JP4521650B2 - Air conditioner for vehicles - Google Patents

Description

【００４３】
【数２】

【００４４】
ここで、ＫＡは外気ゲイン、Ｋｓは日射ゲイン、ＫＤr は運転席側設定ゲイン、ＫＡs は助手席側設定ゲインであり、外気補正された運転席側設定温度Ｔ'SETDrは、図１２に示される制御用外気温度ＴaDとの関係で決定された補正項α１を運転席側設定温度ＴSETDr に加味してＴ'SETDr＝ＴSETDr ＋α１によって演算されたものであり、外気補正された助手席側設定温度Ｔ'SETAsは、図１２に示される制御用外気温度ＴaDとの関係で決定された補正項α２を助手席側設定温度ＴSETAs に加味してＴ'SETAs＝ＴSETAs ＋α２によって演算されたものである。
【００４５】
また、ステップ１８４のモード制御用総合信号の演算においては、ステップ１８２で演算された運転席側総合信号ＴDrと、制御用運転席側日射補正量ＱSDDrから運転席側モード制御用総合信号ＴMDr を下記の数３式に基づいて演算し、助手席側総合信号ＴAsと、制御用助手席側日射補正量ＱSDAsから助手席側モード制御用総合信号ＴMAs を下記の数４式に基づいて演算する。ここで、Ｋ'sは、図１３に示される平均日射量Ｑｓとの関係で決定されたモード制御用のために特に設定された日射ゲインである。
【００４６】
【数３】

【００４７】
【数４】

【００４８】
ステップ７０の設定温度演算処理は、運転席側温度設定器４５の操作による運転席側空調ゾーンの温度の設定と助手席側温度設定器４６の操作による助手席側空調ゾーンの温度の設定との処理を行うサブルーチンであり、運転席側温度設定にあっては、図１４に示されるように、ステップ１９０において、運転席側温度設定器４５のアップスイッチ４５ａが押されたか否かを、ステップ１９２において、運転席側温度設定器４５のダウンスイッチ４５ｂが押されたか否かをそれぞれ判定し、アップスイッチ４５ａが押されたと判定された場合には、現在の運転席側設定温度ＴSETDr に０. ５℃を加算して、これを新たな運転席側設定温度ＴSETDr に設定する（ステップ１９４）。そして、この新たな運転席側設定温度ＴSETDr が３２℃以上であるか否かを判定し（ステップ１９６）、ＴSETDr が３２℃以上であれば、ステップ１９８において上限を３２℃とするためにＴSETDr ＝３２℃としてステップ２００の運転席側設定温度ＭＡＸ補正処理を行い、３２℃よりも低ければ、ＴSETDr をそのままステップ１９４で設定された値としてステップ２００の処理を行う。これに対して、運転席側温度設定器４５のダウンスイッチ４５ｂが押されたと判定された場合には、現在の運転席側設定温度ＴSETDr に０. ５℃を減算して、これを新たな運転席側設定温度ＴSETDr に設定する（ステップ２０２）。そして、この新たな運転席側設定温度ＴSETDr が１８℃以上であるか否かを判定し（ステップ２０４）、ＴSETDr が１８℃以下であれば、ステップ２０６において下限を１８℃とするためにＴSETDr ＝１８℃としてステップ２００の運転席側設定温度ＭＡＸ補正処理を行い、１８℃よりも高ければ、ＴSETDr をそのままステップ２０２で設定された値としてステップ２００の処理を行う。
【００４９】
また、助手席側温度設定にあっては、図１５に示されるように、ステップ２１０において、助手席側温度設定器４６のアップスイッチ４６ａが押されたか否かを、ステップ２１２において、助手席側温度設定器４６のダウンスイッチ４６ｂが押されたか否かをそれぞれ判定し、アップスイッチ４６ａが押されたと判定された場合には、現在の助手席側設定温度ＴSETAs に０. ５℃を加算して、これを新たな助手席側設定温度ＴSETAs に設定する（ステップ２１４）。そして、この新たな助手席側設定温度ＴSETAs が３２℃以上であるか否かを判定し（ステップ２１６）、ＴSETAs が３２℃以上であれば、ステップ２１８において上限を３２℃とするためにＴSETAs ＝３２℃としてステップ２２０の助手席側設定温度ＭＡＸ補正処理を行い、３２℃よりも低ければ、ＴSETAs をそのままステップ２１４で設定された値としてステップ２２０の処理を行う。これに対して、助手席側温度設定器４６のダウンスイッチ４６ｂが押されたと判定された場合には、現在の助手席側設定温度ＴSETAs に０. ５℃を減算して、これを新たな助手席側設定温度ＴSETAs に設定する（ステップ２２２）。そして、この新たな助手席側設定温度ＴSETAs が１８℃以上であるか否かを判定し（ステップ２２４）、ＴSETAs が１８℃以下であれば、ステップ２２６において下限を１８℃とするためにＴSETAs ＝１８℃としてステップ２２０の助手席側設定温度ＭＡＸ補正処理を行い、１８℃よりも高ければ、ＴSETAs をそのままステップ２２２で設定された値としてステップ２２０の処理を行う。
【００５０】
前記ステップ２００の運転席側設定温度ＭＡＸ補正処理は、図１６に示されるように、ステップ２３０において、助手席側設定温度ＴSETAs を判定し、助手席側設定温度ＴSETAs が最大の限界温度（３２℃）に設定されていると判定された場合には、ステップ２３２において、さらに助手席側温度設定器４６のアップスイッチ４６ａの特別な所定操作がなされたか否かを判定し、所定操作がなされていないと判定された場合には、運転席側設定温度ＴSETDr を特に補正することなく図１４の処理で設定された値を用い（ステップ２３４）、所定操作がなされたと判定された場合には、運転席側設定温度ＴSETDr を最大の限界温度（３２℃）に設定し直す（ステップ２３６）。これに対し、ステップ２３０において、助手席側設定温度ＴSETAs が最小の限界温度（１８℃）に設定されていると判定された場合には、ステップ２３８において、さらに助手席側温度設定器４６のダウンスイッチ４６ｂの特別な所定操作がなされたか否かを判定し、所定操作がなされていないと判定された場合には、運転席側設定温度ＴSETDr を特に補正することなく図１４の処理で設定された値を用い（ステップ２３４）、所定操作がなされたと判定された場合には、運転席側設定温度ＴSETDr を最小の限界温度（１８℃）に設定し直す（ステップ２４０）。つまり、助手席側の空調ゾーンの設定温度が限界設定温度であると判定された場合に運転席側温度設定器４５の所定操作があった場合には、運転席側の空調ゾーンの設定温度を助手席側の空調ゾーンの設定温度に一致させる。
【００５１】
ここで、ステップ２３２の所定操作は、助手席側設定温度が最大の限界温度（３２℃）に設定されている状態において、助手席側温度設定器４６のアップスイッチ４６ａを所定時間押し続ける（ＯＮし続ける）操作、又は、アップスイッチ４６ａを一回押した後に離して再度押す操作であり、また、ステップ２３８の所定操作は、助手席側設定温度が最小の限界温度（１８℃）に設定されている状態において、助手席側温度設定器４６のダウンスイッチ４６ｂを所定時間押し続ける（ＯＮし続ける）操作、又は、ダウンスイッチ４６ｂを一回押した後に離して再度押す操作である。
【００５２】
また、ステップ２２０の助手席側設定温度ＭＡＸ補正処理は、図１７に示されるように、ステップ２５０において、運転席側設定温度ＴSETDr を判定し、運転席側設定温度ＴSETDr が最大の限界温度（３２℃）に設定されていると判定された場合には、ステップ２５２において、さらに運転席側温度設定器４５のアップスイッチ４５ａの特別な所定操作がなされたか否かを判定し、所定操作がなされていないと判定された場合には、助手席側設定温度ＴSETAs を特に補正することなく図１５の処理で設定された値を用い（ステップ２５４）、所定操作がなされたと判定された場合には、助手席側設定温度ＴSETAs を最大の限界温度（３２℃）に設定し直す（ステップ２５６）。これに対し、ステップ２５０において、運転席側設定温度ＴSETDr が最小の限界温度（１８℃）に設定されていると判定された場合には、ステップ２５８において、さらに運転席側温度設定器４５のダウンスイッチ４５ｂの特別な所定操作がなされたか否かを判定し、所定操作がなされていないと判定された場合には、助手席側設定温度ＴSETAs を特に補正することなく図１５の処理で設定された値を用い（ステップ２５４）、所定操作がなされたと判定された場合には、助手席側設定温度ＴSETAs を最小の限界温度（１８℃）に設定し直す（ステップ２６０）。つまり、運転席側の空調ゾーンの設定温度が限界設定温度であると判定された場合に運転席側温度設定器４５の所定の操作があった場合には、助手席側の空調ゾーンの設定温度を運転席側の空調ゾーンの設定温度に一致させる。
【００５３】
ここで、ステップ２５２の所定操作は、運転席側設定温度が最大の限界温度（３２℃）に設定されている状態において、運転席側温度設定器４５のアップスイッチ４５ａを所定時間押し続ける（ＯＮし続ける）操作、又は、アップスイッチ４５ａを一回押した後に離して再度押す操作であり、また、ステップ２５８の所定操作は、運転席側設定温度が最小の限界温度（１８℃）に設定されている状態において、運転席側温度設定器のダウンスイッチ４５ｂを所定時間押し続ける（ＯＮし続ける）操作、又は、ダウンスイッチ４５ｂを一回押した後に離して再度押す操作である。
【００５４】
以上のようにして設定温度のＭＡＸ補正処理が行われた後に、前記ステップ７２のミックスドア制御処理においては、ステップ６８で演算された総合信号、ステップ７０で設定された設定温度などに基づいて、図１８に示されるように運転席側ミックスドア１５を制御し、図１９に示されるように助手席側のミックスドア１６を制御する。
【００５５】
図１８で示される運転席側のミックスドア１５の制御においては、運転席側の設定温度ＴSETDr を判定し（ステップ３００）、設定温度ＴSETDr が最大設定温度（３２℃）に設定されていると判定された場合には、ステップ３０２へ進み、運転席側のミックスドア１５を開度１００％（フルホット位置）に設定し、設定温度が最小設定温度（１８℃）に設定されていると判定された場合には、ステップ３０４へ進み、運転席側のミックスドア１５を開度０％（フルクール位置）に設定する。これに対して、設定温度が中間設定温度（１８．５℃〜３１．５℃）であると判定された場合には、ステップ３０６において、ステップ６８において演算された運転席側総合信号ＴDrから目標吹出温度ＴoDr を演算し、また、ステップ３０８において推定吹出温度Ｔ'oDrを演算する。そして、目標吹出温度ＴoDr と推定吹出温度Ｔ'oDrとの差Ｓ１を演算し（ステップ３１０）、この差Ｓ１の大きさに応じて運転席側のミックスドア１５を駆動制御する。即ち、ステップ３１２において、Ｓ１の大きさを判定し、Ｓ１が−２℃よりも低いと判定された場合には、推定吹出温度が目標吹出温度よりも２℃以上高いことから、運転席側のミックスドア１５をよりクール側へ駆動させて吹出温度を低くするようにし（ステップ３１４）、Ｓ１が２℃よりも高いと判定された場合には、推定吹出温度が目標吹出温度よりも２℃以上低いことから、運転席側のミックスドア１５をよりホット側へ駆動させて吹出温度を高くするようにする（ステップ３１６）。そして、Ｓ１が−２〜２℃の範囲内であれば、目標吹出温度と推定吹出温度とがほぼ一致しているとみなして運転席側のミックスドア１５を現在の位置で停止させる（ステップ３１８）。
【００５６】
同様に、図１９で示される助手席側のミックスドア１６の制御においては、助手席側の設定温度ＴSETAs を判定し（ステップ３２０）、設定温度ＴSETAs が最大設定温度（３２℃）に設定されていると判定された場合には、ステップ３２２へ進み、助手席側のミックスドア１６を開度１００％（フルホット位置）に設定し、設定温度が最小設定温度（１８℃）に設定されていると判定された場合には、ステップ３２４へ進み、助手席側のミックスドア１６を開度０％（フルクール位置）に設定する。これに対して、設定温度が中間設定温度（１８．５℃〜３１．５℃）であると判定された場合には、ステップ３２６において、ステップ６８において演算された助手席側総合信号ＴDrから目標吹出温度ＴoAs を演算し、また、ステップ３２８において推定吹出温度Ｔ'oDrを演算する。そして、目標吹出温度ＴoAs と推定吹出温度Ｔ'oAsとの差Ｓ１を演算し（ステップ３３０）、この差Ｓ１の大きさに応じて助手席側のミックスドア１６を駆動制御する。即ち、ステップ３３２において、Ｓ１の大きさを判定し、Ｓ１が−２℃よりも低いと判定された場合には、目標吹出温度が推定吹出温度よりも２℃以上低いことから、助手席側のミックスドア１６をよりクール側へ駆動させて吹出温度が低くなるようにし（ステップ３３４）、Ｓ１が２℃よりも高いと判定された場合には、目標吹出温度が推定吹出温度よりも２℃以上高いことから、助手席側のミックスドア１６をよりホット側へ駆動させて吹出温度が高くなるようにする（ステップ３３６）。そして、Ｓ１が−２〜２℃の範囲内であれば、目標吹出温度と推定吹出温度とがほぼ一致しているとみなして助手席側のミックスドア１６を現在の位置で停止させる（ステップ３３８）。
