JPS6144015A - Air conditioning equipment for car - Google Patents

Abstract

PURPOSE:To prevent a car room from being suddenly cooled or heated when a target set temperature is varied by detecting heat load in said car room and restraining a control signal which controls a heat exchanger in accordance with the detected heat load. CONSTITUTION:When an air conditioner switch is turned on, voltages VS, VC, VA, and VZ, corresponding to a target set temp. TS which is set by a temp. setting device 304, a car room temp. TR which is detected by temp. sensors 110, 188, atmospheric temp. TA, and the quantity of solar radiation ZC which is detected by a solar radiation quantity sensor 190 respectively, are inputted into a microcomputer 206 via an A/D converter 202. And, first, based on a deviation between temperatures TS, TR, a control signal (x) is operated at each defined time. Then, an external head load QL is operated based on the temperatures TA, TS and the quantity of solar radiation ZC, to restrain the control signal (x) by means of the heat load QL, when control is carried out by the control signal (x). Thereby, a problem can be solved, for example, that a cold wind blows out when the set temp. TS is lowered in winter.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an air conditioner, and particularly to an air conditioner suitable for being mounted on a motor vehicle.

[Background of the invention]

There is a conventional air conditioner for automobiles that utilizes proportional-integral side control (hereinafter referred to as PI control).
No. 7-37935). This single-use air conditioner is the 8th
As shown in the figure, the temperature inside the vehicle compartment 10 (TR:) and the operating section 1
2, the temperature difference ΔT=Ti Tm is calculated, and the PI calculation unit 16 of the control unit 14 calculates the PI. The PI calculation in the PI calculation unit 16 is a method commonly used in the field of automatic control, and is expressed by the following equation.

(x)=to+(ΔT)+kz/CΔ'I') d
t -・-(i) Here 1. and 2 are values determined by the control system. In other words, control using P-engineering calculates the required amount to move the controlled object to the target state by summing the proportional amount of the difference between the target value and the actual situation of the controlled object and the temporal accumulation of this difference. I'm looking for it.

The calculation result X obtained by the PI calculation unit 16 based on equation (1) is sent to the heat exchange unit 18 to control the heat exchanger 20 and the air outlet in the vehicle interior. stop'
Therefore, the heat exchanger 20 calculates the amount of heat Q according to the calculation result .
is sent to compartment 10. In addition to the amount of heat Q from the heat exchanger 20, disturbance heat QD acts on the vehicle interior 10, and the interior temperature (Ti)
changes due to the first-order lag of the amount of heat Q + Qo. This vehicle interior temperature (TR) is negatively fed back to the control section 14. It has been mathematically explained that in such a negative feedback control system, if the coefficients of each element are appropriately selected, the vehicle interior temperature (TR) will stably converge to [T8]9, and automatic temperature control can be achieved. It looks like this.

However, the vehicle interior temperature [:Ti') is the target set temperature [
TI] and changes by the amount of heat Q + Qo, and when the temperature is controlled to the target set temperature (Tg), if the target set temperature [T1] is changed, [ΔT] will change. This causes a problem in that the heat exchanger and the vehicle interior air outlet are temporarily cooled or heated rapidly regardless of the outside temperature, etc., causing discomfort to the occupants.

[Purpose of the invention]

In the present invention, when the vehicle interior temperature is controlled to approximately the target temperature setting, when the target temperature setting is changed,
To provide an air conditioner for a single vehicle that can prevent the interior of a vehicle from being rapidly cooled or heated.

[Summary of the invention]

In the winter season, when the outside temperature is as low as 110C, the air conditioner is set to a target temperature of 32C in order to rapidly warm up the inside of the vehicle. We have confirmed through experiments that when we set the temperature to 28C to lower the temperature slightly, even in the winter, the air inside the vehicle changes from the bottom to the top, causing an unpleasant phenomenon in which cold air blows out for a while. This was done to eliminate cold air blowing in the winter and warm air blowing out in the summer.It detects the heat load in the vehicle interior and limits the control signal that controls the heat exchange device according to the detected heat load. In addition, when the temperature inside the vehicle interior is controlled to be constant, even if the target set temperature is changed, the interior of the vehicle interior is not rapidly cooled or heated.

[Embodiments of the invention]

A preferred embodiment of the air conditioner according to the present invention will be described in detail with reference to the illustrated drawings.

FIG. 1 is a schematic diagram of an embodiment of an air conditioner according to the present invention.

