WO2017033572A1 - 車両用空調装置 - Google Patents

車両用空調装置 Download PDF

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Publication number
WO2017033572A1
WO2017033572A1 PCT/JP2016/069585 JP2016069585W WO2017033572A1 WO 2017033572 A1 WO2017033572 A1 WO 2017033572A1 JP 2016069585 W JP2016069585 W JP 2016069585W WO 2017033572 A1 WO2017033572 A1 WO 2017033572A1
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WIPO (PCT)
Prior art keywords
air
vehicle
mode
concentration
section
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PCT/JP2016/069585
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English (en)
French (fr)
Japanese (ja)
Inventor
杏里 水野
喜信 角田
司郎 服部
俊祐 三浦
Original Assignee
株式会社デンソー
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Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN201680047135.0A priority Critical patent/CN107921841A/zh
Publication of WO2017033572A1 publication Critical patent/WO2017033572A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/24—Devices purely for ventilating or where the heating or cooling is irrelevant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices

Definitions

  • This disclosure relates to a vehicle air conditioner.
  • Patent Literature 1 as an apparatus for reducing the amount of harmful substances entering the vehicle interior, the air conditioner introduces the inside air based on the position information of the pollution source associated with the map data and the vehicle travel position information. Or a technique for switching between introducing outside air.
  • the present disclosure provides a vehicle air conditioner that can reduce the amount of harmful substances entering the passenger compartment of the vehicle even when many harmful substances arrive around the vehicle due to the exhaust gas of the vehicle ahead.
  • An object is to provide an apparatus.
  • the vehicle air conditioner of the present disclosure adjusts the temperature in the vehicle interior by blowing air into the vehicle interior of the vehicle.
  • the vehicle air conditioner includes a concentration acquisition unit and a switching unit.
  • the concentration acquisition unit acquires the concentration of a predetermined harmful substance based on the detection signal output from the harmful substance sensor (31) that is attached to the outside of the passenger compartment and outputs a detection signal corresponding to the concentration of the harmful substance.
  • the switching unit switches between an inside air mode in which the air blown into the vehicle interior is inside air and an outside air mode in which the air blown into the vehicle interior is outside air based on the concentration acquired by the concentration acquisition unit.
  • FIG. 1st Embodiment It is a block diagram of the air conditioning unit in 1st Embodiment. It is a block diagram of a sensor, an actuator, and an air conditioner ECU. It is a figure which shows the attachment position to the vehicle of a harmful substance sensor group. It is a block diagram of the process which air-conditioner ECU performs. It is a flowchart of a toxic substance determination process. It is a flowchart of an inside / outside control process. It is a flowchart of a blower control process. It is a flowchart of a mode control process.
  • the vehicle air conditioner according to the present embodiment is mounted on a vehicle and includes the air conditioning unit 100 shown in FIG. 1, various sensors, actuators, an air conditioner ECU 30, and the like shown in FIGS. 2 and 11.
  • the air conditioning unit 100 is a unit that is arranged inside a dashboard in the foremost part of the vehicle interior of the vehicle and supplies air (blast air) into the vehicle interior.
  • the indoor air conditioning unit includes an air conditioning casing 10 and various devices housed inside the air conditioning casing 10, such as an inside / outside air switching door 13, an EF mode door 18D, 18P, 19D, 19P, 20D, 20P, and 20R.
  • flow paths 10A, 10D, 10P, and 10R through which air before being sent into the vehicle compartment flows are formed.
  • an outside air introduction port 11 for introducing outside air that is air outside the passenger compartment and an inside air introduction port 12 for introducing inside air that is air inside the passenger compartment.
  • the outside air introduction port 11 is disposed outside the vehicle compartment of the vehicle and in the engine room ahead of the vehicle compartment.
  • An inside / outside air switching door 13 that selectively opens and closes the introduction ports 11 and 12 is provided in the vicinity of the introduction ports 11 and 12.
  • the suction mode in which the inside / outside air switching door 13 makes the outside air introduction port 11 fully closed and the inside air introduction port 12 fully opened is called inside air mode, and the inside / outside air switching door 13 makes the outside air introduction port 11 fully open and introduces inside air.
  • a suction mode in which the mouth 12 is fully closed is referred to as an outside air mode.
  • the outside air introduction port 11 and the inside air introduction port 12 communicate with the common flow path 10A. Further, the common flow channel 10A communicates with the D air flow channel 10D, the P air flow channel 10P, and the R air flow channel 10R.
  • the D air flow path 10D is a flow path formed to send air that flows into the D air flow path 10D from the common flow path 10A to the vicinity of the driver's seat in the passenger compartment and hit the driver.
  • the P air flow path 10P is a flow path formed to send air that has flowed into the P air flow path 10P from the common flow path 10A to the vicinity of the passenger seat in the passenger compartment and hit the passenger seat passenger.
  • the R air flow path 10R is a flow path formed in order to send air that has flowed into the R air flow path 10R from the common flow path 10A to the vicinity of the rear seat in the passenger compartment and hit the rear seat occupant.
  • the vicinity of the driver's seat referred to here is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment becomes the driver's seat.
  • the vicinity of the passenger seat referred to here is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment becomes the passenger seat.
  • the vicinity of the rear seat referred to here is a part of the vehicle interior space in which the closest seat among all the seats in the passenger compartment is the rear seat.
  • D blower 14D is arrange
  • the D blower 14D is a blower fan that sucks air flowing into the common flow path 10A and blows it out to the downstream side in the air flow direction of the D blow flow path 10D.
  • a P blower 14P is disposed near the upstream end of the P air flow path 10P in the air flow direction.