【００５７】
ステップ７４の送風機制御は、ステップ６８で演算された総合信号、ステップ７０で設定された設定温度などに基づいて、図２０に示されるように送風機７の回転速度を制御する。即ち、ステップ３４０において、ＤＵＡＬスイッチ４０が投入されているか（ＯＮであるか）否かが判定され、ＤＵＡＬスイッチ４０が投入されていないと判定された場合であれば、例えば運転席側設定温度ＴSETDr を代表設定温度としてこの設定温度を判定し（ステップ３４２）、この代表設定温度が最小設定温度（１８℃）又は最大設定温度（３２℃）であると判定された場合には、送風器７を最大風量（ＭＡＸ ＨＩ）に設定し、１８. ５℃〜３１. ５℃であれば、ステップ３４６へ進み、同ステップの特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいて送風量を制御する。即ち、（ＴDr＋ＴAs）／２が非常に大きい場合、又は、非常に小さい場合には、冷房負荷または暖房負荷が大きい場合であることから送風機を最大風量（１００％）で駆動し、冷房負荷または暖房負荷の小さい中間域にある場合には、送風機７を最小風量（３０％）で駆動し、この中間域から負荷が大きくなる領域にかけては、連続的に送風量を大きくするように制御する。
【００５８】
これに対し、ＤＵＡＬスイッチ４０が投入されていると判定された場合であれば、ステップ３４８において、ステップ２００、２２０のＭＡＸ補正処理で得られた運転席側設定温度ＴSETDr と助手席側設定温度ＴSETAs とを判定し、運転席側設定温度と助手席側設定温度とが共に最小設定温度（１８℃）又は最大設定温度（３２℃）であると判定された場合には、送風器７を最大風量（ＭＡＸ ＨＩ）に設定し（ステップ３０）、それ以外の温度設定であると判定された場合には、前記ステップ３４６へ進み、同ステップの特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいて送風量を制御する。
【００５９】
ステップ７６のモードドア制御は、ステップ６８で演算された総合信号、ステップ７０で設定された設定温度などに基づいて、図２１に示されるようにモードドア（吹出モード）を制御する。即ち、ステップ３６０において、ＤＵＡＬスイッチ４０が投入されているか（ＯＮであるか）否かが判定され、ＤＵＡＬスイッチ４０が投入されていないと判定された場合であれば、例えば運転席側設定温度ＴSETDr を代表設定温度としてこの設定温度を判定し（ステップ３６２）、この代表設定温度が最小設定温度（１８℃）であると判定された場合には、吹出モードをベントモードとするようにモードドアを駆動制御し（ステップ３６４）、代表設定温度が最大設定温度（３２℃）であると判定された場合には、吹出モードをフットモードとするようにモードドアを駆動制御する（ステップ３６６）。また、代表設定温度が１８. ５℃〜３１. ５℃であると判定された場合には、ステップ３６８へ進み、同ステップの特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいて吹出モードを制御する。即ち、（ＴDr＋ＴAs）／２が大きい場合には吹出モードをベントモードに設定し、小さくなるにつれてバイレベルモード、フットモードに設定する。
【００６０】
これに対し、ＤＵＡＬスイッチ４０が投入されていると判定された場合であれば、ステップ３７０において、ステップ２００、２２０のＭＡＸ補正処理で得られた運転席側設定温度ＴSETDr と助手席側設定温度ＴSETAs とを判定し、運転席側設定温度と助手席側設定温度とが共に最小設定温度（１８℃）であると判定された場合には、吹出モードをベントモードとするようにモードドアを駆動制御し（ステップ３７２）、代表設定温度が最大設定温度（３２℃）であると判定された場合には、吹出モードをフットモードとするようにモードドアを駆動制御し（ステップ３７４）、それ以外の温度設定であると判定された場合には、前記ステップ３６８へ進み、同ステップの吹出モード特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいてモードドアを制御する。
【００６１】
ステップ７８のインテークドア制御は、ステップ６８で演算された総合信号、ステップ７０で設定された設定温度などに基づいて、図２２に示されるようにインテークドア５（吸入モード）を制御する。即ち、ステップ３８０において、ＤＵＡＬスイッチ４０が投入されているか（ＯＮであるか）否かが判定され、ＤＵＡＬスイッチ４０が投入されていないと判定された場合であれば、例えば運転席側設定温度ＴSETDr を代表設定温度としてこの設定温度を判定し（ステップ３８２）、この代表設定温度が最小設定温度（１８℃）であると判定された場合には、吸入モードをＲＥＣ（内気循環モード）とするようにインテークドア５を駆動制御し（ステップ３８４）、代表設定温度が最大設定温度（３２℃）であると判定された場合には、吸入モードをＦＲＥＳＨ（外気導入モード）とするようにインテークドア５を駆動制御する（ステップ３８６）。また、代表設定温度が１８. ５℃〜３１. ５℃であると判定された場合には、ステップ３８８へ進み、同ステップの特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいて吸入モードを制御する。即ち、（ＴDr＋ＴAs）／２が大きい場合には、吸入モードを内気循環とするＲＥＣモードに設定し、小さくなるにつれて内外気を混合して導入とするＭＩＸモード、外気導入とするＦＲＥＳＨモードに設定する。
【００６２】
これに対し、ＤＵＡＬスイッチ４０が投入されていると判定された場合であれば、ステップ３９０において、ステップ２００、２２０のＭＡＸ補正処理で得られた運転席側設定温度ＴSETDr と助手席側設定温度ＴSETAs とを判定し、運転席側設定温度と助手席側設定温度とが共に最小設定温度（１８℃）であると判定された場合には、吸入モードをＲＥＣ（内気循環モード）とするようにインテークドア５を駆動制御し（ステップ３９２）、代表設定温度が最大設定温度（３２℃）であると判定された場合には、吸入モードをＦＲＥＳＨ（外気導入モード）とするようにインテークドア５を駆動制御し（ステップ３９４）、それ以外の設定温度であると判定された場合には、前記ステップ３８８へ進み、同ステップの吹出モード特性が得られるように、運転席側総合信号ＴDrと助手席側総合信号ＴAsとの平均値に基づいてインテークドア５を制御する。
【００６３】
ステップ８０のコンプレッサ制御は、ステップ７０で設定された設定温度などに基づいて、図２３に示されるようにコンプレッサ１１を制御する。即ち、ステップ４００において、ＤＵＡＬスイッチ４０が投入されているか（ＯＮであるか）否かが判定され、ＤＵＡＬスイッチ４０が投入されていないと判定された場合であれば、例えば運転席側設定温度ＴSETDr を代表設定温度としてこの設定温度を判定し（ステップ４０２）、この代表設定温度が最小設定温度（１８℃）であると判定された場合には、急速冷房の要請がある場合であるので、電磁クラッチ１０をＯＮにしてコンプレッサ１１を稼動（ＯＮ）させる（ステップ４０４）。また、代表設定温度が１８. ５℃〜３２. ０℃であると判定された場合には、ステップ４０６へ進み、Ａ／Ｃスイッチ４３が投入されているか（ＯＮであるか）否かが判定され、Ａ／Ｃスイッチ４３が投入されていると判定された場合には、電磁クラッチ１０をＯＮにしてコンプレッサ１１を稼動（ＯＮ）させ（ステップ４０４）、Ａ／Ｃスイッチ４３が投入されていないと判定された場合には、電磁クラッチ１０をＯＦＦにしてコンプレッサ１１を停止（ＯＦＦ）させる（ステップ４０８）。
【００６４】
これに対し、ＤＵＡＬスイッチ４０が投入されていると判定された場合であれば、ステップ４１０において、ステップ２００、２２０のＭＡＸ補正処理で得られた運転席側設定温度ＴSETDr と助手席側設定温度ＴSETAs とを判定し、運転席側設定温度と助手席側設定温度とが共に最小設定温度（１８℃）であると判定された場合には、急速冷房の要請がある場合であるので、電磁クラッチ１０をＯＮにしてコンプレッサ１１を稼動（ＯＮ）させ（ステップ４１２）、運転席側設定温度と助手席側設定温度とが共に最小設定温度（１８℃）でないと判定された場合には、ステップ４０６へ進み、Ａ／Ｃスイッチ４３が投入されているか（ＯＮであるか）否かが判定され、Ａ／Ｃスイッチ４３が投入されていると判定された場合には、電磁クラッチ１０をＯＮにしてコンプレッサ１１を稼動（ＯＮ）させ（ステップ４０４）、Ａ／Ｃスイッチ４３が投入されていないと判定された場合には、電磁クラッチ１０をＯＦＦにしてコンプレッサ１１を停止（ＯＦＦ）させる（ステップ４０８）。
【００６５】
したがって、以上の構成によれば、運転席側設定温度と助手席側設定温度とは独立に設定できるものの、送風機７、モードドアのアクチュエータ２６、インテーク切替装置４などは運転席側と助手席側とで共通のものが用いられているので、デュアル設定時において、いずれの側の設定温度も限界設定温度に設定されていない場合であれば、送風量、吹出モード、吸入モードは、それぞれの側の総合信号の平均値に基づいて設定され、デュアル設定時において、いずれか一方の側の設定温度が限界設定温度（最大設定温度又は最小設定温度）である場合には、一方の側のミックスドアが限界設定温度に対応する所定位置（フルクール又はフルホット位置）に固定され、送風機７、モードドア、インテークドア５は、総合信号に基づいて駆動制御され、コンプレッサ１１はＡ／Ｃスイッチ４３に基づいてオンオフが切り換えられる。即ち、一方の側の設定温度が限界設定温度である場合には、一方の側の温度調節機構（ミックスドア）のみが固定され、他の調節機構、即ち、送風機７やモードドア、インテークドア、コンプレッサの制御は可変の状態となる。
【００６６】
これに対して、運転席側設定温度と助手席側設定温度とが共に限界設定温度に設定されている場合には、運転席側と助手席側とのミックスドア１５，１６は限界設定温度に対応する所定位置（フルクール又はフルホット位置）に固定され、送風機７は最大風量に設定され、モードドアは、設定温度が最低設定温度であればベントモードの位置に、最大設定温度であればフットモードの位置に設定され、インテークドア５は、設定温度が最低設定温度であれば内気循環モード（ＲＥＣ）の位置に、最大設定温度であれば外気導入モード（ＦＲＥＳＨ）の位置に設定され、コンプレッサ１１はオンの状態となる。即ち、両方の側の設定温度が共に同じ側の限界設定温度（共に最大設定温度、又は、共に最小設定温度）である場合には、温度調節機構（ミックスドア）のみならず、送風機７やモードドア、インテークドア、コンプレッサの他の調節機構も所定の状態に固定された状態となる。
【００６７】
よって、上述のように、それぞれの空調ゾーンの設定温度の限界設定温度の組み合わせによって、一方の空調ゾーンのみを限界設定温度に設定する要請と、両方の空調ゾーンを限界設定温度に設定する要請とに見合った制御を選択して適切に行うことが可能となる。例えば、デュアル設定時において、運転席側空調ゾーンで最大設定温度が設定されている場合に、助手席側空調ゾーンの設定温度が誤って最小設定温度に設定された場合などにおいては、上述の構成によれば、運転席側総合信号と助手席側総合信号との平均値に基づく送風量に設定されることから、送風量を抑えることができ、乗員のフィーリングの悪化を抑えることができし、双方の空調ゾーンが共に同じ側の限界設定温度である場合には、最大冷房又は最大暖房の要請に適合するように送風量等を設定することが可能となり、一方の空調ゾーンのみが限界設定温度である場合と、両方の空調ゾーンが限界設定温度である場合とで区別した制御を適切に行うことができ、限界設定温度時の制御機能の向上を図ることが可能となる。しかも、一方の温度設定器の限界温度設定操作を所定時間継続したり、限界温度設定操作を複数回行うなどの所定の操作によって、一方の空調ゾーンの設定温度が限界設定温度に設定されている場合に、他方の空調ゾーンの設定温度を一方の空調ゾーンの設定温度と同じ側の限界設定温度に設定することが可能となるので、それぞれの空調ゾーンの限界設定温度の組み合わせを容易に選択できるようになり、両空調ゾーンの設定を連動させつつも、それぞれの設定に見合った適切な制御を確保することができるようになる。つまり、空調ゾーンの限界設定温度の組み合わせを容易に選択できるように操作性の向上を図ることができると共に限界設定温度時での制御機能の向上を図ることができるようになる。