In FIG. 1, the heat exchange section 100 is connected to
2, and an outside air intake port 104 that takes in air 106 inside the vehicle.
It has a inside air suction port 108 that takes in inside air. An outside temperature sensor 110 is provided at a suitable position outside the vehicle, and a detection signal 112 of this outside temperature sensor 110 is sent to the control unit 200.
The signal is input to the A/D converter 202 of. Outside air intake port 104
A return spring 116 and a two-stage action negative pressure actuator 118 are connected to an inlet door 114 that controls the inside air inlet 108 and the inside air inlet 108 . The negative pressure actuator 118 is connected to a negative pressure source (not shown) via solenoid valves 120 and 122, and controls the suction port door 114 in three positions together with the filtration return spring 116. A blower 124 is provided on the downstream side of the suction port door 114.
02 and vehicle interior air 106 are sent to a heat exchanger unit 126. Prower 124H, motor 128
The motor 128 is connected to the A/D converter 208 of the interface 204 provided in the control unit 200 via a driver 130 consisting of an electric circuit.

The heat exchange section unit 126 is provided with an evaporator 132. This evaporator 132 is capable of cooling air with gas sent through an expansion valve 134.

Then, the refrigerant gas that has passed through the evaporator 132 is condensed by the compressor 136.

liquefied. The compressor 136 is driven by an engine of a movable vehicle (not shown) via an electromagnetic clutch 138, and its driving and non-driving are performed by energizing or de-energizing the compressor V-140.

A discharge air temperature sensor 142 is provided downstream of the evaporator 132 so that the temperature of the air passing through the evaporator 132 can be input to the A/D converter 202 as a detection signal 144. Furthermore, a heater core 146 through which engine cooling water (warm water) is circulated is provided downstream of the discharge temperature sensor 142. A temperature control door 148 is provided upstream of this heater core 146. The temperature control door 148 is connected to a return spring 150 and a negative pressure actuator 156 which is connected to a negative pressure source (not shown) via electromagnetic valves 152 and 154, and is connected to a negative pressure actuator 156 which is connected to a negative pressure source (not shown) through electromagnetic valves 152 and 154. The amount of air flowing can be adjusted.

The position of the temperature control door 148 is read by the potentiometer 160, and the output signal 1 of the potentiometer 160 is
62 is input to the A/D converter 202.

A mode door 164 is provided downstream of the heater core 146. The mode door 164 has a return spring 16
6 and in communication with a negative pressure source via solenoid valves 168 and 170.
The lower air outlet 174 and the upper air outlet 176 provided in the vehicle interior are opened and closed. Further, an air outlet 178 is provided in the vehicle interior to introduce air to the windshield.

The air volume of this outlet 178 is adjusted by the door 180. The door 180 is connected to a return spring 182 and a negative pressure actuator 184, and the negative pressure actuator 184 communicates with a negative pressure source via a solenoid valve 186. Note that a vehicle interior temperature sensor 188 is provided at an appropriate location within the vehicle interior, for example, on the upper part of the instrument panel, and a solar radiation sensor 190 is provided at an appropriate location outside the vehicle, such as at the top of the windshield. . These vehicle interior temperature sensors 18
Detection signals 192 and 194 from the solar radiation sensor 8 and the solar radiation sensor 190 are input to the A/D converter 202 of the control unit 200, respectively.

It has a control section 200H and a microcomputer 206, to which an A/D converter 202 and an interface circuit 204 are connected. The interface circuit is a solenoid valve 120, 122, 1
52,154°168.170,186 and the transistors T1 to T r connected to the compressor relay 140
It has B. In addition, the interface circuit 204
has a D/A converter 208, and this D/A converter 208 is connected to the driver 130 of the motor 12B.

The operation unit 300 includes a switch 302 for blowing air out through the air outlet 178 onto the windshield;
It consists of a temperature setting device 304 and an air conditioner switch (not shown) for starting and stopping the air conditioner.
The operation signal of the switch 302 and the setting value of the temperature setting device are input to the microcomputer 206.

The operation of the embodiment configured as described above is as follows.

The microcomputer 206 operates according to the flowcharts shown in FIGS. 2 and 3 to operate the air conditioner. The 70-chart shown in FIG.
The routine consists of an initialization process consisting of steps 01 to 403, and a main routine consisting of steps 404 to 415, which are repeated an infinite number of times. The flowchart shown in FIG. 3 is an interrupt routine, and during the processing of the main routine of FIG. ) processes steps 416 to 422.

First, when the apparatus is activated by the air conditioner switch (not shown), the output terminal of the microcomputer 206 of the control section 200 is set to the initial state determined in step 401.