  • the P blower 14P is a blower fan that sucks air flowing into the common flow path 10A and blows it out to the downstream side in the air flow direction of the P blow flow path 10P.
  • the R blower 14R is disposed near the upstream end of the P air flow path 10P in the air flow direction.
  • the R blower 14R is a blower fan that sucks air flowing into the common flow path 10A and blows it out to the downstream side in the air flow direction of the R blow flow path 10R.
  • D evaporator 15D is arrange
  • a P evaporator 15P is disposed on the downstream side of the P blower 14P in the air flow direction of the P air flow path 10P. All of the air that is blown out by the P blower 14P and flows through the common flow path 10A passes through the P evaporator 15P.
  • the R evaporator 15R is arranged on the downstream side of the R blower 14R in the air flow direction in the R air flow path 10R. All the air that is blown out by the R blower 14R and flows in the common flow path 10A passes through the R evaporator 15R.
  • the D evaporator 15D, the P evaporator 15P, and the R evaporator 15R constitute a known refrigeration cycle together with a compressor, a condenser, a gas-liquid separator, an expansion valve, and the like (not shown). Then, the D evaporator 15D, the P evaporator 15P, and the R evaporator 15R evaporate the refrigerant expanded by the expansion valve after compression in the compressor in the refrigeration cycle, and exchange heat between the refrigerant and air to blow into the vehicle interior. The air to be cooled. As shown in FIG. 1, the D evaporator 15D, the P evaporator 15P, and the R evaporator 15R may be three different parts of one integrally formed evaporator, or may be three separately formed Different evaporators may be used.
  • a D heater core 16D is disposed on the downstream side of the D evaporator 15D in the air flow direction in the D air flow path 10D.
  • a passage that passes through the D heater core 16D and a bypass passage that bypasses the D heater core 16D are formed in the D air flow path 10D.
  • a P heater core 16P is disposed on the downstream side of the P evaporator 15P in the air flow direction in the P air flow path 10P.
  • a passage that passes through the P heater core 16P and a bypass passage that bypasses the P heater core 16P are formed in the P air flow path 10P.
  • an R heater core 16R is disposed on the downstream side of the R evaporator 15R in the air flow direction in the R air flow path 10R.
  • a passage that passes through the R heater core 16R and a bypass passage that bypasses the R heater core 16R are formed in the R air flow passage 10R.
  • D heater cores 16D, P heater cores 16P, and R heater cores 16R heat the air passing through the heater cores using, as a heat source, cooling water of an engine that is an internal combustion engine that generates driving force for driving the vehicle.
  • the D heater core 16D, the P heater core 16P, and the R heater core 16R may be three different portions of one heater core formed integrally, or may be separately formed as shown in FIG. Three different heater cores may be used.
  • a D air mix door 17D is disposed on the upstream side in the air flow direction of the D heater core 16D and the downstream side in the air flow direction of the D evaporator 15D in the D air flow path 10D.
  • the D air mix door 17D adjusts the air volume ratio between the air volume passing through the D heater core 16D and the air volume passing through the bypass passage (hereinafter referred to as the air mix ratio), thereby Adjust the temperature.
  • a P air mix door 17P is disposed on the upstream side in the air flow direction of the P heater core 16P and the downstream side in the air flow direction of the P evaporator 15P in the P air flow path 10P.
  • the P air mix door 17P adjusts the air volume ratio between the air volume passing through the P heater core 16P and the air volume passing through the bypass passage (hereinafter referred to as the air mix ratio), so that the air blown out in the vicinity of the passenger seat in the passenger compartment. Adjust the temperature.
  • the R air mix door 17R is disposed on the upstream side in the air flow direction of the R heater core 16R and the downstream side in the air flow direction of the R evaporator 15R in the R air flow path 10R.
  • the R air mix door 17R adjusts the air volume ratio between the air volume passing through the R heater core 16R and the air volume passing through the bypass passage (hereinafter referred to as the air mix ratio), so that the air blown out in the vicinity of the rear seat in the vehicle interior Adjust the temperature.
  • a D-DEF opening 21D, a D-FACE opening 22D, and a D-FOOT opening are provided at the downstream side of the D heater core 16D and the bypass passage in the D blowing passage 10D and the most downstream portion of the D blowing passage 10D.
  • 23D is formed.
  • the D-DEF opening 21D is connected to a defroster outlet in the vehicle compartment via a duct (not shown).
  • the D-FACE opening 22D is connected to a driver's seat face outlet in the passenger compartment via a duct (not shown).
  • the D-FOOT opening 23D is connected to a driver seat foot outlet in a passenger compartment via a duct (not shown).
  • the defroster outlet is located directly under the windshield of the vehicle, and the air blown out from the defroster outlet flows toward the inner surface of the windshield.
  • the driver's seat face outlet is open toward the upper body of the driver who sits in the driver's seat on the dashboard of the vehicle.
  • the driver's seat face outlet is disposed at a position closest to the driver's seat among all the seats in the passenger compartment.
  • the driver's seat face outlet is an outlet for blowing air mainly toward the driver's seat among all the seats in the passenger compartment.
  • the air blown out from the driver's seat face outlet flows toward the upper body of the driver sitting in the driver's seat.
  • the driver's seat foot outlet opens in a dashboard of the vehicle toward a portion below the knee of the driver sitting on the driver's seat.
  • the driver's seat foot outlet is disposed at a position closest to the driver's seat among all the seats in the passenger compartment.
  • the driver's seat foot outlet is an outlet for blowing air mainly toward the driver's seat among all the seats in the passenger compartment. The air blown out from the driver's seat foot outlet flows toward a portion below the knee of the driver seated in the driver's seat.