【００６８】
尚、上述の構成においては、車両の左右を独立温調する車両用空気調和装置について説明したが、車両の前後を独立温調する場合など、隣接する空調ゾーンを独立温調する場合に適した構成である。また、モードドアを左右で連動させる構成例を示したが、ミックスドアのように左右で独立に制御するようにしても、インテーク切替装置４、送風機７、エバポレータ８、ヒータコア１４などを左右で別々に設け、それぞれの空調ゾーンの限界設定温度の組み合わせに応じて上述のような制御を同様に行うようにしてもよい。
【００６９】
【発明の効果】
以上述べたように、この発明によれば、第１の空調ゾーンの設定温度を設定する第１の温度設定手段と、第２の空調ゾーンの設定温度を設定する第２の温度設定手段と、第１の空調ゾーンの設定温度が限界設定温度であるか否かを判定する第１の判定手段と、第２の空調ゾーンの設定温度が限界設定温度であるか否かを判定する第２の判定手段とを備え、第１の判定手段による判定結果および第２の判定手段による判定結果の組み合わせに基づき、予め設定された制御パターンを選択してそれぞれの空調ゾーンを空調制御するようにしたので、第１の空調ゾーンの限界設定温度の有無と第２の空調ゾーンの限界設定温度の有無との組み合わせに応じた適切な制御を行うことが可能となり、限界設定状態時での乗員の空調フィーリングの悪化を防止することが可能となる。
【００７０】
また、一方の空調ゾーンの設定温度が限界設定温度であると判定された場合に一方の空調ゾーンに対応する温度設定手段に所定の操作を施すことで他方の空調ゾーンの設定温度を一方の空調ゾーンの設定温度と同じ側の限界設定温度に補正する構成を付加すれば、第１の空調ゾーンと第２の空調ゾーンの限界設定温度の組み合わせを簡易に選択することが可能となる。つまり、それぞれの空調ゾーンの限界設定状態を関連づけることができるようになり、第１の空調ゾーンの設定温度と第２の空調ゾーンの設定温度との組み合わせに応じた適切な制御を簡易に選択できるようになり、操作性の向上を図ることができる。
【００７１】
さらに、送風能力を調節する送風能力調節手段と、第１の空調ゾーンに対応する吹出口からの空調風の温度を調節する第１の温度調節手段と、第２の空調ゾーンを対応する吹出口からの空調風の温度を調節する第２の温度調節手段とを少なくとも有する車両用空気調和装置であれば、第１の空調ゾーンと第２の空調ゾーンのいずれか一方の設定温度が限界設定温度であると判定された場合に、温度調節手段のみを所定の状態に固定し、第１の空調ゾーンと第２の空調ゾーンの双方の設定温度が限界設定温度であると判定された場合に、温度調節手段を含むその他の調節手段を所定の状態に固定することで、一方の空調ゾーンのみが限界設定温度に設定されている場合に、温度調節を除く他の制御、例えば送風量を可変させることができ、これに対して双方の空調ゾーンが同じ側の限界設定温度に設定されている場合に、送風量も所定の状態に固定することが可能となり、一方の空調ゾーンのみが限界設定温度である場合と、両方の空調ゾーンが限界設定温度である場合とで区別した空調制御を行うことができ、限界設定温度時の制御機能の向上を図ることが可能となる。
【図面の簡単な説明】
【図１】図１は、本発明にかかる車両用空気調和装置の構成例を示す図である。
【図２】図２は、コントロールユニットによる空調制御の動作例を示すフローチャートである。
【図３】図３は、図２に示すステップ６２の外気温遅延処理のサブルーチンを示すフローチャートである。
【図４】図４は、図２に示すステップ６４の日射補正演算処理のサブルーチンを示すフローチャートである。
【図５】図５は、図４に示すステップ１１０の日射方位演算処理を示すフローチャートである。
【図６】図６は、図４に示すステップ１１２の平均日射量演算処理を示すフローチャートである。
【図７】図７は、平均日射量の演算を説明するための説明図である。
【図８】図８は、図４に示すステップ１１４の左右日射量演算処理を示すフローチャートである。
【図９】図９は、図２に示すステップ６６の日射補正遅延処理のサブルーチンを示すフローチャートである。
【図１０】図１０は、日射補正遅延処理を説明するための説明図である。
【図１１】図１１は、図２に示すステップ６８の総合信号演算処理のサブルーチンを示すフローチャートである。
【図１２】図１２は、制御用外気温度ＴaDと補正項α１、α２との関係を示す特性線図である。
【図１３】図１３は、平均日射量Ｑs と演算定数Ｋ’ｓとの関係を示す特性線図である。
【図１４】図１４は、図２に示すステップ７０の温度設定演算処理のうち、運転席側の設定温度演算処理を示すフローチャートである。
【図１５】図１５は、図２に示すステップ７０の温度設定演算処理のうち、助手席側の設定温度演算処理を示すフローチャートである。
【図１６】図１６は、図１４に示すステップ２００の運転席側設定温度ＭＡＸ補正処理を示すフローチャートである。
【図１７】図１７は、図１５に示すステップ２２０の助手席側設定温度ＭＡＸ補正処理を示すフローチャートである。
【図１８】図１８は、図２に示すステップ７２のミックスドア制御のうち、運転席側のミックスドア制御を示すフローチャートである。
【図１９】図１９は、図２に示すステップ７２のミックスドア制御のうち、助手席側のミックスドア制御を示すフローチャートである。
【図２０】図２０は、図２に示すステップ７４の送風機制御を示すフローチャートである。
【図２１】図２１は、図２に示すステップ７６のモードドア制御を示すフローチャートである。
【図２２】図２２は、図２に示すステップ７８のインテークドア制御を示すフローチャートである。
【図２３】図２３は、図２に示すステップ８０のコンプレッサ制御のサブルーチンを示すフローチャートである。
【符号の説明】
７ 送風機
１２ 運転席側分路
１３ 助手席側分路
１５ 運転席側のミックスドア
１６ 助手席側のミックスドア
１８ａ，１９ａ デフロスト吹出口
１８ｂ，１９ｂ ベント吹出口
１８ｃ，１９ｃ フット吹出口
２０ａ，２１ａ デフドア
２０ｂ，２１ｂ ベントドア
２０ｃ，２１ｃ フットドア
４５ 運転席側温度設定器
４６ 助手席側温度設定器
４５ａ、４６ａ アップスイッチ
４５ｂ、４６ｂ ダウンスイッチ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an air conditioner used for a vehicle or the like, and more particularly to an air conditioner for individually controlling the air conditioning of two air conditioning zones with one air conditioning unit.
[0002]
[Prior art]
Many vehicle air conditioners are provided with temperature setting means for setting the temperature of the air-conditioning zone in the passenger compartment. However, Japanese Patent Publication No. 62-34203 uses such a temperature setting means for setting. A configuration is disclosed in which the temperature is fixed to the maximum heating mode or the maximum cooling mode when the temperature is set to the maximum set temperature or the minimum set temperature and then further operated for a predetermined time.
[0003]
[Problems to be solved by the invention]
However, since the above-described vehicle air conditioner is originally configured assuming a single air conditioner, in order to independently control the temperature of different air conditioning zones in the passenger compartment, there is a temperature setting means corresponding to each air conditioning zone. In the case where they are provided separately, there is a problem of how to adjust each set temperature in response to a request for setting the set temperature to the maximum temperature or the minimum temperature. Furthermore, the request for setting the set temperature to the maximum or minimum is different for the air conditioning control that is naturally required for the case of being in only one air conditioning zone and the case of being in both air conditioning zones. It is preferable that the setting can be easily selected.
[0004]
Therefore, in the present invention, in a vehicle air conditioner that individually controls the air conditioning of two air conditioning zones, a request to set one or both of the set temperatures of the respective air conditioning zones to a limit set temperature (maximum temperature or minimum temperature) is required. On the other hand, an object of the present invention is to provide a vehicle air conditioner capable of performing appropriate control. Also provided is an air conditioning apparatus for a vehicle that can easily select a combination of limit set temperatures of each air-conditioning zone to improve operability and improve a control function at the limit set temperature. This is also an issue.