Then, in step 402, a random access memory (not shown) in the microcomputer 206
AM) is cleared. Next, in step 403, the voltage VT of the potentiometer 160 corresponding to the position (θ=0) of the temperature control door 148 is converted by the A/D converter 202 into a digital amount [V! ] and read as the initial value of the door reference position. In turn, this door reference position is monitored and updated by the interrupt routine in step 402.

The microcomputer 206 generates a voltage (1) corresponding to the target temperature Ts set by the temperature setting device 304 of the operation unit 300 in step 404[, a voltage VC% corresponding to the cabin temperature Tm, a voltage VC% corresponding to the outside air temperature Tm. VA%
The A/D converter 202 converts the voltage ■t corresponding to the amount of solar radiation into digital values CVa) and [Vil[:VC
), CVAI, [Vz] and import it.

(VRL (Vc), (Va)ii, In step 405, the digital value ('rx )
, (Tc). Also, regarding CVz), R
It is converted into a digital value (Zc) corresponding to the amount of solar radiation using a voltage to solar radiation conversion map stored in the OM.

[■8] is converted into a digital value (Ts) of the target temperature setting using a linear conversion equation by a target temperature setting circuit (not shown) in step 206.

However, this [Ts') is equal to the set temperature (Ti') of the temperature setting device 304 as shown in FIG.
The outside temperature [T,] which is obtained by converting the detection signal into a gage value is added via the coefficient circuit 420, and the outside temperature is corrected. In the next step 407, the target set temperature [TI
The deviation [ΔT] between the temperature [T11] and the cabin temperature [T11] is [ΔT] = (Ts:] (T wing)
・・・・・・It is obtained as (2). Furthermore, in the next step 208, the P engineering calculation unit 418 calculates (
X )=k (ΔT ] +−f (ΔT 3 dt
-.-(3) PI calculation of τ is performed. The integral term in the above equation adds the temperature deviation [ΔT] every predetermined time specified by timer processing in step 421 of the interrupt routine.

Then, in step 409, k[ΔT
], the control signal (x) is obtained.

Note that in the above equation, τ is a constant determined by the control system.

The control signal [X] thus obtained is an amount corresponding to the amount of heat required by the cabin heat load in the process of controlling the cabin temperature Tll to the target set temperature Ts, and in this embodiment, k>0. τ〉
Since (X)〉0, the larger the value of (Xl, the greater the heating power is required;
The larger l means that more cooling power is required.

However, in this embodiment, when performing control based on (X) obtained in step 409, the external heat load [
QX, ] in Figure 5.

The above EX) is limited to the shaded area between x and □, and the set temperature [T8
] is designed to solve problems such as cold air blowing out when lowered. As shown in FIG. 4, this [QL] is determined by the outside air temperature (TA:), the amount of solar radiation [Zc'), and the set temperature [Tg
) is calculated using the following formula. Here, m is a proportionality constant.

CQL) = (Ta:l+m(Zc)-('L+)
--(4) In addition, [ΔT] of the above-mentioned formula (2)
Accordingly, the amount [αyo] shown in Fig. 6 is applied to the outside of the shaded area in Fig. 5, and the deviation [ΔT] between the target set temperature [TI] and the cabin temperature (Tm:) is It is best to make it possible to exert a large amount of heating and cooling power when the room is large.

In steps 410, 411, 412, step 409
Based on (X') determined in , the control target voltage Vt of the temperature control door 148 is determined as shown in the characteristics of FIG.

The position of the suction port door 114 and the position of the mode door 164 are determined respectively.

That is, (X) obtained in the P engineering calculation section 418 and [S] obtained in the thermal load detection section 422 are input to the temperature output judgment section 424 and the mode judgment section 426, and the temperature control output and mode by [X] are inputted to the temperature output judgment section 424 and the mode judgment section 426. It is determined whether the blowing mode of the door 164 is optimal or not based on the value of (Q,). Then, the temperature output determining unit 424 sends the control output to the shaded area in FIG. 5 or the outside of the shaded area with [α8] shown in FIG. give. The optimum temperature control output applying section 428 controls the evaporator 132 and the heater core 146 of the heat exchange section 126 based on the output signal from the temperature output determining section 424 . On the other hand, the mode determining unit 426 controls the mode door 164 via the optimum blowout mode control output applying unit 430,
Supplies heat (Q) into the vehicle interior. This amount of heat (Q) is calculated from the amount of solar radiation CZc) and the outside temperature (TA) [
QD] is supplied to the vehicle interior heat load 432.