  • a D-DEF mode door 18D, a D-FACE mode door 19D, and a D-FOOT mode door 20D are disposed on the upstream side of the openings 21D, 22D, and 23D in the air flow direction, respectively.
  • the D-DEF mode door 18D is a door that switches opening and closing of the D-DEF opening 21D.
  • the D-FACE mode door 19D is a door that switches opening and closing of the D-FACE opening 22D.
  • the D-FOOT mode door 20D is a door for switching opening and closing of the D-FOOT opening 23D.
  • a P-DEF opening 21P, a P-FACE opening 22P, and a P-FOOT opening are provided at the downstream side of the P heater core 16P and the bypass passage in the P blowing passage 10P and the most downstream portion of the P blowing passage 10P.
  • 23P is formed.
  • the P-DEF opening 21P is connected to the defroster outlet through a duct (not shown).
  • the P-FACE opening 22P is connected to a passenger seat face outlet in a passenger compartment via a duct (not shown).
  • the P-FOOT opening 23P is connected to a passenger seat foot outlet through a duct (not shown).
  • the face outlet for the passenger seat opens toward the upper body of the passenger seated in the passenger seat on the dashboard of the vehicle.
  • the passenger seat face outlet is disposed at a position closest to the passenger seat among all seats in the passenger compartment.
  • the passenger seat face outlet is an outlet for blowing air mainly toward the passenger seat among all the seats in the passenger compartment. The air blown from the passenger seat face outlet flows toward the upper body of the passenger seated in the passenger seat.
  • the passenger's seat foot outlet is open toward the lower part of the passenger's knee sitting on the passenger seat in the vehicle dashboard. Further, the passenger seat foot outlet is disposed at a position closest to the passenger seat among all seats in the passenger compartment.
  • the passenger seat foot outlet is an outlet for blowing air mainly toward the passenger seat among all seats in the passenger compartment. The air blown out from the passenger seat foot outlet flows toward a portion below the knee of the passenger seated in the passenger seat.
  • a P-DEF mode door 18P, a P-FACE mode door 19P, and a P-FOOT mode door 20P are disposed at upstream portions of the openings 21P, 22P, and 23P in the air flow direction, respectively.
  • the P-DEF mode door 18P is a door that switches opening and closing of the P-DEF opening 21P.
  • the P-FACE mode door 19P is a door that switches opening and closing of the P-FACE opening 22P.
  • the P-FOOT mode door 20P is a door for switching opening and closing of the P-FOOT opening 23P.
  • These mode doors 18D, 19D, 20D, 18P, 19P, and 20P are configured to be interlocked by a link mechanism (not shown). And the blower outlet mode implement
  • the D-FACE opening 22D and the P-FACE opening 22P are fully opened and air is blown out from the driver's face and passenger's face outlets toward the upper body of the driver and passenger.
  • Exit mode In the face mode, the D-DEF opening 21D, the P-DEF opening 21P, the D-FOOT opening 23D, and the P-FOOT opening 23P are fully closed. Therefore, in the face mode, no air is blown into the passenger compartment from the defroster outlet, the driver's foot outlet, or the passenger's foot outlet.
  • the bi-level mode all of the D-FACE opening 22D, P-FACE opening 22P, D-FOOT opening 23D, and P-FOOT opening 23P are opened, and the driver's seat face outlet and the passenger seat face
  • the D-DEF opening 21D and the P-DEF opening 21P are fully closed. Therefore, in the bi-level mode, air is not blown out from the defroster outlet into the vehicle interior.
  • the D-FOOT opening 23D and the P-FOOT opening 23P are fully opened, and air is blown out from the driver's foot outlet and the passenger's foot outlet toward the upper body of the driver and passenger.
  • Exit mode In the foot mode, the D-FACE opening 22D and the P-FACE opening 22P are fully closed. Therefore, in the foot mode, no air is blown into the vehicle compartment from the driver's face face outlet or the passenger's face face outlet.
  • the D-DEF opening 21D and the P-DEF opening 21P are opened by an opening smaller than that in the foot defroster mode, and air is blown from the defroster outlet toward the inner surface of the windshield.
  • the D-DEF opening 21D, the D-FOOT opening 23D, the P-DEF opening 21P, and the P-FOOT opening 23P are opened to the same extent so that the driver's seat foot outlet and the passenger seat foot In this mode, air is blown out from all of the air outlet and the defroster air outlet.
  • the D-FACE opening 22D and the P-FACE opening 22P are fully closed. Therefore, in the foot defroster mode, air is not blown into the vehicle compartment from the face outlet.
  • an R-FOOT opening 23R is formed at the downstream side of the R heater core 16R and the bypass passage in the R air passage 10R and the downstream side of the R air passage 10R.
  • the R-FOOT opening 23R is connected to a rear seat foot outlet through a duct (not shown).
  • the rear-seat foot outlet is open toward a portion below the knee of the occupant seated in the rear seat.
  • the rear seat foot outlet is an outlet for blowing air mainly toward the rear seat among all seats in the passenger compartment. Further, the air blown out from the rear seat foot outlet flows toward a portion below the knee of the occupant seated in the rear seat.
  • the air conditioner ECU 30 is a control device that controls the operation of various devices of the air conditioning unit.
  • the air conditioner ECU 30 includes a CPU, a RAM, a ROM, and the like, and the CPU executes a program recorded in the ROM. By using this, the following control is realized.
  • the harmful substance sensor group 31 is arranged outside the vehicle compartment of the vehicle 1 on which the vehicle air conditioner according to the present embodiment is mounted, more specifically, on the vehicle front side of the vehicle compartment. It is attached to the license plate 2.
