 141.
1 heats the air passing through it. A temperature control door 142 is provided to control the amount of heating by increasing or decreasing the amount of air passing through the heater core 141. This temperature control door 142 is connected to the negative pressure source 90 via solenoid valves 145 and 146.
It is rotated υ by a negative pressure actuator 143 and a return spring 144 connected to the . When both solenoid valves 145 and 146 are not energized, the negative pressure actuator 14
The negative pressure working chamber 3 is connected to the atmosphere through the solenoid valves 145 and 146, so no negative pressure acts on it, and the return spring 14
4, the υ temperature control door 142 rotates in the direction in which θ decreases in FIG. 2, in other words, the air i passing through the heater core 141 increases. When the solenoid valve 145 is energized and the solenoid valve 146 is not energized, the negative pressure working chamber of the negative pressure actuator 141 is connected to the negative pressure source via the solenoid valve 146 and 145, and a negative pressure acts thereon. As a result, the temperature control door 142 rotates in the direction in which θ increases against the return spring 144.

That is, it operates in the direction of reducing the air i passing through the heater core ↓41. A potentiometer 147 that operates in conjunction with the temperature control door 142 inputs a position signal corresponding to the position of the temperature control door 142 in the form of a voltage VT to a control unit 148, and as θ increases, VT increases. With the above configuration, the temperature control door 142 is feedback-controlled, and the amount of air passing through the heater core 141 is controlled from 0 (θ is maximum) to 100 inches (θ is 0) of the blower air volume A sent by the blower 121. . Further, the air that does not pass through the heater core 141 passes through a bypass 103 provided in parallel to the heater core 141, passes through the heater core 141, mixes with the heated air, and is blown into the vehicle interior.

The air that has passed through the evaporator 131 and the heater core 141 or the bypass 103 enters the vehicle interior through the upper outlet 104 and the lower outlet 1.
05 or into the vehicle interior from the air outlet 106 to the windshield. A mode door 151 is provided for switching the air outlet into the vehicle interior, and like the intake port 111, this mode door 151 is also controlled to the third position by a two-stage action negative pressure actuator 152. The two negative pressure working chambers of the negative pressure actuator 152 are each provided with a solenoid valve 154, 155.
is connected to the negative pressure source 90 via the solenoid valve 15.
4 and 155 are not energized, the upper air outlet 104 is closed by the return spring 153 and the air is blown out from the lower air outlet 105. Also, solenoid valve 15
4,155 When both are not energized, the negative pressure source 90 is connected to the negative pressure working chamber of the negative pressure actuator 152, the mode door 151 closes the lower outlet 105, and the air is blown out from the upper outlet 104. . When the solenoid valve 154 is energized and the solenoid valve 155 is not energized, only one negative pressure working chamber of the negative pressure actuator 152 is connected to the negative pressure source 90, so the mode door 151 is in the intermediate position of the above state.
Both the upper air outlet 104 and the lower air outlet 105 are in an open state, and the air is blown out from both secondary outlets and is in a so-called pie level state. Air outlet 1 to the front windshield glass
06 is opened and closed by a door 156. Even when the door 156 is closed, it is normally configured so that there is usually a small amount of discharged air.

The door 156 is connected to an electromagnetic valve, a negative pressure actuator 157 connected to the negative pressure source via 4ts9, and a return spring 1.
58. When the solenoid valve 159 is energized, negative pressure acts on the negative pressure actuator 157 and the dead 71
56 opens against a return spring 158, and when the electromagnetic valve 159 is not energized, the door 156 is closed by the return spring 158.

Immediately downstream of the evaporator 131, a discharge temperature sensor 160 is provided using a thermistor to detect the temperature of the air immediately after passing through the evaporator 131, that is, the discharge temperature Tc.
is input to the control section 161 in the form of voltage Vc. A vehicle interior temperature sensor 170 is attached to an appropriate position in the single room, and inputs the vehicle interior temperature TR in the form of a voltage VR to a control section 171.