The position of the suction door 114 is controlled by the return spring 1.
16 and a two-stage action negative pressure actuator 118. That is, when both the solenoid valves 120 and 122 connected to a negative pressure source (not shown) are not energized, the suction port door 114 closes the inside air suction port 108 due to the biasing force of the return spring 116, and only the outside air 102 It will be supplied to the heat exchanger unit 126. On the other hand, when the solenoid valves 120 and 122 are energized, negative pressure is supplied to both negative pressure working chambers of the negative pressure actuator 118, the suction port door 114 closes the outside air suction port 104, and the heat exchanger unit 126 is Only air 106 is supplied. When the solenoid valve 120 is energized and the solenoid valve 122 is not energized, negative pressure acts only on one negative pressure working chamber of the negative pressure actuator 118, so that the suction port door 114 is in the middle of the two states described above. The external air 102 and the vehicle interior air 106 are supplied to the heat exchange section 126.

Temperature control door 1 controlled in step 418 described later
48 is controlled by a return spring 150 and a negative pressure actuator 156.

That is, the temperature control door 148 is connected to a negative pressure source (not shown), and when both of the solenoid valves 152 and 154 are not energized, the temperature control door 148 is connected to a negative pressure operating chamber of the negative pressure actuator 156 via the solenoid valves 152 and 154. The atmosphere is guided. Therefore, no negative pressure is applied to the negative pressure actuator 156, and the temperature control door 148 rotates clockwise in FIG. Increase quantity.

When the solenoid valve 152 is energized and the solenoid valve 154 is not energized, negative pressure is introduced into the negative pressure working chamber of the negative pressure actuator 156 via the solenoid valves 154, 152, and negative pressure acts thereon. As a result, the temperature control door 148 rotates counterclockwise against the biasing force of the return spring 150, reducing the amount of air passing through the heater core 146. The position of this temperature control door 148 is determined by the position of the potentiometer 1 as described above.
60, the voltage is input to the A/D converter 202 of the control unit 200 in the form of a voltage V, and as θ increases, the voltage V increases.

The temperature control door 148 is feedback-controlled, and the heater core 14
The amount of air passing through 6 is calculated from 0 (θ is the maximum) to 100 inches (θ is 0) of the air flow A sent by the blower 124.
control up to. In addition, air that does not pass through the heater core 146 is removed from a bypass 1 provided in parallel with the heater core 146.
58, the heater core 146, and is mixed with the heated air and blown into the vehicle interior.

The mode door 164 is controlled by a return spring 166 and a two-stage action negative pressure actuator 172. That is, when both the electromagnetic valves 168 and 170, which are connected to a negative pressure source (not shown), are not energized, the upper air outlet 176 is closed by the biasing force of the mode door 164U return spring 166, and the heater core 146 is closed. The air that has passed through the bypass 158 and the bypass 158 is blown out from the lower air outlet 174 into the vehicle interior. On the other hand, when both the solenoid valves 168 and 170 are energized, negative pressure acts on both the negative and negative sides of the negative pressure actuator 172, and the mode door 164 is moved to the lower outlet 1.
74 is closed, and the air is passed through the upper outlet 17.
Blow out from 6. When the solenoid valve 168 is still energized and the solenoid valve 170 is not, only one negative pressure working chamber of the negative pressure actuator 172 is in communication with the negative pressure source, and the mode door 164 is in a so-called pi-level state. The upper air outlet 176 and the lower air outlet 174 are opened,
Air is blown out from both outlets. Note that the air outlet 178 to the windshield is opened and closed by a door 180. This door 180 is controlled by a return spring 182 and a negative pressure actuator 184. That is, when the solenoid valve 186 is energized, negative pressure acts on the negative pressure actuator 184, and the return spring 18
The door 180 is opened against the urging force of 2, and air is blown onto the windshield. On the other hand, when the electromagnetic valve 186 is not energized, no negative pressure acts on the negative pressure actuator 184, and the door 180 closes the air outlet 179 by the biasing force of the return spring 182. However, generally, a small amount of air is blown out from the air outlet 178 even when the door 180 is closed.

In step 413, it is determined based on the detection signal of the discharge temperature sensor 142 whether the discharge temperature Tc of the evaporator 132 is lower than the freezing temperature [Tco] of the evaporator 132, and [Tco
] or less, the compressor relay 140 is turned off to stop the evaporator 132, and if it is greater than or equal to [[Tco], the compressor relay 140 is turned on. In step 414, the analog voltage to be output to the driver 130 of the motor 128 is determined based on [x] determined in step 409 and the characteristics shown in FIG. In step 415, step 411
Each actuator is controlled according to the pattern determined in ~414.