[0005]
[Means for Solving the Problems]
  In order to achieve the above object, an air conditioner for a vehicle according to the present invention includes an air outlet provided corresponding to the first air conditioning zone in the vehicle interior and an air outlet provided corresponding to the second air conditioning zone. In the vehicle air conditioner, wherein each air conditioning zone is individually controlled by the conditioned air from the corresponding air outlet, the first temperature setting for the first air conditioning zone is set. Temperature setting means, second temperature setting means for setting the set temperature of the second air-conditioning zone, and first for determining whether or not the set temperature of the first air-conditioning zone is a limit set temperature A determination unit; a second determination unit that determines whether or not the set temperature of the second air conditioning zone is a limit set temperature; a determination result by the first determination unit and a determination by the second determination unit; Based on result combination , Each of the air conditioning zone so as to air-conditioning control to select a preset control pattern,Blower capacity adjusting means for adjusting the blowing capacity, first temperature adjusting means for adjusting the temperature of the conditioned air from the outlet corresponding to the first air conditioning zone, and the outlet corresponding to the second air conditioning zone At least second temperature adjusting means for adjusting the temperature of the conditioned air from the first air conditioning zone, and it is determined that one of the first air conditioning zone and the second air conditioning zone is a limit temperature. In the case where only the temperature adjusting means is fixed in a predetermined state, and when it is determined that the set temperatures of both the first air conditioning zone and the second air conditioning zone are the limit set temperatures, The other adjusting means including the temperature adjusting means is fixed in a predetermined state.
[0006]
Therefore, a preset control pattern is selected depending on whether or not the set temperature of the first air conditioning zone is the limit set temperature and whether or not the set temperature of the second air conditioning zone is the limit set temperature. Because it is possible to air-condition each air-conditioning zone, it is possible to perform appropriate control in response to a request to set one or both of the set temperatures of each air-conditioning zone to the limit setting temperature (maximum temperature or minimum temperature) It becomes.
[0007]
  In addition, if the control as described above is performed, it becomes possible to control the case where only one of the air-conditioning zones is at the limit set temperature and the case where both the air-conditioning zones are at the limit set temperature. It becomes possible to improve the control function.
[0008]
  Further, when it is determined that the set temperature of the first air conditioning zone is the limit set temperature, the set temperature of the second air conditioning zone is set to the first air conditioning zone by a predetermined operation of the first temperature setting means. When the set temperature of the second air conditioning zone is determined to be the limit set temperature, the first temperature is set by a predetermined operation of the second temperature setting means. It is preferable to further include set temperature correction means for correcting the set temperature of the air conditioning zone to the limit set temperature on the same side as the second air conditioning zone.
[0009]
  By adding such a configuration, when it is determined that the set temperature of one air conditioning zone is the limit set temperature, a predetermined operation is performed on the temperature setting means corresponding to one air conditioning zone, and the other It becomes possible to correct the set temperature of the air-conditioning zone to the limit set temperature on the same side as the set temperature of one air-conditioning zone, making it easy to combine the limit set temperatures of the first air-conditioning zone and the second air-conditioning zone It becomes possible to select.
[0010]
  As a predetermined operation of the first temperature setting means, a limit temperature setting operation by the first temperature setting means is continuously performed for a predetermined time, and as a predetermined operation of the second temperature setting means, by the second temperature setting means. The limit temperature setting operation may be performed continuously for a predetermined time.
[0011]
  Further, as the predetermined operation of the first temperature setting means, the limit temperature setting operation by the first temperature setting means is performed a plurality of times, and as the predetermined operation of the second temperature setting means, the limit temperature setting by the second temperature setting means is performed. The operation may be performed a plurality of times.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, structural examples of the present invention will be described with reference to the drawings. FIG. 1 shows an air conditioner 1 that is mounted on a vehicle and controls the air conditioning of a driver's seat side air conditioning zone and a passenger seat side air conditioning zone independently of each other.
[0013]
This air conditioner has an intake switching device 4 having an inside air introduction port 2 and an outside air introduction port 3 on the most upstream side of the air conditioning duct 1, and the introduction ratio of the inside air and the outside air is adjusted by the intake door 5. It is like that. The air conditioning case 1 is provided with a blower 7 that is rotated by a motor 6 so as to face the introduction port. Air is sucked from the introduction port by the rotation of the blower 7 and is pumped downstream.
[0014]
An evaporator 8 is disposed on the downstream side of the blower 7. The evaporator 8 is coupled with a compressor 11 to which power from the engine 9 is transmitted via an electromagnetic clutch 10 together with a condenser, an expansion valve (not shown), and the like. A cycle is constituted, and refrigerant is supplied to the evaporator 8 by the operation of the compressor 11 to cool the air passing through the evaporator 8.
[0015]
The downstream side of the evaporator 8 inside the air conditioning case is branched into a driver seat side shunt 12 and a passenger seat side shunt 13, and each shunt is mixed with a heater core 14 and an air amount passing through the heater core 14. Doors 15 and 16 are arranged.
[0016]
In this configuration example, the driver seat side shunt 12 and the passenger seat side shunt 13 are defined by the partition wall 17, and the evaporator 8 and the heater core 14 are common to both shunts. The evaporator 8 is provided so as to block the entire passage cross section of the air conditioning case 1, and the heater core 14 is provided so as to block substantially half of the passage cross section of each shunt. In addition, the mix doors 15 and 16 range from a full hot position (opening degree 100%) that guides all the air that has passed through the evaporator 8 to the heater core 14 to a full cool position (opening degree 0%) that bypasses the heater core 14 from the full air. It is designed to rotate over.
[0017]
A portion of the driver side shunt 12 located downstream of the heater core 14 includes a defrost outlet 18a that blows temperature-controlled air along the windshield in the driver side air conditioning zone of the passenger compartment, and a temperature upward. A vent outlet 18b that blows out the conditioned air and a foot outlet 18c that blows out the temperature-controlled air to the lower portion are provided, and a portion located downstream of the heater core 14 of the passenger seat side shunt 13 includes: In a passenger side air conditioning zone of a vehicle, a defrost outlet 19a that blows out temperature-controlled air along the windshield, a vent outlet 19b that blows out temperature-controlled air to the upper part, and a foot blower that blows temperature-controlled air to the lower part An outlet 19c is provided, and the opening amount of each outlet is adjusted by special mode doors (diff doors 20a and 21a, vent doors 20b and 21b, foot doors 20c and 21c). It has become the jar.
[0018]
Note that the driver door side and passenger side mix doors 15 and 16 are driven by separate actuators 23 and 24 (RMIX ACT, LMIX ACT), and the intake door 5 is driven by an actuator 25 to drive the driver side mode. For example, the door and the mode door on the passenger seat side are interlocked by a common actuator 26.
[0019]
The actuators that drive the various doors described above, the electromagnetic clutch 10 of the compressor 11, and the motor 6 of the blower 7 are controlled based on output signals from the control unit 30.
[0020]
The control unit 30 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input / output port (I / O), and the like (not shown), and various doors (intake doors 5, air). Actuators 23 to 26 that drive the mix doors 15 and 16 and mode doors 20a, 21a, 20b, 21b, 20c, and 21c), an electromagnetic clutch 10 of the compressor 11, a drive circuit that drives and controls the motor 6 of the blower 7, and the like. The signal from the indoor temperature sensor 31 for detecting the vehicle interior temperature, the signal from the outside air temperature sensor 32 for detecting the vehicle exterior temperature, the right solar sensor 33a for detecting the solar radiation amount on the right side of the vehicle and the left solar radiation. A signal from the solar radiation sensor 33 provided with the left solar radiation sensor 33b for detecting the amount, and the temperature of the engine coolant are detected. Signal from the temperature sensor 34, provided on the downstream side of the evaporator 8, so that the signal from the post-evaporation sensor 35 for detecting the temperature of air passing through the temperature or the evaporator 8 of the evaporator 8 is input.
[0021]
Further, the control unit 30 receives a signal from an operation panel 36 that outputs a control command by an operation from the passenger compartment side. The operation panel 36 includes an AUTO switch 37 that outputs a command for automatically controlling each air conditioner such as various doors, compressors, and blowers, and a REC that manually sets the suction mode to the inside air circulation mode (REC) or the outside air introduction mode (FRESH). A switch 38, a DEF switch 39 forcibly setting the blowing mode to the defrost mode, a dual switch 40 for controlling the temperature of the driver side and the passenger side independently in the passenger compartment, and a command for setting each air conditioner to the OFF mode A FAN switch 42 for switching the blowing capacity, an A / C switch 43 for individually commanding on / off of the cooling cycle, that is, an on / off of the compressor 11, and a MODE switch 44 for manually setting the blowing mode. Yes. Also, the driver seat side temperature setting unit 45 for setting the target temperature of the driver side air conditioning zone, the down switches 45a and 45b, and the passenger seat side temperature setting unit 46 for setting the target temperature of the passenger seat side air conditioning zone are increased. , Down switches 46a and 46b, the target temperature of each air-conditioning zone set by each up and down switch, the blowing capacity set by FAN switch 42, the blowing mode set by MODE switch 44, etc. These are displayed on the display unit 47 provided at the center of the panel.
[0022]
The control unit 30 processes various input signals in accordance with a predetermined program given to the ROM or RAM, switches the blowing capacity, switches the suction mode, turns the compressor 11 on and off, switches the blowing mode, and the air mix door 15. , 16 and the like are controlled.
[0023]
In FIG. 2, an example of air conditioning control by the control unit 30 is shown as a flowchart. Hereinafter, an example of air conditioning control operation will be described based on this flowchart.
[0024]
After the ignition switch is turned on and the engine is started, the control unit 30 inputs signals from the various sensors and the operation panel 36 described above (step 50), and after the ignition switch is turned on, the processing by this flow is the first time. Is determined (step 52). If it is determined in step 52 that it is the first time, initial setting is performed (step 54), and then a predetermined check operation is performed to determine whether or not there is a request for self-diagnosis (step 56). If there is a request for self-diagnosis, it is determined whether or not an operation for canceling the self-diagnosis has been performed (step 58), and the display function is checked or failure of various sensors is checked until the cancel operation is performed. Self-diagnosis such as checking the operation of the output device, forcibly driving the output system (blower, actuator, compressor, etc.) in a preset pattern, displaying the detection results of various sensors, etc. (Step 60).
[0025]
Then, in step 52, if the processing by this flow is not the first time after turning on the ignition switch, if the check operation is not performed for the first time, or if the release operation is performed after the check operation is performed, Subroutine processes in steps 62 to 80 (outside air temperature delay process in step 62, solar radiation correction calculation process in step 64, solar radiation correction delay process in step 66, total signal calculation process in step 68, set temperature calculation process in step 70, step 72 mix door control processing, step 74 blower control processing, step 76 mode door control processing, step 78 intake door control processing, step 80 compressor control processing), and then return to step 50, as described above. The process is repeated.