An A/D converter 21 that converts analog signals from the control section or the sensors and the operation section into digital signals, and a microcomputer 22 that processes the digital signals from the A/D converter 21 and the operation section. and an interface circuit 23 that controls each device of the heat exchange section 1 using output signals from the microcomputer 22. This interface circuit 23 connects the solenoid valves 114, 115, 145, 146° 15 of the heat exchanger 1.
4.155,159. Transistor 231 as a switch element that controls compressor relay 132b
238, driver 12 supplying power to motor 122;
D/A converter 245 for supplying analog voltage to 3.
Furthermore, a regulator 246 that converts the power supply voltage from the battery 41 to 5V, resistors 247 and 248 for inputting the on/off signal of the accessory switch 42, and a resistor 249 for inputting the signal of the failure details display switch 43 are also installed. configured.

The operation part is the "AUTO" switch 3 that starts this device.
11. "OFF" switch 312 for stopping, other switches 313 to 316 for manual settings, and lamps 3 built into each switch for monitoring settings, etc.
It consists of 01 to 306, etc. The above temperature setting device 31
Desired temperature for a single room (target set temperature Ts) set by
is the voltage VS as the control unit IK large input, and the switch 311
~316 are input to the control unit l in the form of voltage levels.

The operation of the automatic air conditioner according to this embodiment having the above configuration will be explained.

3 and 4 are operation flowcharts of the control section which is programmed in advance in a read-only memory (ROM) 22a that stores the following processing procedure and is processed by a central processing unit (CPU) 22b. be. The operation of this device is started at each reset that occurs when the device is connected to the battery 41 and when the accessory switch 42 is turned on, and the main routine shown in FIG. The interrupt routine shown in FIG. 4 is executed by temporarily stopping the main routine every time an interrupt occurs at a fixed time interval by a timer 22C that counts the number of interrupts.

First, the main routine shown in FIG. 3 will be explained.

Step 7' (201) turns off the output of the microcomputer 22 and stops the system on the heat exchanger. In step (202), it is determined whether the current reset occurred because the device was connected to the battery 41, and if it is immediately after the battery is connected, in step (203), the random access memo for data storage is returned! NRAM) 22(1), and in step (204), set 7 lags of HOl+ in the RAM 22d so that the initial values of each data are taken in in steps (211) to (221), which will be described later.Step ( 205), the accessory switch (Ace
) 42 is on, and separates the processing for each case. In step (206), the operation of the microcomputer 22 is stopped until the current reset, and the RAM 2
It is determined whether power is supplied only to 2d for memory retention or not. If true, step (207)
.

At (208), the Hol+ state is continued, and when it is false, interrupts are enabled, and in the interrupt routine described later, a certain period of time has passed after Acc is turned off, and the Hol+ state is reached.
209) and wait without doing anything.

On the other hand, if ACC is on, it is determined in step (210) whether the HOI+ state was present before the current reset, and if it is true, the process of loading the initial values in steps (211) to (221) is performed. In step (211), it is determined whether the mode has ended in which heat exchanger 1 is operated before Acc is turned off, and if true, the heat exchanger control mode is set to AUTO'' with Stella 7' (212), and if false, step (213) turns the heat exchanger control mode OFF. Step (214
), the data in the areas 22dl to 22d5 for failure data allocated in the RAM 22d are sequentially moved to the oldest areas, and the contents of the area 22dl for the newest failure data are erased. In step (215), the voltage Vs of the desired temperature set by the temperature setting device 31 and the signal voltage VR of the vehicle room temperature sensor 170 are input, and in step (216), the input VR is within the voltage range corresponding to the temperature that can normally be taken. If it exceeds the above range, it is determined that the vehicle room temperature sensor line has failed, and a failure detection flag is set at the corresponding location in the failure data area 22dl in the RAM. Step (
217), the above-mentioned VB.

Using a voltage-to-temperature conversion tape stored in advance in the ROM 22a from VR, convert the set temperature Ts) to the cabin temperature TR. In step (218), at the time of starting the control, Ts determines whether the temperature control door 142 is to be controlled to the maximum heating position (FH) side or to the maximum cooling position (FC) side.
The decision is made based on the size of the TR. When T8≧TR, the reference position of the temperature control door 142 is set to FH in step (219), and on the other hand, when TS<TR, the reference position of the temperature control door 142 is set to FC in step (220). Step (221
), input the feedback potentiometer signal voltage VT for temperature control door position detection, and set the temperature control door maximum heating position signal voltage V.
Tru and temperature control door maximum cooling position signal voltage V? This is the initial value of FC. After step (222), the following process is repeated.