In the timer interrupt flow shown in Figure 3, first,
At step 416, the registers of the microcomputer 206 are controlled so that the next timer interrupt is accepted. Then, in the next step 7' 417, the contents of each register of the microcomputer 206 on which the main program is being executed at the time when the interrupt is canceled are
Evacuate to AM. In step 418, the position signal voltage VTo from the potentiometer 160 is read out and compared with the target voltage VTo determined in step 410.
Proceeding to step 9, the position of the temperature control door 148 described above is controlled via the solenoid valves 152 and 154. In step 420, the currently stored maximum heating position and maximum cooling position are compared with the current position detected in step 418 in order to determine the reference position of the temperature control door 148, as in Japanese Patent Application No. 55-159523. Performs update processing of heating and cooling locations. Step 4
In step 21, the integral addition process described in step 408 is performed by adding the above-mentioned [ΔT] to the integral term k [ΔT]. In step 422, the contents of the register saved in the RAMK in step 421 are returned, and the next step main 70-processing at the time of the interrupt is executed.

In this way, according to this embodiment, the target set temperature (Ti) is set relatively high during the winter season, and the cabin temperature (TR) is set to a value corresponding to [T8].
Even if CTs ) is lowered, the heat load (
The restriction of [x] by QL) works, and by only slightly lowering the outlet temperature, it can be controlled to [TB], which has the effect of providing comfortable air conditioning. Furthermore, the air outlet temperature and air outlet suitable for the season are automatically selected, providing the effect of always providing comfortable air conditioning.

〔Effect of the invention〕

As explained above, according to the present invention, when the interior of the vehicle is controlled to almost the set temperature, even if the set temperature is changed, there is no rapid cooling or heating, and comfortable air conditioning control is performed. be able to.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram of an embodiment of a dual-purpose air conditioner according to the present invention, FIG. 2 is a flowchart of the main flow showing the control method of the embodiment, and FIG. 3 is a timer of the control method of the embodiment. 4 is a block diagram of the control method of the embodiment described above; FIG. 5 is a characteristic diagram showing the limitation of the control signal for controlling the air conditioner due to heat load; and FIG. A diagram showing an example of the allowable width based on the difference between the room temperature and the set temperature added to the limit value. Figure 7 shows the characteristics showing the position status of the inlet door, temperature control door, and mode door according to the control signal of the air conditioner. FIG. 8 is a block diagram of a conventional control method for a single-use air conditioner. 100... Heat exchanger, 104... Outside air suction port, 10
8... Inside air intake port, 110... Outside temperature sensor, 11
4...Suction door, 124...Blower, 126...
・Heat exchange unit, 132... Evaporator, 146...
・Heater core, 148...Temperature control door, 158...Bypass, 164...Mode door, 174...Lower outlet, 176...Upper outlet, 178...Perfect air outlet, 180 ... Door, 188 ... Vehicle interior temperature sensor, 190 ... Solar radiation amount sensor, 200 ... Control unit, 2
02... A/D converter, 204... Interface circuit, 206... Microcomputer, 300...
...Operation unit, 304...Temperature controller, 418...P
I calculation unit, 420...Coefficient circuit, 422:
. . . Heat load detection unit, 424 . ...Car compartment load.

Claims (1)

[Claims] 1. A blower that sucks air outside the vehicle and air inside the vehicle through an outside air intake port and an inside air intake port, and a heat exchange device that heats and cools the air sucked by the blower; a plurality of outlets for discharging air heated and cooled by the heat exchange device into the vehicle interior; a mode door for adjusting the air volume of the plurality of outlets; and a temperature detector for detecting the temperature inside the vehicle interior;
A temperature setting device into which a set temperature is input to maintain the interior of the vehicle at a desired temperature, a control device controlling the heat exchange device based on outputs from the temperature setting device and the temperature detector, and the heat exchange device. A vehicle air conditioner comprising: a blowout mode control device that controls the position of the mode door according to the operating state of the vehicle; An air conditioner for a vehicle, comprising: an optimum temperature control signal providing device that limits a temperature control signal of the control device to a predetermined range according to an output signal. 2. The single-use air conditioner according to claim 1, wherein the heat load detector includes an outside temperature sensor that detects at least outside temperature. 3. The vehicle air conditioner according to claim 2, wherein the heat load detector includes a solar radiation sensor. 4. The blowout mode control device has an optimum blowout mode control output providing means for adjusting the air volume of the blowout port via the mode door based on the output of the control device and the output of the thermal load detector. A vehicle air conditioner according to any one of claims 1 to 3.