  • the harmful substance sensor group 31 includes an HC sensor 310, a CO sensor 311, a NOx sensor 312, an ammonia sensor 313, a CO2 sensor 314, and a PM2.5 sensor 315.
  • the HC sensor 310 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of HC (that is, hydrocarbon).
  • HC is a harmful substance that is contained in the exhaust gas of the vehicle 1 and is harmful to the human body, and is a source of odors felt by humans. Therefore, the HC sensor 310 is a kind of odor sensor that detects the concentration of a substance that is a source of odor, and is a harmful substance sensor that detects the concentration of harmful substances harmful to the body.
  • the HC sensor 310 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of HC (that is, hydrocarbon).
  • the CO sensor 311 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of CO (that is, carbon monoxide).
  • the NOx sensor 312 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of NO X (that is, nitrogen oxide).
  • each of the HC sensor 310, the CO sensor 311, and the NOx sensor 312 is an odor sensor that detects the concentration of a substance that is a source of odor, and is also a harmful substance sensor that detects the concentration of a harmful substance harmful to the human body. .
  • the ammonia sensor 313 is a gas concentration sensor that outputs a detection signal corresponding to the ammonia concentration.
  • CO2 sensor 314 is a gas concentration sensor that outputs a detection signal corresponding to the concentration of CO 2 (i.e. carbon dioxide).
  • the PM2.5 sensor 315 is a concentration sensor that outputs a detection signal corresponding to the concentration of PM2.5.
  • Ammonia, CO 2 and PM2.5 are all harmful substances harmful to the human body.
  • Ammonia is a substance that causes odors that humans feel. Therefore, the ammonia sensor 313 is an odor sensor that detects the concentration of a substance that is a source of odor, and is also a harmful substance sensor that detects the concentration of a harmful substance harmful to the human body.
  • CO 2 and PM2.5 are substances that cause odors that humans feel. Therefore, CO 2 and PM2.5 are not odor sensors, but are harmful substance sensors that detect the concentration of harmful substances harmful to the human body.
  • the operation unit 32 is a member that can be directly operated by the user, and includes a removal button 321 and the like.
  • the removal button 321 is a toggle-type button that is switched on and off every time the occupant performs a pressing operation.
  • the D blower actuator 33D is an actuator that controls the rotation of the D blower 14D, and is specifically an electric motor.
  • the P blower actuator 33P is an actuator that controls the rotation of the P blower 14P, and is specifically an electric motor.
  • the R blower actuator 33R is an actuator that controls the rotation of the R blower 14R, and is specifically an electric motor.
  • the mode door actuator 34 is an actuator that simultaneously drives the mode doors 18D, 19D, 20D, 18P, 19P, and 20P.
  • the mode door actuator 34 is an electric motor that drives the link mechanism that interlocks the mode doors 18D, 19D, 20D, 18P, 19P, and 20P.
  • the inside / outside door actuator 35 is an actuator that drives and displaces the inside / outside air switching door 13, and is specifically an electric motor.
  • the P seating sensor 36 ⁇ / b> P is a sensor that detects whether or not an occupant is seated in the passenger seat of the vehicle 1.
  • the R seating sensor 36 ⁇ / b> R is a sensor that detects whether an occupant is seated in the rear seat of the vehicle 1.
  • the air conditioner ECU 30 executes a plurality of control processes 301, 302, 303, 304, 305, 306, etc. at a predetermined timing with a predetermined cycle determined in advance for the control processes. It has become.
  • the vehicle air conditioner can adjust the temperature in the vehicle interior by blowing out air (blast air) into the vehicle interior.
  • the air conditioner ECU 30 executes the harmful substance determination process 301 at a relatively short cycle of 10 milliseconds, a TAO calculation process 302, an internal / external control process 303, a blower control process 304, a compressor control process 305, a mode.
  • the control processing 306 is executed in order with a relatively long cycle of 250 milliseconds.
  • the harmful substance determination process 301 A flowchart of the hazardous substance determination process 301 is shown in FIG.
  • the air conditioner ECU 30 first acquires the concentration of each harmful substance in section 410 based on the output signals of the harmful substance sensor group 31 at the present time. More specifically, the concentration of HC around the HC sensor 310 outside the passenger compartment is specified based on the current detection signal from the HC sensor 310. Further, based on the current detection signal from the CO sensor 311, the CO concentration around the CO sensor 311 outside the passenger compartment is specified. Further, based on the current detection signal from the NOx sensor 312, to identify the concentration of the NO X around the exterior of the NOx sensor 312 of the vehicle compartment.
  • the concentration of ammonia around the ammonia sensor 313 outside the passenger compartment is specified. Further, based on the current detection signal from the CO2 sensor 314, to identify the concentration of CO 2 around the outside of the CO2 sensor 314 of the vehicle compartment. Further, based on the current detection signal from the PM2.5 sensor 315, the concentration of PM2.5 around the PM2.5 sensor 315 outside the passenger compartment is specified.
  • each of a plurality of types of harmful substances ie, HC, CO, NO x , ammonia, CO 2 , PM2.5
  • concentration of the harmful substance obtained in the immediately preceding section 410 and the The threshold value determined in advance for the substance and recorded in the ROM is compared.
  • Each of the plurality of threshold values set in one-to-one correspondence with the plurality of types of harmful substances is an allowable limit value of the concentration of the corresponding harmful substance.
  • section 420 when none of the plurality of types of harmful substances exceeds the corresponding threshold value, the process proceeds to section 430. If the concentration exceeds the corresponding threshold value for at least one of the plurality of types of harmful substances, the process proceeds to section 440.