[0026]
The outside air temperature delay process in step 62 detects the temperature rise because the outside air temperature sensor 32 is required not to detect a temperature higher than the original outside air temperature due to the influence of engine waste heat or the like during a traffic jam or idle operation. In this case, the output signal from the outside air temperature sensor 32 is subjected to delay processing, and processing as shown in FIG. 3 is performed. That is, it is determined whether or not the processing by this subroutine is the first time after turning on the ignition switch (step 82). If it is determined that the processing is the first time, the temperature Tw of the cooling water detected by the water temperature sensor 34 is determined. Whether the temperature is higher than 40 ° C. (step 84), and the control outside air temperature memory value TaDM, which is the previous control outside air temperature stored in the memory, is the latest outside detected by the outside air temperature sensor 32. It is determined whether the temperature is lower than Ta (step 86). If it is determined that the temperature Tw of the cooling water is 40 ° C. or less, or if it is determined that the control outside air temperature memory value TaDM is equal to or higher than Ta, it is assumed that there is almost no thermal influence due to engine waste heat for calculation. The latest outside air temperature Ta detected by the outside air temperature sensor 32 is assigned to each of the parameter TaB used and the control outside air temperature TaD used as a control signal (step 88), and the temperature Tw of the cooling water becomes higher than 40 ° C. If the control outside air temperature memory value TaDM is lower than the detected outside air temperature Ta, the influence of engine waste heat is considered, so the parameter TaB used for calculation and the control signal The control outside air temperature memory value TaDM is assigned to each of the control outside air temperatures TaD used as (step 90).
[0027]
If it is determined in step 82 that the process by this subroutine is not the first time after the ignition switch is turned on, it is determined whether or not the temperature Ta detected by the outside air temperature sensor 32 has increased (step 92). If not, it is not necessary to consider the thermal effect due to engine waste heat. Therefore, the process proceeds to step 88, where the parameter TaB used for calculation and the control outside air temperature TaD used as a control signal are respectively set. The latest outside air temperature Ta detected by the outside air temperature sensor 32 is assigned.
[0028]
If it is determined in step 92 that the temperature Ta detected by the outside air temperature sensor 32 is rising, whether or not the difference between the outside air temperature Ta and the parameter TaB used for the calculation is equal to or higher than a predetermined temperature. (Step 94), and if it is determined that the temperature is equal to or higher than the predetermined temperature, the outside air temperature can be significantly increased and it can be clearly seen that the effect is due to engine waste heat. The control outside air temperature TaD used as a signal of the engine is fixed to prevent output fluctuation of the outside air temperature sensor 32 due to engine waste heat (step 96), and when the difference between the outside air temperature Ta and the parameter TaB is equal to or lower than a predetermined temperature. Since the detected increase in Ta may be due to fluctuations in the actual outside air temperature, in this case, in order to suppress the influence of engine waste heat as much as possible, it is controlled at a rate of 1 bit every 60 seconds. The outside air temperature TaD is slowly increased (step 98).
[0029]
After the control outside air temperature TaD is determined in this way, the parameter TaB also needs to be corrected in accordance with the change in Ta, so the parameter TaB is higher than the actual temperature Ta detected by the outside air temperature sensor. It is determined whether or not the value is lower (step 100). If Ta is determined to be higher than the parameter TaB, the parameter TaB is gradually increased at a rate of 1 bit every 60 seconds. (Step 102), if Ta is equal to or less than the parameter TaB, the detected temperature Ta is assigned to the parameter TaB (Step 104). Then, the control outside air temperature TaD set in step 88, 90, 96, or 98 is assigned as a new control outside air temperature memory value TaDM (step 106). Therefore, the above processing can prevent the air conditioner from malfunctioning due to the influence of engine waste heat or the like.
[0030]
As shown in FIG. 4, the solar radiation correction calculation process in step 64 calculates the solar radiation direction based on the output signal from the solar radiation sensor 33 (step 110), and calculates the average solar radiation amount (step 112). It consists of left and right solar radiation amount calculation processing (step 114) that distributes the solar radiation amount to the left and right (driver seat side and passenger seat side) according to the solar radiation direction.
[0031]
That is, as shown in FIG. 5, the solar radiation azimuth calculation process in step 110 determines whether or not each sensor has failed from the respective output values (QSUNR, QSUNL) of the right solar sensor 33a and the left solar sensor 33b. If it is determined (steps 116 and 118) and it is determined that one of the solar radiation sensors is broken, the solar radiation direction is set to the center, that is, the right solar radiation direction DR and the left solar radiation direction DL are set to 0 ( Step 120). On the other hand, if it is determined that none of the solar radiation sensors 33a and 33b is malfunctioning, the primary delay value (right solar primary delay value QSR) of the solar radiation amount detected by the right solar radiation sensor 33a and the left solar radiation sensor 33b. The detected primary amount of solar radiation (left solar primary delay value QSL) is compared (step 122). If the right solar primary delay value QSR is equal to or greater than the left solar primary delay value QSL, the solar radiation direction is the right side of the vehicle body. Therefore, the process proceeds to step 124, and the right solar radiation direction DR is calculated by the arithmetic expression shown in the same step. If the right solar radiation primary delay value QSR is smaller than the left solar radiation primary delay value QSL, the solar radiation azimuth is on the left side of the vehicle body, so that the routine proceeds to step 126 and the left solar radiation azimuth DL is calculated by the arithmetic expression shown in the same step. . In the figure, K1 is an arithmetic constant.
[0032]
When the solar radiation directions calculated as described above are small in the amount of solar radiation (QSUNR, QSUNL) detected by the respective solar radiation sensors 33a, 33b, the solar radiation is hardly affected even if the solar radiation is inserted from either side. Therefore, it is determined that the solar radiation amount QSUNR detected by the right solar radiation sensor 33a and the solar radiation amount QSUNL detected by the left solar radiation sensor 33b in steps 128 and 130 after step 124 or 126 are equal to or less than a predetermined value (α). If the solar radiation direction is set to the center (DR = DL = 0) and the solar radiation amount detected by any one of the solar radiation sensors is larger than the predetermined value α, the calculation is performed in step 124 or 126. Use the solar radiation direction.
[0033]
In the average solar radiation amount calculation process in step 112, as shown in FIG. 6, it is determined whether or not each sensor has failed from the respective output values (QSUNR, QSUNL) of the right solar sensor 33a and the left solar sensor 33b. If it is determined that any of the solar radiation sensors has failed (steps 132, 134, 136), the average solar radiation amount Qs is set to 0 (step 138). When it is determined that the solar radiation sensor on one side is malfunctioning, the primary delay value of the solar radiation sensor that is not malfunctioning is used as the average solar radiation amount. That is, if it is determined that the right solar radiation sensor 33a has failed but the left solar radiation sensor 33b has not failed, the left solar radiation primary delay value QSL is set as the average solar radiation amount QS (step 140), and the left solar radiation sensor 33b is detected. If it is determined that the sensor 33b has failed but the right solar sensor 33a has not failed, the right solar primary delay value QSR is set as the average solar radiation amount QS (step 142).
[0034]
On the other hand, when it is determined that both of the solar radiation sensors 33a and 33b are normal, the right solar radiation primary delay value QSR and the left solar radiation primary delay value QSL are compared (step 144), and the right solar radiation primary delay value is compared. If it is determined that the QSR is greater than or equal to the left primary solar radiation delay value QSL, the process proceeds to step 146 to determine whether or not the value obtained by dividing the sum of QSR and QSL by the predetermined value K2 is equal to or greater than QSR. If it is determined that the primary delay value QSR is smaller than the left solar radiation primary delay value QSL, the routine proceeds to step 148, where it is determined whether or not the value obtained by dividing the sum of QSR and QSL by the predetermined value K2 is equal to or greater than QSL. .
[0035]
If the dependence of the output value from the right solar radiation sensor 33a is very large, it is unnecessary to consider the output value from the left solar radiation sensor 33b. Therefore, in step 146, it is determined that (QSR + QSL) / K2 is smaller than QSR. If YES, the routine proceeds to step 142, and the right solar radiation primary delay value QSR is set as the average solar radiation amount QS. Further, if the dependence of the output value from the left solar radiation sensor is very large, it is not necessary to consider the output value from the right solar radiation sensor. Therefore, in step 148, it is determined that (QSR + QSL) / K2 is smaller than QSL. If YES in step 140, the flow advances to step 140 to set the left solar primary delay value QSL as the average solar radiation amount QS.
[0036]
In other cases, that is, when it is determined in step 146 that (QSR + QSL) / K2 is greater than or equal to QSR, or when it is determined in step 148 that (QSR + QSL) / K2 is greater than or equal to QSL, both days Since the output from the radiation sensor cannot be ignored, the routine proceeds to step 150, where (QSR + QSL) / K2 is taken as the average solar radiation amount QS. That is, the average solar radiation amount QS is calculated from the right solar radiation primary delay value QSR and the left solar radiation primary delay value QSL indicated by the broken line in FIG. 7 as shown by the solid line in FIG.
[0037]
Further, in the left and right solar radiation amount calculation processing of step 114, processing for distributing the average solar radiation amount QS calculated in step 112 by the solar radiation direction calculated in step 110 is performed. That is, as shown in FIG. 8, it is determined from which side the solar radiation is inserted into the vehicle (step 152), and if it is determined that the solar radiation is inserted from the right side, the calculation is performed in step 112. The obtained average solar radiation amount Qs is directly used as the driver seat side solar radiation amount QSDDr '(step 154), and a value obtained by multiplying the average solar radiation amount Qs by COS (DR) is defined as the passenger seat side solar radiation amount QSDAs' (step 156). If it is determined that the solar radiation is inserted from the left side, a value obtained by multiplying the average solar radiation amount Qs calculated in step 112 by COS (DL) is defined as a driver seat side solar radiation amount QSDDr '(step 158), The average solar radiation amount Qs is directly used as the passenger seat side solar radiation amount QSDAs' (step 160).
[0038]
After the driver seat side solar radiation amount QSDDr ′ and the passenger seat side solar radiation amount QSDAs ′ are calculated as described above, the solar radiation correction delay processing of step 66 is performed. In this solar radiation correction delay process, since the change in the sensory temperature is delayed with respect to the change in the solar radiation, the process shown in FIG. 9 is performed on the solar radiation amount obtained in step 64 in order to perform control in accordance with the actual sensory temperature change. To give a delay.
[0039]
That is, it is determined whether or not the process according to this flow is the first time after turning on the ignition switch (step 162). If it is determined that the process is the first time, the solar radiation amount QSDi ′ ( The driver side solar radiation amount QSDDr 'and the passenger side solar radiation amount QSDAs') are used as the solar radiation correction amount QSDi (control driver side solar radiation correction amount QSDDr, control passenger side solar radiation correction amount QSDAs) (step 164) It is determined whether or not the amount QSDi is greater than or equal to a predetermined upper limit value β (step 166). If the solar radiation correction amount QSDi is smaller than the predetermined upper limit value β, the value obtained in step 164 is used as it is, and the solar radiation correction is performed. If it is determined that the amount QSDi is greater than or equal to the predetermined upper limit value β, the solar radiation correction amount QSDi is set to the predetermined upper limit value β (step 168). In the solar radiation amount and the solar radiation correction amount, the subscript i is Dr (driver's seat side) or As (passenger seat side).