In step (223), it is determined whether the Acc switch 42 is on, and if true, the following processing is performed. In step (224), V s , Va and the signal voltage Vc of the U discharge temperature sensor 160 are input, and in step (225), the vehicle room temperature sensor 170 and the discharge temperature sensor 160 are checked for failure in the same manner as in step (216). perform detection,
When a failure is detected, a failure detection flag is set at the corresponding location in the failure data area 22dl. Step (226)
Now, in the same way as step (217), Vs, VR, V
C to TS, TR, and exhaled air temperature Tc. In step (227), a heat radiation amount control signal X is calculated from the difference ΔT between Ts and TR and the time integral value of ΔT. The heat exchanger 1 is controlled based on the X. Step (228
), when the difference between the target voltage Vto and the detected position voltage VT of the temperature control door 142 is within a predetermined range, it is determined to be normal, and a counter for the temperature control door deviation time, which will be described later, is cleared. In step (229), the target voltage VTO of the temperature control door 142 is determined. The details will be explained with reference to FIG. In step (240), it is determined whether it is necessary to update the maximum heating position voltage VTFH, and if true, in step (241)
Update H. In step (242), it is determined whether the maximum cooling position voltage VT rc needs to be updated, and if true,
In step (243), V7yc is updated. In step (244), it is determined whether the input of the reference position is completed,
If true, step (245) closes the temperature control door 14
Find the target opening degree θ of No.2. In step (246), it is determined whether the swing amplitude (VTPC-Vtry+) of the temperature control door 142 has reached a predetermined value (Vwc), and if it has not reached it,
In step (247), the swing amplitude (Vw) is set to the above-mentioned Vw□, and when it has been reached, the swing width ('Vw) is set to step (248)-1' actual measurement value (VTFC-Vty)t). In step (249), it is determined whether the reference position of the temperature control door 142 is FH, and if true, step (250) is determined.
) to find the temperature control door target voltage (VTO) based on FH,
If it is false, in step (251) the V
Find TO.

On the other hand, if it is determined in step (244) that the reference position has not been input yet, it is determined in step (252) whether the reference position is FH.
When it is determined in step 3) that VT has stopped decreasing and reached FH, a flag indicating that the reference position input has been completed is set in a predetermined area in the RAM 22d in step (254). When the reference position is FC, step (255)
When VT stops increasing and it is determined that F'OK has been reached, in step (256), the completion flag is set in the same way as in step (254), and in step (257), only 800 is turned on, and the engine is started. Since it is not rotating and there is no negative pressure, it is determined whether it has moved to the FH side, and in that case, the reference position is switched to FH in step (258).

Returning the explanation to Figure 3. In step (230), the control positions of the suction port door 111, mode door 151, and differential door 156 are determined based on the above-mentioned X.

In step (231), the target discharge temperature of the evaporator 131 is determined based on the above X, and compared with the discharge temperature Tc determined in step (226), the operation of the compressor relay 132b is determined. In step (232), a target value for the fan control 123 is calculated based on the above-mentioned X. Step (2
In step 33), the suction door 111, mode door 151, and differential door 156 are controlled to the control positions determined in steps (230) to (232), and the compressor relay 132b (7) is
On/off, and further controls the fan control 123 to the target value.

FIG. 3 shows the interrupt flow. This program is executed periodically (approximately 10m5ec) by interrupt from timer 22c.
The main flow shown in FIG. 2 is temporarily stopped and executed. In step (260), the contents of each register being used in the main flow are saved in a predetermined area in the RAM 22d. In step (261), it is determined whether Acc is on, and when it is off, in step (262) the lamp control transistors 239 to 244 are turned off, the switch built-in lamps 301 to 306 are turned off, and in step (263)
), the number of interrupts after the ice is turned off is counted, and the Ace-off time is calculated.When it is determined that 10 minutes have passed in step (264), the Hol+ flag is set in a predetermined area of the RAM 22d in step (265), and the process is performed in step (265). (26
In step 6), wait for the above-mentioned Hol+ state &C1 and the next ν set.