  • the harmful substance flag in the RAM is set to OFF, and then the present hazardous substance determination processing 301 is terminated.
  • the harmful substance flag in the RAM is set to ON, and then the present hazardous substance determination processing 301 is terminated.
  • the air conditioner ECU 30 acquires the concentrations of the plurality of types of harmful substances at the present time in the harmful substance determination processing 301 every 10 milliseconds, and sets the harmful substance flag to ON or OFF based on the acquired concentrations. To do.
  • the air conditioner ECU 30 determines the set temperature Tset based on the occupant's operation details on a temperature setting switch (not shown) included in the operation unit 32, and determines the target outlet temperature TAO based on the following equation. .
  • Tr is the temperature inside the vehicle detected by a vehicle interior temperature sensor (not shown)
  • Tam is the temperature outside the vehicle detected by an outside air temperature sensor (not shown)
  • Kset, Kr, and Kam are control gains.
  • C is a constant for correction.
  • the air conditioner ECU 30 first determines in section 510 whether the removal button is on or off. If it is on, the process proceeds to section 520, and if it is off, the process proceeds to section 540. In section 520, it is determined whether the harmful substance flag is on or off. If it is on, the process proceeds to section 530, and if it is off, the process proceeds to section 540.
  • section 530 the inside air mode control is performed. Specifically, by controlling the inside / outside door actuator 35, the inside / outside air switching door 13 is displaced if necessary so that the outside air introduction port 11 is fully closed and the inside air mode is realized. After section 530, the current internal / external control process 303 is terminated.
  • section 540 normal inside / outside air switching control is performed. For example, based on the occupant's operation content with respect to the operation part 32, it is determined whether suction inlet control is automatic or manual. If it is determined to be auto, one of the inside air mode and the outside air mode is selected based on the current target blowing temperature TAO, and the inside / outside door actuator 35 is controlled to realize the selected mode. If necessary, the inside / outside air switching door 13 is displaced. If it is determined to be manual, the inside / outside door actuator 35 is selected so that either the inside air mode or the outside air mode is selected based on the operation content of the occupant to the operation unit 32 and the selected mode is realized. Control and displace the inside / outside air switching door 13 if necessary. After section 530, the current internal / external control process 303 is terminated.
  • the air conditioner ECU 30 has the removal button 321 turned on in the inside / outside control process 303, and the value of the hazardous substance flag set in the last executed harmful substance determination process 301 is on.
  • the inside air mode is realized regardless of the target blowing temperature TAO and the manual setting contents of the occupant.
  • blower control process 304 A flowchart of the blower control process 304 is shown in FIG.
  • the air conditioner ECU 30 first determines in section 610 whether the removal button is on or off. If it is on, the process proceeds to section 615. If it is off, the process proceeds to section 670. In section 615, it is determined whether the hazardous substance flag is on or off. If it is on, the process proceeds to section 620, and if it is off, the process proceeds to section 670.
  • section 620 it is determined whether or not an occupant is seated in the passenger seat based on the detection signal from the P seating sensor 36P. If not, the process proceeds to section 625, and if it is seated, the process proceeds to section 630. .
  • the P blower actuator 33P is controlled to stop the rotation of the P blower 14P. By doing so, air does not flow from the common flow path 10A into the P air flow path 10P, and as a result, air is not blown out from the P air flow path 10P into the vehicle interior.
  • section 630 normal control is performed for the P blower 14P. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. And if it determines with it being auto, the voltage value applied to P blower actuator 33P will be determined based on the present target blowing temperature TAO, the engine coolant temperature, the blower outlet mode, etc., and the determined voltage value is actually To the P blower actuator 33P. Thereby, the P blower 14P rotates at a higher rotational speed as the voltage applied to the P blower actuator 33P is higher.
  • the air conditioner ECU 30 has the removal button 321 turned on in the blower control process 304, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on.
  • the P blower 14P is stopped regardless of the value of the target outlet temperature TAO, the engine coolant temperature, and the outlet mode.
  • section 640 based on the detection signal from the R seating sensor 36R, it is determined whether or not an occupant is seated in the rear seat. If not, the process proceeds to section 645, and if it is seated, the process proceeds to section 650. .
  • the R blower actuator 33R is controlled to stop the rotation of the R blower 14R. By doing so, air does not flow into the R air flow path 10R from the common flow path 10A, and as a result, air is not blown out from the R air flow path 10R into the vehicle interior.
  • section 650 normal control is performed for the R blower 14R. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. If it is determined to be auto, the voltage value to be applied to the R blower actuator 33R is determined based on the current target outlet temperature TAO, the engine coolant temperature, the outlet mode, etc., and the determined voltage value is actually used. To the R blower actuator 33R. As a result, the R blower 14R rotates at a higher rotational speed as the voltage applied to the R blower actuator 33R is higher.
  • the higher the voltage applied to the R blower actuator 33R the larger the amount of air flowing from the common flow path 10A to the R blow flow path 10R, and the corresponding amount flows from the R blow flow path 10R into the vehicle interior.
  • the air volume increases.
  • the air conditioner ECU 30 has the removal button 321 turned on in the blower control process 304, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on.
  • the R blower 14R is stopped regardless of the value of the target outlet temperature TAO, the engine coolant temperature, and the outlet mode.
  • section 660 normal control is performed for D blower 14D. For example, based on the occupant's operation content on the operation unit 32, it is determined whether the air volume setting is auto or manual. And if it determines with it being auto, the voltage value applied to D blower actuator 33D will be determined based on the present target blowing temperature TAO, the engine coolant temperature, the blower outlet mode, etc., and the determined voltage value is actually To the D blower actuator 33D. As a result, the D blower 14D rotates at a higher rotational speed as the voltage applied to the D blower actuator 33D is higher.