[0040]
On the other hand, if it is determined in step 162 that the process by this flow is not the first time after turning on the ignition switch, is the solar radiation amount QSDi ′ of each solar radiation sensor equal to the solar radiation correction amount QSDi? If it does not match, it is not necessary to apply a delay. Therefore, the process proceeds to step 166, and if it does not match, the process proceeds to step 172, where the solar radiation correction amount QSDi is a predetermined upper limit value β. If it is determined whether or not it is equal to or greater than the predetermined upper limit value β, the routine proceeds to step 168, where the solar radiation correction amount QSDi is set to the predetermined upper limit value β, and the solar radiation amount QSDi ′ is If it is determined that it is smaller than the predetermined upper limit value β, the routine proceeds to step 174, where whether the solar radiation amount QSDi ′ is larger than the solar radiation correction amount QSDi, that is, whether the solar radiation amount is increasing or decreased. It determines whether the state you are. If the amount of solar radiation is increasing, QSDi is increased with a delay varying at a predetermined rate in 30 seconds (step 176), and if the amount of solar radiation is decreasing, After waiting for 30 seconds, QSDi is decreased with a delay varying at a predetermined rate in 30 seconds (steps 178 and 180). Therefore, as shown in FIG. 10, if the solar radiation amount QSDi ′ fluctuates, when the solar radiation amount rises, the solar radiation correction amount QSDi is set at a predetermined rate in 30 seconds in response to the fluctuation. It increases until it coincides with QSDi ', and when the amount of solar radiation decreases, it decreases until the amount of solar radiation correction QSDi coincides with QSDi' at a predetermined rate in 30 seconds after 30 seconds from the fluctuation of the amount of solar radiation. Therefore, the variation in solar radiation and the delay in bodily sensation are matched.
[0041]
As shown in FIG. 11, the total signal calculation process performed in step 68 calculates a total signal in step 182, and calculates a mode control total signal for controlling the mode door in step 184. That is, in the comprehensive signal calculation processing of step 182, the driver's seat is set with the vehicle interior temperature Tr, the control outside air temperature TaD, the control driver side solar radiation correction amount QSDDr, and the driver seat side set temperature T′SETDr corrected for outside air as parameters. The side total signal TDr is calculated based on the following equation (1), and the vehicle interior temperature Tr, the control outside air temperature TaD, the control passenger side solar radiation correction amount QSDAs, and the outside air corrected passenger side set temperature T'SETAs are calculated. The passenger seat side total signal TAs is calculated as a parameter based on the following equation (2).
[0042]
[Expression 1]

[0043]
[Expression 2]

[0044]
Here, KA is the outside air gain, Ks is the solar radiation gain, KDr is the driver seat side set gain, KAs is the passenger seat side set gain, and the driver seat side set temperature T′SETDr corrected for outside air is shown in FIG. The correction term α1 determined in relation to the control outside air temperature TaD is added to the driver's seat side set temperature TSETDr and calculated by T'SETDr = TSETDr + α1, and the outside air corrected passenger side side set temperature T 'SETAs is calculated by T'SETAs = TSETAs + α2 with the correction term α2 determined in relation to the control outside air temperature TaD shown in FIG. 12 added to the passenger seat side set temperature TSETAs.
[0045]
Further, in the calculation of the mode control total signal in step 184, the driver seat side mode control total signal TMDr is calculated from the driver seat side total signal TDr calculated in step 182 and the control driver side solar radiation correction amount QSDDr. Based on the following equation (3), the passenger-side mode control total signal TMAs is calculated based on the following equation (4) from the passenger-side total signal TAs and the control passenger-side solar radiation correction amount QSDAs. Here, K's is a solar radiation gain set specifically for mode control determined in relation to the average solar radiation amount Qs shown in FIG.
[0046]
[Equation 3]

[0047]
[Expression 4]

[0048]
The set temperature calculation processing in step 70 includes setting of the temperature of the driver side air conditioning zone by operating the driver side temperature setting unit 45 and setting of the temperature of the passenger side air conditioning zone by operating the passenger side temperature setting unit 46. FIG. 14 shows a subroutine for performing processing. In step 190, as shown in FIG. 14, it is determined in step 190 whether or not the up switch 45a of the driver seat side temperature setting unit 45 has been pressed. Then, it is determined whether or not the down switch 45b of the driver seat side temperature setting device 45 is pressed. If it is determined that the up switch 45a is pressed, the current driver seat side set temperature TSETDr is set to 0.5. The temperature is added and set to a new driver's seat side set temperature TSETDr (step 194). Then, it is determined whether or not this new driver side set temperature TSETDr is 32 ° C. or higher (step 196). If TSETDr is 32 ° C. or higher, TSETDr = If the temperature is lower than 32 ° C., the process of step 200 is performed with TSETDr as it is set to the value set in step 194. On the other hand, if it is determined that the down switch 45b of the driver's seat side temperature setting device 45 has been pressed, 0.5 ° C is subtracted from the current driver's seat side set temperature TSETDr, and this is used as a new operation. The seat side set temperature TSETDr is set (step 202). Then, it is determined whether or not the new driver side set temperature TSETDr is 18 ° C. or higher (step 204). If TSETDr is 18 ° C. or lower, TSETDr = The driver seat side set temperature MAX correction process of step 200 is performed at 18 ° C., and if it is higher than 18 ° C., the process of step 200 is performed with TSETDr as the value set at step 202 as it is.
[0049]
Further, in the passenger side temperature setting, as shown in FIG. 15, it is determined in step 210 whether or not the up switch 46a of the passenger side temperature setter 46 has been pressed. It is determined whether or not the down switch 46b of the temperature setter 46 has been pressed. If it is determined that the up switch 46a has been pressed, 0.5 ° C is added to the current passenger seat side set temperature TSETAs. This is set to a new passenger side set temperature TSETAs (step 214). Then, it is determined whether or not the new passenger side set temperature TSETAs is 32 ° C. or higher (step 216). If TSETAs is 32 ° C. or higher, in step 218, TSETAs = The passenger seat side set temperature MAX correction process of step 220 is performed at 32 ° C., and if it is lower than 32 ° C., the process of step 220 is performed with TSETAs as the value set at step 214 as it is. On the other hand, if it is determined that the down switch 46b of the passenger seat side temperature setting device 46 has been pressed, 0.5 ° C. is subtracted from the current passenger seat side set temperature TSETAs to obtain a new assistant. The seat side set temperature TSETAs is set (step 222). Then, it is determined whether or not the new passenger side set temperature TSETAs is 18 ° C. or higher (step 224). If TSETAs is 18 ° C. or lower, in order to set the lower limit to 18 ° C. in step 226, TSETAs = The passenger seat side set temperature MAX correction process of step 220 is performed at 18 ° C., and if it is higher than 18 ° C., the process of step 220 is performed using TSETAs as it is as the value set at step 222.
[0050]
As shown in FIG. 16, the driver seat side set temperature MAX correction processing in step 200 determines the passenger seat side set temperature TSETAs in step 230, and the passenger seat side set temperature TSETAs is the maximum limit temperature (32 ° C.). In step 232, it is further determined whether or not a special predetermined operation of the up switch 46a of the passenger side temperature setting device 46 has been performed, and the predetermined operation has not been performed. If it is determined that the driver seat side set temperature TSETDr is not particularly corrected, the value set in the process of FIG. 14 is used (step 234), and if it is determined that a predetermined operation has been performed, the driver seat The side set temperature TSETDr is reset to the maximum limit temperature (32 ° C.) (step 236). On the other hand, if it is determined in step 230 that the passenger side set temperature TSETAs is set to the minimum limit temperature (18 ° C.), in step 238, the passenger side temperature setter 46 is further reduced. It is determined whether or not a special predetermined operation of the switch 46b has been performed. If it is determined that the predetermined operation has not been performed, the driver's seat side set temperature TSETDr is set in the process of FIG. 14 without any particular correction. If the value is used (step 234) and it is determined that a predetermined operation has been performed, the driver's seat side set temperature TSETDr is reset to the minimum limit temperature (18 ° C.) (step 240). That is, when it is determined that the set temperature of the air conditioning zone on the passenger seat side is the limit set temperature, if the predetermined operation of the driver seat side temperature setting device 45 is performed, the set temperature of the air conditioning zone on the driver seat side is set. Match the set temperature of the air conditioning zone on the passenger side.
[0051]
Here, the predetermined operation in step 232 is to keep pressing the up switch 46a of the passenger seat side temperature setter 46 for a predetermined time in a state where the passenger seat side set temperature is set to the maximum limit temperature (32 ° C.) (ON Operation), or the operation of pressing the up switch 46a once and then releasing it again, and the predetermined operation in step 238 is that the passenger side set temperature is set to the minimum limit temperature (18 ° C.). In this state, the down switch 46b of the passenger seat side temperature setting device 46 is continuously pressed (continuously turned on) for a predetermined time, or the down switch 46b is pressed once and then released and pressed again.
[0052]
Further, as shown in FIG. 17, the passenger seat side set temperature MAX correction process in step 220 determines the driver seat side set temperature TSETDr in step 250, and the driver seat side set temperature TSETDr is the maximum limit temperature (32 In step 252, it is further determined whether or not a special predetermined operation of the up switch 45 a of the driver's seat side temperature setting device 45 has been performed, and the predetermined operation has been performed. If it is determined that there is not, the value set in the process of FIG. 15 is used without particularly correcting the passenger seat side set temperature TSETAs (step 254), and if it is determined that a predetermined operation has been performed, The seat side set temperature TSETAs is reset to the maximum limit temperature (32 ° C.) (step 256). On the other hand, if it is determined in step 250 that the driver's seat side set temperature TSETDr is set to the minimum limit temperature (18 ° C.), the driver's seat side temperature setter 45 is further reduced in step 258. It is determined whether or not a special predetermined operation of the switch 45b has been performed. If it is determined that the predetermined operation has not been performed, the passenger seat set temperature TSETAs is set in the process of FIG. 15 without any particular correction. If the value is used (step 254) and it is determined that a predetermined operation has been performed, the passenger side set temperature TSETAs is reset to the minimum limit temperature (18 ° C.) (step 260). That is, when it is determined that the set temperature of the air conditioning zone on the driver's seat side is the limit set temperature, if the predetermined operation of the driver's seat side temperature setter 45 is performed, the set temperature of the air conditioning zone on the passenger seat side To match the set temperature of the air conditioning zone on the driver's seat side.
[0053]
Here, the predetermined operation of step 252 is to keep pressing the up switch 45a of the driver seat side temperature setter 45 for a predetermined time in a state where the driver seat side set temperature is set to the maximum limit temperature (32 ° C.) (ON Operation), or an operation of pressing and releasing the up switch 45a once and then releasing it again, and the predetermined operation in step 258 sets the driver's seat side set temperature to the minimum limit temperature (18 ° C.). In this state, the down switch 45b of the driver's seat side temperature setting device is continuously pressed (continuously turned on) for a predetermined time, or the down switch 45b is pressed once and then released and then pressed again.
[0054]
After the MAX correction process for the set temperature is performed as described above, in the mix door control process in Step 72, based on the total signal calculated in Step 68, the set temperature set in Step 70, and the like, The driver side mix door 15 is controlled as shown in FIG. 18, and the passenger side mix door 16 is controlled as shown in FIG.