On the other hand, if Acc is turned on or off, it is determined in step (267) whether the failure details display switch 43 is on, and if it is on, in step (268), the areas 22dl to 22d5 for the failure data in the RAM 22d are A logical sum is calculated for each failure detection item, and in step (269), one of the lamps 302 to 306 corresponding to the failure detection item is turned on to display the failure details. Then, the "OFF" lamp 304 blinks to indicate operation in a failure details display mode different from normal operation.

In step (289), it is determined whether the "OFF" lamp 304 is on or off, and when it is on, in step (290) it is determined whether the "OFF" lamp 304 is on or off.
” At t7, turn off L1 to 2nd turn 304, step (
Step 291) turns on the ``OFF'' button 304. On the other hand, when the failure details display switch 43 is turned off, a step (270) turns on the lamps 302 to 306 in accordance with the operation of the heat exchanger. and then step (29)
1) "OFF" lamp 3 according to system operation
Controls 04. In step (271), the temperature control door 14
Input the voltage VT of the potentiometer 7 147 which is linked to the voltage VT.

In step (272), it is determined whether the input of the reference position is completed. If it is not completed, the reference position is determined in step (273). If the reference position is FH, step (274) is performed.
) to control the temperature control door 142 to FH, and when the reference position is FC, control the temperature control door 142 to FH in step (275).
Control to make it C. On the other hand, when the input of the reference position has been completed, the target voltage VTO of the temperature control door 142 and the detection voltage 7 are compared in magnitude in step (276), and if it is too far to the cooling side, step (277) is performed. temperature control door 1
42 to the FH side, and when it is at the target position, control is performed to stop the temperature control door 142 in step (278), and if it is too far to the heating side, it is controlled to stop the temperature control door 142 in step (278).
79) controls to move the temperature control door 142 to the FC side. In step (280), RAJ (22d) counts up the counter for measuring the temperature control door deviation time, and it is determined that there is a deviation in the temperature control door position from the target, and the clearing process in step (228) is performed. If not, the number of interrupts equivalent to 10 seconds is reached in step (2s 1), and the temperature control door 142 failure flag is set to RA in step (282).
Set it in a predetermined area in M22d. Step (283
), it is determined whether a failure detection flag is set in the area 22dl for the newest failure data, and if so, the process moves to failure display processing by turning on and off the "AUTo" lamp 301. In step (284), ``AUTO''
It is determined whether the n lamp 301 is lit, and if it is lit, the AUTO" lamp 301 is turned off in step (285), and if it is off, the AUTO" lamp 301 is turned off in step (286).
O” lamp 301 is turned on.

Then, in step (291), the "AUTO" lamp 301 is controlled according to the operation of the system.

In step (287), the states of the switches 311 to 316 are input in a time-division manner, and if there is a pressed switch, manual setting or cancellation of the corresponding switch is performed. In step (288), integral addition processing is performed as a substitute for the time integration in step (227). In step (289), the main routine register saved in step (260) is returned from the RAM 22d, and in step (290), the process is returned to the main routine.

According to this embodiment, even if the failure details display switch is accidentally turned on, the ``OFF'' lamp flashes to notify the occupant that the failure details display mode is in effect, thereby preventing the passenger from getting the illusion that it is a malfunction. effective.

〔Effect of the invention〕

According to the present invention, it is possible to notify general users that an air conditioner inspection/adjustment mode other than the normal air conditioning control mode has been selected and that the air conditioner is operating in a mode that is not specified in the general operation manual. It has the effect of preventing illusions.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the principle of automatic temperature control according to an embodiment of the present invention, FIG. 2 is a control circuit diagram of FIG. 1, and FIG. 3 is a main 70-diagram of the control section of FIG. 4 is an interrupt flowchart of the control section of FIG. 2, and FIG. 5 is a detailed flowchart of the temperature control door target voltage calculation of FIG. 4. 1... Heat exchange section, 2... Control section, 3... Operation section,
22... Microcomputer, 31... Temperature setting switch, 11", 1... Suction port door, 121...
Blower, 131... / evaporator, 133... compressor, 141... converter, 142... temperature control door.

Claims (1)

[Claims] 1. In an air conditioner for an automobile, the air conditioner has an air conditioner operation means having a display function and a means for selecting either a normal air conditioning control mode or an air conditioner inspection/adjustment mode,
An air conditioner for an automobile, characterized in that a selection of an inspection/adjustment mode for the air conditioner is displayed on a display device included in the operating means.