  • the higher the voltage applied to the D blower actuator 33D the larger the amount of air flowing from the common flow path 10A to the D air flow path 10D, and the corresponding amount flows from the D air flow path 10D into the vehicle interior.
  • the air volume increases.
  • the D blower 14D is controlled to rotate by normal control regardless of the value of the harmful substance flag and the state of the removal button 321.
  • section 670 normal control is performed on D blower 14D in the same manner as in section 660, normal control is performed on P blower 14P in the same manner as in section 630, and normal control is performed on R blower 14R in the same manner as in section 650. Control.
  • the air conditioner ECU 30 determines the rotation speed of the compressor in the above-described refrigeration cycle based on the current target blowing temperature TAO and the like, and drives the compressor so as to realize the determined rotation speed (see FIG. (Not shown).
  • the air conditioner ECU 30 first determines in a section 710 whether the removal button is on or off. If it is on, the process proceeds to section 720. If it is off, the process proceeds to section 740. In section 720, it is determined whether the harmful substance flag is on or off. If it is on, the process proceeds to section 730, and if it is off, the process proceeds to section 740.
  • the mode door actuator 34 is controlled to execute face prohibition control. Specifically, the mode door actuator 34 is controlled so that air is not blown into the vehicle compartment from the driver's face face outlet and the passenger's face face outlet, and the mode doors 18D, 19D, and 20D are controlled as necessary. , 18P, 19P, 20P are displaced.
  • the mode door actuator 34 is controlled to realize the foot mode or the foot defroster mode, and the mode doors 18D, 19D, 20D, 18P, 19P, 20P are controlled. Is displaced.
  • the mode door actuator 34 is controlled not to be operated, and the mode doors 18D, 19D, 20D, 18P, 19P, 20P are not displaced, Maintain the current outlet mode.
  • the current mode control process 306 ends.
  • section 740 normal air outlet mode switching processing is performed. Specifically, the mode door actuator 34 selects one of the face mode, the bi-level mode, the foot mode, and the foot defroster mode on the basis of the current target outlet temperature TAO and the like so as to realize the selected outlet mode. To control. After section 740, the current mode control process 306 ends.
  • the air conditioner ECU 30 has the removal button 321 turned on, and the value of the harmful substance flag set in the last executed harmful substance determination process 301 is on.
  • the face mode and the bi-level mode are prohibited regardless of the target blowing temperature TAO and the manual setting contents of the occupant.
  • a solid line 61 in FIG. 9 represents a change with time in the NO X concentration acquired by the air conditioner ECU 30 in the section 410 of the harmful substance determination processing 301 based on the detection signal of the NOx sensor 312. After time t0 in FIG. 9, each of the concentrations of harmful substances based on the detection signals of the other sensors 311, 312, 313, 314, and 315 is within a value lower than the threshold corresponding to the harmful substance. To do.
  • solid line 62 represents the change over time of the position of the inside / outside air switching door 13
  • solid line 63 represents the change over time of the position of the D-FACE mode door 19D representatively representing the air outlet mode.
  • solid lines 63, 64, and 65 represent changes over time in the rotational speeds of the D blower 14D, the P blower 14P, and the R blower 14R, respectively.
  • the vehicle 1 gradually approaches the preceding vehicle, and as a result, the amount of exhaust gas from the preceding vehicle increases around the harmful substance sensor group 31. Therefore, during this period, as indicated by the solid line 61, the NO X concentration specified by the air conditioner ECU 30 gradually increases.
  • the NO X concentration is smaller than the corresponding threshold value. Therefore, each time the harmful substance determination process 301 is executed, the process proceeds from the section 420 to the section 430, and the harmful substance flag is set. Maintained off.
  • normal control is performed in the section 540
  • blower control processing 304 normal control is performed in the section 670
  • mode control processing 306 normal control is performed in the section 740.
  • the process proceeds from the section 420 to the section 440, and the hazardous substance flag is switched from OFF to ON.
  • the mode control processing 306 is executed for the first time after the time point t1.
  • the mode control process 306 proceeds in the order of section 710, section 720, and section 730.
  • section 730 the face prohibition control described above is executed.
  • the air outlet mode is switched from the face mode to the foot mode, but this switching is not completed instantaneously.
  • the mode doors 18D, 18P, 19D, 19P, 20D, 20P, and 20R including the D-FACE mode door 19D are displaced from the face mode to the foot mode. It takes time according to the performance of the mode door actuator 34 to complete the process. In the example of FIG. 9, the displacement to the foot mode state is completed at time t6.
  • the blower control process 304 is executed for the first time after the time point t1.
  • the blower control process 304 proceeds in the order of section 610, section 615, section 620, section 625, section 640, section 650, and section 660.
  • the P blower actuator 33P is controlled so that the rotation of the P blower 14P is stopped in the section 625.
  • the rotational speed of the P blower 14P becomes zero from a positive value, but the rotational speed does not instantaneously become zero.
  • the rotational speed becomes zero at time t5 after time t3. Since section 650 and section 660 are executed, D blower 14D and R blower 14R continue to operate normally.
  • the internal / external control processing 303 is executed for the first time after the time point t1.
  • the inside / outside control process 303 proceeds in the order of section 510, section 520, and section 530.
  • section 530 the above-described inside air mode control is executed.
  • the suction mode is switched from the outside air mode to the inside air mode, but this switching is not completed instantaneously.