[0055]
In the control of the driver door side mix door 15 shown in FIG. 18, the driver side set temperature TSETDr is determined (step 300), and it is determined that the set temperature TSETDr is set to the maximum set temperature (32 ° C.). If YES, the routine proceeds to step 302, where the driver door side mix door 15 is set to 100% opening (full hot position), and it is determined that the set temperature is set to the minimum set temperature (18 ° C.). If YES in step 304, the flow advances to step 304 to set the driver door side mix door 15 to 0% opening (full cool position). On the other hand, when it is determined that the set temperature is the intermediate set temperature (18.5 ° C. to 31.5 ° C.), in step 306, the target side signal TDr calculated in step 68 is used as the target. The blowout temperature ToDr is calculated. In step 308, the estimated blowout temperature T'oDr is calculated. Then, a difference S1 between the target blowing temperature ToDr and the estimated blowing temperature T'oDr is calculated (step 310), and the driver door-side mix door 15 is driven and controlled according to the magnitude of the difference S1. That is, in step 312, when the magnitude of S1 is determined and it is determined that S1 is lower than −2 ° C., the estimated blowing temperature is 2 ° C. higher than the target blowing temperature. The mix door 15 is driven to the cooler side to lower the blowout temperature (step 314). If it is determined that S1 is higher than 2 ° C, the estimated blowout temperature is 2 ° C or higher than the target blowout temperature. Since it is low, the mix door 15 on the driver's seat side is driven to the hot side to increase the blowing temperature (step 316). If S1 is in the range of −2 to 2 ° C., it is assumed that the target blowing temperature and the estimated blowing temperature are substantially the same, and the driver door side mix door 15 is stopped at the current position (step 318). ).
[0056]
Similarly, in the control of the passenger door side mix door 16 shown in FIG. 19, the passenger side set temperature TSETAs is determined (step 320), and the set temperature TSETAs is set to the maximum set temperature (32 ° C.). If it is determined that the vehicle is present, the process proceeds to step 322, where the passenger door side mix door 16 is set to 100% opening (full hot position) and the set temperature is set to the minimum set temperature (18 ° C.). If it is determined, the process proceeds to step 324, and the passenger door side mix door 16 is set to 0% opening (full cool position). On the other hand, when it is determined that the set temperature is the intermediate set temperature (18.5 ° C. to 31.5 ° C.), in step 326 the target seat side total signal TDr calculated in step 68 is used as the target. The blowing temperature ToAs is calculated, and the estimated blowing temperature T′oDr is calculated in step 328. Then, the difference S1 between the target blowing temperature ToAs and the estimated blowing temperature T'oAs is calculated (step 330), and the passenger door side mix door 16 is driven and controlled according to the magnitude of the difference S1. That is, in step 332, the magnitude of S1 is determined. If it is determined that S1 is lower than −2 ° C., the target outlet temperature is 2 ° C. lower than the estimated outlet temperature. The mix door 16 is driven to the cooler side so that the blowout temperature is lowered (step 334). If it is determined that S1 is higher than 2 ° C, the target blowout temperature is 2 ° C higher than the estimated blowout temperature. Since it is high, the mix door 16 on the passenger seat side is driven to the hot side so that the blowing temperature becomes high (step 336). If S1 is in the range of −2 to 2 ° C., it is considered that the target blowing temperature and the estimated blowing temperature are substantially matched, and the passenger door side mix door 16 is stopped at the current position (step 338). ).
[0057]
The blower control in step 74 controls the rotational speed of the blower 7 as shown in FIG. 20 based on the comprehensive signal calculated in step 68, the set temperature set in step 70, and the like. That is, in step 340, it is determined whether or not the dual switch 40 is turned on (ON). If it is determined that the dual switch 40 is not turned on, for example, the driver side set temperature TSETDr Is set as a representative set temperature (step 342), and if it is determined that the representative set temperature is the minimum set temperature (18 ° C.) or the maximum set temperature (32 ° C.), the blower 7 is turned on. If the maximum air volume (MAX HI) is set and 18.5 ° C to 31.5 ° C, the process proceeds to step 346, and the driver's seat side comprehensive signal TDr and the passenger's seat side comprehensive signal are obtained so that the characteristics of the step can be obtained. The air flow rate is controlled based on the average value with TAs. That is, when (TDr + TAs) / 2 is very large or very small, the cooling load or heating load is large. Therefore, the fan is driven at the maximum air volume (100%), and the cooling load or heating is When the air blower 7 is in an intermediate region where the load is small, the blower 7 is driven with the minimum air volume (30%), and the air flow is controlled to increase continuously from the intermediate region to the region where the load increases.
[0058]
On the other hand, if it is determined that the dual switch 40 is turned on, in step 348, the driver side set temperature TSETDr and the passenger side set temperature TSETAs obtained in the MAX correction processing in steps 200 and 220 are determined. If the driver side set temperature and the passenger side set temperature are both determined to be the minimum set temperature (18 ° C.) or the maximum set temperature (32 ° C.), the blower 7 is set to the maximum air volume. (MAX HI) is set (step 30), and if it is determined that the other temperature settings are set, the process proceeds to step 346, and the driver's seat side total signal TDr is obtained so that the characteristics of the step are obtained. The air flow rate is controlled based on the average value with the passenger seat side total signal TAs.
[0059]
The mode door control in step 76 controls the mode door (blow-out mode) as shown in FIG. 21 based on the total signal calculated in step 68, the set temperature set in step 70, and the like. That is, in step 360, it is determined whether or not the dual switch 40 is turned on (ON). If it is determined that the dual switch 40 is not turned on, for example, the driver side set temperature TSETDr Is determined as a representative set temperature (step 362), and if it is determined that the representative set temperature is the minimum set temperature (18 ° C.), the mode door is set so that the blowing mode is set to the vent mode. Drive control is performed (step 364), and when it is determined that the representative set temperature is the maximum set temperature (32 ° C.), the mode door is drive controlled so that the blowing mode is set to the foot mode (step 366). Further, if it is determined that the representative set temperature is 18.5 ° C. to 31.5 ° C., the process proceeds to step 368, and the driver side total signal TDr and the passenger side The blowing mode is controlled based on the average value with the total signal TAs. That is, when (TDr + TAs) / 2 is large, the blowing mode is set to the vent mode, and the bi-level mode and the foot mode are set as it decreases.
[0060]
On the other hand, if it is determined that the dual switch 40 is turned on, in step 370, the driver side set temperature TSETDr and the passenger side set temperature TSETAs obtained in the MAX correction processing in steps 200 and 220 are determined. When the driver side set temperature and the passenger side set temperature are both determined to be the minimum set temperature (18 ° C.), the mode door is driven and controlled so that the blowing mode is set to the vent mode. If it is determined that the representative set temperature is the maximum set temperature (32 ° C.), the mode door is driven and controlled so that the blowing mode is the foot mode (step 374). If it is determined that the temperature is set, the process proceeds to step 368, and the driver's seat side comprehensive signal TDr and the passenger's seat side comprehensive signal are obtained so that the blowing mode characteristic of the step is obtained. Controlling the mode door based on the average value of the No. TAs.
[0061]
The intake door control in step 78 controls the intake door 5 (intake mode) as shown in FIG. 22 based on the comprehensive signal calculated in step 68, the set temperature set in step 70, and the like. That is, in step 380, it is determined whether or not the dual switch 40 is turned on (ON). If it is determined that the dual switch 40 is not turned on, for example, the driver's seat side set temperature TSETDr Is set as a representative set temperature (step 382), and if the representative set temperature is determined to be the minimum set temperature (18 ° C.), the suction mode is set to REC (inside air circulation mode). The intake door 5 is driven and controlled (step 384), and when it is determined that the representative set temperature is the maximum set temperature (32 ° C.), the intake door 5 is set so that the suction mode is FRESH (outside air introduction mode). Is controlled (step 386). If it is determined that the representative set temperature is 18.5 ° C. to 31.5 ° C., the process proceeds to step 388, and the driver side total signal TDr and the passenger side The suction mode is controlled based on the average value with the total signal TAs. That is, when (TDr + TAs) / 2 is large, the suction mode is set to the REC mode in which the inside air circulation is performed, and the MIX mode in which the inside and outside air are mixed and introduced, and the FRESH mode in which the outside air is introduced as the value decreases. .
[0062]
On the other hand, if it is determined that the dual switch 40 is turned on, in step 390, the driver side set temperature TSETDr and the passenger side set temperature TSETAs obtained in the MAX correction processing in steps 200 and 220 are determined. When it is determined that both the driver seat side set temperature and the passenger seat set temperature are the minimum set temperature (18 ° C.), the intake mode is set to REC (inside air circulation mode). The door 5 is driven and controlled (step 392), and when it is determined that the representative set temperature is the maximum set temperature (32 ° C.), the intake door 5 is driven so that the suction mode is FRESH (outside air introduction mode). If it is determined that the set temperature is other than that (step 394), the process proceeds to step 388, and the blowing mode characteristic of the same step is obtained. In controls intake door 5 on the basis of the average value of the driver's seat side overall signal TDr and the passenger seat-side overall signal TAs.
[0063]
The compressor control in step 80 controls the compressor 11 as shown in FIG. 23 based on the set temperature set in step 70 or the like. That is, in step 400, it is determined whether or not the dual switch 40 is turned on (ON), and if it is determined that the dual switch 40 is not turned on, for example, the driver's seat side set temperature TSETDr Is set as a representative set temperature (step 402). If it is determined that the representative set temperature is the minimum set temperature (18 ° C.), it is a case where there is a request for rapid cooling. The clutch 10 is turned on and the compressor 11 is operated (ON) (step 404). If it is determined that the representative set temperature is 18.5 ° C. to 32.0 ° C., the process proceeds to step 406 to determine whether or not the A / C switch 43 is turned on (ON). If it is determined that the A / C switch 43 is turned on, the electromagnetic clutch 10 is turned on to operate the compressor 11 (ON) (step 404), and the A / C switch 43 is not turned on. Is determined, the electromagnetic clutch 10 is turned off and the compressor 11 is stopped (OFF) (step 408).
[0064]
On the other hand, if it is determined that the dual switch 40 is turned on, in step 410, the driver side set temperature TSETDr and the passenger side set temperature TSETAs obtained by the MAX correction processing in steps 200 and 220 are determined. If it is determined that both the driver seat side set temperature and the passenger seat side set temperature are the minimum set temperature (18 ° C.), it is a case where there is a request for rapid cooling. And the compressor 11 is operated (ON) (step 412). If it is determined that both the driver's seat side set temperature and the passenger seat side set temperature are not the minimum set temperature (18 ° C.), go to step 406. It is determined whether the A / C switch 43 is turned on (ON) or not. If it is determined that the A / C switch 43 is turned on, the electromagnetic clutch 1 And the compressor 11 is operated (ON) (step 404). If it is determined that the A / C switch 43 is not turned on, the electromagnetic clutch 10 is turned OFF and the compressor 11 is stopped (OFF). (Step 408).
[0065]
Therefore, according to the above configuration, although the driver side set temperature and the passenger side set temperature can be set independently, the blower 7, the mode door actuator 26, the intake switching device 4 and the like are provided on the driver side and the passenger side. In dual setting, if the set temperature on either side is not set to the limit set temperature, the air flow, blowout mode, and suction mode If the set temperature on either side is the limit set temperature (maximum set temperature or minimum set temperature) in dual setting, the mix door on one side is set. Is fixed at a predetermined position (full cool or full hot position) corresponding to the limit set temperature, and the blower 7, the mode door, and the intake door 5 are driven and controlled based on the comprehensive signal. Is, the compressor 11 is off is switched on the basis of the A / C switch 43. That is, when the set temperature on one side is the limit set temperature, only the temperature adjustment mechanism (mix door) on one side is fixed, and the other adjustment mechanisms, that is, the blower 7, the mode door, the intake door, The compressor control is variable.
[0066]
On the other hand, when the driver seat side set temperature and the passenger seat set temperature are both set to the limit set temperature, the mix doors 15 and 16 on the driver seat side and the passenger seat side are set to the limit set temperature. It is fixed at a corresponding predetermined position (full cool or full hot position), the blower 7 is set to the maximum air volume, and the mode door is in the vent mode position if the set temperature is the minimum set temperature, and if it is the maximum set temperature. The intake door 5 is set to the position of the foot mode, and the intake door 5 is set to the position of the inside air circulation mode (REC) if the set temperature is the minimum set temperature, and to the position of the outside air introduction mode (FRESH) if the set temperature is the maximum set temperature. The compressor 11 is turned on. That is, when the set temperatures on both sides are the same limit set temperature (both maximum set temperature or both set minimum temperature), not only the temperature adjustment mechanism (mixed door) but also the blower 7 and the mode. Other adjustment mechanisms of the door, the intake door, and the compressor are also fixed in a predetermined state.
[0067]
Therefore, as described above, a request to set only one of the air conditioning zones to the limit set temperature by a combination of the limit set temperatures of the set temperatures of the respective air conditioning zones, and a request to set both of the air conditioning zones to the limit set temperatures. It is possible to select a control suitable for the above and perform it appropriately. For example, when the maximum setting temperature is set in the driver side air conditioning zone in the dual setting and the setting temperature in the passenger side air conditioning zone is erroneously set to the minimum setting temperature, the above configuration is used. Therefore, since the air flow rate is set based on the average value of the driver's seat side comprehensive signal and the passenger seat side general signal, the air flow rate can be suppressed and deterioration of the occupant's feeling can be suppressed. When both air-conditioning zones are at the same limit set temperature on the same side, it is possible to set the air flow rate etc. to meet the requirements for maximum cooling or maximum heating, and only one air-conditioning zone can set the limit. It is possible to appropriately perform control that distinguishes between the case where the temperature is set and the case where both the air-conditioning zones are set to the limit set temperature, and the control function at the limit set temperature can be improved. Moreover, the set temperature of one air conditioning zone is set to the limit set temperature by a predetermined operation such as continuing the limit temperature setting operation of one temperature setter for a predetermined time or performing the limit temperature setting operation a plurality of times. In this case, the set temperature of the other air-conditioning zone can be set to the limit set temperature on the same side as the set temperature of the one air-conditioning zone, so that combinations of the limit set temperatures of the respective air-conditioning zones can be easily selected. Thus, it is possible to ensure appropriate control corresponding to each setting while interlocking the settings of both air-conditioning zones. That is, the operability can be improved so that the combination of the limit set temperatures of the air conditioning zone can be easily selected, and the control function at the limit set temperature can be improved.
[0068]
In the above-described configuration, the vehicle air conditioner that independently controls the left and right sides of the vehicle has been described. However, this is suitable for the case where the adjacent air conditioning zones are independently temperature controlled, such as when the vehicle front and rear are independently temperature controlled. It is a configuration. In addition, although the configuration example in which the mode door is interlocked on the left and right is shown, the intake switching device 4, the blower 7, the evaporator 8, the heater core 14 and the like are separately provided on the left and right, even if the mode door is controlled independently on the left and right like a mix door. The above-described control may be similarly performed according to the combination of the limit set temperatures of the air conditioning zones.
[0069]
【The invention's effect】
As described above, according to the present invention, the first temperature setting means for setting the set temperature of the first air conditioning zone, the second temperature setting means for setting the set temperature of the second air conditioning zone, First determination means for determining whether the set temperature of the first air-conditioning zone is the limit set temperature, and second for determining whether the set temperature of the second air-conditioning zone is the limit set temperature Since a determination unit is provided, and based on the combination of the determination result by the first determination unit and the determination result by the second determination unit, a preset control pattern is selected to control the air conditioning of each air-conditioning zone. Therefore, it is possible to perform appropriate control according to the combination of the presence / absence of the limit set temperature in the first air-conditioning zone and the presence / absence of the limit set temperature in the second air-conditioning zone. Ring deterioration It is possible to stop.
[0070]
In addition, when it is determined that the set temperature of one air-conditioning zone is the limit set temperature, a predetermined operation is performed on the temperature setting means corresponding to the one air-conditioning zone, thereby setting the set temperature of the other air-conditioning zone to one air-conditioning If a configuration for correcting the limit set temperature on the same side as the set temperature of the zone is added, a combination of the limit set temperatures of the first air-conditioning zone and the second air-conditioning zone can be easily selected. That is, it becomes possible to relate the limit setting states of the respective air conditioning zones, and it is possible to easily select an appropriate control according to the combination of the set temperature of the first air conditioning zone and the set temperature of the second air conditioning zone. Thus, the operability can be improved.
[0071]
Further, the air blowing capacity adjusting means for adjusting the air blowing capacity, the first temperature adjusting means for adjusting the temperature of the conditioned air from the air outlet corresponding to the first air conditioning zone, and the air outlet corresponding to the second air conditioning zone If it is a vehicle air conditioner which has at least the 2nd temperature control means which adjusts the temperature of the conditioned air from, the preset temperature of any one of a 1st air conditioning zone and a 2nd air conditioning zone will be a limit preset temperature When it is determined that the temperature adjustment means is fixed to a predetermined state, and it is determined that the set temperatures of both the first air conditioning zone and the second air conditioning zone are the limit set temperatures, By fixing other adjusting means including the temperature adjusting means in a predetermined state, when only one air-conditioning zone is set to the limit set temperature, other control except temperature adjustment, for example, the air flow rate is varied. This can On the other hand, when both air-conditioning zones are set to the same limit set temperature, it is possible to fix the air flow rate to a predetermined state, and when only one air-conditioning zone is at the limit set temperature, both It is possible to perform air-conditioning control that is distinguished from the case where the air-conditioning zone is at the limit set temperature, and it is possible to improve the control function at the limit set temperature.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a configuration example of a vehicle air conditioner according to the present invention.
FIG. 2 is a flowchart showing an operation example of air conditioning control by a control unit;
FIG. 3 is a flowchart showing a subroutine of outside temperature delay processing in step 62 shown in FIG. 2;
FIG. 4 is a flowchart showing a subroutine of solar radiation correction calculation processing in step 64 shown in FIG. 2;
FIG. 5 is a flowchart showing solar radiation azimuth calculation processing in step 110 shown in FIG. 4;
FIG. 6 is a flowchart showing an average solar radiation amount calculation process in step 112 shown in FIG. 4;
FIG. 7 is an explanatory diagram for explaining the calculation of the average solar radiation amount.
FIG. 8 is a flowchart showing left and right solar radiation amount calculation processing of step 114 shown in FIG. 4;
FIG. 9 is a flowchart showing a subroutine of solar radiation correction delay processing in step 66 shown in FIG. 2;
FIG. 10 is an explanatory diagram for explaining solar radiation correction delay processing;
FIG. 11 is a flowchart showing a subroutine of a comprehensive signal calculation process in step 68 shown in FIG. 2;
FIG. 12 is a characteristic diagram showing the relationship between the control outside air temperature TaD and the correction terms α1, α2.
FIG. 13 is a characteristic diagram showing the relationship between the average solar radiation amount Qs and the operation constant K ′s.
FIG. 14 is a flowchart showing set temperature calculation processing on the driver's seat side in the temperature setting calculation processing in step 70 shown in FIG. 2;
FIG. 15 is a flowchart showing a set temperature calculation process on the passenger seat side in the temperature setting calculation process of step 70 shown in FIG. 2;
FIG. 16 is a flowchart showing a driver seat side set temperature MAX correction process in step 200 shown in FIG. 14;
FIG. 17 is a flowchart showing a passenger seat side set temperature MAX correction process in step 220 shown in FIG. 15;
FIG. 18 is a flowchart showing mix door control on the driver's seat side in the mix door control in step 72 shown in FIG. 2;
FIG. 19 is a flowchart showing the mix door control on the passenger side in the mix door control in step 72 shown in FIG. 2;
FIG. 20 is a flowchart showing blower control in step 74 shown in FIG.
FIG. 21 is a flowchart showing mode door control in step 76 shown in FIG. 2;
22 is a flowchart showing intake door control in step 78 shown in FIG. 2. FIG.
FIG. 23 is a flowchart showing a compressor control subroutine of step 80 shown in FIG. 2;
[Explanation of symbols]
7 Blower
12 Driver's side shunt
13 Passenger side shunt
15 Driver's side mixed door
16 Mix door on the passenger side
18a, 19a Defrost outlet
18b, 19b Vent outlet
18c, 19c Foot outlet
20a, 21a diff door
20b, 21b Vent door
20c, 21c foot door
45 Driver's side temperature setting device
46 Passenger side temperature setting device
45a, 46a Up switch
45b, 46b Down switch

Claims (4)

Air-conditioning from the air outlets corresponding to the air-conditioning zones, each having an air outlet provided corresponding to the first air-conditioning zone in the passenger compartment and an air outlet provided corresponding to the second air-conditioning zone In a vehicle air conditioner that is individually air-conditioned by wind,
First temperature setting means for setting a set temperature of the first air conditioning zone;
Second temperature setting means for setting a set temperature of the second air conditioning zone;
First determination means for determining whether or not a set temperature of the first air conditioning zone is a limit set temperature;
Second determination means for determining whether or not the set temperature of the second air conditioning zone is a limit set temperature;
Based on the combination of the determination result by the first determination means and the determination result by the second determination means, a control pattern set in advance is selected to control the air conditioning of each air-conditioning zone,
Blower capacity adjusting means for adjusting the blowing capacity, first temperature adjusting means for adjusting the temperature of the conditioned air from the outlet corresponding to the first air conditioning zone, and the outlet corresponding to the second air conditioning zone At least second temperature adjusting means for adjusting the temperature of the conditioned air from the first air conditioning zone, and it is determined that one of the first air conditioning zone and the second air conditioning zone is a limit temperature. In the case where only the temperature adjusting means is fixed in a predetermined state, and when it is determined that the set temperatures of both the first air conditioning zone and the second air conditioning zone are the limit set temperatures, The vehicle air conditioner is characterized in that other adjusting means including the temperature adjusting means are fixed in a predetermined state .   When it is determined that the set temperature of the first air conditioning zone is the limit set temperature, the preset temperature of the second air conditioning zone is set by the predetermined operation of the first temperature setting means. The first air conditioning zone is corrected by a predetermined operation of the second temperature setting means when the temperature is corrected to the limit set temperature on the same side as the temperature and it is determined that the set temperature of the second air conditioning zone is the limit set temperature. The vehicle air conditioner according to claim 1, further comprising set temperature correction means for correcting the set temperature to a limit set temperature on the same side as the second air conditioning zone.   The predetermined operation of the first temperature setting means is a continuous operation of the limit temperature setting operation by the first temperature setting means for a predetermined time, and the predetermined operation of the second temperature setting means is the second temperature. The vehicle air conditioner according to claim 2, wherein the limit temperature setting operation by the setting means is continued for a predetermined time.   The predetermined operation of the first temperature setting means is to perform a limit temperature setting operation by the first temperature setting means a plurality of times, and the predetermined operation of the second temperature setting means is the second temperature setting operation. The vehicle air conditioner according to claim 2, wherein the limit temperature setting operation by means is performed a plurality of times.

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