  • the time corresponding to the performance of the inside / outside door actuator 35 and the like until the inside / outside air switching door 13 completes the displacement from the outside air mode state to the inside air mode state. It takes.
  • the displacement to the inside air mode state is completed at time t7 after time t4, t5, and t6.
  • the time point t7 when the suction mode is completely switched to the inside air mode is a time point after the time point t6 when the air outlet mode is completely switched to the foot mode.
  • the time point t6 may be the same as the time point t7 or may be later than the time point t7. obtain. Even in such a case, if the time t2 is before the time t7, the opening degree of the D-FACE mode door 19D and the P-FACE mode door 19P is slightly reduced before the switching to the inside air mode is completed. . Therefore, there is an effect that the possibility that harmful substances are blown out directly on the faces of the driver and the passenger on the passenger seat is reduced.
  • the time point t7 when the suction mode is completely switched to the inside air mode is a time point after the time point t5 when the rotational speed of the P blower 14P becomes zero.
  • the time t5 may be the same as the time t7 or may be later than the time t7. obtain. Even in such a case, if the time point t3 is before the time point t7, the amount of air blown into the passenger compartment from the passenger seat outlet is slightly reduced before the switching to the inside air mode is completed. . Therefore, the effect that the amount of harmful substances entering the passenger compartment can be reduced while maintaining passenger comfort.
  • the air conditioner ECU 30 repeats the process in the order of section 410, section 420, and section 440 in the hazardous substance determination process 301, and maintains the harmful substance flag on in section 430. . Therefore, during this period, the air conditioner ECU 30 repeats the processing in the order of the section 510, the section 520, and the section 530 in the inside / outside control processing 303, and maintains the inside air mode.
  • the air conditioner ECU 30 repeats the process in the order of the repetitive section 610, section 615, section 620, section 625, section 640, section 650, section 650, and section 660 in the blower control process 304, and stops the P blower 14P. to continue. During this period, the air conditioner ECU 30 repeats the processing in the order of the section 710, the section 720, and the section 730 in the mode control process 306, and maintains the foot mode.
  • the concentration of the NO X the NOx sensor 312 detects begins to decrease.
  • the acquired NO X concentration falls below the corresponding threshold value.
  • the process proceeds from the section 420 to the section 430, and the hazardous substance flag is switched from on to off.
  • the mode control processing 306 is executed for the first time after the time point t8.
  • the mode control processing 306 proceeds in the order of section 710, section 720, and section 740.
  • section 740 the above-described normal control is executed.
  • the air outlet mode returns from the foot mode to the face mode before time t1.
  • the blower control process 304 is executed for the first time after time t8.
  • the blower control process 304 proceeds in the order of section 610, section 615, and section 670.
  • section 670 the above-described normal control is executed.
  • the rotational speed of the P blower 14P returns to the value before the time t1.
  • the inside / outside control process 303 is executed for the first time after time t8.
  • the inside / outside control processing 303 proceeds in the order of section 510, section 520, and section 540.
  • section 540 the above-described normal control is executed.
  • the suction port mode returns from the inside air mode to the same outside air mode as before time t1.
  • the vehicle air conditioner according to the present embodiment is attached to the outside of the passenger compartment, based on the detection signal output by the harmful substance sensor group 31 that outputs the detection signal according to the concentration of the harmful substance.
  • the concentration of a predetermined hazardous substance is acquired (refer to section 410 of the hazardous substance determination process 301).
  • the vehicle air conditioner switches between the inside air mode and the outside air mode based on the acquired concentration (see the sections 420, 430, and 440 of the harmful substance determination process 301, and the inside / outside control process 303).
  • the hazardous substance sensor group 31 is attached to the vehicle, it can perform control to deal with the harmful substance more reliably and quickly than the case where it is not.
  • the harmful substance sensor group 31 includes odor sensors 310, 311, 312, and 313 for detecting the concentration of a substance that is a source of odor.
  • odor sensors 310, 311, 312, and 313 for detecting the concentration of a substance that is a source of odor.
  • the NOx sensor 312 is not mounted on the vehicle 1 on which the vehicle air conditioner according to the present embodiment is mounted. That is, the vehicle air conditioner according to this embodiment does not have the NOx sensor 312.
  • the NOx sensor 312 is mounted outside the passenger compartment of the other vehicle 3, as shown in FIG.
  • the concentration value of NO X around the other vehicle 3 based on the detection signal of the NOx sensor 312 is transmitted to the vehicle air conditioner of the vehicle 1 via the server 5.
  • Such a vehicle air conditioner of this embodiment is configured such that the NOx sensor 312 is eliminated and the communication unit 37 is added to the vehicle air conditioner of the first embodiment.
  • the communication unit 37 is a known wireless module for communicating with the server 5 installed outside the vehicle 1 and the other vehicle 3.
  • the communication unit 37 repeatedly acquires the current position of the vehicle 1 from a GPS receiver (not shown) mounted on the vehicle 1, and repeatedly transmits the acquired current position information and the vehicle ID of the vehicle 1 to the server 5.
  • the server 5 stores the received vehicle ID and the latest current position in the vehicle position database.
  • the other vehicle 3 is equipped with a communication device and a GPS receiver (not shown).
  • the communication device mounted on the other vehicle 3 repeatedly identifies the NO X concentration value around the other vehicle 3 based on the detection signal of the NOx sensor 312 (for example, periodically at a cycle of 100 milliseconds), The current position of the other vehicle 3 is repeatedly acquired from the receiver. Then, the communication device repeatedly transmits the specified NO X concentration and current position information to the server 5.
  • the server 5 stores the vehicle ID of a vehicle within a predetermined distance (for example, a distance of 100 meters or less) from the current position at the timing when the NO X concentration and the current position information are received from the communication device of the other vehicle 3. It is specified from the position database, to specified vehicle ID, and transmits the information of the concentration of the received NO X. Thus, for example, when the other vehicle 3 travels on the same road as the vehicle 1 and is within the predetermined distance from the vehicle 1, the concentration of NOx detected by the NOx sensor 312 of the other vehicle 3 is increased. Then, it is transmitted to the vehicle air conditioner of the vehicle 1 via the server 5.
  • a predetermined distance for example, a distance of 100 meters or less
  • the operation content of the vehicle air conditioner in the present embodiment is different from that of the first embodiment only in the section 410 of the hazardous substance determination process 301.
  • the air conditioner ECU 30 determines whether each toxic substance is based on the output signals of the HC sensor 310, the CO sensor 311, the ammonia sensor 313, the CO2 sensor 314, and the PM2.5 sensor 315 at the present time. While acquiring the concentration, the concentration of NOx detected by the NOx sensor 312 of the other vehicle 3 is acquired via the server 5 and the communication unit 37. The method of using the acquired NOx concentration is the same as in the first embodiment.
  • the air conditioner ECU 30 functions as an example of the concentration acquisition unit by executing the section 410, and as an example of the switching unit by executing the sections 420, 430, and 440 and the control processes 303, 304, and 306. Function.
  • control is performed such as switching from the outside air mode to the inside air mode due to a change in the concentration of harmful substances due to the exhaust gas of the preceding vehicle ahead of the vehicle 1.
  • the air conditioner ECU 30 realizes the same control as in FIG. Can do.
  • the vehicle air conditioner has a plurality of harmful substance sensors 310 to 315, but it is not always necessary to have a plurality of harmful substance sensors 310 to 315. You may only have In that case, only the odor sensor may be provided, or only a harmful substance sensor other than the odor sensor may be provided.
  • the hazardous substance sensor group 31 is attached to the license plate 2.
  • the attachment position of the harmful substance sensor group 31 may be anywhere outside the passenger compartment. For example, it may be installed in the engine room. Alternatively, it may be attached in the vicinity of the outside air introduction port 11 (for example, within 20 cm from the outside air introduction port 11).
  • the three air flow paths 10D, 10P, and 10R for the driver seat, the passenger seat, and the rear seat are formed separately in the air conditioning casing 10.
  • the air-conditioning casing 10 may have only a single air flow path that is used for both the driver seat, the passenger seat, and the rear seat.
  • openings 21D, 22D, 23D, 21P, 22P, 23P, and 23R are formed at the downstream end in the air flow direction of the single air flow path.
  • an R-FOOT mode door that switches between opening and closing the R-FOOT opening 23R may be disposed in the air conditioning casing 10.
  • the mode door actuator 34 can control the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door to realize a mode in which only the D-FOOT opening 23D is opened. Further, the mode door actuator 34 controls the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door so that only the D-FOOT opening 23D and the P-FOOT opening 23P are opened. realizable. Further, the mode door actuator 34 controls the mode doors 18D, 19D, 20D, 18P, 19P, 20P and the R-FOOT mode door so that only the D-FOOT opening 23D and the R-FOOT opening 23R are opened. realizable.
  • the processing of the section 625 and the section 645 can be compatible in the processing of the blower control processing 304 shown in FIG. 7, the processing of the section 625 and the section 650 can be compatible, and the section 630 and the section 645 can be compatible. Can be compatible.
  • the air conditioner ECU 30 stops the P blower 14P in the section 625 of FIG. 7 in order not to blow air into the passenger compartment from the passenger seat face outlet and the passenger seat foot outlet. Take control.
  • section 625 air may be prevented from being blown into the passenger compartment from the passenger seat face outlet and the passenger seat foot outlet by other methods. For example, by closing the P-FACE mode door 19P and the P-FOOT mode door 20P, air may not be blown into the passenger compartment from the passenger seat face outlet and the passenger seat foot outlet.
  • the air conditioner ECU 30 controls the R blower 14R to stop in the section 645 of FIG. 7 in order not to blow air from the rear seat foot outlet.
  • air may be prevented from being blown into the vehicle interior from the rear seat foot outlet by other methods. For example, when an R-FOOT mode door for switching the opening and closing of the R-FOOT opening 23R is arranged in the R air flow passage 10R, the air from the rear seat foot outlet is closed by closing the R-FOOT mode door. May not be blown into the passenger compartment.
  • what is attached to the other vehicle 3 is not limited to the NOx sensor 312, and any sensor may be used as long as it is a harmful substance sensor not present in the vehicle 1.
  • the air conditioner ECU 30 acquires the concentration of the harmful substance detected by the harmful substance sensor mounted on the other vehicle.
  • the air conditioner ECU 30 uses the harmful substance sensor installed on the road. The concentration of the detected harmful substance may be acquired.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
PCT/JP2016/069585 2015-08-21 2016-07-01 車両用空調装置 WO2017033572A1 (ja)

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JP6798454B2 (ja) * 2017-08-25 2020-12-09 株式会社デンソー 車両用測定装置
JP6760230B2 (ja) * 2017-08-29 2020-09-23 株式会社デンソー 車両用空調装置
TWI806040B (zh) * 2021-04-23 2023-06-21 研能科技股份有限公司 車內空汙防治系統
CN114851988A (zh) * 2022-05-24 2022-08-05 安徽江淮汽车集团股份有限公司 一种卡车座舱休息系统及其控制方法

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JP2019025929A (ja) * 2017-07-25 2019-02-21 株式会社デンソー 車両用報知装置

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